Motorsport News Issue 116 - 19 December 1997-1 January 1998 by V8 Sleuth

WEBBER

(NZ$5,95incl GST)

i 19 December 1997- 1 January 1998

Pro ranks swell with youth By DAVID HASSALL

ex-Alan Jones Falcon sponsored by

V8 SUPERCAR racing is set for a boom year in 1998 with an influx of bright new talent in the Pro ranks. At least 16 Level 1 cars will be on the grid - and possibly more. This week, a number of major developments have taken place: ● Jason Bargwanna has signed with Garry Rogers Motorsport to drive a sec ond Valvoline-sponsored Commodore alongside Steve Richards; ● Jason Bright will spearhead the new Stone Brothers team with the

● The Holden Young Lions program has been transfered to Gibson Motorsport and Steve Ellery will drive a new car backed by Konica. Gibsop Motorsport will therefore return to full-time racing with a three-car operation, having announced recently that Darren Hossack will be joined by Darren Pate in Wynn’s-sponsored Commodores. Meanwhile, Alan Jones and Wayne’ Gardner are still working on deals. Full stories inside

BIG CHANCE: Jason Bright.

NEW TEAM: Bathurst star Jason Bargwanna has a full program.

Holden's new look for

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W December 1997

n Stand by for some big news from Volvo Australia. We hear that two ofthe current S40 Super Tourers ai’e on their way to Australia for the 1998 BOC Gases Super Touring Championship. Jim Richards will be at the wheel of one, while contenders for the second seat include, we hear, Richo Jnr...

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n Ross Palmer has closed down his GT-P team until he gets some sponsomhip. The team's two Feiraris are rumoured to be

heading to former Porsche Cup champion Wayne Park, under lease.

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RARING TO GO... Jason Bright is iooking forward to a foil season of Australian touring car racing after his internationai hopes faded.

Bright By CHRIS LAMBDEN

JASON Bright has signed a

two-year deal to drive for Ross and Jimmy Stone's new outfit.

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Ross Stone this week put the final touches to a deal to form the Pirtek Racing Team, which will see Bright cam paign the ex-Alan Jones Falcon alongside Mark Larkham's Mitre 10 car from the Stones' Gold Coast work shop.

At the same time, it is no secret that the Stones were very impressed with Bright's feedback when he tested with the team and then drove at the (Tickford) Sandown 500.

"His professionalism and his focus on what he wants to achieve are just remarkable." Additional backing for the team comes from Valvoline, Bridgestone and Ford Motorsport. For his part. Bright is delighted to have secured a drive at the highest Australian level, given that his interna tional prospects haven't been looking good: "Ross and Jim have a tremendous record in this cat egory of racing and I really enjoyed working with them earlier this year," Bright said. "I'm not saying we can win the championship in our first

n Rally ace Dean Herridge might consider turning his atten tions to circuit racing if his exploits at a Canberra indoor kart track last week were any thing to go by. Not only did he beat a bunch of young circuit aces (including Jason Bargwanna, Jason Bright, Steve Richards and Stephen White), but he set a new track record as well... n Rumours in Europe suggest that Audi have concluded a deal to run their front-wheel-drive Super Tourers on Michelins next season. Orix Audi Sport team manager Kim Jones was still in Em-ope as MN closed for press but no decision on the local team - or announcement regarding the Em-o decision -is expected for some time.

n Suzuki has confiimed Peter Goddai'd’s World Superbike Championship ride.‘God’ will be joined on the WSC trail by Brit James Witham.

"The decision to part compa ny with Alan wasn't an easy one," Ross Stone said this week, "but we both had differ ent ideas on the future direc tion of the team."

"There's no doubt that Jason

n Glenn Seton has almost given up hope of running a sec ond car next year due to lack of sponsorship. Seton had hoped to get a yoxmg recruit who could be groomed for the co-driving slot at Sandown and Bathurst.

n SH Racing has signed up Scott Dixon for the 1998 Formula Holden Championship. The 17year-old from Auckland will take Jason Bargwanna’s place in Simon Hardwidge’s team,and has already tested the Reynard 9ID at Calder and Winton.

The team is delighted with the outcome, which comes fol lowing the buy-out of Jones' share in the team.

is truly one of this country's great young talents," says Ross Stone.

n Shell Helix crew chief Les Laidlaw has left the team and has started work at Romano Racing. No replacement has yet been named.

season, but I'm pretty confi dent we can run at the sharp end of the field." Pirtek, which was a support sponsor on Alan Jones' car this year, moves up to prime sponsor on Bright's car for 1998. Pirtek Australia gerneral manager Glen Duncan is right behind the Stones' choice of driver: "We have always invested heavily in the future," he said this week, "and we certainly regard Jason as one of the, future stars of Australian motor sport." MEANWHILE, Alan Jones, who retains the support of Komatsu, is pursuing what now seem limited options for a full-time drive in 1998.

Murf at HRT

GREG Murphy will line up for the Holden Racing Team at the endurance classics next sea son. The former Bathurst and Sandown winner will again partner Ci’aig Lowndes in the two races. “It feels a little strange,” he said this week. “It’s only two races for the sea.son, but these two races are some thing that I really want to work for, to win again. “It’s gi-eat to know I will be back in the team I know so well and dri ving with Craig again. “HRT offered me a good deal and I am confident that we can go to Sandown and Bathurst to get the job done, MEANWHILE, Murphy will get his

feet wet in a different class this week. He will race a NASCAR at the Goodyear Thunderdome next week, in the Chevrolet Monte Carlo dri ven in the second round of the championship by Kevin Schwantz. The car will be sponsored by Champion Gold spark plugs. ‘Tm looking forward to it,” he said this week. “I’ve never raced one of these and I’d like to have a few miles under my belt before the actual race, but it should be gi-eat. “I just want to get into the car and go for it.” Murphy indicated that, given the outcome of several other plans for 1998, may be able to complete the season in the car. -PHBLBRANAGAN

n Calder’s Goodyear Thunderdome vrill be the Family ‘Dome for the Decemeber 27 Herald-Sun 250 AC Delco Cup race and the Champion Gold 200 National Cars event. Entry prices have been slashed to $15 for adults and $35 for families, with kids getting in for $5. In the days before the race, coupons in the Herald-Sun will get the kiddies in for free.

Motorsport News over Chrislmas Motorsport Mews will not be taking a break over the holiday period so you won’t miss out on the latest developments. In fact, you should be able to buy your next issue early on Wednesday, December 31 in most areas of Australia. Until then, a Merry Christmas from everyone here at your favourite motorsport publication.

i i I | |

19Decembef1397

n The Holden Young Lions progi'am will contin ue, despite the fact that it has gone across to Gibson Motorsport with Steve Elleiy(whose accomplish ments tend to raise him above the concept). Teenage ace Todd Kelly, who was a member ofthe squad this year, will con tinue with the program next yeai-, along with a second driver to be announced soon. n Supercar driver Kevin Heffeman recently scared the hell out ofeight compe tition ^vinners. The lucky’ eight won a competition put together by Heffeman’s sponsors Price Attack, Stratco Outback Patios and KFC and Network 10. n Honda has announced its new line-up for its Super Touring teams. In Britain Peter Kox wiU join James Thompson, while Dane Tom Kiistensen and BTCC refugee Gabriele Tarquini will drive Prodrive-built Accords next year. n Nissan has conducted an endurance test oftwo of its TWR-built R390s GTl cars at Mugello in Italy. The test was part ofthe team’s build-up for the assault on the 1998 Le Mans 24 Horn' race. Aguri Suzuki, Kazuyoshi Hoshino,Jorg MuDer and Anthony Reid I did the dii-iing. n Absent from the test was Martin Brundle. The retired FI driver will line up for the 1998 Le Mans 24 Hour for Toyota. n Brundle will continue with Murray Walker on ITV’s Grand Prix telecasts for another two years. He has extended his deal with ITV while, at the same time, it is believed that the network vriU continue with the same format as this year, but its studio panel may be trimmed down somewhat.

F1 keeps fag money nine more years By JOE SAWARD THE European Health Ministers have concluded a deal which means that Formula 1 will continue to have tobacco sponsor ship until October 1 2006. The FIA said that it would make no comment until the draft directive had been before the European Parliament. The only drawback for motor racing is that the EU will be expanding into Eastern Europe in the years ahead, so that races in countries such as Hungary, the Czech Republic and Poland are going to be affected when the ban is finally in place. (Germany’s health minister said that he did not rule out a legal challenge to the ban because it will breach the right to freedom of expresSion.

Bargwanna’s big break By PHJL BRANAGAN

JASON Bargwanna has secured a full-time V8 Supercar drive. The foi-mer HRT Young Lion is set to drive a Valvoline Commodore alongside Steven Richards in a two car Garry Rogers Motorsport assault on the 1998 V8 season. Bargwanna, 25, will drive the car in all rounds of the Shell Australian Touring Car Championship and at the AGP support.

* and, hopefully, beyond, The move into a two car format is likely to mean the end of GRM’s involvement in the Super Touring championship, at least “It’s great to join Garry Rogers in the short term. The team still Motorsport,” said Bargwanna. has the Peter Adderton-owned “The most satisfying thing is that Nissan Primera in its Melboiume it allows me to keep up the rela workshop but, with the addition tionship with Holden and budget requirements for two V8s, Bridgestone. the smaller category is expected “GRM has been successful at _ to take a back seat, every level of motorsport. Steven “ Richards’ name has been and I get on very well I’m really linked to a possible two car looking forward to the next year Volvo S40 team with father Jinj. However there is a possibility that he may not ch'ive in the nonpoints IndyCarnival race where Jim Richards may take the wheel.

Bargwanna drove the HRTYL car at Sandown and at the Primus 1000 Classic, where he topped the qualifying sheets on Friday before qualifying fifth. An off in the Sunday warm-up meant that he failed the start the race. As part of the team’s expansion GRM has picked up backing from clothing brand No Fear, which has ended its association with the Holden Racing Team Young Lions project, as well as Bargwanna’s sponsor, Capral Almninium.

Ellery gets Lion's share

STEVEN Ellery is back in a full-time V8 Supercar ride for 1998. Ellery will drive a Konicabacked Holden Commodore for the Holden Young Lions, but the car will not be based at HRT’s Cla3don, Melbourne headquarters. Instead, Ellery will be run by Gibson Motorsport, along side the Wynn’s/Kmart cars of Darren Hossack and Darren Pate. Like the other two cars, Ellery’s is expected to com pete on Yokohama tyres though Fred Gibson was due to meet with Yokohama yes terday (Wednesday) to confii-m this. The Ellery car will be run from Gibson’s transporter, while the Wynns team will travel in their own dedicated unit. Ellery’s is something of a return to Gibson after the former Falcon driver teamed up with Hossack at Sandown and Bathurst.

ing car racing last season in a second car run from Tony Longhurst’s team. But this year the two split in acrimonious circum stances and there was con siderable speculation as to where the Konica backing would end up. Ironically, the move to Gibson Motorsport comes as a result of HRT being l perceived as ‘stretching’ to accommodate three cars in this year’s . endurance races. Holden management is believed to have made known its preference for two cars properly mn for Mark Skaife and Craig Lowndes, rather than three for the HRTYL.

FIRST RUN... The new Gibson Motorsport car to be raced by Ellery is shaken down atCalder. He took the role of lead driver in both races and looked set for d'top five result at the Primus 1000 until the car was delayed by driveline problems.

I could think of nothing better than to join the HRT Young Lions,” said Ellery this week, “It’s a marketing advan tage for Konica; the lion fits

in very well With their image, “It’s a good thing to go to Gibson’s; I felt very welcome there this year.” Ellery graduated to tour-

TO cap off a big week for Ellery, this weekend he gets married. The ceremony was origi nally scheduled for October 19 - the same day as the Primus 1000 ... -PHIL BRANAGAN

President dumped in huge ARDC shake-up IN a night which could have been played out in the back rooms of Canberra's Parliament House, the board structure of the trou bled ARDC had a massive change last week. t President Colin Bond resigned just two weeks after being re-elected unopposed to the top job and his vice president Brian Gelding was over¬ thrown in a spill motion and stormed out of the board meeting on Decembers. The new president of the Club is Damon Beck, a Sydney car dealer who last served in the position almost ten years ago. Beck was at pains last week to assure Motorsport News that the club was in a stable financial and

plan is being drawn up which will provide a very exciting and safe future for the club," said Beck. The new president also endorsed the long-serving general manager of thp club, Ivan Stibbard, who had seen the previous board declare that his contract would not be renewed beyond December 31 this year. 'Ivan is one of the finest motor rac¬ ing administrators this country has ever seen and he will be very hard to replace, so he is going to stay on until we find a replacement," said Beck. One of the possible solutions to the ARDC financial woes appears to be the potential to sell off the club's pro motional rights in the Bathurst 1000 to the Seven Network as well as also possibly selling the pit complex at Bathurst to the telecaster.

political state after the upheaval, despite the massive losses on Eastern Creek and Bathurst. "We (the new executive) have met with the bank and a new business

"We are looking at a number of options," was all Beck would tell MS News this week. Beck's elevation to the top job came after a night of drama which

By JON THOMSON

began after Bond had signalled that he would resign the presidency. Apparently before that resignation could be tabled, a motion declaring the vice-president's position vacant was passed, effectively blocking what would have been a natural progres sion for vice-president Gelding to take the president's position. With the motion passed, Gelding stormed out of the meeting and now says he has little interest in continu ing with the club he has devoted much of his time to in the past few years. Beck was elected as president and his vice-president is Porsche racer Chris Hones. "I don't know that I want to fight the whole thing; it is very disappoint ing to have given so much, been involved so deeply and to have been tipped out like that," said Gelding. Jane Taylor, another board mem ber, also resigned from he board on December 8 in support of Gelding. It is understood that, as well as

meetings with he club's bankers, Beck and Hones have met with Channel Seven to re-assure the tele caster that all is right with the Club. “I suppose some would see it as a crisis of confidence, but our financial woes were linked to several nonrecurring costs and our new busi ness and financial plan will see us back in the black in the future," said Beck. Colin Bond would not comment on his departure except to say that he was tired after a long commitment to the club and had not wanted to stand for the presidency at the end of November, only doing so because no one else had nominated. "It is the time to get out,” said

Bond.

"I have other things to do and now there are others available to do the

job. It is clear, however, that the politi cal and financial crisis have done nothing to instil confidence in the 45year-old club.

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Webber deal set after hot Benz test By DAVID HASSALL

THE 1998 World Cup for Super Touring cars could be at the AMP Bathurst 1000. The FIA has invited pro moters to submit proposals for the establishment of a single event for the 1998 prize and TOGA Australia Chief Executive Kelvin

MARK Webber is on the verge of signing with Mercedes-Benz following a successful test in Italy last week. The young Australian is expected to become part of the German company’s GT Championship line-up when it is announced shortly. A spokesman for the com pany said that Webber was “in the frame”, but was unable to give an indication of when the program would be revealed. “We are happy with his testing abilities and he is being seriously considered,” said Wolfgang Schattling, Mercedes’ manager of motorsport communications in Stuttgart. “Mark is a good chance of being included in the pro gram.” There was a question mark Over Mercedes’ involve ment in the category next year, but last week’s announcement by Porsche of a full factory attack on the 10-round championship appears to have jolted them into action. Webber reported from Germany on Monday that he did not know what was hap pening with a contract, but seemed quite relaxed with developments. He was about to go off on a four-day skiing trip with a group of Mercedes people, including the head of Mercedes Motorsport, Norbert Haug. Webber tested with the AMG team in one of the awe some Mercedes CLK-GTR sports racers at the Vallelunga circuit in Italy on Friday and Saturday. It was part of a full-on five-day test for the team, not just a casual trial for their new recruit. Webber completed a total

O’Reilly is pursuing the title for Mount Panorama. “TOGA would be keen to see it at Bathurst,” he said this week. “We’ll be putting our marker dovm to achieve that status.” The World Cup was a pres tigious, end-of season, stand alone event in 1993-95, wth Paul Radisich taking the first two titles at Monza and Bonington and Frank Biela taking the ‘95 win at Paul Ricard in France. But recent World Cups have been decided by accu mulating results from Super Touring series around the world. “Manufacturers don’t like the international system,” said O’Reilly. “They, and almost every one else, would be happier having the title settled in one event. “Bathurst already has the reputation and the infra structure to support a World Cup. “It has a world-class televi

IMPRESSIVE TEST... Mark Webber puts the AMG Mercedes CLK-GTR through Its paces at Vallelunga in Italy. He now i seems sure to join the squad for next year’s FIA GT Championship. (Photos by LATDigital) of 230 laps, including 140 in the wet on Friday. Conditions on Saturday were better, though there were still some showers around, and he completed the test without having an off (unlike his first test in Hungary five months ago). He was joined by two regu lar- team drivers, the veteran Klaus Ludwig and newly crowned GT champion Bei-nd Schneider. Both the team and Webber were unwilling to discuss times, but our photographer at the track reports that he was matching his more expe rienced rivals and was on a competitive pace, close to the track record. “We were running differ ent specifications all the

time, so it was hard to com pare times,” said a coy Webber, “but I was really happy with the way it went. “I know I was in pretty good shape. “They said I didn’t do a bad job - and they’re not the sort of people to say you did a good job. “It was serious testing so I can’t say exactly what we

were doing. ‘We were working quite a bit with Bridgestone, so that was the first time I have worked with different com pounds, which was quite interesting. “The cars -are just great to drive. “The amount of power is absolutely awesome and there is really a lot of down-

force, particularly in the quick comers. “The track itself wasn’t too bad ... it’s just another one imder my belt. Five laps and I knew the place.” Webber hopes to return to Australia - where he was holidaying until getting the sudden call-up - before head ing back for what promises to be a high-profile season.

sion package already in place so the whole event is suited to such a format. are “Manufacturers already showing great inter est in the 1998 race and this would just add to that level.” One of the matters that would have to be settled before the World Cup title could be added to the Bathurst race is the commer cial arrangements, which would be overseen by FIA Vice President Bernie Ecclestone. But with his support, and that of TOGA (UK) Chief Alan Gow and the manufactruer, O’Reilly envisages the Great Race becoming THE international touring car event.

Morris tests No Gardner deal for LP Indy Lights in America WAYNE Gardner and Larry Perkins have not done a deal for 1998 after all.

PAUL Morris is reported to have tested an Indy Lights car last week. The double Super Touring Champion has been in America for some time, report edly looking for a ride in either the Lights series or the burgeoning GT champi onship. It is believed that Morris, who has prior open-wheel experience in Formula Ford and Formula Holden, is now certain to continue his career overseas with, per haps, a drive in the Bathurst 1000 if a com petitive drive is available. Morris returns to Australia next week.

NO DEAL ... Wayne Gardner.

While Motorsport News’ report last issue that Gardner would drive a Perkins Engineering-prepared Commodore next season was incorrect, the two have dis cussed the options. However, planning for any Perkins-Gardner deal has not progressed beyond the discus sion stage and it now appears that there is no chance that any thing will happen. Gardner’s two racecars remain in his Sydney workshop, while the car which was deliv ered to Perkins’ Melbourne base

in his newly-acquired ex-WGR transporter was a show car being sent to Gibson Motorsport. Perkins will continue to run three cars next season for him self, Russell Ingall and the Castrol Cougars. The future of Gardner, who was out of the country last week, remains unclear-.

It is believed that he has spo ken to both Perkins and Gibson Motorsport about running a ‘cus tomer’ car and that he is trying to secure a package to compete in a limited progi-am next year-. This would include, at least, the AGP and IndyCamival sup port events, the Sandown 500 and Primus 1000 Classic.

One of the difficulties of any Perkins/Gardner deal would have been tyre supply. With Perkins and Ingall, and Shell Helix Racing, committed to Dunlop’s Level One program, it is believed that the company was not enthusiastic about sup plying former Dunlop man Gardner with its tyres. With Gardner’s best tyre option being with his current Yokohama deal - and Perkins unwilling to run a car on Yokohamas for him - it appeai-s Gardner’s best option lies else where. Motorsport News apologises to om- readers for the error. -PML BRANAGAN

19 December 1997

n The TjaTell team’s plans to build its own half scale rolling-road windtunnel have been scrapped fol lowing the takeover ofthe team. The original plan called for Tyrrell sponsor European Aviation to build the facility in a spare hangar at Bournemouth International Airport. The facility was also going to house a Tyrrell museum. n Former FI World V

Champion Nigel Mansell is obviously still missing an involvement in motor racing. The Englishman is expected to take part in the annual Chamonix 24 Hours ice racing at the end ofJanuary. The event is not a 24-hour race but rather a series ofevents over a 24-hour period. It remains to be seen which car Mansell will drive. n Fiat, which owns Ferrari, has lost the man who had been expected to nm the company when the current chairman Cesare Romiti retires. Giovanni Alberto Agnelli, the nephew of a former compa ny chairman, died last weekend at the age of33, the victim ofintestinal cancer. The Agnelli family still holds around 32 per cent of Fiat’s shares. n Goodyear chauman Sam Gibara was in Eimope last week and is believed to have stopped offin England to dscuss GoodyeaFs recent announcement that it is pulling out of Grand Prix racing at the end of 1998 with some ofthe FI team bosses. n The FIA has gained official recognition from the International Olympic Committee. This is the next step in the long process to have motor rac ing included in the Olympic Games.IOC boss Juan Samaranch has visit ed a couple ofFI events in recent yeai’s. n Just five years after nearly going out of busi ness, Porsche has just announced an $80m profit for 1996-97, the biggest profit margin for the com pany in the 1990s.

Grand Prix calendar ii Jerez out over mayor’s podium blunder JEREZ may never stage another Grand Prix as a result of the behaviour of the town’s mayor after the European GP in October. The podium ceremo ny was rather convo luted because the FIA ^decided - for the first time - that the people handing out the tro phies would change, depending on who won the race. The governing body normally issues a list of the dignitaries involved, but at Jerez there were two different lists - one for a normal race result and the other in case a McLaren won. This was because of the appearance at the race of Daimler-Benz chairman Jurgen Schrempp, who obvi ously did not wish to be photographed handing out prizes to his rivals. This would not have been a problem apart from the fact/that the finishing order changed on the last lap with McLaren dri vers Mika Hakkinen and David Coulthard both overtaking

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deprives the area of a much-needed $35m which a Grand Prix brings into the region. This will, inevitably, harm the mayor as the only way that the FIA is going to consider Jerez is if there is a dif

World Championship will be held at the Jerez circuit.” Pacheco was less than pleased with the outcome. “It’s an outrage,” he said. “They are propos ing a permanent ban. 'The only thing they did not do was propose

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ferent mayor. It should be added that Jerez has not helped itself in recent weeks by refusing to agree to upgrading work unless the FIA guaranteed that it could hold a Grand Prix. 'This is likely to have a serious effect on the track’s futime as a test ing facility as the FIA testing licence may now be withheld, which means that the Grand Prix teams are going to be struggling more and more to find

those presenting the the FIA trophies, explained, “and there fore no further rounds of the FIA Formula 1

warm weather testing in Europe. Although Jerez was a long haul south from England, it often pro vided much better weather than Estoril and Barcelona.

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Mo OBLIVIOUS ... The drivers celebrate on the podium at Jerez while the political fall-out takes place behind the scenes. (Photo by AUsport)

Good news for China and South Africa THE problems of the French, Portuguese, Belgian and Jerez races (see separate stories) are good news for the Grand Prix hids from China and South Africa, which have been listed as reserve races for 1998. At least one of the two wOl probably happen with an October date being possible for China - so it could be

“twinned” with the Japanese Grand Prix. This would be very popular with the FI circus as it would mean that most of the troops would be able to get a few days off in the Far East between races, as used to happen between the Japanese and Australian GPs. The Automobile Assoc iation of South Africa has

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impossible. There will be FI in Jerez.” The loss of FI

given another Grand Prix. Last week Mosley delivered an official version of the decision. “The disruption caused embarrassment and inconvenience to

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that the circuit be demolished. “The ban will be

Jacques Villeneuve. There appears to have been some confu sion among the VIPs as to who would get on worldwide television. The mayor of Jerez, Pedro Pacheco, and regional president Manuel Chaves made some of the presenta tions, while Schrempp did nothing. Eyewitnesses report ed that FIA President Max Mosley screamed at the mayor, inform ing him that his race track would never be

By JOE SAWARD

Ex Greg IVIurphy Formula Holden Reynard 92D Simoco Pacific Pty Ltd, offer for sale race winning car. Reynard chassis #023. As raced 1997 Championship season. 4th place 97 AGP, 3rd place Calder. Fresh engine, Penske Shocks, Fire bomb, fully o'hauled calipers. Complete, ready to race with spares available. Priced to sell at $75,000 ono For further information contact Bruce Williams Phone 03 5335 8788 Mobile 0418 349 555.

been quietly working towards getting a race in recent months and the bid received a boost when the International Olympic Committee decided against awarding the 2004 Olympic Games to Cape Town. This meant that govern ment money which might have gone to Cape Town became available for a Grand

Prix at Kyalami.

The Johannesburg circuit has a number of advantages as all the necessary infra structure is already in place and the track has already hosted two events in the 1990s. The Chinese have been quietly working away at preparing for a Grand Prix, with Chinese officials being regular visitors at FI races and the Zhuhai

International circuit gain ing experience with inter national GT sportscar races. The circuit has strong links with Marlboro and as the Chinese are not apparently worried about tobacco adver tising - despite a theoretical ban -Zhuhai is a hkely desti nation for FI in the years ahead.

-JOE SAWARD

TRAiHim smmtjm MELBOURNE - 24 January 1998

Attention to all MoTeC users and interested persons. MoTeG Australia will be holding a one day training seminar foGusing 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.

19Decenil)efl997

1 turmoil V

More troubles for Belgium THE Belgium Grand Prix rpmains provisional on the Formvda 1 calendar as a result of the recentlyintroduced anti-tobacco laws in Belgium. The Belgians must come up with a solution which sat isfies the FIA by the end of this month if they wish to have a race at Spa in 1998. The Belgian race organis ers now have a real problem as the country’s parliamen tarians are refusing to give way and are talking about legal action if the FIA takes away the race. The Belgian law does not come into effect until January 1, 1999 but the FIA is unhappy that it will mean an immediate end to tobacco sponsorship and the cun-ent contract between the FIA and Spa will not be respected. As there are clauses in the FIA contracts which negate the deal if tobacco bans come into effect, the 1998 race is in danger. The problem is being exac-

erbated because some of the Belgian politicians want to be seen to stand up to FIA threats rather than to huckle under as other governments have done. Unfortunately they do not realise that the FIA has no intention of backing down even if it means the loss of a great circuit from the World Championship. The Belgian politicians are under pressure within Belgium because of the eco nomic impact of the loss of the race in the Ardennes region. Lawyers representing the tourist boards and hotel own ers of the Spa region are expected to try to have the anti-tobacco law suspended by the Cour d’Arbitrage, Belgium’s appeal court, claiming that it contravenes the commercial clauses of the Treaty of Rome. If this fails a similar action may be taken to the European Court of Justice in Luxembourg. -JOESAWARD

JZyj

France rejected again THE French Grand Prix remains without a place in the 1998 FIA Formula 1

World Championship despite French govern ment moves to change the law relating to the broad casting of sporting events. The FIA has an exclu sive TV rights deal with the TFl channel, but a French court had ruled that all the French television channels should be entitled to broadcast the event. The FIA response was to cancel the French GP until the government sorts out a compromise.

French Sports minister Marie-George Buffet has been working to arrange a decree to modify French law over the TV coverage of sporting events, but that was rejected recently by the French Council of State, which rules on constitu-

tional matters. The government is planning to draft new legislation in January, The FIA says that the Grand Prix will not be reinstated until the law is passed while Buffet says that there was no deadline when she discussed

n BMW is said to be planning a new Junior Team to bring young dri vers up through the ranks into FI racing to be part of the Munich company’s FI effort starting in 2000. The company is expected to nm a Formula 3000 team -in association with Gabriele Rafanelli’s

the problems with FIA President Max Mosley. France likes to think of itself as the spiritual home of Grand Prix rac

ing and seems to think that it has a divine right to a race. “I am convinced that a solution can be sorted

Bigazzi team -and Alex Muller, Dominick Schwager and Timo Scheider are tipped to

out,” Buffet said, “but first thing we must have the race back on the cal endar.

drive.

n McLaren’s Junior Team is expected to run German Nick Heidfeld but Englishman Jamie Davies - who drove in Formula 3000 last year for DAMS, winning at Enna -is also being mentioned. Davies has previous connections with McLaren, having won a McLaren/Autosport Yoimg Driver Award.

“Last year the race was reinstated in April and I have every hope that it will be back in the calen dar at the end of January.”

Estoril gets deadline

n Players Ltee -an off shoot of BAT in Canada has withdrawn its sponsor ship ofthe Canadian GP in 1999 because it says it can not wait any longer for the government to exempt the Grand Prix from its anti tobacco legislation.

With extra races hoping to get a slot on THE Portuguese Grand Prix looks to be in considerable jeopardy with the the calendar, the FIA does not appear to be FIA insisting that the Estoril circuit bothered whether or not the event takes gives “a binding undertaking” by place at all. Some delegates appear to be fed up with December 31 to complete renovation works on schedule. thp whole saga as the upgrading of Estoril has been dragging on for years. This may not be easy as the circuit’s Portugal has lost a lot of its political clout reconstruction problems are wrapped up in within the FIA as a result of the recent legal and political wrangling and there are death of Cesar Torres and it will not have only two weeks to go before,the deadline helped that Portugal was one of the govern and the period includes the Christmas holi ments which supported the European Union days. If an undertaking is to be given, the tobacco ban. The Portuguese GP was dropped from this Portuguese Government - which owns the track - must find a way to overrule the'' year’s World Championship because upgradcountry’s Court of Accounts which has ruled ing work was not done but, in an effort to get’ that work cannot continue until a proper the race back on, the Portuguese government tendering contest has been completed as its intervened, buying a controlling interest in original choice of company was rushed the circuit and beginning work on the track, - JOE SAWARD through as an emergency measure.

n Nigel Mansell is expected to appear in court in England shortly,to face charges ofspeeding near his home in Devon. Mansell was stopped by traffic police who allege that he was diiving over the speed limit in his new Bentley Continental.

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W December 1997

The end of the road for Tyrrell... THE Tyrrell Family has finally sold its Formula 1 team to British American Racing(BAR). The team will continue to run in 1998 but will close down at the end ofthe season. The announcement heralds the' closure of one of Grand Prix racing’s most enduring operations, although it is a very long time since Tyrrell ran truly competitive cars. Over the years there were some financial problems, but announcing the sale Ken Tyrrell said that he had not been forced to sell because the team had debts but that at 73 he finally realised that his team could not go on raising the funds required. None of the Tyrrell family have shown any willingness or aptitude to take over from Ken. “This has probably been the most difficult decision I’ve ever had to take,” said Tyrrell. Tyrrell will run as planned next year - but without British American Tobacco money - and will close at the end of the season.

V8 privateers get new Control tyre THERE will be a control tyre for the V8 Supercar races in 1998 - in fact, there will be two control tyres. Yokohama has won the con tract with the Touring Car Entrants’ Group (TEGA) to supply single compound and construction rubber for the ‘Level 3’ teams, but supply delays will mean that they will not have sufficient stocks until the third round of the Shell ATCC series at Lakeside on March 29. That means that at the first two SATCC round at Sandown and Symmons Plains, and at the Australian Grand Prix support races in March, the Privateers will use the existing stocks of Dunlop tyres, as were sup plied at the Primus 1000 at Bathurst in October. Privateer teams will be lim ited to six tyres per car for qualifying and each of the three 20-minute races.

McLaren to Bridgestone

AS we suggested last issue, the announcement that Goodyear is to pull out of Grand Prix racing at the end of 1998 has led teams to consider jump ing to Bridgestone and McLaren has quickly led the way, terminating its agreement with Gpodyear and begin ning work with Bridgestone in Spain two weeks ago. McLaren had a contract with Goodyear until the end of 1999 but decided to make the move because it “represents the optimum way forward for the team”.

The Box Seat- PI5

McLaren added that it wished to record “its sincere appreciation” to Goodyear for the support and co-oper ation over the last 13 years. According to our sources, this appreciation was not marked by any direct contact with Goodyear Racing, which found out about the switch frorh the McLaren press release. Goodyear is not expected to react legally and it remains to be seen whether other teams will now follow suit. - JOE SAWARD

The new rules are expected to cut up to $800 per meeting from the cost of competing. Yokohama’s Alan Bradshaw is confident that the new tyre will be competitive.

“The hi-spec tyre we have selected will also bring the Privateer teams much closer to the Level One drivers than previously possible,” he said.^ There will also foe a championship-within-a-championship for the Privateers. Drivers must nominate eight of the 10 SATCC rounds at which they will score points and, of those eight, their best six results will count towards the Privateers’ title. Yokohama won the con tract over rival Dunlop on a number of factors, one of which was price. At $447 per tyre the Yokohamas are $30 cheaper than the Dunlops. “We’re disappointed,” said Dunlop Motorsport’s Russell Stuckey this week. “We thought we had a very good product, but motor rac ing is a competitive business and sometimes you don’t win.” The decision regarding the tyres and new championship regulations was expected to be ratified at TEGA’s meeting yesterday (Wednesday). - PHIL BRANAGAN

/ /

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.1*

Gibson back with two cars for Wynn's WYNN'S has expanded its V8 Supercar team to a two-car squad for 1998, joining forces with Gibson Motorsport to pro vide cars for young racers Darren Hossack and Darren Pate. With its partnership with Gibson Motorsport, Wynn's Racing now takes on Level 1 status and takes advantage of the immaculate work 1 shop facilities available at Gibson's Dandenong HQ. Kmart has increased its support for the team, providing strong secondaiy backing. The cars will, of course, run on Yokohama tyres. The Wynn's Racing program marks a strong return to full-time racing for Gibson Motorsport, which will also run a third Level 1 Commodore for Steve Ellery in a separate deal(see story on page 4). While Hossack (27) contested the full 1997 season with Wynn's back ing, for Pate (23) the drive repre sents recognition for a strong Formula Holden series and a solid one-off Bathurst drive in the GAMPS.Commodore. FIRST TASTE... New Gibson Motorsport driver Darren Pate gets to grip with his new mount for 1998. Pate secured the drive, which required some sponsorship input, / ahead of a list of other contenders n said to have included Steven Johnson and Steven Richards, which would have revived the fami DARREN Pate had his first run in a Gibson which backed his Bathurst Primus 1000 Commodore ly connection with Gibson's team. Motorsport Commodore last Wednesday at drive with Ryan McLeod. The arrival of Pate and the new sponsors, along At the same time, the team has Calder. been strengthened by the addition The 23-year-old completed 20 laps in the team’s with the return to GM of former Wayne Gardner brand new Holden Commodore while his teammate Racing team manager Alan Heaphy, represents a of ex-Coke team manager Alan Darren Hossack drove both the new car and his regu- return from the financial wilderness for the Gibson Heaphy, who returns to Gibson team. lar number 45 machine. Motorsport to fill a similar role. Team owner Fred Gibson talks about his outfit’s Both Darrens will drive for the Gibson team 'which See page 16 for our full interview with Fred Gibson. new program, and life after Mark Skaife, starting on now enjoys the support of Wynns and Kmart. - CHRIS LAMBDEN Pate has also brought the support of Bartercard, page 16.

Pate tests new Commodore

VALE Cesar Torres FIA Deputy President Cesar Torres has died of cancer at the age of54. Torres built a media empire around the Lusa newsagency while enjoying a successful career in

Portuguese racing and ral lying. He later helped to establish the Portuguese Rally as a regular- round of the FIA World Rally Championship and his efforts led to a seat on the sporting commission of the Autonrovel Club de Por-tugal in 1972. Two years later he became its presi-

New sponsors for angry Stewart

JACKIE Stewart learned the hard waylast week that it is bet ter not to talk too loud ly against FLA policy. The Scotsman has been vei-y high profile in recent weeks, making known his views about tobacco advertising. In a gentle reminder that it is best to follow the party liiie, the two Stewart entries were list ed by the FIA as being dependent on the team being able to “pro-vide the FIA with proof that it will be in a position to take part”. This led to embarrass ing questions about the team’s financing - which

is absurd given the fact that the whole operation is being underwritten by the Ford Motor Company. Stewart reacted angrily. “I cannot understand why the FIA thought it appropriate to ask for re assurances from us,” he said. The FIA later said that Stewart’s entry had been accepted following confir mation that the team had the necessary finance. MEANWHILE, Stewart will announce in London this week that he has signed up two major new sponsors. -JOESAWARD

dent and became involved in FIA politics. In 1978 he supported Jean-Marie Balestre’s plan to establish the FISA as an independent sporting feder ation and became a FISA Vice-President as a result. Two years later he won con trol of the ACP. In the early 1980s he was the prime

mover in getting Estoril upgi-aded and the first mod ern Portuguese GP took place at the track in 1984. The motorsport connec tions helped Torres become president of the Estoril Coast tourist office and between 1990-1991 he was Portugal’s Tom-ism.

Minister

After Balesti-e’s defeat in the FISA elections of 1991. , Torres - representing the Balestre camp - was men tioned as a possible rival to Max Mosley for the presi dency of the FIA but a deal was struck in which Torres became Mosley’s deputy. He was re-elected to the role in October.

\-A

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WDecembef1997

Formula One testing begins By JOE SAWARD

World of Sport

Motor Raiing Calendar ACDelco CUP NASCAR* Strathfield National Cup

Dec 27 .. .Thunderdome ..Rd 3 Jan 1.7 .. .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 26

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

Dec 26 Jan 10

National Open ...RIR

Contact the track for details

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

Jan 3 Jan 3

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 Nitro Funny Car Match Race featuring Lloyd Jones and Allan Dobson

Jan 10

Nitro Funny Cars .CP USA V Australia featuring Glenn Mikres, Peter Russo, Garry McGrath

Jan 17

Nitro Funny Cars .RP USA V Australia featuring Glenn Mikres, Peter Russo, Garry McGrath

FORMULA 1 testing has begun again after the month-long ban, with Williams, Benetton, McLaren, Frost, Sauber, Minardi and Arrows all in action at Barcelona recently. The times were fairly irrelevant as all the teams were using differ ent interim cars and different tyres as they prepare for the new era of “grooved” slick tyres. Williams tested four youngsters, the fastest being Colombian JuanPablo Montoya who set a best lap of lml9.20s in racing trim with new tyres. Brazilian Max Wilson was sec ond-quickest with a lm20.40s while France’s Soheil Ayari was clocked at lm21.10s and* Nicolas Minassian, nursing a broken finger, STONES ON THE ROCKS... McLaren’s first test on Bridgestone rubber at Barcelona was not all smooth at lm21.40s. sailing, as David Coulthard demonstrated when he looped the Mercedes-powered car. (Photos by lat Digital) All four completed about 60 laps each. David Coulthard and Mika the team. The team had some engine trou Mika Salo had his first runs for bles and decided not to travel to The main test then got underway Hakkinen then concentrated on Arrows as he and Pedro Diniz did Barcelona so as to cut down on with Benetton setting the pace - as engine and tyre development work, The Prost team ran both Panis tyre and engine development work logistical problems. is often the case - but they were both half a second slower than and TruUi but both suffered engine while Minardi ran two cars - one A FINN AND AN ARRO WS... Montoya. 'trouble with the Mugen-Hondas for Tarso Marques and another for The team ran 1998 drivers Mika Salo (below left) had his first while Sauber had two separate pro yoAngsters Laurent Redon and gallop in an Arrows Yamaha, con Giancarlo Fisichella and Alexander grams going: Herbert continued his Tom Kristensen. Wurz and also Briton Oliver Gavin. centrating on engine and tyre work. Ferrari tested with Nicola Larini work on the 1998 development car Williams concentrated on devel at Fiorano, while Jordan ran while Norberto Fontana pounded THIN TIMES... Williams concen oping the narrow-track cars. around doing engine work. Spaniard Pedro de la Rosa on the trated on testing their narrow Later in the week Sauber ran for- runways at Silverstone, shaking McLaren did not start running wheelbase 1998 car, with Frentzen until the third day of the test mer Arrows test driver Jorg Muller down the interim Jordan-Mugen (below) testing some odd-looking because of delays getting its con- and there has been speculation that Honda 197NH (standing for “nar measuring gear. tract with Bridgestone signed, he might be taken on this year by row Honda”).

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

97/98 SRA Sprintcar Series

Dec 26 ....Avalon Jan 10 ■Horsham Jan 11 Mllduna . Feb 21 .Simpson .'

,Rd4 ,Rd 5 ,Rd 6 Rd 8

12 round series held around Victoria/SA

97/98 SRA Events

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

1998 Shell Australian Touring Car Championsip*

Feb 1 Sandown. Rdl Feb 8 Symmons Plains Rd2 Mar 29 Lakeside ,Rd3 ,Rd4 Apr 19 ... .PhillipIsland. .Rd5 May3 . .. .Wintoh Rd6 May24 . ..Mallala .Rd7 May 31 . . . .Wannettx) Jun21 . . . .Calder. .Rd8 Jul19 Hidden Valley Rd9 ,Rd 10 Aug 2 Oran Park.

MAL ROSE

10 round series held around Australia.

1998 V8Supercar Endurance Events*

wishes to thank his sponsors and supporters during the 1997 season

Sep 13 .. . .TickfondSOO Nov 15 .. . .Primus 1000 Classic...,

1998 BOC Gases Aust. Super Touring Championship*

Apr 5 Calder. Apr26 . . ..OranPark May 17—Phillip Island.... Jun7 Eastern Creek Jun28 . . . .Lakeside Jul 19 Mallala. Aug 9 Winton.. Aug 30 . . .Amanoo

Rdl .Rd2 .Rd3 Rd4 Rd5 .Rd6 .Rd7 .Rd8

8 round series held around Australia.

All event dates in this calendar were correct at the time of printing. Please consult any individual tracks and/or associations for date changes.

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

-Ci--

ARDC AMSCAR SERIES CHAMPION

Classic 1997 J Bathurst Primus 1000

4th: Round 1 Eastern Creek 1st: Round 2 Amaroo Park 1st: Round 3 Eastern Creek 2nd: Round 4 Eastern Creek ● Victor Footwear

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Graham Bailey, Barry, Bert, Dave A, Dave S, Don, Frank, Gayle, Gavin, Greg, Jen, JR, JT, KB, Matt, Phii, Rob, Roger, Wayne and Vanessa f

Scifleet fast in UK F3 test

PHILLIP Scifleet has tested an F3 car at Donington. Scifleet completed 120 laps without incident for the TOM’S Toyota GB team and, by the end of the afternoon, had clocked the third fastest time out of the six Form ula 3 drivers present. His time of lm07.85s was just under one second slower than experienced Formula 3 driver David Cook and only eighttenths behind Christian Albers. On hand to watch Scifleet was the manag ing director of Tom’s GB, Mr. Fushida. “Phillip’s silky smooth,

he has certainly impress ed, we are very interest ed,” said Mr. Fushida. Scifleet himself was impressed by the car. “The car feels really great, even in the wet it has plenty of grip. You can really brake so late.” he enthused. The 20-year-old impressed in his test so much so, that Jim WaiTen from the Fomula Renault Haywood’s team seems keen to nm Scifleet in 1998. “As I said after his Renault Sport test, if he wants to sign now, we will be happy to have him in our team in 1998. -AARON NOONAN

n Lola has confirmed that former Pacific GP boss Keith Wiggins is to run its American opera tions in an effort to rebuild the company’s market in CART. The new Lola T98/00, w'hich has been designed by Ben Bowlby,is nearing com pletion. Wiggins is expect ed to base himself in Indianapolis. n The FIA Sporting Regulations have been altered to ensiu’e that if stewards at a Grand Prix decide to cancel a driver’s quahfying times there can be no appeal against the decision. This is to avoid the situation which occurred twice this year when cars started Grands Prix mider appeal. In both cases(Mika Hakkinen at Spa and Jacques Villeneuve in Japan)the appeal was not pursued. n South Korea, which had plans to host a Formula 1 race in 1999, recently became the recip ient of the biggest eco nomic rescue package ever put together by the International Monetary Fund. The US$57 billion deal includes plans to make foreign investment in Korea easier than is currently the case. The Grand Prix might, there fore, be saved with money from abroad. n American automotive designer Lany Shinoda has died. Shinoda, the designer of the 1963 Corvette Stingray and 1969-70 Boss 302 Mustangs, designed tlie John Zink Special, winner of the 1956 Indy 500. In recent years he designed the liveries for Penske, Goodyear and PacWest Racing Group. He was 67. H There will be a new sponsor for the Indy Lights Championship next season. CARTs nurs ery class will be known as the 1998 PPG-Dayton Indy Lights Championship, Dayton being a Bridgestone tyre brand. The series is yet to have its calendar fixed but will have 12 to 14 races.

19 December mi

Audi to return

AUDI

will

continue

Our GP is tops

FOR a record third year in a row Australia has received the award for the best event in the Formula

Australian Super Touring rac ing in 1998. Audi and Brad Jones Racing announced last week that they would continue to field a two-car team in the BOC Gases Championship, as well as the non-championship races at the Australian Grand Prix and the Bathm-st 1000. Team manager Kim Jones has been in Germany for two weeks to sort out the delivery of two 1997-spec A4 quattros which the team will run next sea son. While the cars appear to be settled one thing that is up in the air is tyres. After a long relationship with Dunlop Audi ran its front-wheel-drive car in Germany on Michelins last season, and the factory is yet to announce which way it will go for next year. The local team has run on Dunlops since it entered the class three years ago, except for an unsuccessful one-off race at the AGP on Michelins this year. Brad Jones is sure to continue in one of the cars, while the other seat is yet to be confirmed. However, speculation suggests that 1997 driver Cameron McConville will continue with the operation. The 23-year-old, who finished third in the BOC Gases championship and third

One World Championship. Last Friday at the annu al FIA prize-giving in Monaco Ron Walker, Chairman of the Australian Grand Prix Corporation, collected the award for the second straight year. In 1995 the award went to the final GP in Adelaide.

XT.

PACKARD

amiAP

BACK FOR MORE ... The Audis will be the cars to beat next year, with Brad Jones and probably Cameron McConville back behind the wheel. (Pihoto: Kiynsmith) at Bathurst, has fitted in well with the team and both Brad and Kim Jones are known to rate him very highly. Despite being out of contract, McConville attended a corporate func tion in Melbourne last weekend repre senting the team and, while he would

not say he was staying next season, he did say he was “looking forward to hav¬ ing things sorted out soon”. “I enjoyed the year and there appear to be few obstacles in the way to contin uing next season,” he said. -PHIL BRANAGAN

The 1997 prize marks the fifth time in 13 years an Australian race has taken the top prize. It is the first time any one venue has Won the award in successive years. ‘Tt is a tremendous honoiu",” said Mr Walker,“and it is especially a tribute to our team or tireless work ers at the Australian Grand Prix Corporation and the many thousands of people they work with contractors, officials, the vast majority of whom give their time voluntEuily.”

Walsh wins AJ and Murf take in Malaysia

BEN Walsh has capped off his Formula Campus season in Malaysia in the best possi ble fashion, winning the final round of the series. The Sydney driver started third in the final race and was quickly into the lead, winning the race by the biggest margin of the season. The win completed a successful season for Walsh, adding a chequered flag to race and qualifying lap records. He is now expected to test for several of the leading Formula 2000 teams, with a view of taking his Australian Beef and Livestbck backing into the series, which will hold its 1998 races in Thailand, the Philippines, Malaysia, India, Indonesia, China and at Macau. The series has received a boost by coming under the jurisdiction of Bernie Ecclestone’s Promotions company, so the winner of the series may receive a test with a Formula One team.

to lamborghinis

LAMBORGHINIS will be rac

Challenge event last March attracted a group of mostly ing at the Qantas Australian unknown Asian ‘gentleman’ Grand Prix meeting in March. pilots, the Lamborghini events Up to 26 of the $600,000 regularly feature former GP as Olivier Diablo SV-Rs from the names such Grouillard and Jean-Marc SuperSport Trophy series in Goimon. Europe will take to the track on Rumours also suggest that each day of the March 5-8 meet ing, with three 10-lap races and 'there will be an international guest driver or two in the field. a Sunday sprint of eight laps. Local stars Alan Jones and Keke Rosberg, who won the 1982 world championship and Greg Murphy will compete in the event, which already hosts a the first FI Australian Grand brace of ex-Grand Prix and Prix in 1985, is a possible starter while Rene Arnoux, sportscar drivers. Whereas the Ferrari 355 who is expected to be present

in his role as a French televi sion commentator, is also a possibility. The SV-Rs are race-prepared versions of the road-going cars and feature a 5.7 litre V12, pro ducing 540hp. With a weight of 1380kg and running on Dunlop slicks, the cars are expected to lap Albert Park at a speed slightly quicker than Super Touring cars. While not racing, the cars will be on display in a separate enclosure near the Brabham Grandstand, which will be accessible to the public.

Built by Toyota Europe in Cologne Germany to win the 1990 World Rally Championship and driven by Carlos Sainz to the 1990 Drivers World Rally Championship. The vehicle has major outright results in *1990 R.A.C Rally U.K 1st ●1991 Rally N.Z 1st *1995 Targa Tasmania 1st in class 3rd outright

For father information caii:

; This car is a potential outright and class winer in the following categories: »Targa Tasmania ●Invitational Sports Car Series (Circuit i Racing) ‘Australian Rally Championship (Super Series) »Targa New Zealand and other like road rallies.The car has been meticulously i maintained by Neal Bates Motorsport and no expense has been spared in its upkeep.A ground up restoration with all TIE genuine Group ' A parts fitted has been recently completed. A major feature of this car is the X-TRAC 6 speed magnesium cased close ratio gearbox, valiued at $60,000. This thoroughbred is available in either tarmac or gravel specification. The Car is registered in Australia and offered for ■ sale with a comprehensive spare parts package and technical assistance to the new owner

Ray Lintott (mob) 0418 282 888 (bus) 02 9744 0691 Neal Bates (mob) 0418 627 017 (bus) 02 6260 1536 Andrew Harmer (mob) 0412 991555 (bus) 02 9744 0691 International inquiries welcome, as this car can be readily sold In the international market due to Its fine pedigree

Price $100,0 ●II including spares.

W December 199/

Super LAUNCH PAD: Clive James introduces BATs Martin Broughton, Adrian Reynard and Craig Pollack at the launch of their new team in London. J

.BRITISH AMERICAN

(Photo by LAT)

RACING

Jacques ViHeneuve is expected to lead the new British American Racing team into Formula 1 in 1999.

JOESAWARD reports on a new operation which is expected to make a big impact on the sport

ritish American Tobacco’s racing team was finally annoimced in London two weeks ago at a fimction hosted by international television per sonality, Australian Clive James. The launch was far from revealing, but, as expected, the team involves BAT, Reynard Racing Cars and World Champion Jadques Villeneuve’s manager Craig Pollock, who will act as the front man for the organisation.

What engine for the B Tmobile? ,

he launch of British American Racing answered few ques tions - and left the impor tant question of engine suppiy unanswered. We have been hearing for some months that a deal has been done with Mecachrome - but it is unclear how this is possible as Williams and Benetton both have Mecachrome V10 engine supplies in 1998 - and our sources say that the supply of the rebadged Renault VI Os is restricted to them alone. The only way that BAR could get the French V10, therefore, is if either Williams or Benetton was willing to supply them. It is probably not a coin cidence, therefore, that Benetton has still not con firmed the name of its engine supplier next year despite the fact that the cars have been designed to use Mecachromes. It is possible that BAR does have a Mecachrome supply, although the story of how that might have come about is rather unlikely. Mid-season there were rumours that BAT was part of a deal involving Minardi and Mecachrome. The man behind that idea was Flavio Briatore and at the time we heard a suggestion that Briatore had a deal with

■i

. ABOVE: Ken Tyrrell, Reynard’s Rick Gome and Craig Pollack go over the contract which sees BAR take over the 30-year-old Tyrrell team. LEFT: The new Mecachrome transporter in Spain last week.

Mecachrome through one of his own companies rather than with Benetton. Flavio could, therefore, have sold the engine supply to BAT. This might also explain the dramatic fallingout between Briatore and the Benetton Family in August. By that time it was too late for Benetton to sign up another engine deal and so the team would have had to buy back the engines from BAT. That would have given BAT the leverage to insist that it would have engines for testing in 1998 and for racing in 1999 - as current rumours suggest is the case. This would leave

Benetton without engines in however, there would be a 1999 and the reason for the problem as Renault may delay in naming the engine decide not to invest in a for 1998 may-be that the new engine design unless it team wants to badge the is planning to return to FI VIOs with the name of its under its own name. Given the financial situanew engine partner. This would guarantee tion in the European car that any new relationship markets, this is unlikely and would start off in a competi so the logical thing for Renault to do is to sell the tive fashion, while also giv ing time for a replacement entire project to another engine to be built. manufacturer, supplying a If BAR is to use . base on which to build - in Mecachromes in 1999, they much the same way as are certain to be badged by Ferrari has done with Petronas another company. Sauber Although the Engineering. Mecachromes will be less This would help to competitive in 1999, they recoup at least some of the would launch the teani at a costs of the FI program, sensible level. From a marketing point At the end of the year, of view the best way for-

ward for the new team would be a deal involving Subaru which would enable BAT to build on the successful 555 Subaru rela tionship in which it has been investing in rallying for the last five years. The alternative is to go after Honda. Jordan has an exclusive deal to use Mugen Honda engines in 1998 and 1999 and the word from Japan is that the VIOs will come directly from Honda and will only be prepared by Mugen. If BAR wants a works Honda supply it must, there fore, be aiming either to overturn the Jordan deal or to do a deal with Honda for 2000 and beyond.

Usually well-informed sources say that the team is pushing hard to convince Honda to supply it with engines in 1999 but that no deal, is yet done. If BAR does get a Honda deal Benetton’s supply of Mecachromes in 1999 would not be under threat but it would be better for Benetton if a new deal could be found as the Mecachromes will be fading by then. The team’s chief targets appear to be Porsche and Audi. Both are known to be looking at Grand Prix racing and Benetton boss David Richards is well-connected with both companies.

19 December 199/

^®0®[F3[^[F0^

The Australian connection: The three parties denied that anyone else was involved but there remains speculation that some of the shares will eventually belong to Jacques Villeneuve. BAT boss Martin Broughton is chairman of the BAR board, which includes managing director Pollock, technical director Adrian Reynard, com mercial director Rick Gome and corporate director Julian Jakobi. Broughton said that BAT owned 50 percent of the com pany. The company records reveal only that British American Racing Ltd and British American Racing(Holdings)Ltd were registered in September and have yet to reveal share holdings. When questioned on other details of the package. Pollock was unable to reveal drivers, an engine, the tyres or even the BAT brand which will be used, although the team’s logo — three yellow leaves on a blqe background - is obviously based on the 555 motif used by BAT in rallying. Team insiders tried to sug¬

gest that this may be a bluff and that Lucky Strike could still be the brand although the team admitted that it was encouraging speculation to increase coverage. There have also been sugges tions that the team’s two cars would run in different colours. The team was able to reveal that it is already building its factory at Brackley and that this will have a half-scale windtunnel on site. The Reynard design team will be led by Australian Malcolm Oastler (the brother of local TV commentator Mark), who has been with Reynard since its early days. Adrian Reynard and Oastler have already begun recruiting design staff and report 600 apphcations for 20 jobs. Reynard said that the team’s aim is to take pole position and win its first race. Despite the reticence to give details. Pollock claimed that the team would do off'er “open ness” in the future ...

Next page: The Reynard story

WiiD is Craig Pollack? ^ I "^he managing director of the I new British American Racing cJL team is Swiss-based Scotsman Craig Pollock, a former teacher who has woi'ked his way up through the sport thanks to a relationship with his former pupil Jacques Villeneuve. From the suburbs of Glasgow, Pollock became a teacher at the Jordanhill College of Education. In 1977 he became a physical educa tion and ski instructor at Keith Grammar School in the north of Scotland. In the early 1980s he moved to Swutzerland to become director of sport at the exclusive College Beausoleil in Villars, not far from Montreux in Switzerland. It was here that he met the young Jacques Villeneuve, who was enrolled at the exclusive private school after the death of his father in 1982. Villeneuve was a good skier. He had had lessons from the famous Canadian downhiller Steve Podborski and was fearless on the slopes. Pollock befriended the youngster but then moved on, developing a business importing sporting goods into the German and Sv«ss markets. This led to a job with the Japanese Interhoba Group, owned by a friend of Soichiro Honda, where he acted as the European represen tative of the Honda-owned Suzuka Circuit and also negotiated FI 'TV rights in various Asian countries. After a chance meeting in Japan, Pollock was approached by his former pupil Villeneuve in 1993 and asked if he would be the youngster’s manager. Jacques was launching his career in North American Formula

FINAL CHECK: Craig Pollack and Adrian Reynard check the final contract before launching BAR last week. Atlantic, with backing from Players and Pollock agreed to become his personal and business manager. Villeneuve finished third in the series but graduated into Indycars the following year with the Playersbacked Forsythe team, winning his first Indycar race at Elkhart Lake. He then moved to Team Green in 1995, winning the* CART Championship and the Indianapolis 500 before joining Williams in Formula 1. Pollock acted as Villeneuve’s shadow throughout and last year teamed up with Julian Jakobi to establish Stellar Management, which is now looking after the inter ests of Villeneuve, Dario Franchitti, Jean-Christophe Boullion. The group also does work with the Ayrton Seima Foundation and with Alain Prost. The BAR deal comes about thanks to Pollock’s strong links with BAT’s head of international sponsorship, Tom Moser, who was behind Players’ sponsorship in Canada before being promoted to an interna tional role.

Designer Malcolm Oastler interviewed Sydneysider Malcolm Oastler is chief designer with Reynard. With successful designs from Formula Ford to, most recently, IndyCar behind him, Oastler now faces his biggest challenge designing the new BAR Formula 1 car.

Back home for a few days break before jumping into the project full-on, Oastler spoke to the Australian media, including CHRIS LAMBDEN: Q: Is Reynard a partner in this new team, or are you simply sub-contracted by BAR to design and produce the chas- CHALLENGE AHEAD: Malcolm Oastler has proven his credentials at sis? every level up to Indycars and is nowfocussing on the ultimate test. He was a Malcolm Oastler: No, we’re a leading Fonmda Ford racer in Australia and started with Reynard in 1985. full partner in the venture, along with British Amercan Tobacco people at Reynard involved in month or so, trying to sort out a making sure whatever we build CAD system to kick off with, and and Craig Pollock. wins. This is really no different, obviously recruiting is going to be Q: It’s a big step to produce an There’s a bit more money a really major part of this project, But there are only myself and FI design. Fundamentally, is involved, but after a while that just there a substantial difference becomes phone numbers any- Adrian (Reynard) and Rick (Gome) from Reynard Racing between the basics of an Indy way. So you just get on with it. Cars who will be involved in it. car design and an FI design We want to keep the Indy car pro Q: How you are going to man and - as an adjunct to that, and a most recent example of it is age your time over the next ject as isolated as we can and the demise of Lola - do you year to design the car? Have maintain the success we’ve had hqld any financial fears for this you worked out how much time with that project. So it will be all is going to be spent in the new people. fairly sizeable venture? Recruiting is a big part of it. I’d design stage? MO: No, the Reynard F1 ven MO: I haven’t really sat down say the wind-tunnel model kicks ture as part of British-American Racing is completely separately and analysed it, but it is pretty in from there. But I’d say it will be funded and there is no financial much the same shuffle that has the end of January before we risk whatsoever to Reynard been going on for the last 10 start designing the car. years or so. Racing Cars. Obviously starting from Q: What do you envisage the Plus, it is well funded and it will succeed for that reason, as much scratch, we haven’t got a single time period will be from design drawing of anything on the car at before you get the first model as anything else. onto the track? Getting back to the difference the moment. Next .year will be MO: Given that it is a new between an FI and an Indy car, design-intensive. Invariably, any team and, obviously, there are decent racing car starts with a really it’s a similar discipline but we have the opportunity to make wind-tunnel model. We kick off some pressing team issues that it (an FI) a very much more with a layout of the car, build a we have to get sorted out in terms refined car. Unlike an Indy car, wind-tunnel model of that, and of how to change the wheels and yqu build an FI chassis to take from then on the wind-tunnel put fuel in it and that sort of thing model drives the car design until ... considering it is all brand-new only one type of engine, the cir stuff, we’d probably want to be cuits aren’t as diverse and, a quite late stage. out a little earlier than some other because the car is only a small teams. I’d say December - this part of the operating budget for Q: How many people will you time next year. the FI team, for the actual cost of have working under you? MO: On the design side there building the car you can build a more technologically advanced are three areas to the project - Q: Have you any sort of timethe aerodynamics department; frame for this car to succeed? vehicle. the actual design department, A brand new car on the track ... which wiii draw all the bits for the where do you expect it to be on Q: Just how much more pres the grid in the eariy years? car; and the R&D department. sure is there with this assign MO: We (Reynard) have this By this time next year that will ment compared to other cate unfortunate history of going out gories which use Reynard probably be a total of 20 to 25 chassis? people, including a few model- and winning the first race wherev MO: l' don’t really feel there is makers and technicians and that er we go, which is a bit of a thing to have hanging over you, but the any difference. Obviously the sort of thing, reason that has been achievable pressure has always been to suc is because we have always Q: What will be your first step ceed, whether it’s been Formula Ford or Formula Three - it’s just with the car and when do you launched into a new category with a formula that at least allows suc as big as you make it in your intend to start it ali? cess. mind, really. MO: i’ve been doing a bit of There’s the livelihood of a few scurrying around for the last Continued next page

FORMULA 1

19Decml]er1997

Malcolm Oastler Continued from P13 We have had a winning driver, or a potential winning dri ver, a good team, the right engine, the right tyres and built a car to go with that. This pro ject will have the same opportunity. It will contain all poten tially winning ingredi ents and we’ll just have to see how it pitches out. We are going into the highest level of motor racing and to expect to cruise in and win your first race is a bit ridiculous. We’ll take that atti tude and see how it turns out. But if we don’t go out and win the first race there won’t be anybody hanging from the rafters on Sunday night! Q: Do you see opportunities to do something radical in the design for FI, specifically under the new regulations, or do you work on the policy of keep it simple and straight without forward playing around with outlandish ideas? MO: I definitely want to keep it simple and straightforward. That has always been a priority of mine and Adrian’s (Reynard). The opportunities to do something radi cal are probably less now than they were say 20 years ago partly because the regulatioris are more restrictive and also because more people have put more effort into it. The cars have all got closer to an optimum within those regulations. Something com pletely radical is not the way to start in the category. Q: You mentioned that existing teams have optimised F1 design. Have we got to the point now where it is almost all down to aerodynam ics? MO: It pretty much always has been down to aerodynam ics. If you look at the basic criteria you have to play with - the engine, the weight of the car, the tyres and

aerodynamics - the engine is not some thing within our controi (we don’t buiid engines). We’ve typicaliy been given the oppor tunity to have as good an engine as anybody eise, and vice-versa. With tyres (in F1), up untii this year, obviousiy everybody had the same. The weight is reguiated, which ieaves the aerodynamics as the opportunity you have to make your car better than somebody eise's. Yes, it is large ly down to aerody namics, but that is not new. Where it’s changed a little bit is that a lot of steps and advances have been made in the techniques. With the importance of the project, and people now realising how important aerodynam ics are, they are all now getting closer to an optimum within the formula. Q: What have you got in the way of a wind-tunnel? MO: We’re in the process of commis sioning a wind-tunnel in Indianapolis, which we built. And we will build a similar one in Bfackley in England. We are starting on one when I ,get back which will be the same. Two identical wind-tunnels - open jet, 50 percent model, 50 metre per second. Q: Is that the stan dard that everyone has at the moment? MO: That is pretty much the number. Benetton and Ferrari have some pretty seri ous projects going at the moment. The wind-tunnel work correlates pretty well with the track and you’re probably not going to make a huge step by just building better and better wind-tunnels all the time. It is more in what you do with it than what the instru ment is. What we are actu ally looking at doing is, instead of investing in a bigger and faster and better wind-tunnel which would give you, maybe, another two percent improvement, we are going to invest quite heavily in com fluid putational dynamics. n

mighty oak called Reynard

By DAN KNUTSON

single acorns Giant grow.oaks The do oldfrom say ing portrays Reynard perfectly. Over 25 years ago, Adrian Reynard, armed with little more than a portable welding kit and a university training in design and engineering, created and produced his first racing car. Reynard entered the CART Indy Car champi onship in 1994 and promptly won its first race thanks to Michael Andretti's aggressive drive in the season opener at Surfers Paradise. That kept Reynard's record intact: Reynard chassis have won their debut race in every sin gle series the company has entered! Indy Cars, which had been ruled by'the hkes of March,' Lola and Penske, quickly became the domain of Reynard. In 1997, Alex Zanardi won the CART Indy Car championship to give Reynard its third con secutive drivers and constmctors titles. Reynard has won championships in virtu ally every single-seater series and has developed a design and engineer ing company that today supplies racing cars WINNING FORM: Reynard has dominated Indycar racing for the past around the world as three years thanks to the vision of founder Adrian Reynard (right). well as working on spe what we could do," Adrian cial projects. Reynard has built ($600,000 at today's exchange winning cars for Formula Ford, rates) and exported about 10 Re3mard says of RS'VP. Formula 3, Formula Atlantic, percent of its cars in 1982. By 'For example, one project is a Formula 3000 and CART as 1996, the company, which now seat for airliners. 'Why go to a well as the GT and touring car employed 160 people, had a racing car company for this? senes. turnover of 20 million pounds Because we are perfectly quali Some of the highlights' ($48 million) and nearly 100 fied for the job. Your seat has to include: three CART Drivers percent of its orders were be light but strong; so who and Constructors champi- exported to the United States, knows most about making light onships, two Indy 500 wins, Canada, South America, but strong structures? seven European Formula 3000 Mexico, South Africa, Japan, "And you want a new design championships,four titles in the Australia and a host of that improves on existing British Formula 3 series and Eiuopean nations, designs? In racing car compa countless Formula 3 and In addition to the racing car nies it's routine to make design Formula Ford championships company, three others have improvements every week." worldwide. Other ventures include the been created: Reynard "Our aims are to dominate Manufacturing, Reynard creation of Reynard North every race and every champi- Composites and Reynard America which provides Indy onship in the classes we enter," Special 'Vehicles Projects teams with prompt technical says Adrian Reynard, "while (RS'VP). and spare parts services both RS'VP is involved in ventures from its Indianapolis base and providing a fast, efficient spare both in and out of the automo at the race track. parts service." tive world, and its aim is to offer Reynard also has a consultan cy arm which has worked with Like successful rac- - the entfre transportation indus- Ford and Chrysler in the US, ing so carmany constructors (includtry the benefits of the Reynard ing most Formula 1 teams). Group's design and construction Honda and Toyota in Japan, car Reynard is based in England, expertise. manufactm-ers in England and The headquarters of Reynard RSVP has its own moving- even Foimula 1 teams. Racing Cars Ltd are in Bicester, ground wind-tunnel and prowhich is near the Silverstone vides low volume production circuit. in 1951, Reynard studa and rapid prototyping, and built Bom ied engineering - he has The company, established in the exotic Panoz and 'Viper GT doctorate degree - and was soon 1973, had an annual tmnover of cars. designing Formula Fords for the 250,000 British pounds 'There is no logical limit to 1600 and 2000 classes.

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A driver by the name of Rick Gome won races in a Reynard and eventually in joined the company 1982. Since then, as direc tor of Reynard's service support and sales, Gorne has been a key figure in the company's success. Gome makes sure that each Reynard distributor around the world has an extensive inventory of spare parts. Should any part not be in stock, it can usually be airfreighted to the customer in less than 48 hours. The factory is alwaysjeady to handle an emergency request if, for example, a competitor has an accident and needs new parts immediately. Reynard has introduced a night shift to keep its machinery running 24 hours a day. Our aims are to be the best company in the world in our area of expertise. says Reynard. We will design and develop safe, outstanding products that set stan¬ dards for others to follow using the latest technolo¬ gy in innovative ways. Trained people are our most valuable resource.

Our commitment is to create an environment that challenges and demands the best from the individual. Excellence will be rewarded."

Reynard hasFormula made several forays into 1 but never formally entered the series. In 1990, Reynard began a project for 1992 and hired noted designer Rory Byrne (who worked for Benetton and moved to Ferrari in 1997). Lack of sponsorship and engines, how ever, meant that the project was sold off and it eventually became the disastrous Pacific FI car. The French DAMS team com missioned Reynai’d to design an FI car and it even ran a few test laps in 1995 but that's as fai- at the venture got. Reynard has also had some involvement with the Ligier team. n

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19Demtjef1997

No tearsfor the demise ofa once great team

little while ago The Daily Telegraph newspaper in London published an obitu ary about a departed military man. It, read as follows: “Major General Frank Richardson, who has died aged 92, was awarded a Distinguished Service Order in Eritrea, became a champion bag pipe player and was the author of ‘Mars without Venus: a study of some homosexual Generals’.” On reading this curious sen tence I was struck not only by the fact that this was obviously a most unusual man but also that the sen tence, which described his life in so few words, was a thing of beau ty. It was a work of art. The obituary in England is, in its way, an art form. It may seem distasteful to some, but every morning over breakfast the English turn merrily in their news papers to the obituary notices and read of the lives of the recentlydeparted with great enthusiasm. So popular are obituaries that there are even collections of the finest examples of the art, pub lished in book form. Newspapers employ people to spend their days writing obituaries on people who are still alive, just in case they die and an obituary is needed at short notice. People are not allowed to read their own obituaries. It would be a rather disruptive thing to do. Swedish chemist Alfred Nobel the inventor of dynamite and other high explosives - had the misfor tune to read his own obituary and was so upset that he instituted the Nobel Prizes in physics, chemistry, medicine, literature and to the per son adjudged-to have rendered the greatest service to the case of peace, and left his entire vast for tune in trust for this purpose - all in an effort to be remembered for something other than bringing death and destruction to the world. Reading obituaries ofillumi other people the is often a most nating business and is sometimes very amusing. It is also the first occasion on which the whole truth can be told about a person. In life, people with something to hide can always use the threat of legai action to stop a journalist bringing up unpleasant aspects of their personal history or their character. Something may be true, but in libel law the journalist making claims has to be able to substantiate them. The writer is always guilty until he proves himself to be innocent - and that is not always easy. And so, while someone is alive, the truth cannot always be told. But dead men cannot sue. And so one does not need to prove what one knows to be true after someone has departed. To give you an idea, I have photographs of a motor racing per son dressed in an SS uniform dur ing the last war. While not a crimi nal offence in itself, having been in the SS was not a desirable thing for a man with ambition when the war ended in 1945. Many former SS soldiers tried to hide their past connections and the man of which I write did exactly this. By not telling the whole truth about him self, he laid himself open to the

The lack of success and other priorities drove Elf away and there followed a series of big sponsorship deals which were all lost to the team. Why that hap pened is a question that many people asked, but there is no doubt that Candy, Benetton, Data General, Courtauids and Braun to name the most obvious - came and went. Often they went off to other teams. Tyrrell had more than its fair share of opportunity and the chances were wasted. Perhaps Tyrrell enjoyed too much success too soon. Williams and McLaren - the dominant teams of the current era - have shown incredibie staying power at the top of the sport. This is because both Frank Williams and Ron Dennis had to endure many failures along the way. Their characters were hardened and their ambitions were sharpened. Even when the teams were winning, Frank and (to a lesser extent) Ron injected the neces sary energy and enthusiasm to keep the success going. With Tyrrell it was a different story.

/ HIGH TIMES: The pinnacle of, Tyrrell’s existence coincided entirely with Jackie Stewart’s reign at the top of the sport in the late-60s and early-70s (above), though Jean Aiesi had some great races, such as lead ing Senna at Phoenix in 1990 (right). (Photos by Nigel Snowdon) *7 r

charge that he was being dishonest - which is a very worrying thing for a man who wants to hold great office, A journalist might argue that it is in the public interest for such a background to be revealed, Severai tried but the man in question sued them all and his defence was never beaten. I have it somewhere in my files, His was a wonderful story worthy of great fiction. He admitted that he was the man in the photographs but claimed that, at the time, he had not been working for the SS as the picture suggested but was, in fact, a double agent working with an underground resistance movement, Unfortunately, as he admitted, he could not prove this because all the people he mentioned in con nection with his resistance work were dead. This did not mean he was guilty - no-one could prove that what he said was not the truth and so he won every case. One day he will die and it will all come out and the reputation he has fought to defend will die with him. Today do not have wor ries. I I am writing thesuch obituary of the Tyrrell Racing Organisation.

(

The team will not officially die until the end of 1998 but, in effect, it is dead already. The last season will merely be one of disintegration and decay. There are some who will tell you It is a sad state of affairs after 30 seasons in Grand Prix racing - but l am afraid that I do not subscribe to that theory. In some ways I think that erad ication is a happy outcome for the team. At least this once-great operation - which was the domi nant force of its (brief) day - is not going to the wall with vast debts, as Brabham and Lotus and other great FI names have done in the past. One can feel a little sorry for Ken Tyrrell, who has had to face up to the fact which he has been trying to ignore for years. There is no-one in the Tyrrell family who has shown any willingness - or any aptitude - to carry the team forward. But that blow has been cush ioned by the fact that the Tyrrell Family is leaving the sport with about $30 million. The name may fade from the public eye, but if the family is sensible it will never have to worry about finances ever again and can live happily ever

after in a warm glow of financial security. At the end of the day that is not a bad result. I know that I would be happy with it. These notracing. romantic in Grandare Prix Youdays either swim with the piranha fish or they devour you. Tyrrell has been devoured and, if I am being totally honest, I am amazed that the team survived as long as it did without a victory for 14 years. You can call me harsh, but the bare truth is that the Tyrreil team has not been a force within Grand Prix racing since Jackie Stewart retired from driving way back in 1973. The statistics bear this out. In its first six years in Grand Prix racing, the Tyrrell Racing Organisation coliected 26 victories with Matra, March and its own Tyrrell chassis. Jackie Stewart won 25 times and Francois Cevert won once. The team was at the top of the pile. It was amply funded by Elf and everything went well. After Stewart departed, it was never the same again. The team added only seven wins in the next 10 years. Since 1983, Tyrrell has won not a thing ...

nee the winning days were over the team did not rein vent itself. There were no new injections Of energy and ambition. Once or twice the engineers came up with good cars and the team did well - notably with Jean Aiesi in 1989 - but, rather than holding on to the elements that had created that situation and building on them, Tyrrell seemed condemned to always losing what they most needed. This may seem harsh and even callous - but any FI press man will tell you that the team never made life easy for journal ists. It did not matter whether you were trying to do an honest job and get the story right, the team always had the tendency to treat all journalists with contempt. In later years the team never seemed to understand why it was that, wanted when there was something they to say, no-one took it very seriously, They say in Formula 1 that if you wait long enough you will get back what you give out and so, now that we should all be feeling sorry for the Tyrrell team, I find myself with no feelings of sadness at ail. And so it is time to read the obituary of the Tyrrell team. And the truth will be told. How should it begin? “The Tyrrell Racing Organisation was, for a few short years, at the top of the Formula 1 tree. It brought to stardom Jackie Stewart and Jody Scheckter, Didier Pironi and Michele Alboreto, and Jean Aiesi - but otherwise achieved very little, And yet, despite the failures, the future generations of the Tyrrell Family will live in wealth - and perhaps happiness - thanks to the efforts of Ken Tyrrell, the man who built the team and then watched it slowly die.” n

16 19!)mber199I

INTERVIEW

Dud

PKI

Back fro It has been a tough couple of years for Fred Gibson. At one point, Gibson Motor Sport looked dead and buried, but now he's back. A new youth-based two-car team (with more to come) with a two-year deal and Fred Gibson is back in the business he loves. He spoke last week to CHRIS LAMBDEN:

MOTORSPORT NEWS: Is it good to be back in business - in a seri ous way? FRED GIBSON: Yes. It's been a hard couple of years or so since the Winfield days and it's cost a lot of my own personal money to keep things going. But I made a decision a long time ago, whether it was right or wrong, along the lines of what else would I do if I didn't do what I'm doing. Secondly, I had a big investment in the building I have here. There

was the choice I suppose to gut the building, rent it out, sell off the equip ment; but that would cost money to do anyway, so we decided to battle on and see what we could do out of it all. It looks like now we're off and running again... MN: How tough was it handling the reality that, once the Winfield thing was over, it wasn't going to be that easy to find replacement sporisors?

FG: Probably that was my fault Our effort and results went right when that happened, because I ( through to Bathurst and then, all of a thought that, being one of the best, if 'sudden, weVe got nothing. We were not the best, teams around, it was getting out and talking to people and you think those things are easier going to be easy to pick up sponsor than they are, but they aren't. ship at the timer . With the economy the way it is, In that last year of Winfield we still gave the sponsor, as we do, 110 the Olympic Games draining so percent. Others might have slowed it much sponsorship and so on, those down a bit and used some of their things made it difficult. A lot of people tried - particularly money to start looking for replace ment sponsors - that's what usually Mark and Alison (Garnett) when she happens in our business - but we worked here the last 18 months didn't. but they weren't getting to first base

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INTERVIEW

m the brink of the major problems for sure.

MN: Although it probably opened up the situation for what you now have - the new team - was it a blow when Mark Skaife left? FG: It was an expected blow, I think. Put it this way: we're here bat tling, Mark's a professional person who wants to win races. Brock's retiring, and I said to Skaifey proba bly months before he had a phone call from John Crennan, "Has John Crennan rung you yet?" He had to eventually, because he'd offered Mark a job four times in his career, so he'd have to ring at some stage and say, "Hey, will you come and do a deal". So when it happened, it wasn't that unexpected and as it happened Mark and I were half prepared for it. I said to Mark, “This time you cant knock it back. You've got to go OPEN FOR BUSINESS:Reception area of the impressive QMS workshop. for it." , It was a tough thing for him and but it is going to take time to grow just moved on from there. for me for him to make the decision back into the position to be competi MN: When did you realise that it considering the 11 -year relationship tive with the top teams. It doesn't really did have the potential to we've had, but, as I said to him, happen overnight. grow into what there now is - a that's life. He's got a fabulous career MN: How did the first contact with full two-car operation again? ahead of him now because i believe FG: I reckoned we should be Gary Dumbreli (Wynns) come he's the best racing driver in about? capable of top ten results at Australia at present and I think he FG: Gary Dumbreli rang me to Sandown and Bathurst and that's will be for a few more years. ask if I was interested in selling a car what we got at Sandown. Other than MN: Was the additional financial and I was. I think Mark was still here Darren's misfortune later in the race, at the time. commitment here (at the new fac we'd have finished a couple of spots tory)at a bad time? I was (interested) as we were even better. FG: No. The commitment here building a new car and he asked if The amount of coverage they got was funded before that. Not Winfield he could come and speak to me. out of it, to me in a small way, they money, but more my own assets - We did a deal, he bought the car were very happy about. like selling the house I had in and then he said, "Well, what are Bathurst was a good result as Sydney. I didn't need any more. This you doing?" I asked why. He asked jwell, even though we had our prob place was planned and well under if we were interested in running the lems, and he (Gary) said that Kmart way before that so there was no car for him. were ecstatic and wanted more sig financial strain. By now Mark had gone and he nage on the car - Gary sells an If anything, the strain was what wanted us to run the car at Oran awful lot of product to Kmart - and he asked how much it would cost to the future was going to bring: would Park, Sandown and Bathurst. I said we'd do Oran Park and see run two cars. we be able to get the budget togeth er to get back to where we used to how it all gels in. I gave him an idea I was keen to run two cars, gave be as a top team. on the costs of doing Sandown and him a figure and he came back to I don't want to do it just to be in Bathurst, we looked at it after Oran Continued next page the middle of the field somewhere. Park and went ahead with it and ifs

Skaife should win it easily to win the 1998 Shell Ask Fred Gibson who's going Australian Touring Car Championship and you get one short, simple answer - Mark Skaife. Gibson believes his recentlydeparted driver has all the ingredi ents for success in '98 and that the rest are racing, effectively, for second place... "I'm probably a bit biased, but if HRT can keep a car under Skaifey for the whole 10 rounds, then he'll win it easily. "I really believe that. The ball's in HRT's court. We never really had many car failures when he was here and really you can't break these modem cars no mat ter who drives them. “So, Mark is the pick. After that it drops off a bit - you've got Lowndes, Seton, Bowe, Perkins and Ingall all together, but just that bit behind. "There's not going to be anyone pop out of the woodwork. "Mark has already proved how good he is, at Bathurst. He attacked Bathurst on that Saturday morning to demoralise the field for the Top Ten. I “He went but on an old set, to warm the car up, and did a 2:10.7. Then he put a new set on, did a Top Ten dummy run and came,up with that 2:09.8. / “When he did that, the, next quickest time was his own 10.7 and someone did an 11 dead. They were all demoralised. "What did you see after that? Murphy overdriving his car to get a time, Bargwanna crashing and so on. All trying too hard because Skaife set a new limit. “So, unless he has car prob lems, he's going to be hard to beat. He's such a committed prick, he is!" l Gibson is, however, critical of the amount of deliberate barging and crashing that drivers have been allowed to get away with in the last year and wants stronger control: "In the closeness of this com petition, you're always going to have some degree of panel rub-

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bing, pushing and shoving etc, and the crowd loves it. "But there's too much deliber ate crashing going on and I blame all that on (Race Director) Tim Schenken. "I've told him as much and I'll keep on. If he'd been forceful enough at the start of the Shell series this year and given Stop-Go penalties for incidents he thought were unduly rough, it would all have gone away by now. "People got away with too much. Waiting until after the race to take action is bullshit, because then we go into appeals, hearings and all that. We don't need all that. "We need instant decisions. Like cricket. Occasionally an umpire might get something wrong, but they all live with it and, over time, it all evens out.

‘^Mark (Skaife)proved how good he is at Bathurst... They were all demoralised. "I told Tim that, over 30 SATCC races, he'd make a lot of good decisions and maybe some bad ones, but it will all equalise out. “Win some, lose some, but at least it's done, the car is given a Stop-Go, that's it. "Blocking? Give 'em a Bad Sportsmanship flag for a lap. If they don't stop, then Stop-Go. We're here to race, not block. If someone's in your mirrors and is all over you, okay they.go past. So try and re-pass them. That's rac ing. That's what we do ... “I can't understand the way that's been handled. I'm big on Stop-Goes. Someone's got to call the shots, someone's got to do it and we don't want the Stewards doing it after the race. We want the Race Director doing it during the race. “Then, all of a sudden, all those things would go away. "Tim knows. He's been there, done it. But if he's going to wait until he's 100 percent sure every time, then no-one will ever get black-flagged." n

INTERVIEW

19Decmbef1997

Continued from previous page say it was half a chance and it's happened. Wynns are the major sponsor on both cars, with Kmart as secondary sponsor. MN: Do you wake up pinching yourself? FG: Not really. It's taken since Bathurst until last week to finalise and I wasn't directly involved in putting it together. I said to Gary Dumbrell, "You put it together and we'll do a deal" and that's exactly what's happened. I've never met the Kmart people. Gary put it together and also organ ised Darren Pate as the other driver. We have the budget to do it at a level. We're not going to be front runners, but a new team and new drivers won't be front runners. If we can go out and run well in the mid dle of the field for the first year and rebuild ourselves as a team and give the drivers some miles, the fol lowing year is when we should start to become competitive - more com T3 O petitive. P g Q) MN: Is there a sense of adventure CO C - starting all over again with two 0) new, young blokes? c to FG: It is, I suppose. We've only 0) been in here for 12 months. The >> people in the place had been run CO o down to the minimum - the ones o here now are the staunch ones who stuck with us. I expect a number of those who BACK IN BUSINESS:The impressive Gibson Motor Sport workshop with two cars being prepared for a 1998 onsiaught. BELOW: The controi left may come looking for a job. room of the team’s purpose-built dyno and, outside, the required plumbing, vents and exhausts required for around-the-clock running. Some left for the big bucks, others because they were uncertain about the future. Either way. I'd be happy to offer most of them a job ... Once we're up and running. I'd expect we'll have 15-20 people again. Part of the whole package was talking Alan Heaphy into coming back to work with us. If you're going to run the thing properly, I have to stand back from the day-to-day run ning of the race team and have someone experienced, who I've worked with and so on, to take on the team manager role, or whatever you want to call it. There are a lot of teams out there struggling to find someone good to do that job. There aren't many ently that no-one else could drive it, I must say, at the end of the It's those kind of things that made closer to the top ten than that. around. It's something our industry him interesting to me, because I I'm not setting any high standards but when we went to Sandown and recent TEGA AGM, I commented to is remiss in - training new young know how much better Mark while the guys are settling in. I'd Bathurst with Ellery and Hossack, Larry (Perkins) that if we could all mechanics and potential race team (Skaife) is as a driver as a result of expect a bit more from Darren we started out with a Skaife car and, just let the Executive get on with the managers - and it's something i his Formula Holden days. That was Hossack to start with, but by the end while they wanted to change this job, without starting bushfires every want to do something about. one of the best things we ever did in of the touring car championship I'd and that, we ended up virtually back where, then we'll get there. So we've got Alan out there in the our program in those days. There'll be decisions we all love, expect them both to be fairly even at the Skaife car... workshop, me running the business and it'll be interesting to see if any MN: Do you think the category is some we don't. That's life. But we MN: Would it be fair to say that side of things. I think we'll go pretty one turns out to be a better driver at developing along the right lines, just have to get on with it. the biggest task facing a team that time... good. And Larry said, "I couldn't agree with the degree of cost contain more!"(laughs)... MN: Darren Pate is the new driver such as this these days with two The year after, we ought to be in ment and so on? with the team. How did that come reiatively new young drivers is the top ten all the time. That's when FG: I think there's a balance. MN: An ongoing issue has been getting the vitai set-up feedback about? they have to start to perform. Cost containment now is about the Control tyres. They're now in for going? FG: I've had every driver and his It took Mark a year or two to get best you're going to get. I wouldn't privateers - what about across FG: That's a fair comment. to where he is now and a lot of test dog come to see me since Bathurst, like to see too much more or we'll be the board? Having worked with Darren but, as I said, Gary Dumbrell put the (Hossack) for three races now, ing. The testing ban (which I agree going back to NASCAR or AUSCAR FG: You can't have this sort of whole package together. racing. category without going to a Control there's a relationship starting Darren's brought some sponsor I'm a little critical of tyre. You've got to. u already. ship with him, which was crucial to the type of racing we We'll have Ross Holder Last time it was discussed, it making the package right. The sec have now. You know, wasn't done very well and it wasn't back next year in charge of ond ingredient was the necessity to it's entertainment, not portrayed to be a very good deal at have someone who fits into the our data acquisition (he was racing. But that's okay... all. It was a stuff up. with us for Sandown and team well and someone who wants Cochrane Tony The Control tyre for privateers at Bathurst)., We're quite good in to learn about doing things the way terms recently said to us at a Bathurst was a good thing and that's of data and both we like to do them. meeting, "I don't see now extended into the touring car We could have brought a Greg Darrens will become quite why you guys should be championship. A good thing, proficient in using the Pi. Murphy in, but that would have been cutting any more costs - although, again, it's been a bit I said to them both the the wrong thing because the team it's up to people like me rushed. with) makes it more difficult. other day, "We have to be honest; if isn't a well-oiled team yet. It's going and peopie like us to find more I believe the discussion should However what is going to be use we change something in the car and to take a year to get it well-oiled ful is all the data we have over the money for the sport". I thought that happen at the required levels. I it doesn't feel any better, then you again, with the right people, so to last couple of years from running our was a good comment because I agree with the Control tyre principle, bring a top driver in like Greg now have to say so". don't know how much more you can but once it's been agreed there cars with Mark, on Yokohama tyres. In the old days it was all driver would be wrong for the structure of take out of car performance without should be one year's notice. There's At any one circuit we can pro feel. Now we have the data to sup the business we're trying to build affecting the whole package. got to be one year's notice. plement driver input and if they're gram a fast Skaife lap into the Pi again. In fact. I'd have to add that most and that'll give the guys an indica I'm going to push for one year's telling you different things it's a bit of Darren came and saw me years tion of where they're at, where they of what Tony Cochrane said he was notice on any major changes to the ago at the old factory - suit and tie a worry! going to do this year, he's achieved. category. If someone said, "Let's go need to find time. and briefcase - asking some advice MN: Realistic targets for 1998? That's something they wouldn't They say he's a brash ****hole and sequential gearbox", no problem. I on how to get into motor sport better 1999? have been able to get at a lot of so on, but one way or another most think there are some cost savings to than he was at the time ... he had FG: If we got into the top ten af other teams. It's something which of it has been achieved. be had with them in the long term. If that green Sports Sedan. any touring car round I'd be over the should allow us to bring them along It's been a rocky road and you we all agree, fine. Then one year's I said the first thing he shouid do moon. I don't think we'll do that, quicker. can't please everybody all the time, notice. is get into Formula Ford. He took my because you've got that many good It's funny; - we used to get but there's not much that hasn't So you all wear your old stuff out advice, did it for a couple of years, drivers and cars. We should be in bagged a bit along the lines of been achieved - the TV, the and you all gear up in 12 months then got into Formula Brabham. the top 15 all the time and finish Skaifey setting his car up so differ- Bathurst thing and so on. time. n

We're not going to be front runners, but a new team and new drivers won't befront runners.

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THUNDERDOIVIE

WDsceinber M Report

Practice At the season-opener, all Friday’s practice sessions were lost due to rain - thankfully, there was no repeat this time. Following some testing for both drivers, Terry Wyhoon arid Max Dumesny led the opening practice sessions in their BP Car Care Thunderbird and Valvoline Monte Carlo, respectively. Gene Cook, making his return to racing after his near-fatal crash here, was instantly back on the pace in his Austoil/Protec/City Ford ex-Charlie O’Brien Thunderbird. Cook’s best time was only a frac tion of a second over the fastest time posted by Wyhoon. The second session was headed by the Valvoline pairing of Ian Thomas and Dumesny, while Rosalie Cook watched on nervously as Gene reduced his times to be third fastest. Schwantz had the Clarion Monte Carlo on the sheets for the first time, with the sixth quickest time. (In the final practice session, Kim Jane set the da/s quickest time in the Bob Jane T-Marts/Repco Motorsport Monte Carlo from Dean Wanless’ Metalcorp 'Thunderbird. Some drivers were already in trouble, though, including John Maultsaid, who had blown another motor in the Consolidated Waste Thunderbird, Cook came to his. aid by repairing the motor, but Maultsaid’s young

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by BRETT SWANSON At the end of the day, you could be forgiven for thinking that round two of the ACDelco Cup Series at the Thunderdome on December 6 was a carbon copy of round one, as the same top three drivers, in the same order - Kim Jane, Jim Richards and Terry Wyhoon - in front of a similarly weather-affected crowd, achieved the same over all race results. ■' If not for the fact that Richards managed to beat Jane in race one and the event heralded the return of Gerih Cook and Kevin Schwantz, the meeting could almost have been a November rerun show. Despite having his colours low ered for the first time this season, Kim Jane was still extremely happy about having taken the over all victory and extended his points lead in his superb John Sidney Racing-prepared Chevrolet. “That was the most fun in those two races that I’ve had in a long time,” he enthused, post-race.

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' fiOOi STRONG CHALLENGE... #1 Pyroil Pontiac of Jim Richards threw down the gauntlet to reigning champ Kim Jane. (Thunder-Pics photo)

Rkhards steals some of Jane's thunder and enthusiastic crew had failed to clean out the,oil tank, so the debris from the earher meltdown had been pumped back through the bearings. Maultsaid was disappointed and took no further part in the meeting. Darryl Coon’s Simoco Pontiac Grand Prix had blown a head gasket and Schwantz had spun'in front of Bob Middleton’s Whiteline 'Transport Monte Carlo. Middleton had two choices: Hit Schwantz directly in the driver’s door, or hit the wMl - he chose the latter and then elected to use his back-up Oldsmobile Cutlass for the race, With light drizzle falling on Saturday morning, all the morning practice sessions were cancelled, so it was straight to qualifying. Qualifying Third car off was Wanless, whose Thunderbird was smoking slightly from the left rear t}Te through the turns.

Wanless actually set the second quickest time, but had done so with the left side widow in place, which was against the rules. Crew Chief Les Small and owner Wanless then elected to pack up and go home once Dean’s time had been disallowed. 'Thomas was in trouble, too, loop ing the Valvoline car in turn 2 on his first quick lap and backing it up lightly into the wall, breaking the front spoiler. No time was recorded. Cook’s run was not his best either, the Thunderbird stepping out and Cook losing momentum. The only other driver to have problems was Les Kennewell (Mark Colin Packaging Pontiac Grand Prix), who smoked his way to the slowest time of the fifteen recorded, Kim Jane sat on pole with a time of 27.2424 seconds, just marginally slower than Dumesny’s lap record of 27.1278. Wyhoon was promoted to second, ahead of Richards (PyroiFNo Fear

NERVOUS ENERGY... Handling Is less than perfect on Wyhoon’s #25 BP Car care T-Bird. (Thunder-Pics)

Pontiac Grand Prix), Dumesny, Neville Lance (King Koil/Autopro Ford Thunderbird), Rod Jane (AUSCAR Alloy Wheels/Exide Batteries Chevy Monte Carlo), Schwantz, Cook and Paul Stocker (Consolidated Waste Oldsmobile Cutlass). Schwantz had a front spoiler problem, so the team jigsawed the bottom edge off before the first race. Race One (40 laps) Dumesny had installed a bor rowed John Sidney Motor after hurting his own motor during prac tice and, at the start, he lost some ground, dropping to sixth behind Jane, Wyhoon, Richards, Lance and Schwantz. Dumesny team-mate Thomas had made ground, moving to tenth from sixteenth in the second Valvohne entry. On lap 2, Jimmy Ellis brought the Phil Munday’s Panels Pontiac Grand Prix into the pits and a lap

later Schwantz moved past Lance. By lap 7, Cook was,up to sixth and by lap 13 he was fifth, as Schwantz started to fade. “I tried three times to wreck the car,” said the American later, when describing the car’s loose condition, the looseness forcing Schwantz to pit a few times to put some “rounds of weight” into the car. Kim Jane had maintained his lead over Wyhoon until lap 15, when Richards went under Wyhoon in turn 3 to grab second. Stocker and Kennewell had both made a couple of visits to pit lane by this time. With ten laps to go, Kim Jane was still leading with Richards on his tail and Wyhoon slightly adrift. Lance was further back in fourth, ahead of Dumesny, Thomas, Rod Jane and Cook, who had dropped back after having punished the right rear tyre on his climb to the front. On the same lap, Thomas and

PODIUM AGAIN... Terry Wyhoon was pleased with third. (Thunder-Pics)

Rod Jane had made contact as Thomas had moved under Jane.

21 ,

19 December 199/

^/W®O®[F0[^[?O^ then the Monte Carlo tm-ned savagely and veered downtrack into the side of Middleton, who was on the flat track at the bottom try ing to get past. Dumesny was okay, but the car had the back totally destroyed, while Middleton

again, without a lap having been recorded.

said,‘come in.’ So we came in and changed four tyres to some that had done about ten laps,” Jane explained in victory lane. Richards was watching the Jane/Sidney strategy and had planned to come in when

Kim Jane took the gamble with lapped traffic at the restai-t, which saw him jump to sixth, while Rod Jane was still towards the rear. Wyhoon moved past Lance for second, as Richards start ed to open a small lead. Jane got a good run out of turn 4

still on the back straight tid ing to catch up. When the race finally For some reason prior to On the next lap, Richards restarted, Kim Jane led the restart, Wyhoon was told went under Jane into turn 3 away from Wyhoon, to take’the lead ahead of to take the lead and opened a Richards, Lance, rookie Rod Kim Jane, which he did. slight gap as Dumesny start Jane in his John Sidney When the racing resumed, ed to slow before pitting with Raceing-prepared Monte, Wyhoon held the lead for ten Schwantz and Cook. Jane did. a broken plug lead. laps until Jane retook it with Only three laps later, an inside pass into turn 1. Richards’ race plan went Lance was still third, with awry when Jane retook the Richai’ds fourth and flying. lead, as Richards’ car got a On lap 50, Richards moved bit loose in turn 3. to third, but there were only As the lead pair raced neck to be two moi-e laps and the and neck up the back gap was too big to overcome, straight, they split Ellis on so Kim Jane took the win the entry to turn 3. from Wyhoon and Richards. Richards was on the Lance was fourth, ahead of inside, Kim Jane on the out Rod Jane, Schwantz, Ellis side - but Richards emerged (who was showing good in the lead, which he held speed, at last) and Stocker, onto as the pair took the che who had also done the full (?) quer. complement of laps. Wyhoon was third, ahead March was one lap down of Lance, Thomas, Rod Jane and Andrew Calvert complet and Cook. ed the top ten, a further lap Ellis, Scott March (Pro down in his Sign Pro oldHeads Pontiac Grand Prix) style Monte Carlo. and Middleton were two laps The top three were natu down, but completed the top rally pleased, with Kim Jane ten. stating how much fun it was, apart from getting baulked During the break between in race one, which allowed races, crews were busy recti Richards to retake the lead. fying problems. All three now look forward Thomas was flat-out to December 27, when changing the engine after it Wyhoon will have completed dropped a cylinder late in the FAMILY TIES... Dumesny Installed a borrowed JSR motor for race one after blowing his own. (Thunder-PIcs) some testing and resolved the race and Dumesny had recti But Jane, who was ahead, and' nailed Wyhoon just past car’s mid-tum nervousness. After six laps, Kim decided had the right hand side of his fied the plug lead problem. Kim Jane leads the series car damaged even worse to watch the pace, Richards had the tactical benefit of the finish line to move into Wyhoon’s crew, with American John Nissen in pulling into pit lane without second,just before Kennewell with 695 points from than his prime car that was and then Lance and Wyhoon Richards (670), Wyhoon Richards, who was unable to spun into the wall. all going past. attendance, was working on sitting in the transporter. When the pits opened, (655), Lance (636), Thomas Cook was once again up to respond. Following Jane in “I thought Kim’s pace into ridding the mid-turn push, while Lance’s crew was turn 1 was pretty quick, as I fifth, until a bad vibration was cousin Rod, who also, Richards came in and changed (582), Rod Jane (576), March I two tyres, which he later said (534), Stocker (531), Ellis was looking to go around the and then a blown engine changed four tyres, changing plugs and jets in ended his race. Calvert (525), the search for more horse- outside myself. I was sur The pair got back out and they didn’t really need to do, (527), and but they lost ground when the Kennewell (484) The yellows were out and onto the rear of the line-up prised when I got the call power. that Max was even higher Richards was leading Lcmce, before the restart on lap 24. race restarted while he was Dumesny(432). Kim Jane and Wyhoon. and coming around,” Wyhoon Race two(60 laps) An impending cmfew was The action started right explained later about the move. to have an effect on the race, from the green, when Kim / “It was a low percentage as Jane asked crew chief Jane led Wyhoon and -3 I'M Richards hard into turn 1. move for lap 1,” commented John Sidnfey whether they Richards. should come in to change Dumesny was up high and The laps run under the tyres - Sidney said “no.” trying to go in even deeper, “I was going down the back yellow didn’t count towards but the bumps and the “mar anything, so a compete straight and looked at my bles” caught him out, howev er, by the time he got to tmai restart, in single file, was watch and said to John^ V' ordered. [Sidney], ‘there’s not much 2, where he spun. Thomas had already been time left.’ He thought about Dumesny did well keeping it up high and straight, but into the pits and was back it for about five seconds and

Falcon vs 'onmodore j

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SHORT ARSE... Les Kennewell backed his Pontiac Into the wall. (Thunder-Pics)

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WHITELINE FEVER... Bob Middleton’s Whiteline Transport Chevy-Monte Carlo (below) heads the AUSCAR Alloy Wheels/Exide Batteries Monte of rookie Rod Jane.(Thunder-Pics)

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19Dscembsr1997 Report by SUE HOBSON

There were some very impres sive drives over the night of racing at the Thunderdome on December 6, including that of Leigh Watkins, who took his first-ever win in the Strathfield National Cars. Watkins, racing the Pennzoil Perrows Paints EF Falcon, quali fied third for the two races, taking the lead on lap 9 in the first race and maintaining the position for the remainder of the 40 lap event. Watkins, who was racing with a completely rebuilt motor after breaking a main cap in Round 1, had the Ford dialled in for the sec ond round and looked to be the car to beat. However, a broken caster bar saw him retire from racing in the second race, after holding the lead for 23 laps. Eddie Abelnica, piloting the Melbourne’s Cheapest Cars Commodore, also took his first National Car victory in Race Two, after putting in a very consistent drive. Abelnica, who had made some extensive changes to the VR since Round 1, qualified in second posi tion for both Round 2 races, finish ing in fifth for Race One. However, his consistency in Race Two was to give him the win and, after holding down second place for most of the race, he took the lead in the final lap to take the chequered flag. Tasmanian-based Jason Wyllie in the Trust Bank/Computerland VS Commodore also put up a deter mined drive, Wyllie crossing in sec ond for the first race. A top drive in Race Two saw him lead the field for 32 laps until, with the car understeering, he lost the lead on the final lap, crossing in fourth. Sporting equal points with Darren McDonald (Powermac Cobden Milking Machines Commodore) going into Round 2, Wyllie has now taken over as the sole leader in the points. Practice Matthew White dominated prac tice on Friday, clocking the fastest lap in each of the three sessions, ultimately throwing out the chal lenge with a quick lap time of 30.7344. The first session saw White put in a time of 30.8878, followed by

Surprise win by Watkins Carnage as White takes out Faulkner and McDonald 1

THE REAL THING ... Leigh Watkins pulled off an unexpected victory, putting his Falcon National Car on the winner’s podium.(Thunder-Pics photos) Abelnica, who clocked 30.9348 and Watkins, with a time of 30.9570, while fourth fastest was Wyllie, with a 30.9994. White improved his time in the second practice session, clocking 30.8833, with Watkins with 30.9701 the second fastest, followed by Wyllie (31.0232) and McDonald (31.1520). Friday’s final session saw White set the quickest time of 30.7344, with Wyllie clocking 30.7779, Watkins in third with a time of 30.8178, followed by the Fastrack Racing EF Falcon of Marshall Brewer who recorded a time of 30.8700. Next quickest was Abelnica (30.8775)s Shane Houlahan (30.9864), Nathan Pretty (30.9959) and Dick Howe, who rounded off

the top eight in a time of 31.0554. McDonald’s practice did not end on a good note, as the team had experienced fuel pressure problems, the Commodore sustaining a blown head gasket and forcing the team to change motors before qualifying on Saturday - rain cancelled Saturday morning’s practice sessions.

Abelnica qualified in second, clocking a time of 30.7346, followed by Watkins (30.7534) and McDonald (30.8077). Wyllie, who was putting in a blis tering third lap, took a big slide in turn 4, but stiU managed to qualify in fifth pnsition in a time of 30.8476.

Qualifying

Howe (Ferntree Gully Bolts) came in sixth in a time of 30.9296.

It was Houlahan, driving the Tierney Petroleum Commodore, who took up the challenge in quali fying, setting the fastest time of 30.7072. At the close of qualifying, there was only one second separating the top 11 cars and only three tenths of a second between the top eight; it was gearing up to be a great night’s racing.

Brewer, who was qualifying with his race set-up, qualified next (30.9633), followed by White (30.9994). Paul Cover, who was suffering from a pinched nerve in his shoul der, had given John Faulkner the steer in the #46 VS Commodore for the night, Faulkner qualifying in ninth position (31.0898). Nathan Pretty, piloting the

BASKING IN THE GLORY... Eddie Abelnica (left) couldn’t conceal hisjoy at the post-race conference - Marshall Brewer also looks happy,

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DeWalt/Goodyear VR Commodore entry, had been chasing set-up in practice and qualified behind Faulkner (31.2346), followed by Darryl Speers (I & V Truck Repairs) in a time of 31.4353 and Luke Sheales (Abel Auto Wreckers, 32.1599). Nicole Pretty qualified in a per sonal-best time of 32.3144, followed by Steve McDonald (Tony Nicholas Smash Repairs Euroa, 33.17.51), Jason Morrell (Hollier Motorsport, 33.4923) and Eddie Woods (Head Stud Development Co, 33.8314). Race One (40 laps) When the green flag flew in the first race for the night, it was Abelnica who took the outside run to lead the cars into the first turn Houlahan was in second, with McDonald taking over third and Watkins fourth, as they exited turn 2. McDonald made a high-fine pass around Houlahan, McDonald tak ing over second, with Watkins and Houlahan racing for third. Wyllie was holding down fifth, followed by Howe, White, Brewer, Faulkner and Nathan Pretty, who made up the top 10. With nothing between the top five, lap 7 saw McDonald take over the lead after moving under Abelnica going into turn 3, with Houlahan and Abelnica leapfrog ging for second. Watkins came down under Houlahan and Abelnica, moving into second place, before moving under McDonald in turn 1 on the next lap to take over the lead. Some great racing was happen ing between Wyllie and Houlahan, with WyUie making the pass before taking over second from McDonald. Wyllie made the move to take over second place when he took the low line under traffic, Abelnica not getting a better run on the high side.

19DscemlxrW97 l^®0®[T8[p®DlD^ McDonald had found himself back in sixth, but took over fifth after coming through underneath Howe. Lap 22 saw Steve McDonald have a big lose coming out of turn 2, but no caution was triggered when he kept the car off the track. Darren McDonald was still work ing through the field, with McDonald and Houlahan racing side by side for an entire lap before McDonald made the pass to take fourth. White following McDonald through. Wyllie was still putting Watkins under pressure, with McDonald moving through to regain third position. Lap 33 saw an incident between Nathan Pretty and Faulkner, trig gering a caution, but with pit lane closed - Faulkner was forced out of the pits, returning the following lap for a tyre change. When racing resumed, Watkins again took the lead and, as the laps wound down, the top three posi tions remained unchanged. Unfortunately for White, engine troubles saw him retire on lap 38. With the white flag out, Houlahan and Abelnica were side by side as they came out of turn 2, but it was Houlahan who crossed in fourth. Final placings were: Watkins. Wyllie, Darren McDonald, Houlahan, Abelnica, Howe, Nathan Pretty, Brewer, Speers, Nicole Pretty, Steye McDonald, White, Morrell, Woods, Faulkner and Sheales. Race Two (60 laps) Houlahan again lined up on pole for the second race, this one to be contested over 60 laps. Abelnica, again on the high side, took the lead when the green flag fell, with Houlahan moving intp second. Watkins and McDonald were side by side as they came out of turn 2 on the first lap, but it was Watkins who came through on the low side Watkins continued his run under both Houlahan and Abelnica and was holding the lead by lap 5. Houlahan was holding down third, but was forced into the pits on lap 8 with a crack in the diff housing.

W1 S'

2 MAGIC MOMENT... Bonding session for #46 John Faulkner and Nathan Pretty. (Thunder-Pics) This put Howe into third, but closely followed by McDonald and White (who had changed over motors between the two races). Faulkner was next, with Wyllie then back in seventh. Watkins was still holding down the lead with Abelnica in second, but McDonald was moving through, coming under Howe - Faulkner also came through to challenge for third, Faulkner taking the position as they went into turn 1. Faulkner’s reign in third posi tion, however, was shortlived when, on the following lap, Wyllie came under him in turn 1. Faulkner, White and McDonald were three wide down the back straight. Watkins was still leading the field around, with Abelnica in sec ond and Wyllie third. A caution was triggered on lap 14 when a racing incident occurred between Faulkner and White on the back straight. White appearing to move up the track and leaving Faulkner with no racing room. White was speared up the track in front of the unfortunate McDonald, who was racing the high line, McDonald dragging White

along the length of the back straight. Both White and Faulkner retired with extensive damage, McDonald also being forced to retire two laps later. Watkins was still in the lead when racing resumed. Wyllie was in third, but ipaking his presence felt behind Ab'elnica, who was also putting the pressure on Watkins.

Nathan Pretty was holding down fourth, vnth Brewer in fifth. But Watkins’ dominance of the race was about to end, as he broke a caster bar at just before half-race distance, forcing his retirement from the event. Wyllie, who had taken over sec ond place from Abelnica, took over the lead. There was nothing between the

cars of Wyllie, Abelnica and Pretty as the laps began to wind down, Abelnica and Pretty producing some great racing as they diced for second place - Brewer also moved up to join the front runners. Fifteen laps before home, Wyllie began to experience tyre problems, although he managed to hold out the challengers until the last lap. Brewer was on the charge and showing the strength of the Falcon, coming under Pretty in turn 1 and Abelnica in the back straight to take over second place with only two laps remaining. Abelnica, however, with a strong finish, was looking for his first win in the National Cars and came around the outside of Brewer in the back straight. He drove around the outside of Wyllie as the cars went into turn 3, Brewer and Pretty coming under Wyllie to take second and third, respectively. Final placings were: Abelnica, Brewer, Nathan Pretty, Wyllie, Howe, Spears, Sheales, Steve McDonald, Nicole Pretty, Woods, Jason and Houlahan. Current points; Wyllie 675, Darren McDonald 631, Abelnica 631, Howe 611, Nathan Pretty 604, Brewer 592, Houlahan 587, White 570, Speers 568, Nicole Pretty 529, Steve McDonald 526, Woods 506, Morrell 496, Watkins 411, Cover 268, Sheales 281, Kyritsis 257, Chahda 236, Faulkner 233, Kennedy 109.

NO FEAR... Three abreast, White heads Faulkner and Nathan Pretty on the Dome banking.(Thunder-Pics)

RAPID ... #96 Shane Houlahan showed plenty of pace.(Thunder-Pics)

QUICK STOP... Eddie Abelnica picked up his first Strathfield National Cars win. (Thunder-Pics)

BATTERED... Darren McDonald was forced to quit. (Thunder-Pics)?

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XtfUNDERDOIVIE SURRORTS

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Con. Vereker made it back to back round victories at the Thunderdome on December 6, his Vereker Bros Smash Repairs Ford Falcon taking pole and then leaving the Konica Sportsmans field in its wake. Qualifying was conducted under dark skies and the Ford drivers had worked out a different line through turns 3-4, which made the cars look on the edge of adhesion - but it seemed to be the quickest way around for them, with Con Vereker and Andrew Gillespie both in Falcons on the fi-ont row. Vereker, but not for long, as When the green flag dropped for Vereker repassed him - but, while the 35-lapper, Con Vereker made all eyes were on this action, back in the most of his pole position and the pack things went wrong and rocketed offinto the distance. carnage was again the order of the Gillespie pulled a gap on Graeme day. Gilliland and the race looked set to This time, Sam Milton’s car had the nose shortened and the race stay like that for the dui-ation. was declared due to time con Some passing was happening in the mid-field occasionally and Ron straints, leaving Vereker with the Savas had a harmless spin in turn 4. win, Gilliland second and Tony Howlett third Leanne Ross had a little excur - GRAEME BURNS sion exiting turn 2 and then, on lap 23, when the leaders were going UNORTHODOX ... Commodore through the tailenders, one of them punter Graham Crawford checks spun. out the rear-end of ex-speedway Gillespie went where the spun car should have departed from, but racer Leanne Ross’ #5 Chris it stayed there and Gillespie hit it Milton Engine Developments hard, destroying the front of his car Falcon in the Konica Sportsmans feature, which was was won in and bringing out the yellow flags. It was going to be a race to the fine style by the dominant Ford of Con Vereker. (Thunder-Pics) chequered flag and Gilliland passed

Another impressive outing by Vereker

Harding and Wicks tops in HQ

Untouched by all the mayhem, while, with the front seven cars John Harding and Mark Wicks having a small gap over the next shared the HQ Quality Parts HQ pack often. Holdens race honours at the On lap 13, Steve Jessop hit the Thunderdome on December 6, wall exiting turn 2 and spun wildly the result consolidating up the track, eventually rolling Harding’s series pointscore lead. over - a small fire occured, which Qualifying was the first look at the marshals quickly extinquished. The front bunch settled into a the track the drivers got, thanks to the morning’s rain and it caught fight with John Harding, Scott Walker, Steve Walker, Bob out Adam Gillatt, who spun harm lessly in turn 3 - and another cou ' Hepburn and Paul Bongiomo swap ple followed suit at the end of the ping places lap after lap, eventually second session. finishing in that order. Race two saw another car roll Andi-ew Koolen coasted in with a rough-sounding engine,Ian Hibbert over, this time on the first lap bent a couple of push rods and Leigh Yamall did it, Paul Fairburn packed up, while Mark Wicks was and Richard Ireland were also involved and Adrian Lauder was slowed with an overheating engine. John Agosta set the pace with a left parked against the wall and time of 36.0936s, less than a second took no further part. The race was regridded and, on separating the top fourteen cars. Race one saw Koolen’s woes con the restart, Gillatt was in trouble tinue when he coasted in on the again for jumping the start. An incident on lap 2 of the waim-up lap - and, when the green dropped, David Page was done for restart with the front bunch of Walker, Hepburn and Robert jumping the start. INTERESTING ... #51 Paul Bongiomo tee-bones Steve Walker, as Bob Weight rotates. (Thunder-Pics) On lap 2, all hell broke loose, Wright bought out the yellows and another restart. The race ended on lap 18 with Agosta (602), Leigh Casey (578), On lap 11, Wicks took the lead, with Anthony Edwards, Allan Wicks in front of Agosta, Harding John Spencer (572), Trevor Hale Agosta came from midway down Harding and Agosta swapping sec Boughen and David McSaveney and Glen McDonald. (545), Steve Walker(533), Bongiomo taking no further part in the race. the field and drove through all the ond and tfiird until another acci Harding leads the series with 670 (513), McDonald (504) and Wicks Gillatt spun harmlessly again in mayhem to challenge Harding £md dent, which saw the boot of Kelly -GRAEME BURNS Ann Mitchell’s car removed. turn 3 and the race settled for a Mark Wicks for the lead. points, heading Scott Walker (655), (489).

Hat trick for Matthew Coleman Matthew Coleman pulled off a hat trick of wins in the Bob Jane T-Marts Legends at the Thunderdome on December 6 and, for good measure, reset the lap record a couple of times. Saturday’s practice was cancelled due to a wet track, but afternoon qualifying was a smokey affair with many brake lock-ups. Nevertheless, John Faulkner made the most of it, lowering the lap record to 30.48 seconds and grabbing pole, ahead of reigning champ Rodney Jane, who sat on position two. Race one of three scheduled ten lappers and pole-sitter Faulkner was sidelined before the race started with a hole in the fuel line caused by an errant drill.

Coleman bolted away when the green flag came out, but on lap 2 Geoff Durack was left stranded after a coming together at turn 3 and the pace car came out while Durack’s car was removed. The race resumed with three laps to go, but nothing changed up front except Coleman retook the lap record at 30.4223s Jane and Paul Freestone were next across the line. Race two and Coleman blasted away again at the start, but Faulkner’s woes hadn’t fin ished, the Legends rookie getting a stop and go penalty for jumping the start. Barry Merritt made a pit stop, losing a couple of laps, while Paul Freestone and

Jane swapped positions several times. Faulkner was throwing his car sideways through the turns and making up ground on the front mnners - but Coleman wasn’t con tent just to win the race, lowering his new lap record again to 30.3736s. Jane finished the better of the battle with Paul Freestone, while Alf Bartsch was just ahead of Faulkner. Race three started badly for Peter White and Bradley Radclyffe when they came to grief at turn 1, causing a complete restart. Faulkner got a blinder and rocketed up into second behind Coleman, but the race was destined not to go very far when Clive Henderson, Paul Freestone and Alf Bartsch

came together coming onto the straight. Freestone did get going again, but the oth ers weren’t so lucky and, after a few laps behind the pace car, the race was declared on lap 7, Coleman making it three out of three wins. Faulkner was second and Jane third, with Jody Freestone and Adrian Bartsch not far behind, Paul Freestone tops the series with 817 points, ahead of Jane (808), Adrian Bartsch (792), Alf Bartsch (773), Durack (714), Clive Henderson (702), Peter White (604), Coleman (525), Faulkner (485) and Jody Freestone (465). - GRAEME BURNS

WDmmkfWI

One of the world’s brightest young talents goes into 1998 leading the Benetton team in only his second season of FI. Giancarlo Fisichelia talks,exclusively with ADAM COOPER about his life: O-

MOTORSPORT NEWS: What’s the verdict on 1997? GIANCARLO FISICHELLA: I’m really, really happy about my first full season in FI. At the beginning I didn’t know what to expect, but I made 20 points. Obviously in some races I was very upset - in Argentina and Luxembourg i iost some important points in accidents with my team mate, But on the other hand I had two podium finishes. The first one in Canada was a little bit strange, because of the Panis accident. I was a little bit sad in that situation. But with the sec ond one in Spa I feit the happiness for the first and the secopd.

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want to drive for Ferrari? MN: You came top of a poll to GF: Everybody’s dream is to find the best looking FI driver, drive for Ferrari, not only Italians. Are you proud of that? MN: How did you make it to the Now my future is with Benetton GF: It was a prize that was very top? and I’m totally committed to them, nice to have. GF: The passion started when I In the very far future, who knows, was very, very young. My father but at the moment I’m only looking l MN: You’ve done some was a fan of racing and I became a fan of Niki Lauda, who drove for menswear modelling shoots at my Benetton future. since then. How was it? Ferrari. Since then every year the MN: Eddie Jordan wanted you passion grew stronger and MN: Italy hasn’t had a World MN: Is Schumacher the best guy GF: At the time I did it, it was and Ralf Schumacher to push stronger, and then I started in kart- Champion since Alberto Ascari out there - would you put him fun, but the big surprise was when each other hard. Was having two ing. on a different level to the oth- I received some copies of the catain 1953. Any thoughts on why? young drivers a good strategy? iogue. It was amazing because I GF: It’s very difficult to explain ers? /When you start your racing GF: From a certain point of view career in karting, FI is very far why all the other Italian drivers GF: No! It’s a difficult question, looked like a professional model! I experience is very important, but away. The will is obviously to were without a championship. But I but for an F1 driver you never have was really struck by that, looking at I’ve shown and other young drivers become an FI driver, but at the hope to be the next one. to think about whether someone is myself in another way. have shown that we have nothing beginning it’s just a dream. But stronger than you. Michael is 100 less than the older drivers. So it’s then going step by step in my kart MN: Does being the next Italian percent totally committed and MN: Do you wish you were probably the correct strategy. ing career, and then into racing star create extra pressure and strong driver, with a lot of experi- taller? That would get you a lot ence, but I will work hard to beat more work, cars, I got closer to FI. Now it’s a expectations? MN: How’s your relationship dream that is coming true. GF: I’m a driver! Maybe I’ll do GF: The first impression is that him in the future. with Ralf now? some more. It depends. it helps. GF: Nothing speciai ... MN: Is it easier for a young dri MN: How hard is it to stay there? GF: First of ail, it was very diffi MN: Does every Italian driver ver just coming in to think that MN: Most Italian drivers live on MN: So what about Benetton cult to make it to FI. And Michael is beatable? pasta at the races. How about next year? GF: Maybe it’s easy to you? once, you arrive here, it’s (( GF: It’s a different kind of feel GF: I have kilos and kilos of think about it, but it’s not very very easy to go away if you ing. On one hand I’m sorry to don’t achieve resuits. This is pasta, maybe too much. But for me easy to do it! leave the Jordan family, not team, the main problem now; to it’s very important to eat very well. because I felt very well in this show my potential every day MN: What’s the best thing organisation. On the other hand and establish myself. MN: Any sporting heroes? Most about being in F1? Italian drivers seem to like GF: Victories! I’m really happy and committed to next season. There’s a very MN: So what are the qualiAlberto Tomba,the skier. MN: What about the GF: Tomba is really a hero for Italy. He’s a clear champion. I don’t lifestyle then? GF: The worst thing is I’ve really have anybody else, always got a lot of things to do, running around. It would be terrible MN: You always seemed to be if there was nothing to do at this fairly relaxed and iaidback - not very Italian. How do you see time, so it’s better this way! From one point of view, it’s a yourself? GF: Obviously the fact that I’m fantastic life. But, like I said before, you miss a lot of things on the way in FI gives me a lot of confidence. I reached a really important target up, like friendships. You are travel that I had when I was very young. ling all the time, to the races, work Even if I have problems, I try to ing on testing and development, for sponsors and so on. You have to manage them and be calm make sacrifices, but if you’re really because getting upset is never motivated you can achieve your useful for that. I think I’m a typical Italian, but using my mind, probagoals. bly! Honestly, in my career I’ve been MN: What do you do when lucky. I haven’t had any big upsets you’re not racing? GF: Even when I have some to overcome. But when you are in free time, it’s not very easy. I nor trouble you have to be very cool. mally save it for my family and my work hard and the problem probafriends, going for a pizza some- bly will be solved, where or things like this. I’m a 100 MN: How fit are you? percent normal guy, 24 years old. GF: In the beginning of the sea MN: But with the money you can son I spend a lot of time to prepare get you can buy toys like boats myself, but during the season obvi and helicopters? ously you make a lot of miles, a lot GF: Not at the moment. Next of tests, so that’s the main part my NEW HOME: Fisichelia drives out of the Barcelona pitlane at the wheel of a Benetton-Renault for the first fitness. n time. By the end of the test he was faster than the McLarens and his new teammate, Alex Wurz. (Photo by lat) year we will see. strong commitment in that team.

ties needed to achieve success? GF: Your character, the approach 1 would say - you need to be professional. You always have to be 'working hard and on the way up you miss your youth probabiy. When you arrive at a cer tain level, the car is very important.

7think Fm a typical ItaliaHy but using my mind,probably

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Stateside lure too strong for Kevin Schwantz By GRAWT NICHOLAS

Kevin Schwantz’s ACDelco Cup Down Under Campaign drew to a close after the December 6 Thunderdome meeting when he announced that he would be contesting the entire 1998 NASCAR Busch Grand National Championship series, which kicks off on February 14 at Daytona. During the ’97 season, Schwantz partici pated in foul' Busch Grand National races in the US,entering the hotly-contested series at Charlotte Motor Speedway before venturing to the new Penske-owned California Speedway at Los Angeles - he then competed at the North Carolina Motor Speedway at Rockingham and finally at Florida’s impres sive Homestead Motorpsorts Complex. “At Chai'lotte, I qualified ninth on the 1.5mile speedway in our Chevrolet Monte Carlo in a 58-car field,” Scwantz said. “28 qualified the first day, with the rest of them running in a qualifying race to get a start in the feature. “I was running the car that the regular Rydling Motorsport team-mates, Kevin Lapage and Dennis Setzer, didn’t want. “In the race, I finished 29th in a car that was tight all day - in fact, we could’t get the handling to change, despite adjusting it on several occasions. “Then I had an altercation with another car in turn one at about half-race distance, which led to my losing a couple of laps fi'om my previous lead lap position. “After Charlotte, I went to the new Californian complex for a day’s testing on Thursday. “I cut down a rear tyre and backed the car into the wall - it was probably the biggest hit I have ever experienced. The car caught on fire and it just basically junked the whole thing.” n Schwantz’s crew unloaded the back-up Monte Carlo and, a short time later, the for mer motorcycle champ was sitting on the grid in 22nd spot by the end of qualifyihg. He managed to lead the event at one stage and was in sixth place with ten laps to go when a seal feD out of a rear hub,forcing the NASCAR officials to display the black flag to

him.

The next round at Rockingham was a big reality check for the team, after having two reasonably strong performances. “I hadn’t been there to test - in fact, I hadn’t seen their one-miler before,” Schwantz recalled. “I spun after eight laps in practice and tagged the back wall; unfortunately, I didn’t get back out onto the track again that day, as the crew had to rebuild the car. “The car was repaired for our two-lap qual ifying. I missed the field by half a second, but got a provisional start because of owner points. “Seventy laps into the race, we were still n chasing a loose car and I ended up in the wall again, which was disappointing, because I felt we should have been either leading the event, or in the top five. “Instead of that, we were only near the front, or at the rear of the 42 car group - if you touch the wall, or another car, the result^ing pit stop drops you towards the back on the short tracks. “At Homestead, I qualified 17th in a car that was consistent. “The track conditions were changing all the time, as the sun was coming out for a while, then there would be clouds. It made it real difficult to get a good package together. “But we were able to cope and some of the guys that were faster than us in practice

END OF AN ERA ... Will Schwantz race in Australia with local team owner/manager Scott Williams (right) again?(Thunder-Pics) were behind us when we lined up on the grid. “Just past the 40 lap mark, I managed tp move from second to first while a caution flag was out. “The rest of the leading pack were behind me with full tanks and four fresh tyres and I questioned what was happening with my crew chief He told me that my times hadn’t dropped since the start of the race.

“I got into the back of Greg Sacks’ car when we were lapping him and it did just enough damage to transform the car,from a first or second place machine to a top ten finisher -1 finally managed to grab eighth. “I’ve been well received by everyone involved with the Busch series, though maybe not with Greg Sacks, as I touched his car twice.

speedways," or short tracks that range from the compact 0.363-mile Hickory track through to the 1.0-mile Dover Downs International Raceway. “I find that racing with the guys is a lot easier than qualifying, as they have a tremendous amount of experience getting their cars and themselves going fast for those two flying laps - there is a sort of a black art to qualifying over there,” said Schwantz. “At Rockingham, I really needed several days to figure out the track, instead of two practice sessions and straight into qualifying. “I feel that I’m as quick as anyone in a race; its just the qualifying that needs more work, “The experience that I gained racing NASCAR in Australia has certainly helped me back home. “I definitely enjoy the faster and flatter tracks, as you can do more on them - change . lines, pass easier, do different things with the car - whereas, on the short half-mile circuits, % the locals know all the bumps and can block you, as there is nowhere to safely go by.” Schwantz’s 1998 plans include 31 Busch Grand National series races, plus in excess of 30 days of testing in his Ryder Integrated Logistics-sponsored Chevrolet Monte Carlos and there’s also the possibility of several NASCAR Winston Cup events towards the end of the season. He already has twelve test days booked in LEGENDARY#34 ... World motorcycle champ Schwantz’s Clarion Monte.(Thunder-Pics) January, including several days on the 2.5“Bobby Labonte came over and spoke to me mile super speedway at Daytona; then it’s off “I led them all for the next 39 laps, until it was time to pit - what was really good about a fair bit, then after Homestead Nemechek to Atlanta Motor Speedway and a number of it was that all the strong guys remained patted me on the back and said ‘be patient other ovals, Included in that schedule is a two-day behind and that was probably the strongest and you’ll win some races next year’ - the guys that I really respect out there have also NASCAR-style school in Florida conducted by part of the four races that I contested. Mike hosier, “After the stop, I took something like 60 shown me some respect.” At each of the events that Schwantz hosier’s expertise is in training drivers on laps to pass Mark Martin and the others to attended, the grid consisted of 42 cars and, short tracks, so Schwantz is taking two cars get near the front. on a number of occasions, over twenty drivers to the St Augustine (0.375-mile) and “Joe Nemechek then returned to the track Lakeland (0.75-mile) courses for some tuition. in front of me after his last pit stop and we failed to make the cut. Next season, he has nine Monte Carlos at “I believe these tracks are very similar to diced for second place, behind one of the other guys who still had to make his final his disposal - they are specially set up for the small bowl at Adelaide International either super speedway, medium length Raceway,” Schwantz said. stop.

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CHARLOTTE... #65 Schwantz Monte Carlo runs with Tony Stewart. (Martin D Clark pic) “I won there in South Australia after Jimmy Richards and John Faulkner had their coming together on the last lap, so hopefully I will be able to adapt to this style of course. “Ryder has several programs in place that will see their truck drivers that have trav elled for over a million miles without infrac tions - or others that have recently complet ed their training courses - attending the race meetings to join our race team. “Some of the guys get really

everything else that goes with the team and I have something to show for my investment. “Thpy didn’t know what to expect when I said that I wanted to race one of the cars. “We did some testing on several occasions and they were fairly pleased with my times; then, at Charlotte, they realised that I could run fairly good with the best. “As they are also from Texas, we may change the name to Lone Star Motorsport for next season - we’ll discuss it further in the next few weeks.” If the team can secure some extra funding, it will whole project, field Dermis Setzer in the short track events, as'- his “Ryder supplies _ _ _ . expertise in this some of its drivers area will certainly to transport our help in developing rigs to Las Vegas, 'SOmO Schwantz’s similar California and the race vehicles. “I would like to think that we will be able to gain some extra corpo rate support to allow us to have dunng the season.” . , Dennis out there in Schwantz recentWltfl fll0 WinStOn the Busch series,” ly disposed of his / W Schwantz said. Chevrolet dealerCUO OUVS “My first priority ship in Texas - as ^^ * is to get the team he will be fully focused on his focused on winning some Busch races and, hopefully, I will then NASCAR campaign from now on - and is cur rently living in his motorhome next to the be able to do some testing with the Wiliston Cup guys. team’s raceshop in Mooresville, South “The Busch Grand National series is just a Carolina, until he secures a new home locat learning ground in preparation for my ed nearby. Winston Cup career. I want to have the team “David and Karen Rydling are equal part prepare a "Winston car later in the year, so ners in the team with myself, which is a bet ter arrangement than paying, say, $30,000 that I do some testing in it and possibly run for a weekend’s racing in a NASCAR several of their shows before the end of the Craftsman Truck, or Busch Grand National year. “I would love to go to Suzuka and to the series event,” explained Schwantz. “All you get out of that is a pat on the back, maybe a new Motor! Twin Rings oval in November with a Winston Cup car, as it would be great thanks and maybe some more experience. “By joining up with David and Karen, we for me to gain the experience and I believe it would be good for my Japanese fans, as well.” now own some race cars and equipment, plus

“My first priority is ‘ to get the team focused on winning Busch races Thfih and, hopefuiiy, i rt, St liLK win then be abie to do some testing

lu^ Bruce Williams Motorsport offers for sale or lease, two of the

«!■ most competitive, best prepared and presented AUSCARs currently for sale. %t(AUSCAR racing represents the best value for money for sponsors and team. With VI a guaranteed six hours of national TV for the 1997/98 season. The two cars tf described below generated 54 minutes of national television coverage in season 1996/97, with an estimated value for sponsors in excess of $110,000. li:. (AUSCRAFT BWM 001) This car is a three-time race winning car and has been placed second and third in AUSCAR championships. Winner of Round 3 1996/97 Championship and a winner of over A" $120,000 in prize money. J Comes complete with low-mileage engine, 380 hp with dyno winning sheets. Super T-10 gearCommodore box, Harrop rear !Race VR AU5CAR end, Detroit locker. ' /Pfeffes/known Name in BraV.cs Chassis complete with Harrop front end, sway jf bar, Bilstein shocks and Eibach springs (all height ■ TIMKEN adjustable), Harrop front brakes. M Car has fresh paint and is immaculate inside and out. Many other features too numerous to ^ mention. Race ready-$50,000. '

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This is the.sister car to the Championship/race winning cars of Jones, Faulkner and Williams. As raced by Bruce Williams and Kevin Schwantz at Rounds 5 and 6 last season. Comes complete wKh as-new Rob Benson engine W (380 hp with sheets), fully rebuilt by Rob Benson in January 1997, with new heads, valves, springs, rockers,

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Report by GREG WARD

A big list of entries fronted for the 1997 Victorian Championships, held atCalder Park Raceway on Saturday night and there were quite a few national marks bet tered. Incoi-porating the fourth round of the Top Doorslammer Series, Victor Bray thrilled a loyal home crowd when he was able dismiss a very strong challenge from Scotty Cannon in the final, taking the win with a final round 6.58 to send the crowd into joyous rapture. Mark Gedye was another of the main stars as he continued his remai'kable performances of recent times aboard the Excessive Force Harley Top Bike. He ran a best elapsed time of 6.80, but it was his terminal speeds which were of note. A first round 199.51 mph blast was matched by two 198-plus mph efforts, narrowly missing out on producing the first 200 mph pass aboard a Harley outside the US, in conditions which had been less than conducive to such perfor mance. That was the good news that came from the night - on the down side, the weather didn’t cooperate very well as rain foreshortened qualifying and then saw elimina tions halted for around an hour and a half. That meant that all brackets, with the exception of the T<op Doorslammers, were nowhere near complete when the curfew came into effect at 11 pm. The other major downer was the news that Peter Ridgeway, debut ing his head-turning Oldsmobile Cutlass at this meeting, had an hoiTific crash in qualifying which saw him completely destroy one of the most stunningly engineered vehicles to have been seen in this land. Having completed a half track check-out pass in the Friday night qualifying session, Ridgeway ven tured out late on the Saturday morning with the TRE-powered Olds to put down his first fall quar ter mile pass. Running in the right hand lane, the Olds launched well, but it seems that oil fi-om what is thought to be an oil line got under the tyres before quarter track. The car began to skate about and Ridgeway corrected, but then the Olds got sideways and moved towards the crowd-side concrete wall. Once on the grass verge, it appears that it dug in and barrel rolled savagely a couple of times, before going end for end. The most frightening aspect of the crash was that the car hit the top of the concrete wall, with the roof on the driver’s side taking a solid impact, before clearing it and sliding down the dummy grid area to come to a halt just past the 1000 ft mark. Given that the area can be solidly populated with race cars and their crews at times, it was very fortu nate that the staging lanes were empty at that point. Thankfully, Ridgeway emerged from the wreck without injuries any more serious than the expected bruising from such a violent tum ble. but the same could not be said for the car. The front wheels had been ripped from the chassis and much of the tubing had been bent, including the roll cage where the wall had hit. The once-pristine Cutlass was regarded as a total loss, although

HARVEST TIME... Victor Bray found Scotty Cannon’s “Killer Red Mater"ripe for the picking in the final round at Calder Park. (Thunder-Pics)

Victor nails Cannon at wet Calder Park several components may be sal vageable. In the Top Doorslammer ranks Cannon didn’t let Bray have things all his own way by any means. An easy-looking 6.40 at over 216 mph from the new Murray Anderson-built Studebaker was enough to lead the Castrol CheVs 6.45/219 effort after Saturda/s first session, while both Troy Critchley

6.43/218, while Bray dumped the ’55 Chev,pf Dave Koop with a better 6.40 at another booming terminal of 225.16 mph. Searle soloed to a fine 6.76/209 when Peter Kapiris couldn’t make the call and Critchley ran a rod breaking 6.83/209 in ddwning a troubled Lucky Belleri. That meant that Bray gained lari^e choice over Cannon in the

der past him to take a 6.58/214 win over the five-time IHRA Pro Modified World Champion. While the win left Bray’s wife Marie almost speechless back on the start line, Bray himself wasn’t so impressed with the run. “The track was quite good and I thought that we would have gone a bit quicker in the final, but we had a problem with the clutch.

TWO OUTA THREE... World Champ Cannon faltered in the final after running a 6.30 best.(Thunder-Pics) and Andrew Searle followed with a pair of mid-6.80s. Cannon upped the ante in the early evening seeding run when he produced a terrific 6.30/221.83 to secure the low elapsed time ofthe day. Bray replied with a 6.44 at a big 223.65 mph top-end for second, while Searle went 6.83 to seal third spot and Critchley held down fourth. Cannon gave Bray a bit of an advantage in the next round when the On-Sat Studebaker shook the tyres quite hard in second gear against the big ’63 Chev of Lui Raschella, falling away to a

final, quite an important advantage considering the fact that both racers had only run in the crowd side lane on race day, while Searle was guar anteed the third place as Critchley despondently srmveyed a well-venti lated oil pan back in the pits. Bray had troubles of his own in the final round as clutch problems saw Cannon’s stunning ’53 Studebaker put a big lead on the Castrol ’57 off the line before tyre shake shook a battery lead off the terminal on the American’s mount. Cannon was forced to coast through as he watched Bray thun-

“I don’t know exactly what it was, but we were lucky enough to take the win,” he summed up after the final. Mark Gedye was the class of Top Bike in what was the third round of the championship series. His 6.97 led the field very com fortably from Brett Stevens’ 7.31 at the end of qualifying. Stevens fell in the first round after getting away well off the line, while Smith went 7.49 and 7.50 to make his way to the final. He would have faced Gedye in the title bout, after the Excessive

Force team had produced a first round 7.02/199.51 and then a low et of the meet 6.80/198.76 to down Murray Johnson’s 7.66 from his Harley. In other brackets, Tom Easton brought the fans to their feet for a different reason than he has on other occasions this season when he produced a 6.51/209 from the VDO AA/Altered to lead the Competition Eliminator field. He was an unfortunate loser in the second round when his chutes fell out before half track in his race against Chris Soldatos’ A/Altered, losing with a valiant 6.83/175 against a sub-index 7.41/179 from the roadster. With Sam Blumenstein also making the semis to face off against the C/D of Wayne Cartledge after the A/AP Olds had gone below the national record with a 7.47 in quali fying third, the chance of more record-setting performances in the last two rounds was lost with the cmfew. Super Stock seemed to be the domain of the A/S clan in qualify ing, as three of them were in the top four, led by Graeme Cooper’s 10.09 in Tony Busscher’s Monaro. Cooper had defeated Les Heintz’s A/MP Camaro in the quarters and was due to face Issy Blumenstein’s G/G Torana in the semis, while Peter Sammut had worked his way through to the other semi to face Jason Wilson’s G/G Gemini wagon before the pin was pulled. In Comp Bike, Danny Grotto was assured of a place in the final against either of the Pro Bikes of Jason Lee or Angelo Ganitis, after Grotto had top qualified with a P/CB 8.75. In the remaining brackets, the larger competitor numbers meant that eliminations hadn’t proceeded to even the quarter final stage when the meeting had to be called.

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Ridgeway Pro Olds totalled at Calder Peter Ridgeway’s debut of his stunning new Don Ness-built Olds Cutlass Pro Stocker came to a sad end during qualifying for the Victorian Drag Racing Championships at Calder Park Raceway last Saturday, with the car, described by many as the most beautiful to ever grace an Australian track, totally destroyed in a major accident. On just his first full pass in the car, Ridgeway was spun around when oil was dumped under the rear tyres, the source of which is not yet clear. The car then dug in before turn ing over and barrel-rolling, finally coming to a stop over the concrete retaining wall in Calder Park’s pit lane.

Thankfully, Ridgeway emerged from the wreck with what appeared to be nothing more than severe bruising, although further medical tests were yet to be carried out as Motorsport News went to press. Speaking shortly after the acci dent, Ridgeway said it appeared as though he had nothing but “a bro ken heart.” Luckily, no officials or competi tors were near where the car land ed in pit lane, with an official who was posted in the same spot for the previous night’s qualifying sessions moved across to the other side of the track that morning. “When the car went around and got up on two wheels, I thought this is it. I’m just along for the ride,” an understandably upset Ridgeway said.

The Melbourne racer is one of the most distinquished competitors in Australian history, having broken a string of performance barriers in a number of Super Stock classes before stepping up to the profession al Pro Stock category in late 1993. Running the series just parttime, Ridgeway created history by becoming the first racer to ever record a seven second elapsed time, breaking through the eight second barrier for the first time at Sydney’s Eastern Creek Raceway in April, 1994. On just his first full attempt at the Australian Pro Stock Series, Ridgeway claimed the Winfield Pro Series title in 1995 - a year which also saw him win the prestigious Nationals for the first time.

al event victories to his credit.

■Power Racing Communications, the owner/operators of En^and’s Santa Pod Raceway, have gone into voluntary liquidation. The consensus of opinion out of England is that it will be business as usual for the track in 1998, althoi^gh who wUl actually oper ate the venue is not yet known. ■ Alan Jackson, who in the past has raced Pro Stock Bike, Top Alcohol Funny Car and, more recently, nitro Funny Car, has bought Jens Nybo’s Top Fuel dragster. Jackson will be stepping up to contest the European Top Fuel season next year. Scandinavian Knut Soderquist is expected to be crew chief for Jackson’s new venture. ■ 'The NHRA has finalized the standards that wil foe used for maximum noise level testing next season. At national events only, begin ning in 1998, all vehicles in Super Comp, Super Gas and Super Street must comply with a maxi mum decibel reading of 95 deci bels, as measured on the A scale. The standards will not apply at divisional events, or any other events. Noise levels will be measured from a distance of 50 feet, with the sound meter aimed perpendicular to the vehicle and the engine run ning at 3,500 rpm. The meter used is a digital unit, which is commonly available for around US$60!

Winter and Cannon take home RACEtech Best Engineered Awards

Les Winter’s stunning Winter’s Smash Repairs ’55 Chevy Top Doorslammer and American Scotty Cannon’s Australianbuilt OnSat ’53 Studebaker Champion Top Doorslammer have claimed the first two RACEtech/Motorsport News Best Engineered Vehicle awards for the 1997/98 ANDRA Championship Drag Racing Series. Winter’s Chevy (above) claimed the prestigious award at the Premier State Nationals at Sydney’s Eastern Creek in October, while Cannon (right) was awarded his special ANDRA Christmas tree at Calder Park’s Victorian Drag Racing Championships last Saturday night.

While quite different in their body styling, both vehicles are simi lar in specifications with both their chassis and mechanical details. Both vehicles were built by world renowned blown doorslammer con structor Murray Anderson Cannon’s car is to be taken back to the USA by the five-time IHRA World Champion, following the completion of his Australian tour next month. The vehicles both feature a twin main rail set-up and Anderson’s reclaimed ladder bar rear-end, a suspension set-up which is used on the three quickest and fastest doorslammers in the world. Both Winter and Cannon have used rootes supercharged hemi

engines, although Cannon’s car will be converted back to full Pro Modlegal engine specs when it heads to the US. There is a chance, though, that Cannon’s car will remain in Australia until after the Winternationals in June, with the champ saying that if he was in the hunt to take out the Australian Top Doorslammer title, he would like to return for the remaining two events. - GERALD McDORNAN

■ Rumour has it that Al Hofmann will be running the entire NHRA tour next season with full sponsor backing of model toy giant RevellMonogram. Hofmann is believed to have secured the deal recently, after the non-sponsored racer impressed the company officials with his dominant win at the Revell Nationals at the Texas Motorplex in October. Hofmann has 15 NHRA nation-

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n Tantrum Entertainment will be releasing the first officially licensed drag racing simula tion game early next year NHRA Drag Racing. The computer game, which allows players to compete in either Top Fuel or Funny Car, driving and tuning over a Ml season, will include virtually every aspect of the sport - from burnouts to blowovers, to tyre shake, to topend Funny Car fires, A preview of the game, which features a brief, but spectacular, developmental sequence of a huge Top Fuel blowover, is available on the NHRA’s internet site at http://www.goracing.com/nhra/wkl ynews/newsll-20-97-l.html. ■ The third son of the leg endary, late “Flamin’ Frank” Pedregon will debut behind the wheel of a fuel Funny Car next season. Frank Pedregon Jnr, brother of ’92 Winston Champion Cruz and ’96 and ’97 points runner-up Tony, will steer veteran Jim Dunn’s cars for the 1998 season. For the last six years, Pedregon has raced Top Alcohol dragsters and Fuimy Cars, with recent back ing coming from Cahfornian fast food chain In-N-Out Burger. He will make his debut at the season-opening Winternationals at Pomona and will contest the entire tour if support is found. After In-N-Out’s dumping of Mark Oswald, it is not sure whether Pedregon wfil retain their support for his professional class debut. ■ 1994 US Nationals Top Alcohol Dragster winner Randy Parks, who came close to winning the Federal-Mogul Dragster championship this year, has announced that he will move to Top Fuel next year. Long-time supporters Fluke Corporation and Rydin Decal will continue to sponsor Parks, who will make his Pro debut at the 1998 Chief Auto Parts Winternationals. Parks won the 1997 North Central Division Champion of the NHRA’s Federal-Mogul racing series and finished third in the NHRA Federal-Mogul national point standings. Parks has won 13 races, includ ing four national events, since his class debut in 1994.

COP THIS ... ANDRA Technical and Development Officer Peter Williams (on left) presents US leg end Scotty Cannon with his RACEtech Best Engineered Award. (Thunder-Pics)

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Coonan collects Coca-Cola gold at Willowbank Wild Buncher Report by KEN FERGUSON The annual Coca-Cola Wild Bunch event held at Willowbank Raceway in Queensland on December 6 resulted in another win for Tom Coonan in his CF Performance Ford LTD. Coonan reached the final after scoring wins over Dave Wallace in the Brisbane Driveshaft and Balancing Services Calais and Scott Janssen in his HQ Holden. Coonan had luck on his side against Wallace when he went .07 seconds quicker than his dial-in and broke out, as Wallace got loose at half-track and crossed the centre-line. Coonan’s opponent in the final was Scott Leo, driving his SL Race Fabrications Commodore. Leo, with assistance from Top Alcohol wizard Gary Phillips, made it to his first final with a win over John Mol in the first round and a bye in the second.

BIGGER STING... Former Modified champion John Sting has stepped up to the Competition ranks with a Buick-powered A/Dragster. (Ken Ferguson pic) The consolation final was a Bucket in Super Eliminator, style dragster to compete in Leo, who had run very con- over 7.86/175, only to be outsistently throughout the day, done by Coonan’s better- battle between Les Winter in Ray Ross in his Charger in the A/Dragster class. Sting, in partnership with his Winter’s Smash Repairs Super Street, Daniel Peaty again recorded a good .06 reacting .03 over 8.21/167. ’55 Chev and John Payne in on his Suzuki in Modified Peter May, recorded a few the JP Racing Corvette, Bike and Dallas Ever.btt in exhibition passes on the day. The 415 cubic inch BuickPayne handing the win to Junior Dragster. / Former Modified champion powered dragster was Winter with a .299 red light. V. The winners in other John Sting has stepped up to around 70 pounds light for the Competition ranks with the class, but impressed with brackets on the night includ ed Rodney Hansen in his T- the purchase of a US econo¬ a best of 7.12/187.

SOUTHSIDE1

ENGINE CENTRE] HIGH QUALITY MACHINING FOR STANDARD AND RACE ENGINES SPECIAUSED MACHINING FOR * RESTORING 1950'S & LATER ENGINES TO STANDARD * DRAG RACING * SKI BOATS !* SPEEDWAY * STREET MACHINES I * CIRCLE TRACK I * HISTORICS . John Zappia relies on Southside Engine Centre to keep his Zap’s Rat III runningfast & reliably

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

WILD BUNCH WINNER ... Blown Ford LTD punter Tom Coonan (above) got lucky after breaking out against Dave Waiiace, as Wallace got off-line and crossed the centre-line to earn the automatic disquaiification. Coonan went on to take out the feature event. CHERRY PLUCKER... The impressive JP Racing Corvette of John Payne succumbed to Les Winter in the consoiation finai after Payne (below) redlighted.(Ken Ferguson pics)

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Unit 3/7 Blaikie St Myaree WA 6154 STREET HB&SSaSm

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19December 1997

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Report by STEVEN WHITE The world heavyweight bout between American Scotty Cannon and our own Victor Bray continued at Adelaide International Raceway on December 6, Cannon delivering a knockout win, but Bray’s low e.t and top mph sees the two heavy hitters on equal champi onship points. AIR hosted round three of the Australian Top Doorslammer series and after, the immediate success of Cannon in Perth a week earlier, we all knew that we were in for some great racing and some tough times. And perhaps a new world record. The weather was for racing - fine and mild, the track was at its usual high standard and the fans rolled in. The stage was set. And the Slammers didn’t disappoint. Ruiming under the new ANDRA three-round format, Bray led the field in the qualifying and seeding rounds, Bray recording an amazing 6.282/225.33 in the seeding round. With the possibility of two night runs to come, it looked as if Victor might give the 226.81 mph world record he set here last year a bit of a nudge. Bray’s Castrol team-mate, Troy Critchley, drove the Cusso into second place with a 6.715. Andrew Searle made his first appearance AIR with varied suc cess, Searle qualifying third with a 7.187, but damaging the front of the body after trying out the sand trap in qualifying. The bottom half of the front clip on the beautiful Customline was badly damaged after hitting the sand trap at high speed. Colin Will, complete with new PSI blower, was starting to get a handle on the new combo and recorded a 7.475 for fourth place, while Lucky Belleri drove into fifth place with a 7.623. A first six second pass for local runner Lui Raschella looked to be a formality, but the Robinvale Transport City Dismantlers team could only manage a 7.831 best, good enough for sixth place. Cannon made only one qualifying pass and, at the end of the seeding round, had recorded an 8.774 best. Cannon, in seventh spot, looked to be in real trouble in the OnSat Studebaker and was down for a round one confrontation with Critchley. Local runner Dave Koop rounded out the field with an 8.800 in the beautiful “Koop DeVille.” Peter Kapiris’s horror run at Adelaide continued. After catching fire and exploding a brand-new PSI, Peter’s Adelaide hoodoo struck again - on the way back from Perth, the Statesman shook lose in the trailer and was badly damaged and unable to run at AIR. In round one, Bray, the man the fans had all come to see, thrilled the crowd with a customary half track burnout, before making easy work of Koop with a stout

FINAL COUNTDOWN... American Scotty Cannon’s OnSat Studebaker outgunned Victor Bray’s Castrol ‘57 Chevy at AIR.(Steven White pics)

AIR win for Cannon anc a new record for Victor I

6.303/224.27, Koop recording a 7.375. Engine damage from the previous outing saw Raschella unable to make the call, allowing Searle to advance uncontested, recording a 6.991/196.67. Will was carrying the weight of the state on his shoulders and produced the goods, downing Belleri with a 7.603/187.69 to Belleri’s 7.644/161.66 - Will was the only local runner to advance into the finals. Bray, Searle and Will were through to the next/round, but noone was under greater pressure to win than Cannon, who carded a 6.388/214.3 to eliminate a redlighting Critchley, who ran a losing 6.810/215.82. Under the three-round rule, the four fastest winners advanced into

the finals, the quickest pair run- ^ time and held a shght advantage at ning for first and second place, each of the timers, only 0.76 mph while the remaining pair contested separating the two at half-track, third and fourth placings. But, for Bray and his fans, the That meant Bray versus Cannon dream ended suddenly, a shattered burst plate splitting the manifold and Will versus Searle. Will was away first with a .584 and causing a fire. With the fire bottles activated. fight in his Tectaloy Thundertird, Searle sleeping with a .700 reaction Bray rolled to a safe stop after time. Will claimed third spot with a recording a 6.626/167.94, Cannon 7.237/187.38 and 70 points, Searle carding a winning 6.307/217.97, his settfingfor fourth with a 9.158. best in this country to date and Bray versus Cannon - this was almost eclipsing his 6.29 best set in what we had been waiting a year the States. for and it was worth the wait. Victor, however, didn’t leave USA versus Australia. The empty-handed, as he reset the world’s best drivers in the world’s national Top Doorslammer elapsed quickest cars. Would we see the time record to 6.28 seconds. The Just Commodore Spares first side by side 6.20? Could Bray Competition Eliminator saw top top 226.81? Bray took a handy lead with a qualifier Wayne Cartledge’s C/D .485 to Cannon’s .536 reaction time, eliminate the Tectaloy Camaro but Cannon had a quicker 60 foot Danny Baines in the final, while

the Caltex Bolivar Gardens Super Stock Eliminator went to Arthur Kolaroff in the Port Pizza House Camira after top qualifier A/S Tony Busscher redfighted. P/CB Danny Grotto was too good for B/CB Jason Lee in Farmers Union Iced Coffee Competition Bike, Mark Mitchell took out Gartronics Modified over a redfighting Peter Merrigan, Michael Radivojevic won C&D Motorcycles Modified Bike against crowd favourite Toni Keating and the Symons and Clark Transport-spon sored Super Sedan went to Michael SavUe lafter Steve Russo redfighted. Tony Garlick redfighted to hand the win to Shane Chester in the Complete Audio Super Street bracket and Raymond Gould defeated Ben Bray in Junior Dragster.

RECORD BUSTER... Despite coming to griefin fiery fashion in the final, Bray was still good enough to set a new national 6.28-second national record.

1997/98 ANDRA CHAMPIONSHIP DRAG RACING SERIES - POINTS TO DEC 15, 1997,

PEHNZgiL 'W

97/98 ANDRA Top Bike Series .295 Jeff Smith,Jeffs Cycle Salvage Ian Ashelford, Ashelford Racing ... 185 Brett Stevens, Jack Daniel’s/Hi-Tec ..170 Mark Gedye, Xcessive Force Racing ..160 120 Peter Alien, Pennzoil Racing 100 Gavin Spann, Serco/Wiseco

97/98 ANDRA Top Doorslammer Series .370 I. Victor Bray, Castrol Racing ... ...350 2. Scotty Cannon, Racetech/SCW .290 3. Troy Critchley, Castrol Racing ,240 4. Andrew Searle, Searle Racing . 120 5. Lucky Belleri, Lucky’s Toy .... 100 6. Shane Elcoate, Thunder Road .

I. 2. 3. 4. 5. 6.

Peter Kapiris, Kapiris Bros/Pennzoil ..100 .80 8. Lui Raschella, Raschella Racing .. .80 David Koop, Koop DeVille .70 Colin Will, Tectaloy Coolants ..

Steve Kitchen, Mr. Turbo Racing ....100 .60 8. Peter Tom, Peter Tom Racing Garry Thomas, Thomas Motorsport ..60 Murray Johnson, Xcessive Force Racing ..60

97/98 ANDRA Pro Stock Series Rob Tucker. Performance W’saie ....210 Joe Polito, Dynomax Perf. Exhausts ..ISO 140 Tony Wedlock, Hi-Tec Oils John O’Kearney,John Williams Auto ..100 80 Robert Quattrochi, Valvoline Bruno Cugnetto, VPW Mail Order .. .80 7. Craig Hastead, Cragar Performance .. .60 .60 Gerry Parente, Parente Racing .. .40 9. Mike Reilly, Reilly & Gay .40 Andrew Kostecki, Mobil I Racing

I. 2. 3. 4. 5.

19Dmbef1997

SPEEDWAY

Saiution stand-off

Speedcar crisis after PCR's promoter I ans ASCC-iegai Harris chassis .●j

Brett Swanson examines the politically divisive issue Controversy surrounding Brett Morris’ Harris-built Speedcar is threatening to split Australian Speedcar racing apart at the moment, as the Australian Speedcar Control Council (ASCC) is at loggerheads with the New South Wales Speedcar Club and Sydney promoter David Lander. The problem centres around the car’s unique, twin universal “open driveline.” Now, twin universal drivelines are nothing new and many classes of speedway vehicles still nm them - but, in the Speedcar ranks, the New Zealand Harris-built cars are the only ones anywhere in the world that run this type of di'iyeline. As far as the ASCC is concerned, the car is legal to run in Australia and Tom Watson Jnr was actually racing one in Western Australia, imtil a big crash put him in hospi tal recently. As for David Lander - the pro moter of PaiTamatta and Newcastle Speedways - and the NSW Speedcar Club, the car’s twin-uni open driveline is a safety issue and Morris has been banned from run ning in that configuration by the NSW club at both of the previously mentioned venues. As stated earlier, it is not the chassis, or its unique cantilever suspension, that is the problem, but rather the twin universal open dri veline. SUPERB... Beautifully crafted, ultra-affordable Harris chassis is designed to achieve the maximum in the traction stakes. (Tony Glynn pic) When Morris purchased the car “This has not been a rule in the The cost factor, accordin g to about the safety aspect of this style he ran fourth after coming fi-om the from New Zealand, he knew that of driveline. Lander, is not so much the actual past, primarily because we have not rear of the grid. there was a good chance of the car outright cost, but the replacement had any competitors using this t3q)e “There is a genuine safety con “The car doesn’t really work with becoming embrolied in controversy, cost. of driveline. cern for our drivers,” he said. so it was built to be able to run as the torque tube in it and, besides, “We’ve had three deaths over the “My information was tha t a “This was probably an oversight it’s legal according to the national intended, or with the conventional Harris car cost $27,0OO. on our part, as we, had only bad last few years and our experience body,” Morris explained. torque tube in place. “But the issue here is that if we “It was time for the ASCC to take Morris started the season run experiences with this technology with open drivelines is not good allow the Harris car to run with the when it was tried. I think we false and the 3mm rule has been there up the issue with a promoter who is ning with the torque tube and the out of control. open driveline, then it will make ly assumed the competitors would for about thirty years. car was quick. the other cars obsolete and then Both times out at Newcastle he stay away from open drivelines “They [the xASCC] told me to run “Personally, I don’t like them the car with the twin unis to force everyone will have to spend money with all the problems in the past. from an engineering point of view. I should have won the feature, except the issue and test the waters. “Our rule will simply state that to buy, or build, a Harris car,” don’t like the thought of them spin for running out of fuel in one event Lander reasoned. “Lander has two reasons for ban only torque tube-type drivelines, ning between my driver’s legs. and hitting a rut in another. “When I first saw the car run using only one u-joint, will be “I think the ASCC has got a cava ning the car from his tracks, both of The time then came to bring the allowed.” lier attitude towards its members with Graham Standring in it at the issue to a head and Morris fronted which can be refuted easily,” Morris Lander’s concerns are the same continued. Australian Championship at safety. The United States Auto at Newcastle with the open driveNewcastle, it was a rocket ship. line in the car. “The first is that the car [driveas those of King. Club [USAC], the premier Speedcar “It was close to a second a lap club in the world, has banned them The car was scrutineered and “Craig Brady’s Esslinger pulls line] is dangerous. quicker than anything else. Morris won his first heat. 10,300 rpm. Would you like a drivefrom all their open wheel divisions “'Well, my car has a 5mm thick Standring embarrassed the best from January 1, so why haven’t we? line spinning that fast between guard over the driveline, where the As he lined up for his second Aussies. “Oswego Super Modifieds kill a your legs?” Lander asked. rules only state a 3mm thick plate heat, he was black flagged by the “I think Garry Harris is a genius “Also, I recently spoke to Bob is required. Also, the driveline is lot of drivers, but they also don’t NSW club’s president, John Church Tunks and he said that when they and Standring is a great driver, but - Morris and Lander then have the driveline running between made by Schroeder from 4140 gunnow everyone will need to buy a used to run them in the Sprintcars, the driver’s legs,” King reasoned. drilled chrome moly and is the exchanged words before Moms left. Harris car to win here, or in New they couldn’t keep them in there. Motorsport News obtained a copy - The car has not been totally same as those run in the Oswego Zealand and, if competitors have to of a fax sent to Church and Sam “As for the Litre cars, they don’t Super Modifieds and in Sprintcars. banned in NSW, only at the two “I did a check of the Litre cars at spend money - they need money have the horsepower, or the rpm, tracks mentioned. Papa, the president of the ASCC, Austrahan Speedway can’t afford it.” that the Speedcars do, but we’re “Promoters have track rules Newcastle the other night and, of from Mike Devin, Technical Papa sees it differently. the forty cars there, twenty five had looking into them anyway,” Lander Director, USAC, which reads: which you have to comply with in stated. “The United States Auto Club “The problem with the NSW club, twin universal drivelines, as did order to get employment,” some of the Modifieds.” which I believe is driven by the top “Lander’s second argument, is will not allow open drivelines in explained veteran Speedcar racer competitors in the state, is that King, a committeeman on the that they are too expensive,” Morris any of our open wheel divisions and now front-running car-owner they believe the car to be so superi NSW club and a respected former said. “My car cost me NZ$8,500, [Speedcars, Sprintcars, Silver Terry King. or to all others based on that one but I couldn’t buy a Stealth for competitor and now car-owner for Crown Cars] beginning January 1, Mom's ran the car, with the open 1998. title race,” Papa said. under $12,500. Troy Jenkins, feels very strongly driveline, at Wagga recently, where

SREEDWAY

^®g®[7SU)®D^^0 “Standring stated that he would decimate New Zealand Speedcar racing with this car and that’s exactly what he did,” Lander coun tered. King agrees with Lander’s assessment. “I know that the top ten owners in NSW will do or spend whatever it takes to win and, if that meant bu3dng a Harris car, then so be it,” said King. “But what about the cost of the other cars. What would they be worth tomorrow - nothing.” Lander was voiciferous on this point: “Australian speedway needs to be,careful it doesn’t become self destructive, like the road racers, who only have one class, touring cafs, which draw a crowd. “We need more than one division to draw a crowd and Speedcars and Super Sedans are the obvious choice,” Lander said. “We’re going through a rebuild campaign and it’s working. We’ve got some of the best racing here and we’ve got a good product here that works and is getting better. “We can’t rely just on Sprintcars. The Harris car is a fantastic car, but who needs it? Why change the formula we’ve got?” The disappointing thing for both Lander and King is that Morris knew from the start that the car would be banned from Lander’s tracks. “Two weeks after the Australian Title, the NSW club held a meeting. “All but two people voted against the open driveline and I said I would support that decision,” explained Lander. “In May this year, twelve drivers, including Morris, attended the offices of Speedway Racing News to discuss the Speedcar Super Series. “I banned the car then from the series and then Morris went out and bought one.” King tells a similar story. “At a club meeting, Bruce Leer put up the motion that the driveline be banned. A vote was taken, with Morris and Darren Rigg the only ones dissenting,” lUng said. “We then took it to the ASCC, where the conference delegate agi’eed to look at it if USAC banned it, which they did. “The ASCC have not looked at the decision and I think that it’s negligent of them not to, when they have the power to do so in the interests of safety. “We don’t have the technical expertise of USAC and yet the

CONTROVERSIAL ... Chrome moly open driveline dispenses with alternative balljointed torque tube system and uses universaljoints to transmit drive from the crankshaft(above) via a tailshaft to the rear axle. As the driveline now has two universals, the angular rotation of the rear-end is less pronounced thanks to Harris location system - New Zealand designer’s geometry now results in desirabie squat under acceleration. The substantial over-spec 5mm thick driver protection guard has been removed for the photo.(Tony Glynn pic) \ ASCC is saying, without testing it, that they are right and USAC is wrong.” Lander makes no bones about his view of the ASCC’s attitude: “I approached the ASCC last May and asked them to hold off on making a decision until USAC made a deci sion. They did nothing. “I don’t think the ASCC has the balls,to ban the car in 12 months time; Guys who are not even racing are making the decisions and it’s disappointing that the ASCC is holding the sport back.” The situation is quite tense at the moment, with the N^W club citing the tall poppy syndrome as the rea son for the divergent views of other states jealous of the prize money on offer to the NSW club through Newcastle and PaiTamatta. But Papa has other ideas. “We have a promoter wanting to control both sides of the fence,” Papa stated. “We have an agi-eement with the Australian Speedway Promoters Association [ASPA] to run to our rules.

“We have written to the ASPA to see what they will do and they’ve failed to respohd. “I think we’ve got a renegade pro moter hell-bent on destroying the ASCC, or the division, using his magazine [Speedway Racing News] as a propaganda machine. As Motorsport news was going to press, the NSW club was due to have a meeting with its members to hopefully finally resolve the matter. “We are at the cross-roads,” explained Papa. “I’ve asked John Chm’ch to go back to his members and outline the consequences of not complying, which can be the sus pension, or expulsion, of the NSW club from the national body. “They’ve been told to support Moms and I’m getting a lot of pres sure from other states to resolve the matter.” Lander is confident that the mat ter can be resolved and states that he will support the NSW club, even if it is expelled from the ASCC but he doesn’t see that happening. Lander and King are both fii'm believers that the ASCC should

TOTAL CONTROL ... Open driveline system also incorporates a universaljoint at the live axle diff centre.

/ ►

align itself closely, if not totally, with USAC’s rules. Aussie Champ Craig Brady has currently got a ride in the USA for some of the biggest annual Speedcar races, something which both believe wouldn’t have hap pened if our cars weren’t similar to USACs. “Much has been made of the fact that we are trying to align our selves with the USAC rules and every year we do get closer. But even then, the open driveline car is currently legal,” said Papa. “If we adopt the USAC rules out-

WDscemteflW

right, though, half our cars would be illegal, due to slightly different rules on engine configurations.” Morris, himself, doesn’t have a problem with the adoption of full USAC rules. “If the ASCC bans the driveline, ni put the torque tube back in,” Morris explained. “If they adopted USAC rules. I’ll put the torque tube in tomorrow, but there are so many other rules which need to come into line to meet them.” In the meantime, until all the controversial issue is resolved, Morris suffers the most. “I’m prepared to miss races while the ASCC sorts this out,” he said. “And it needs to be sorted out, otherwise when we go to the Australian Championships at Avalon, we won’t have had any time running with the open driveline and that will put us at a disad vantage.” On the Australian Title, Lander had just this to say: “If they allow the open drivelines at the Aussie Title, then you can kiss good-bye to the crown, because Standring will run away with it” As Motorsport News went to press, the national sanctioning body was still maintaining that the car is legal and that it will run at all Australian tracks, while the state body, which has no brief to sanction, or not sanction, race cars, is refusing to.,allow it to run at cer tain tracks controlled by Lander. The action by the NSW club does pose one question, though: Why, considering its opposition stance based on safety grounds, hasn’t the club banned the open driveline from ALL NSW tracks? “At our last annii.al conference, the NSW club tried to get the car banned,” stated Papa. “It was put up for banning by them and the move was soundly defeated by all the other clubs. “With that, the car is legal until our next conference in May 1998.”

EVOLUTIONARY... Horizontally-mounted, long travel rear coil-over shocks on the Harris Speedcar chassis are activated by a cantilever link system derived from off-road motorcycles - set-up permits a far more refined levei of rear axle and suspension control. (Tony Glynn photos)

3S WOecemterM Peter Logue has taken victoi-y in the Invitation Stakes held at Premier Warrnambool’s

logue holds out Burke in Warrnambool Stakes

Speedway on December 6. Logue, who was only beaten at one race meeting last season, is the current Australian Champion and has again made a great start to the Super Sedan r-acing season in his Repco Motorsports Z28 Camaro. The 22-car field for the Stakes was impressive and heralded some well-known Australian drivers from ning infield. However, no caution Victoria, South Australia and CanbeiTa - the night’s racing was was triggered and the racing conintense, producing some impressive tinued, with Steve Reddecliffe takaction on the newly resurfaced 400 ing over second position - Robert metre Premier track. Burke (Carlovers) was holding Logue was sitting on pole for the down third, with Steve Murphy main event, with Mick Nicola (Murphy Smash & Tow) in fourth and Gavin McEachem (Trident (Ti-aralgon Car City) on the outside in second and Steve Reddecliffe Tyres Centres)fifth. (M&J Auto Wreckers)in third. The action was happening back When the green flag fell, the top in the field, however, with the cars three positions remained unchanged. from fifth to 12th going two and Nicola looped it coming out of three-wide up the straights and in turn 4 on lap 4, the Camaro spin- the turns. VICTORIAN 360ci SPRINTCAR CHAMPIONSHIP December 27 is set down for the 360ci Victorian Sprintcar Championship at Swan Hill’s Sonic Speedway, which features $6500 in prize and tow money and, at this stage, over 20 top line 360 Sprintcars. Of the 23 drivers currently entered, four of them - Gany Chippindall, Gerard Boult, Dave Argus and Terry (lantrell - hold eight state Sprintcar titles between them. Chippindall, the event co-ordinator, won three straight VSC titles in ’94, ’95 and ’96 and was disappointed not to win the inau gural SRA Victorian 360ci title last December, which was taken out by Mt Gambier’s Boult. “Our biggest threats will come finm Gerard Boult, Wayne Milbum - who is running well this year - and Dave Argus from Wagga

The 1997 finalAmerican point standings World in the of Outlaws National Sprintcar Championship trail clearly demon strate the dominance of title win ner Sammy Swindell. At the finish, Swindell stood atop the leaderboard 123 points clear of his nearest rival, Dave Blaney. Swindell, virtually from the out set of the trail, showed clearly he was one of the men to beat in this season’s contest. A couple of early-season main event wins put the writing on the wall that Swindell, running for the iong-established Gambler factory in Tennessee and under the Channellock banner, was set for a vintage season. In fact, it was way back in the early eighties when Swindell was the National Champion of the Outlaws with his two career title wins and since then it has been a long time between drinks for the man many rightfully believe is right up there with Steve Kinser, AJ Foyt, Parnelli Jones and Johnny Rutherford as one of the all-time greats of American Sprintcar racing. In the years when the Outlaws title was dominated by Steve Kinser, Swindell was always in the picture, but never quite close enough to stand at the head of the pointscore when the business end of the season arrived and the first placegetter’s cheque was handed out. But, in 1997, it was the Sammy Swindell of old - fast, decisive, super-smooth and always brilliant. Swindell was a man totally focused... a man clearly on a mis sion... a mission of destruction of the opposition. With Swindell, it’s like tunnel vision - he sees nothing but the job at hand and that translates into the job of winning.

The yellow flag flew on lap 12 when Michael McLerman sustained a flat right rear, Two restarts were affected before racing continued, Logue again taking the lead, but closely followed by Burke, Logue was racing about midtrack and Burke the low line, Burke attempting to pass under Logue on the turns. Murphy was holding third and McEachern fourth, Some spectacular racing was

happening back in the field, with crossed the line and maintaining his the cai's from fifth to 11th still rac- unbeaten Warrnambool record. ing two-wide and nose to tall for the Final placings were: Logue, remainder of the feature. Burke, Murphy, McEachern, Paul Tindal (Kingchrome Tools) Tindal, Rodda, Steve Stewart (Dry made the pass on Danny Amato Creek Wreckers), Gary Bryans (C.O.M.E. Racing) to take over (BRH Enterprises) , Amato, Bill fifth, with John Rodda (K & J Miller (Blair Athol Auto Parts), Rodda)holding down sixth. George Courtot (Daylesford Truck As the chequered flag flew, Burke Sales), Geoff Trewin (Western made a desperate lunge under Auto), Steve Reddecliffe, Debbie Logue in an attempt to take the Reddecliffe (M&J Auto Wreckers) win, Logue holding out the chal- and Nicola. - SUE HOBSON lenge by half a car length as they

Sprintcar Racing Association Update Wagga, not to mention any one of a handful of other guys,” Chippindall said. Argus, the 1992 and 1993 Victorian Champion and 1994 NSW champ, will be going all out in memory of the Canberra club’s hard-working secretary, the recently deceased Pam Butler. “I consider Garry [Chippindall] and Gerard [Boult] as equal odds-on favourites, followed by ourselves with our brand-new Maxim,” stated Argus. “Along with Terry Cantrell, young Ricky Christie is one to watch, despite being in his first year of Sprintcar Racing.” As already stated, both Boult (’96 VIC) and Cantrell (’96 NSW) have won state Sprintcar Titles and three other drivers in the field have state Titles of their own under

their belts also. Milbum has a dozen Mini Sprintcar State Titles to his credit and Blair Jones has one of his own - Tony Simone was a Victorian GP Midget champion a few years back. Throw in Rod Matthews, Bob Forbes, Rob Fairer, David Graham, Phil Baker, Darryl Bpttams, David Smith, Harold Brennan, Mick Sanderman, veteran John Christie, Doug Christian, Max Reid, Jeny Brown and David Ross-Hall and you have a quality field. With $1000 for the winner, the competi tion is sure to be intense and, with/this much racing as well as a street parade, the Victorian 360ci Sprintcar Championship will be an event worth attending. Racing starts at 7.00pm.

PRESIDENTS CUP The Pennsylvania Posse of Fast Fred Rahmer and Todd Schaeffer will be making two visits to Avalon this season. The first is for the Presidents cup and the second is for the Victorian Championship. With the Americans in mind, the format for the Presidents Cup has been rejigged in order to give the locals a real fighting chance. A feature of the night will be the use of' time trials as in the World Series and World of Outlaws format, with the fastest guys to the rear ofthe heats. The first one or two from the heats will transfer to the Feature and then, to encour age passing, there will not be enough points from the time trials alone to guarantee a transfer. A six car pole shuffle will then decide the first three rows. - BRETT SWANSON

Kinser after the Knoxville incident, ten “A” Feature race successes butjike the true professional that and his overall third placing in the he is, did his most poignant talking car owner points. out on the racetrack. Steve Kinser, by his own c From that point it almost incredibly high standards, had became a one-man show as what could be termed a disap Swindell blew away the challenges pointing year. However, third place of not only Mark Kinser, but Steve and $311,115 (US) in prizemoney Kinser, Dave Blaney and Jac cannot be sneezed at, but it was Haudenschild. his tally of “A” Feature victories which provided the most stagger i Swindell was simply awesome. And winning is something that ’ In winning the Outlaws crown, ing statistic. Steve Kinser collected Sammy did plenty of in 1997. Swindell earned a cool $420,295 just FIVE main events throughout At season’s end, he totalled up (US) in prizemoney to rank second the trail - and it has been many 19 A Feature victories and 11 to Mark Kinser on the driver earnyears since the great Steve Kinser Preliminary Feature race success- ings list, while in the car owners handed in such a lowly figure! It was not that he was so bad, it es. He took out 18 Vivarian Dash championship he was again runevents along the way for the cov- ner-up, this time to mechanical was just that Sammy and Mark Kinser were so good this year - as eted pole position starting spot. maestro Karl Kinser. In the initial half of the season, In fact, it was the Mark Kinser- well as an overall improvement in the 1997 World of Outlaws Karl Kinser Wirtgen Maxim team the overall quality of World of Outlaws competition in recent Championship developed into a that topped many of the respective years. four-way battle between Swindell, pointscores within the framework Steve Kinser, running his own Steve Kinser, Dave Blaney and of the World of Outlaws Jac Haudenschild. Quaker State team in 1997, was Championship chase. At one point, there was less Mark won more “A” Features placed fourth in the World of than 100 points between the quar- than any other driver on the 1997 Outlaws car owner point standmgs. tet as the positions continually^ Outlaws travelling road show with Jac Haudenschild finished swapped. '24 and earnt more prizemoney But, in the latjer half of the than any other driver, $429,920. fourth in the driver points with campaign, it was ail Swindell. He also took out seven Preliminary 10,432 and was placed fifth on the He turned up the heat and put Feature events and won 16 overall money earner’s list with the foot down as he blasted away Vivarian Dash races, but despite $247,570 (US). of a As testimony from the opposition. such an impressive record, finAt one stage of the campaign, ished a lowly (for his standards) Haudenchild’s consistency he fin he won five features in a row as he ninth in the final standings. ished within the top four despite Had Mark not spent time away winning only two “A” Features in headed for title glory and a third 1997. In time trials, however, career Outlaws title. from the Outlaws chasing NASCAR Truck competition, the Haudenschild was one of the Ironically, his best form came after the disappointment of the final points may have been a little standout performers and timed in 1997 Knoxville Nationals - an closer near the top. But, neverthe fastest qualifier 18 times, though event Swindell, in all probability, less, it would have taken a super well behind best man, Mark should have won. human effort to have unseated Kinser, with 31 fastest qualifying runs. Swindell was the innocent party Sammy Swindell, The top ten in the final 1997 For Dave Blaney, who from a in a crash while running at the top of the field in the final for the personal viewpoint had a great World of Outlaws standings were: Andy Hillenburg (10,246), Stevie Knoxville Nationals. He was literalyear, culminating with his victory in Smith (10,076), Greg Hodnett ly knocked out the running by the Knoxville Nationals, filled the arch-rival Mark Kinser. The inci- runner-up spot to Swindell in the (10,020), Johnny Herrera (9629), Mark Kinser (9554) and Joe dent did nothing for their relation- final point standings. He collected Hillenburg Gaerte (9489). ship after some earnest clashes in $ 381,630( US ) for his efforts. He Hodnett and Herrera all recorded the campaign. Swindell made it was always in close contention up very clear he was not happy with until the latter stages, legacy of his one “A” Feature Race win, while

By Dennis Newl^fn'

Smith was placed sixth in prizemoney earnings ($229,460), Hodnett seventh with $217,665 in prizemoney, followed by Hillenburg ($202,530) and Herrera ($150,890). Meanwhile, it was a good year for Australian representation in 1997 World of Outlaws competi tion. Three times National Champion Garry Brazier was clearly the best of the Aussies fol lowing some devastating perfor mances. Brazier ultimately finished in position 20 in the driver point standings and pocketed $ 32,125 prizemoney - remarkable statistics considering the number of shows he raced as opposed to all the reg ulars on the Outlaws trail! His stunning performances in the big money shows at Eldora as well as his overall consistency in qualifying for the “A” Features showed clearly Brazier can cut the mustard with the best sprintcar dri vers in the world. Meanwhile, the Brazier team next year are prepar ing to make the biggest-ever assault on the Outlaws by an Australian team. Headed by dad, Steve, the Braziers plan to run the full season with the World of Outlaws, starting with the very first show in January. Garry has a burning ambition to become the first Aussie to win a coveted “A” Feature with the Outlaws - and judging by his form in 1997 he is capable of pulling it off in 1998. Sydney’s Peter Murphy also linked up with the WoO, though mainly for the latter half of the sea son and ran quite impressively with the Williams team. The Williams outfit were impressed enough to invite Murphy for return engagements in 1998. Murphy will also extend his time with the Outlaws in 1998 and is planning a more concentrated effort.

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With only ten laps, Green had a ton of work to do but a messy start saw Reed leading into turn 1 from seventh. A restart was called and this time Scheuerle spun and stalled Green spun also, but continued, while Maggs was black flagged with a damaged front-end. Knott led all the way from Bracken, with Green getting the first reserve position, despite hav ing lost a few places with a half lose.

Report by BRETT SWANSON

A change of luck and some extreme bad luck were the two stories that unfolded at Avalon International raceway last weekend with the running of Round Five of the World Series Sprintcars. Brooke Tatnell, driving the Shell Phantom Comics Schnee, was the man who experienced the change of luck at the expense of Phil March in the Les March Auto’s mount. March led the first 24 laps of the 30 lap feature on December 13, ..before the left rear tyre exploded as he went into turn 1 with Tatnell on his tail. “The tyre just let go without any warning at all,” an upset March said afterwards. “Brooke was was going to have to try and go around me, as there was no way he was ever going to go underneath.” From there on, Tatnell was untroubled to take the win, as the battling duo of Brett Lacey and Skip Jackson were some distance back. “I said that my luck needed to change and this was the place it was going to happen,” said a happy Tatnell, who has won five straight races at the Geelong venue. “I never thought of ourselves as slick track experts before, but tonight I think we proved a point. “This win brings us back into contention... but it’s early days yet and we need to keep plugging away with a few more wins.” Rounding out the top five was former Aussie champ Todd Wanless, who having an outing in the PMFM Kendrick car, while local driver Mike Van Bremen put in a sterling effort on the slick track to finish fifth. The drama started early when Joel Knott (Asia Motors/Paul Knott Automotive) broke a rocker stud in the motor, but the crew changed this and he was able to take his place in time trials. One not so lucky was Trevor Green (Green Welding/Adi-ad J&J). The defending Grand Annual Classic winner had changed his “big track motor” for another unit that seemed better suited to small tracks. However, this motor broke the crank during hot laps and the team worked feverishly to install the other motor. They completed the job in quick time and were waiting outside the gate to at least do one timed lap at

MAINTAINING THE AVERAGE... Brooke Tatnell continued his Avalon dominance.(Brett Swanson pic)

Tatnell opens his WSS card ns

the en4 of the session, but the gate never,opened and they set no time at all' From there on, the rest of the night was catch-up for the furious team, but Green put in some big, desperate drives and yas rewarded with an eighth place'finish in the featm-e. When all was said and done, Jackson had set fast time, his sec ond for the series, with a time of 13.324 in the Skilled/O’Brien Aluminium/Gibson Freight Jackson. March was second quick from Lacey (Spies Hecker/Auto Jap Gambler), Tatnell and Max Dumesny (Valvoline J&J).-Stephen Bell won the opening heat in the ex Wanless Schnee, as Mark Gilbert pulled out while leading in the Freightliner Maxim after blowing the first of three power steering hoses.

Dumesny failed to start heat two, closed. Then it was reopened to allow thanks to moisture in the magneto Dumesny to take his place, much to cap, as Tim McCubbin took an easy the deUght ofthe sizeable crowd. Van Bremen won the heat in his win in the ICI Autocolour Stealth. Heat three was messy, with Speedway Fibreglass Foster, as Matthew Reed being spun in turn 2 Wayne Milbum blew his iron block in the Kato Tiner and hit by Lacey, 360 engine. March drew an inverted two for who had clashed with David Anderson’s Wagga Mobile Cranes the dash, which put Jackson on Maxim. pole from March, Calandro, Green, starting from pole, took a Lambert, Tatnell and Lacey. comfortable win. Two jumped starts!?) saw Heat four fell to Anthony Jackson sent to the rear and Lambert(Club Crocodile Maxim)in Calandro move to the pole from where he won the dash from the record time of 1.46:07. March, Tatnell, Jackson, Lacey and Heat 5 saw Knott pull a profes sional yellow after a spin and Bell Lambert. The B Main line-up consisted of pulled in with a shredded tyre Chas Calandro (Castrol Maxim) Daryn Maggs(HM Headers J&J), i won the heat. Terry Bracken (Titan Garages The field was ready and lined up for Maxim), Knott, Andrew Scheuerle the final heat, but Dumesny had not (Lucas Oils), Rob Rankin (Buckleys arrived. The gate was held open for Gaming Centre Foster), Bell, Reed, some considerable time before it was Green (?), Milbum and Gilbert.

The feature line-up was now made up of Calandro and March from Tatnell, Jackson, Lacey, Lambert, Wanless, Mark Reuter (Beafield Engineering J&Jj, Anderson, Van Bremen, Dumesny, McCubbin, Peter Smith, Ryan Farrell (PMFM Murphy), Knott and Bracken. Anderson broke the rear brake caliper bracket during hot laps, so an excited Green made the feature i-ace. After a false start, March hit the lead from Calandro, Tatnell, Lacey, Jackson, Wanless, Lambert and Van Bremen. Green was on the charge and had made four spots by lap 3, which he lost when he had another half lose. With ten laps down, March was leading Calandro, who had Tatnell pressuring him - a duelling Lacey and Jackson had dropped off slightly. Tatnell was intent on moving for ward and tried repeatedly until contact between the two saw Calandro spin into retirement. At the halfway point, March was ahead of Tatnell, Lacey, Jackson, Wanless and Van Bremen. Just as the gap between the lead ers had closed, the gap back to third had opened. Green was still flying, as Tatnell had closed onto March’s tail and was hounding for a way past. As the duo screamed into turn 1 on lap 25, March’s left rear tyre screamed enough and blew apart. Tatnell was now safely in front, as Lacey and Jackson had their own battle going on. Wanless almost lost some ground with a “moment,” but hung on to grab fourth from the impressive Van Bremen and Lambert, who both posted personal-best WSS results. Dumesny came on strong late in the race, but had to settle for sev enth, ahead of the driver of the night. Green - Reuter, Smith, Knott and Bracken were the only other finishers. Jackson stiU maintains his series lead, but Tatnell has moved ahead of the absent Garry Rush. Lacey, Scheuerle, March, Green, Dumesny, Lambert and Mark Wells complete the top ten.

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USDA control body mooted

Proposed association to ease NASR concerns Following the announcement some time ago of the proposed National Association of Speedway Racing(NASR)- and the backlash from the rank and file who felt that they were los-

ing control if NASR goes ahead - comes the news that discussions between the national bodies for Sprintcars, Speedcars, Formula 500 and the Sedan classes have arrived at a draft

proposal for a body called United Speedway Drivers Australia (USDA). USDA was born out of concerns with the proposed structure of NASR - its heavy bias towards pro¬

Poole pips Watson to claims NSW Solo title

Veteran Mick Poole won the NSW Solo Championship with a sterling performance in the final to beat in-form interna tional Craig Watson at Schweppes Gosford City Speedway on December 6. Poole (Umina), Watson (Sydney) and Stephen Davies (Newcastle) were equal favourites for the title and finished in that order in the A Final. Poole, a former winner of the crown, was in devastating form and went through the card undefeated, beating Watson and Davies in the heats and in the final. Poole now qualifies to represent New South Wales in the Australian Championship in South Australia on February 14. Teenager Lee Herne, riding in his maiden championship, had a disastrous night, falling once and being excluded for touching the tapes at the start in three other races - the 17 year-old later said he was “too eager.” Points: Mick Poole 15, Stephen Davies 14, Craig Watson 13, Tony NEW CHAMPION ... Mick Poole has taken out the New South Wales Solo Championship, held at Gosford. (David Lamont pic)

Primmer 12, Chris Szauter 10, Adam Shields 9, Peter Pono 7, Ty Platt 6, Jamie Stauffer 5, Dennis Hall 5, Leigh Fernance 5, Strider Horton 4, Scott Fisher 4, Ben

Morris 3, Shane Haggerty 1, Lee Heme 1, Daren Wade (res) 3, Dean Wiseman (res)2. A Final: 1 Poole, 2 Watson, 3 Davies,4 Primmer.

A united voice between divisions moters, the lack of control and influ ence that the individual members would be an advantage when deal would have and the fact that it was ing with promoters, government to be a privately owned company. bodies, insurance companys, prefered suppliers and so on. Many parties could see the bene fits of what NASR was trying to High on the list would be the achieve, but were concerned about safety of all divisions. USDA would set common safety the ownership and control issues. The USDA draft proposal, which standards, implement workplace has been circulated to some com safety with possible government introduce Risk petitors for comment, states that its funding, primary concern is the welfare of Management to avoid accidental the competitors. injuries and set workplace safety The USDA,if it comes to fruition, standards, thereby ensuring more would be owned by the members, attractive insurance rates. Other issues have also been iden with any benefits or cost savings being passed back to the individual tified, such as interchange of offi associations. cials, common licence and racing High among its aims are the rules, discounts from prefered sup pliers and the allocation of national insurance, promotion, safety and titles. unity issues. USDA is not restricted just to USDA would seek quotes for insurance cover for drivers, those associations already listed mechanics and associate members (SCCA, ASCC, ASCF and F500), but is open to other categories or and any commission derived from this would be used to fund USDA, associations which may see the any excess being returned to the benefits ofjoining. The main difference between national bodies. A public relations company could USDA and NASR is the ownership and control, which remains firmly be employed to handle the promo tional side of USDA, in terms of in the hands of the members and securing corporate sponsorship for associations under the USDA pro all divisions and funding for nation- posal. - BRETT SWANSON al/major events.

NSW Sidecars trump Victori ;

O’Neill’s tin top thriller

Lismore’s Paul O’Neill (Lismore Nissan Camaro) executed a per fect last lap pass to snatch the lead from John Leslight (American Truck Parts Camaro) in a thriUmg 30 lap Super Sedan feature at Archerfield on November 15. In another outstanding display from the tin top brigade, O’Neill had to bide his time back in the field as Leslight, John McGeorge (Shell Pontiac) and Jamie McHugh (Miami Smash Repairs Falcon) set a cracking pace out front. Leshght, starting from pole posi tion, was the initial leader until McGeorge stormed through from position four to take over the front running on lap 3. Two laps later, McGeorge’s engine started to misfire and he joined Ross Brims on the infield, handing the lead back to Leslight. For the next 20 laps, Leslight and McHugh duplicated the efforts of O’Neill and Shane Paulger two weeks earlier with a superb scrap that saw them side by side almost eveiy lap. Leslight elected to run mid-track and utilise the cushion that had developed in the turns, while

McHugh stayed low and edged ahead of Leslight on more than one occasion. Terrible misfortune befell McHugh just five laps from home, when a flat outside rear tyre put him out of the event, promoting O’Neill into second spot. After taking the white flag at the completion of 29 frantic laps, Leslight again opted for the outside run through turns 1-2, leaving plenty of room for O’Neill to scurry through into the lead, snatch the win and clock a new track record in the process. Rockhampton’s Mick Doblo, who top scored in qualifying, put in another polished display to snare third placing ahead of Wayne Randall (Boettcher Motors Mazda RX7), Peter Warren (North Coast Concrete Commodore) and Graeme Lehmann (Lehmann Motors Commodore). On a perfect racing surface, the four heats also provided plenty of excitement, with wins recorded by Doblo, Warren, Paulger and McGeorge. Time trials again proved vital, with Doblo dropping from first to fourth, while Brims adapted best to

the freshly watered track and set quick time, only to be ‘rewarded’ by inverting the top six cars and putting LesUght on pole. Paulger (gearbox), Ian Marshall (oil pressure), Blair Granger (engine) and A1 Starling, who cmnched his new NASCAR-bodied Pontiac into the turn 2 concrete in heat four, were absent from the feattire. Modified Productions again pro vided solid support to their V8 brethren as they fought out the opening round of the America’s Cup series. Maryborough’s Steve Thomson dominated proceedings, winning both his heats and the 25 lap fea ture event in impressive fashion. Toowoomba’s Chris Topp (Orchy Commodore)looked to have the fea ture race wrapped up, until a flat tyre ended his night just two laps from home. David Jacobi finished second, ahead of former Westralian Neville Manstead, Roma’s Jeff Blackburn, defending series champ Ian Brims and John Jones. Blackburn and Kingaroy’s Brett BaiTon also collected heat victories. -CHRIS METCALF

CLOSE RACING

Grant Bond(NSW)and Neil Turner(VIC).(Lamont)

New South Wales defeated Victoria 31-21 in a Sidecar chal lenge at Schweppes Gosford Speedway on November 22. NSW was spearheaded by cap tain Grant Bond, who was the over all top scorer in the competition with 12 points. His partner, Gavin Edwards, had a superb night and was unbeaten until an error of judgement in his fourth race, when he touched the starting tapes and was disqualified. However, the other two NSW rid ers, Chris Pym and Darren Cafe, were slightly off their usual pace and this allowed the determined Victorians to keep the scoreline close. Victorian captain Col Winzar was an outstanding first-time visitor to the track, beating rival skipper Bond in a thrilling last heat. Winzar received particularly good support from the previously unknown Neil Turner. Solo 500cc Motorcycle racers were tuning up for the upcoming

official NSW Championship. Gosford track star Mick Poole took out the main event of the night. RESULTS NSW V VICTORIA SIDECAR CHALLENGE NSW 31: Grant Bond 12, Gavin , Edwards 9, Chris Pym 5, Darren Cafe 5. ’(HCTORIA 21: Col Winzar 9, Neil Turner 8, Bill Coelby 3,Paul Birch 1 NBN TELE’VISION SOLO SCRATCH RACE FINAL 1. Rick Poole 2. Stephen Davies 3. Ty Platt SYLVANIA LIGHTING SOLO HANDICAP FINAL 1. Strider Hotton 2. Lee Herne 3. Dave Booth MANNERING PARK SERVICE STATION SOLO SCRATCH-RACE FINAL 1. Strider Horton 2. Lee Herne 3. Ben Peck

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British has of been stunnedSpeedway by the closure two more tracks and many feel this could be the thin end of the wedge. It means two clubs on Britain’s North East Coast won’t run in 1998, as Hull and Newcastle have withdrawn from the British Premier League. The Newcastle problem stems from a failure to agree rental terms with the Brough Park Stadium owners, who had, appar ently, proposed more than dou bling the terms of last season. The decision puts a damper on the plans of Aussie veteran Glyn Taylor to return to action, follow ing his serious back injury sus tained in mid-season during 1997. Hull Vikings’ problem lies not with the rental, but the fact that the stadium may not be available at all. The famous Hull Kingston Rovers Rugby Club owns the sta dium, but is understood to be more than A$2,000,000 in debt and the stadium may have to be sold for housing development. The club could be revived if the rugby club funds another way of solving its debt problem. Four-time Worldhas Champion Hans Nielsen won an appeal against a fine originally imposed by the FIM for failing to check in on time for the Danish Grand Prix. Nielsefi signed in 12 minutes late for the event in his home country, but blamed a major road accident which he claimed delayed all traffic into Vojens from the sur rounding area on the day in ques tion. The FIM Jury has now accept ed Nielsen’s explanation and the fine has been withdrawn. American star Ronnie is the latest rider to beCorrey told by

British Elite League club Wolverhampton that he could be surplus to requirements in 1998.

is imminent and others have to make way. Correy was riding in the Brighton indoor event on

He won the American World Championship qualifier at Costa Mesa in June and, at the same

hope of keeping the club going next year, but former rider Jack Monteith is mounting a campaign to save the Tigers, one of only two Scottish clubs racing professional speedway. Sydney rider Mick Poweli is one who could be out of work if no saviour can be found, but Monteith is hopeful, despite the ciub losing about A$2000 a meeting last sea son. He believes another 200 peo ple at home meetings would redress the loss. olish star Piotr Protasiewicz is a target for Elite League new comers, Oxford Cheetahs. The former World Under 21 champion is keen to face in England and it is understood that he would attract massive sponsor ship to fund a package to see him doing so. Polish Television is keen to have the 22 year-old racing for a British club to boost the ratings, as live coverage of the Elite League goes nationwide in Poland from March.

TOP GUN... Super star Tomasz Gollob (left) now rates as an ajfordable number one in Poland. Gollob is pictured with Hans Nielsen and Greg Hancock during Wroclaw track discussions at the 1997 Polish Grand PrLx.(Mike Patrick pic) December 14, having flown in from track, took the US National title in California to spend Christmas in October. In that meeting, he shook off England. It is understood that he may the challenge of the last two world champions, Greg Hancock and find a berth at Eastbourne, possi bly in place of Swedish rider Billy Hamill, to take the title. Stefan Danno. Faria raced for Edinburgh on loan in 1996. merican star Mike Faria is set ByTony Millardl,.UK for a return to Belle Vue Aces lasgow Tigers’ days at Shawlfield Stadium hinge on Wolves promoter Chris van for the 1998 British season. Faria did not ride in Britain in the possible intervention of a new Straaten is determined to build a successful team at Monmore 1997, but in California had backer. Promoter Neil Macfarlane arguably his best-ever season in seems to have abandoned any Green and the return of former domestic speedway. World Champion Sam Ermolenko

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World Ratal Under Dobrucki 21 isChampion available for transfer in Poland, where he has been listed by his club, Polonia Pila. The fee required for the poten tial superstar is a staggering A$400,000 (in Poland, that’s one million Zlotys). In total, 137 riders in Poland have been valued by their clubs, with Tomasz Gollob, the country’s number one, rated at A$130,000. Of course, such money won’t actually change hands and seems to be the system in Poland of protecting riders as club assets. It does not stop riders racing for clubs in other Leagues, such as Sweden, Denmark and England and the fees would only apply between Polish clubs.

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Clark and Dann's Crow Show Todd Road turns on a cracker CIK final

Agland improved his speed in the heats, but was already conceding prior to the pre final - which he would stai-t from the front row, next to A four-way battle for the Clark - that his chief rival Australian Formula A title had the speed on him. There went down to the final was no question of giving up race at Melbourne’s Todd without a fight, though. Road on November 30, For Agland, his title chase was almost over after three South Australian-based David Clark snatching the corners. coveted Australia #1 plate He and Dann, running sec from Nick Agland, while ond and third on the opening another Crow-eater, Gary lap, touched at turn 3, Dann, took line honours Agland nirming right off the in the final for the track and to the rear, around Victorian title and third fifty metres behind the field. in the series. Dann fell back five places. Troy Hunt clinched the He then charged through, Intercontinental A title fi’om passing Pearce, Mitchell and William Yarwood, while Wlodzinski on successive Michael Caruso continued laps at the end of the front his winning form, adding the straight with an obvious Victorian ICA Junior cham power advantage. He then set out after the pionship to his already leaders, Clark and May, who impressive resume. were having a great dice up front. Formula A This made it easier for With Agland leading fi'om Clark, Lincoln Mitchell and Dann; but,just as he reached Gary Dann, it was always them. May dropped a chain. Clark then let Dann going to be on. The nine point buffer through without a fight, but Agland held over Clark was immediately began attacking from the rear imtil three laps reduced to four after qualify ing, as the Tecno driver, who to go, when he gave up on switched from P.CR to the struggle and ensured sec Atomik engines for this ond place in the race, revers meeting, set a blistering ing the pointscore to be four points ahead going into the 40.345 to take pole and the precious five points that final. Wlodzinski finished third went with it. Having won at Oran Park, from Pearce, then Mitchell, Wesley May moved up into Kendall and Agland, whose face afterwards was a fair Formula A, taking the retir ing John Joyce’s spot in Tony barometer of his feelings. The final was a classic, as Kart and was next quickest, befitting a title showdown. It 0,2s behind,followed by Ryan Wlodzinski and Dann (PCR), was only a pity Agland then Mitchell (Top Kart), couldn’t play his part, after Tyson Pearce (Omega), having to make his way from Agland (Arrow) and Paul the back of the grid. Kendall(Tony Kart). During the early part of The leading four drivers the final, Clark was racing were all on Dunlop tyres, against a tag-team PCR out which are fast becoming the fit, Dann and Wlodzinski tyi-e to have. swapping places and making May and Clark shared the life hell for the title aspirant. heat wins, with Clark on pole By now, Dann knew the for the pre final. Australian championship Report by EDWARD KRAUSE

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was out of reach, but he was going to go out a winner and there were certainly no team orders in the PCR camp. After ten laps they were joined by May, who put on a great drive from the back, setting fastest lap of the weekend, a 40.304,as the battleintensified. The end of the front straight and the hairpin leading to Elf straight on the Todd Rd side of the circuit was the favourite and, in most cases. the only place to y pass. Eventually, Clark fell off the battle, not wanting to risk a DNF, as Dann and Wlodzinski were not bashful about the odd scrape of pods and wheels. At exactly half-race dis tance, May slipped past into the lead and held it for five laps. Dann made his move on lap 21, but May out-thought him

IT'S

and made it past on the exit. Another five laps passed and this time Dann made a more forceful move at the same place - at the end of the front straight - and, as he did so. May slid off with another engine failure, his third of the weekend. He was soon joined by Mitchell, who also suffered his third engine failure of the weekend, both commiserating in the gravel trap. While Mitchell is unsure of his future, the appearance of May in this round made many people sit up and'take notice of what has been a latent talent. This left three and Dann was in no mood to take prisoners. He dropped the pace and pulled away from Wlodzinski to take a well-earned win, his second of the five-round series, which gave him third in the championship.

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Wlodzinski finished second and Clark third, Agland work ed his way through to finish fourth, a mere six points the final tally between he and Clark, With that sort of score. there are always plenty of what ifs, but Agland refused to indulge in any, congratulating his opponent and accepting the result on the chin, Dann was esctatic: “I knew I had the engine and I decided that, with six laps to go, I was going to make my move, As I did, he locked up anyway.” Then, almost as an afterthought; “He[May]could be a real threat next year.” Clark was just glad it had all held together. After the devastation of the Oceania earlier in the year, when he and Agland were easily the two fastest and he had a mechanical failure in the roll-up laps, it was somehow ironically fitting that the scene of his earlier disaster now yielded him a national title - and a deserved one at that. Intercontinental A Troy Hunt wrapped up the Australian title, but it was not without its dramas. Resultswise, the young Top Kart driver didn’t really figure, losing a wheel in one heat after qualifying third, then running into a wall in another, before charging through and finishing second in the pre-final behind his only championship threat, William Yarwood. He and Yarwood were then battling for the final before he lost a chain, ending his run. Local Steve Maher gave his Dino team a great Christmas present, taking pole position and winning the final from Yarwood in what was a very tense final.

Maher was leading the pre final until a badly-judged move by Mai'k Winterbottom, who switched to Tony Kart for this meeting, saw them both out and Winterbottom into the tyre wall with a very heavy thud - both were alright, although Winterbottom was veiy stiff and sore afterwards. That left Yarwood and Hunt and, despite intense pressure, the CRG pilot held his line and took the win, with Oceania winner Chris Cox having a quiet run in third. Maher came back from grid eight to catch and pass Yarwood in a final with two dices up front - firstly Yarwood and Hunt and then Yarwood and Maher, while for third Luke Mewett and Winterbottom were doing battle. This time Yarwood was unable to hold out his attack er, Maher powering past on the main straight on lap 19. Yarwood fell off for several laps before beginning to close again, but was unable to bridge that final kart-length and Maher took the Victorian title. Mewett finally got the bet ter of Winterbottom after a similar battle, but nearly lost it in the weigh-in, the Merlin driver just scraping through over 140kg, a relieved Mewett also taking third in the championship. ICA Junior Fresh from his victory at the North American Championships at Charlotte in North Carolina, Michael Caruso took pole, making it a clean-sweep this year in qualifying and six in a row, having taken pole at the final round of the series in 1996. Again right behind him was Alan Gurr, who has been his constant shadow this year. Gurr won two of the heats, but the Konica Top Kart dri ver was hampered by a mechanical failure in the pre final while fighting Caruso for the lead with only four laps to go, an engine break age ending his run. From the back, he fought through to second, but the gap was already too large and Caruso added a Victorian plate to his Australian, Queensland and, of course. North American,titles. Not bad for a 14 year-old. In the final, CRG’s Jamie Whincup came third, after a great scrap between Oceania champ James Small and newcomer impressive Cameron Thorpe came to an unfortunate end on the final lap. Approaching the hairpin, Thorpe went up the inside, only to find Small taking a defensive line, a small touch leading to two big offs and Whincup sneaking through for the final podium spot.

KARTING Report by GRAEME BURNS

The Victorian Closed Titles at Bairnsdale were a roaring success and went ahead with a good entry of aroimd two hundred, rain not affecting the Sunday finals. The format was time trials and two heats to determine the starting order for the pre final, which then determined the grid for the final, the only event to count for the titles. Clubman Light was the fitst event and John Merritt qualified fastest (38.522 secs), but Clint Cathcart started on pole for,,the final after domi nating the pre final. Cathcart led most of the final, but Kevin Stray snuck through to take the win nar rowly from Cathcart and Menitt. Ben Small had a strangle hold in the Midgets, qualify ing fastest (43.172) and win ning every race, including the final, a highlight of which was the clash between Jarrod Medwin and Benjamin McCashney, who passed and repassed each other McCashney then chased, caught and passed David Sera to claim second spot and demote Sera to third. Senior National Light saw Andrew Bua fastest (41.948), but Brett Arnett came from third in the final to take the title from Bua. Nathan Fletcher worked his way up from the back of the field in qualifying to third in

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Bairnsdale huge success the final, although he had to work hard to keep Ryan Ingram at bay and in fourth. Local Graeme Monds out classed the twin 200 Clubmans in qualifying (36.664), although Doc Pearson won the day, despite several challenges from Monds in the final - David Buschkuchl was third. Qualifying for Junior Clubman saw Jamie Whincup (38.55) on pole by one tenth from Will Davidson - by the final, they were first and third on the grid, respectively. When the light went green, the pair shot away, passing and repassing, but Davidson was able to narrowly stay in front of Whincup and it was a credit to both drivers that nei ther was taken out. Gavin Walker just kept James Small at bay for third. Dominic Albanese (38.008) took pole by .034 seconds from Nathan Fletcher in Reed Heavy - but Albanese was eventually sidelined with mechanical problems, leaving the way open for Tommy Nicolou to take a welldeserved win from his mate, Fletcher and third-placed Bruce Davey. Senior National Light saw Dale Carpenter record a 41.357-sec lap in qualifying, just .016 seconds ahead of John Merritt, the pair lining up one and two for the final.

Merritt,. Carpenter and Craig Arnett pulled a gap on the rest, Merritt and Carpenter getting very physi cal with their passing moves on each other, until Carpenter left the track and handed Merritt the win from Arnett and Glenn Riddell. Clubman Heavy, the only class to be oversubscribed, saw Ryan Ingram take pole for heat one with a time of 39.197 seconds. The final was dominated by the All Kart team, which ran in the top five positions, although Adrian Rossetto’s place was disallowed. The final settled into an early procession, Adam Murray leading Anthony Pethbridge and Matthew Adams, the only excitement being an unsuccessful last lap limge by Pethbridge. Timothy Macrow took the fastest lap (41.483) in Junior National Heavy and was never in danger of not winmng. Leigh Van Den Berghe was second and Pete Booker third. In Class Australia, Kevin Stray’s time of 37.294 was good enough for pole and he dominated all weekend to win from Paul Sera and, when Vince Santoro tried a ques tionable move and put himself and Dean Miles out, John Tynon took third. Reed Light saw Nathan

Unsworth (37.051) outqualify Remo Luciani, but Luciani reversed the positions in the final to leave Unsworth in sec ond and Vince Santoro third. Shane Price started his weekend by taking pole in the Rookies (42.627), but it unfor tunately turned to nothing in the final. An accident early in the race brought out the red flag while a driver received some attention from the St John’s crew. The restart in a single file was a doozy, Ashley Rintgul,

Dean Foster, Chris McNiven, Luke May and Simon Leach making more moves than a can of grubs for a few laps, until httle mistakes whittled the field down to just three drivers from the original ten. Rintoul was ecstatic with his win and received much backslapping from the second and third-placed drivers, Leach and Foster. In Clubman Super Heavy, Adam Murray was unbeat able all weekend after qualify ing fastest*(39.654) and mak ing it his second class title for

the weekend. Chris Skinner was second all weekend and Murray Edgar was third. Junior National Light’s Jace Lindstrom (40.944) was never headed all weekend, winning easily from Andre Morgan, who had to fight off Travis Medwin. Greg Savage was the fastest of the older drivers in Clubman O’40, Savage taking the win while Neville Lowe came from tenth on the grid for second and Peter Rowsell from sixth to third.

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REED HEAVY... #64 Tommy Nicolou heads Dominic Albanese before the latter’s demise.

PENNZOIL AND RHYS ARCHER...Eleven year-old BaRarat Kart Club competitor Rhys Archer has landed a four-year sponsorship deal with Pennzoil Australia. Neville Wilson, the forward-thinking Victorian Manager and Motorsport CoOrdinator for Pennzoil Australia, is particularly impressed with Rhys’ achieve ments and views the young Kyneton-based racer as a great ambassador for Pennzoil, both now and in the future (Neville and Rhys are pictured above). Currently racing Sprint Karts, Rhys took back to back wins in the Victorian Bendigo Counfry Titles in Midgets in 1996 and Rookies in 1997. Rhys is the first member of the Pennzoil Motorsport Development Program, the US-based oil company also supporting ACDelco Cup Car competitor Marshall J Brewer, Top Fuel racer Robin Ku-by and Top Doorslammer pilot Peter Kapiris. Naturally, Micheal and Sue, Rhys’ parents are thrified with the Pennzoil progi-am and Neville’s attitude towards their son’s education. And an equally delighted and appreciative Rhys has a cryptic message to a very special friend -“watch out, Jason [Bargwanna]!”

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HISTORIC

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Laitys make it 60 years

DURING November 1997 we have acknowledged the 50th wedding anniversary of the Queen and Prince Philip. Ten years prior to that, in fact on the same date in November 1937, Keith and Myra Laity were married in Maldon. On November 22, 1997, 120 friends and guests joined the spritely couple to help celebrate their diamond wedding anniversary - 60 years of marriage! Not only were the bride and groom in good form, but their best man, bridesmaid and flower girl were also in attendance, and 60 years later the wedding party returned to the church where the maniage took place for a photo session. Keith drove the party to the chm-ch in his vintage V12 Lincoln with white ribbons suitably adorn ing the long bonnet of his FOLLOWING the resounding rare car. success of the inaugural Guyra The celebrations were held Grand Parade this year, the 1998 date has now been set. at the Maldon Hotel, where a It will take place on the weekend display of photographs had of Apiil 4-5, but already accommoda been set up showing Keith Laity in action at the 1936 tion is at a premium. Mt. Tarrengower Hillclimb. . Guyra is booked out, and the He scored Fastest Time of largest nearby centre, Armidale has Day on that occasion in his a university graduation ceremony Ford V8, a feat he repeated the same weekend, so Historic fans hoping to attend the Guyra GP in 1939. should organise their accommodation The faithful Ford was used immediately. as the honeymoon car for the For information phone Paul Laity’s trip to Sydney, and Moxham on (018)658 353(mobile). another photo shows the recently married Keith lean ing on the door with the Ford parked on the Sydney Harbour bridge - something not worth trying these days! Also on display was Mrs. Laity’s wedding dress, and various messages of congrat ulations received from the Queen, the GovernorGeneral, the Prime Minister and others. The Federal member for Bendigo, the Hon. Bruce Reid presented the couple with a gold medal lion on behalf of the govern ment.

Guyra Grand Parade date set

Keith and Myra Laity are always to be seen at the annual hillclimb at Mt. Tarrengower. In fact, Keith attended the very first event in 1928, and the following year competed on a motorcycle. Keith is now 87 years of age and in great shape - and just to prove a point he got out his penny farthing bicy cle and rode it down the main street of Maldon on his 80th birthday. These days, Keith Laity spends his time tinkering with the big Lincoln, acting as a well informed guide for the local historical society and sharing his vast knowl edge about Mt. Tarrengower with all who are keen to learn about “the good old days.”

-BRIAN REED

299 cars at HSRCA All-Historic THE HSRCA’s All-Historic November 22-23 race meeting attracted 299 entries - a great response, although the organisers would bike to see more competitors from Victoria at future events. Paul Armstrong said it was particu larly gratifying to see such good fields of“early” cars, and there were so many Group’S cars(61 in all) that it was pos sible to run separate races for (a) and (b)categories-the way it should be. A highlight of the meeting was the running of the first CAMS approved “Butcher’s Picnic” events in 15 years, which Armstrong described as “a dis¬

Simone Bailey

Historic fraternity tragi cally lost one of its young female drivers when Simone Bailey was killed returning home from the Rob Roy Hillclimb on November

30.

Simone, who was 21 years of age, had just announced her engagement to Ben Needham.

jumping the start in his potent Jaguar XK150. Hemming reversed the finish ing order on Sunday, but Best said his little Sprite upset a few of the local New South Welshmen with its strong showing. Special guest at the meeting was a stalwart of motor racing who headed up one of the most dynamic race teams of the late 50s and early 60s., Sydney’s George Leaton. All races were nm in classes - apart from the Regularity trials there were no outright winners in the 33-event program. - BRIAN REED

HSRCA All-Historic - Results

MUCH MISSED... Simone Bailey in her MG at Sandown.

THE MG Car Club of Vietoria and the

tinct breakthrough. He said the meeting was “beautifully organised,” although there was a downside - Max Brunninghausen crashed his Chevron BMW heavily when a new rose joint in the front,sus pension collapsed and he ploughed into a flag marshal’s barrier, damaging the car rather badly. Fortunately it is repairable, and Max escaped unin jured. One Victorian who had a great time at Wakefield Pai-k was Roy Best in his early Austin Healey ‘Bugeye’ Sprite. Roy won the S(a) race on Saturday after Bill Hemming was penalised for

She was a popular MG Car Club member and a keen competitor in her MGBGTV8. She attended Rob Roy as a spectator on November 30 - sadly. this was to be her last motor sports meeting. To Ben, her family and friends we extend deep and heartfelt condolences.

- BRIAN REED

Event 1 - Regularity Trial Group A; , 1st. Chris Hillman Event 2- Group N Touring Cars (N(a) and N(b): N(a) under ISOOcc 1 St. Don Titcume N(a) over ISOOcc 1st. Rob Priddle N(b) under ISOOcc 1 St. Chris Dubois N(b)1301-1600cc 1 St. Chris Strode N(b) 1601-3000CC 1 St. Allan Barrow Event 3- Group L(b) Sports & Racing: Racing under 11 OOcc 1st. Garry Simkin Racing 1101-ISOOcc 1 st. Ross Hodgson Racing over ISOOcc 1 St. Peter Mohr Sports under ISOOcc 1 St. Brendan Samuels Sports over ISOOcc 1st. Ian Cummins Event 4- Group S(a) Sports: UnderISOOcc 1st. Roy Best 1S01-2000CC 1 St. David Davies Over 2000CC 1st. Bill Dixon Group S(b) Sports: 1st. Simon Elliott Event S - Group N Touring N(b)& N(c): N(b) under1300cc 1st. Frank Dartell N{b)1301-ISOOcc 1st. Scott Fleming N(b)1601-3000CC 1st. Glenn Smith N(b)over 3000cc 1st. Max Ullrich N(c) 1st. Simon de Low Event 6 - Group S(b) Sports: Under1300CC 1st. Robert Rochlin 1301-ISOOcc 1 st. Steven Byrnes 1601-2000CC 1st. Roger Ealand Over 2000CC

1st. Neil Dunn Regularity Trial Group B: 1 St. Kent Brown Event 8- Group Q Racing & Invited Group Q Sports: Formula Ford 1 St. Jeremy Braithwaite Q Racing 1st. Chris Farrell Q Sports 1st. Steve Webb Event 9- Groups M & O Racing: M Racing under IIOOcc 1st. Ric Kemp M Racing-over IIOOcc 1st. Les Wright O Racing 1st. Jim McConville Event 10-M, O & Q Sports: M Sports under ISOOcc 1 st. Ray Kenny M Spoils over ISOOcc 1st. Scott Whittaker O Sports 1st. Max Brunninghausen Q Sports 1st. Malcolm Miller Event 11 -J & K(Pre-War) Sports & Racing: Group J 1 st. Gregory Clifton Group K under 1200cc 1st. John Heaghney GroupKover1200CC 1 st. David Reid (SUNDAY): Event 12- Regularity Group A: 1 st. Gerry Graham Event 13- Regularity Trial Group B: 1st. Richard Merrick Event 14-Group N Touring Cars: N(a) under ISOOcc 1st. Don Titcume N(a)over 1 SOOcc 1st. Rob Priddle N(b) underISOOcc 1 st. Barrie Brown N(b) 1301-1600CC 1st. Phillip Windus N(b)1601-3000cc 1st. Alan Barrow Event IS - L(b) Racing & Sports:

L(b) Racing under IIOOcc 1 st. Paul Armstrong L(b) Racing 1100-1SOOcc 1st. Ray Walmsiey L(b) Racing over ISOOcc 1st. Peter Mohr L(b) Sports under ISOOcc 1st. Mike Gunnell L(b)Sports over ISOOcc 1st. Malcolm Shaw Event 16 - S(a) Sports & Invited S(b)Sports: S(a) under ISOOcc 1 st. Roy Best S(a)1S01-2000CC 1 st. David Davies S(a) over 2000cc 1st. Bill Hemming S(b) 1st. Don Harris Event 17-Group N Touring: N(b)under1300cc 1st. Andrew Bergan N(b) 1301-1600CC 1st. Raymond Cleaver N(b) 1601-3000CC 1st. Glenn Smith N(b) over 3000cc 1st. Rob Tweedie N(c) 1st. Simon De Low Event 18-S(b) Sports: Under1300cc 1st. Jason Wells 1301-1600CC 1st. Steven Byrnes 1601-2000CC 1 st. Roger Ealand Over 2000CC 1st. Neil Dunn Event 19-Group Q Racing & Invited Group Q Sports: Formula Ford 1st. Jeremy Braithwaite Q Racing 1st. Richard Carter Q Sports 1st. Steve Webb Event 20 - M & O Racing: UnderIIOOcc 1st. John Pymble OverIIOOcc 1st. Les Wright 0 Racing 1st. Jim McConville Event 21 - Groups M, O &

Q Sports: M Sports under ISOOcc 1 st. Ray Kenny M Sports over ISOOcc 1st. Scott Whittaker O Sports 1st. Keith Berryman Q Sports 1st. Malcolm Miller Event 22- Groups J & K (Pre-War)Sports & Racing Handicap: 1st. Alistair Clark Event 23- Regularity Trial Group A: 1st. Terry Harris Event 24- Regularity Trial Group B: 1st. Ray Jones Event 2S - Group N Touring Cars Handicap: 1st. Dave Probin Event 26 - Group L(b) Sports & Racing Handicap: 1 st. Malcolm Shaw <● Event 27 - Group S(a) ' Sports Handicap: 1st. Bill Coote Event 28 - Group N Touring Cars (Group B) Handicap: 1st. Bob Tweedie Event 29 - Group S(b) Sports Handicap: 1st. Mike Wilson Event 30 - Groups J & K (Pre-War) Sports & Racing Handicap: 1st, John Payne Event 31 - Group Q Racing & Invited Group Q Sports: Formula Ford 1st. Jeremy Braithwaite Q Racing 1st. Richard Carter Q Sports 1st. Steve Webb Event 32 - Groups M & O Racing Handicap (applied post-race): 1st. Gary Ryan Event 33 - Groups M, 0 & Q Sports Handicap (applied post-race): 1st. Ian Pope.

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Record crowd sees Brock storm Rob Roy

THE MG Car Club of Victoria had the right recipe for its sixth Historic and Classic Hillclimb at Rob Roy on November 29/30 and having Peter Brock as guest of honour was the icing on the cake. Wherever he goes these days ‘Brocky’ draws the crowds and 6000 motor sports fans turned up to enjoy the racing as well as meet their idol. It was an all-time record for Rob Roy, and according to Shire President Councillor Robert Marshall, the biggest event ever seen in the Shire of Nillumbik. No doubt Rob Roy has a special appeal, especially amongst our elder statesmen of the sport. Lou Molina summed it up when he said “As long as I can #@*l breathe I’ll come to Rob Roy. I love the place!” As for Peter Brock, he never com peted at the famous old hill but recalled riding his bike to the meet ings to see the heroes of the day such as Lex Davison, Stan Jones, Arthur Wylie and Harry Firth in action. Now he has retired Brocky said “It’s payback time,” and he wants to thank his fans in the way he knows best. After being presented with a reading lamp made from rare red gum and designed by Earl DaveyMilne’s sons Troy and Lindon, Brock paid special tribute to his mentor Harry Firth and then pro ceeded to do some demonstration runs up the hill in a variety of cars. After driving Mike Wilson’s Torana A9X in a competition run (and beating the owner’s time!), then Robert Shannon’s 1930 Invicta with wife Beverley and their family on board, Brocky smoked up the tyres of Ian Jones’ Torana XU-1 and reeled -off a blinder. When his time of 23.76s was announced, com mentator Ian Wells said “Someone should tell that young man he

should take up motor sport!” Brock’s final demo run for the day was in a b'right yellow Goggomobile with the nervous owner alongside (nervous because of the uncertainty of the heavily smoking 2-stroke making it up the wall at Rob Roy). It did - but only just, and Brocky stayed on until the end of the trophy presentations at 7pm. Another highlight of the meeting was a parade of pre-war Bentleys, the 1997 featured marque. The Bentley Drivers Club used the occa sion for a club nm in the hills and several of the pre-war 3-litre, 4 1/2litre and Speed 6 models took part in the competition. The Bugatti “Tank” Type 32, a replica of the 1923 French Grand Prix cars was also competing, along with the five Austin 7s from Australia that went to England to compete against the Brits - and beat'them at their own game. Robert Logan’s splendid GT40 Ford replica also made several demonstration nms during the day and created a gi'eat ^eal of interest with the crowd. ' In amongst all of this was some keen competition amongst the 140 drivers in the various classes, and Fastest Time of Day went to Leo Bates (Lobito F3) after a spirited battle with the Elfin Mono of Steven Lunn. His winning time was 22.150s. There was one serious accident on the day involving the Falcon GT HO of Ross Jackson. Fortunately the driver escaped injury, but his rare 1969 Windsor-powered GT HO was severely damaged when it put a wheel in the dirt close to the fin ish line and crashed sideways into a tree. Jackson had spent the past 10 years building the car, and hope fully it can be salvaged as a road

MINIS AND MOUNTAINS... Scott Markby’s Morris Cooper S scored fifth in his class with a 27.40s run.

OOZES CLASS... Ray Gibbs took the honours with his superb 1960 Formuia One Cooper Ciimax at Rob Roy Hiiiciimb. ZERO FIVE and ‘H’... That man Brock shows up everywhere, and usually draws a crowd. At Rob Roy the legend wasjoined by the man who started his career at the Holden Dealer Team, former team manager Harry Firth. (Photos by Brian Reed)

Results (i) Invited Sports Cars up to 1500cc 1. Mark Speikman (Datsun 1000 Coupe) 25.490secs. 2. Piers Dudley-Bateman(MG Midget) 3. David Cantwell (Honda Civic) (ii) Post Vintage Sports 1931 -1940 Over1500CC 1. Richard Bell (Railton Sports) 31.020secs. 2. Beverley Briese (Jaguar SSI00) 3. Peter Briese (Jaguar SSI00) (iii) Post Vintage Racing 1931 -1940 - all Capacities 1. Colin Kirkpatrick (Amilcar Ford s/c Spec.) 25.440secs. 2. Graeme Clark (Austin 7 s/c) 3. Lou Molina(MG TA s/c) (iv) Sports Cars 1941 -1960 under 1500CC l 1. John Munro(MG TC s/c) 28.670secs. 2. Paul Skewes(MG TC) 3. George Makin (MG TC s/c) (v)Sports Cars 1941 -1960 over 1500CC 1. Nigel Gray (Singer Le Mans Spec.) 30.360secs. (vi) Racing Cars 1941 -1960 under ISOOcc 1. Matthew Philip (Cooper Irving s/c) 24.860secs. 2. John Gillett(MG TC) 3. Rob Robertson (MG TC) (vii) Racing Cars 1941 -1960 over ISOOcc f. Ray Gibbs(Cooper Climax FI) 23.630secs. 2. Anthony Molina(MG TC Racing) (viii) Production Touring Cars Pre 1972 upto2000cc 1. Wayne Bradshaw (Ford Cortina GT)25.960secs. 2. Bruce Shearer (Morris Cooper S) 3. Colin Gleeson (Mini Clubman GT) (ix) Production Touring Cars Pre 1972 over 2000cc 1. Ian Jones(Torana XU-1)23.760secs. 2. Derek McLaughlin (Ford Mustang) 3. Brian Jose (Torana XU-1) (x) Production Sports Cars ’41 - ’60 - all Capacities 1. Ian McLennan (Austin Healey 100/6) 28.250secs. 2. Peter Ffrench (Morgan Plus 4)

1997 Rob Roy hillclimb 3. Don Hobbs (Austin Healey Sprite) (xi) Production Sports Cars ’61 - ’69 - aii Capacities 1. Mark Howell(MG B GT) 25.770secs. 2. John Bryson (Jaguar E-Type) 3. Robert Bernau (Triumph TR6) (xii) Invited Sports Cars 1500 2000CC 1. Steve Chiodo (Lotus Elise) 24.970secs. 2. Chris Dall-Oste (Fiat 124) 3. John Hardy (Renault Alpine All0) (xiii) Production Sports Cars ’70 ’77 - ali Capacities 1. Fran Bryson (Lotus Europa) 26.340secs. 2. John Brown (Datsun 240Z) 3. Gary McDermott (Porsche 911T) (xiv) Group M Racing & Sports to 1965-upto 2000CC 1. Stephen Lunn (Elfin Mono) 22.470secs. 2. Adam Berryman (Elfin Catalina) 3. Peter Matthews(KJC Peugeot Spec.) (xv) Group O & Q Racing & Sports 1966 to ’69 - up to 2000CC 1. Leo Bates (Lobito F3) 22.1 SOsecs. 2. Andrew Makin (Palliser FF) 3. Christopher Makin (Palliser FF) (xvi) Invited Sports Cars 2000 3000cc 1. David Cuff (Porsche 911T) 24.480secs. 2. Peter Bartold (Fiat 128 Turbo) 3. Peter Riseborough(MG B Mk.1) (xvii) Invited Sports Cars over 3000CC 1. John Smallman(MG B GT V8) 23.300secs. 2. Peter Brock (Torana A9X) 3. Michael Wilson (Torana A9X) (xviii) Clubman Sports Cars - all Capacities 1. William Sloan(PRB Clubman) 24.190secs. 2. Nigel Mewman (PRB Clubman) 3. John Pitt (Lotuz Clubman) (xix) Vintage Sports Pre 1931 under1500cc 1. Allan Tyrrell (Austin 7 Ulster s/c) 35.500secs. 2. Doug Bumip (Austin 7 s/c Racing) 3. Andrew Green (Alvis)

(xx) Vintage Sports Pre 1931 - over ISOOcc 1. Keith Paper (Bentley 4.5 litre) 32.670secs. 2. Barry Bagatol (Bentley Speed 6) 3. Patrick Ryan (Vauxhall 30/98) (xxi) Vintage Racing Pre 1931 - all Capacities) 1. Tony Johns (Austin 7 s/c Racing) 27.700secs. 2. Max Foster (Austin 7 s/c Racing) 3. Graeme Steinfort (Austin 7 s/c Racing) (xxii) Post Vintage Sports 1931 -’40 underISOOcc 1. Ray Lewis (Singer 9 s/c) 31,900secs. 2. Jim McDonald (Riley) 3. Bill Andrews(MG J3 s/c) Top Six Shootout 1. Leo Bates (Lobito F3) 22.31 Osecs. 2. Stephen Lunn (Elfin Mono) 3. John Smallman(MG B GT V8) 4. Andrew Berryman (Eifin Catalina) 5. Ian Jones (Torana XU-1) 6. William Sloan (PRB Clubman) Fastest Group J (Bill Leech Trophy) Tony Johns (Austin 7 s/c Racing) Fastest Group K (Arthur Wylie Trophy) Colin Kirkpatrick (Amilcar Ford s/c) Fastest Group L (Bruce Walton Trophy) Ray Gibbs (Cooper Climax FI) Fastest Group N (Norm Beechey Trophy) Ian Jones (Torana XU-1) Fastest Group S (Harry Firth Trophy) Mark Howell (MG B GT) Fastest Invited Sports Car (Tony Gaze Trophy).John Smallman(MG B GT V8) Tom Synott Encouragement Trophy Maritta Parsell (Alvis Firefly) Fastest MG (Pre-A)Sports Car (Derry George Trophy) John Munro (MG TC s/c) Fastest Lady Driver Diana Davison/Tony Gaze Plate Fran Bryson (Lotus Europa) Conducteurs Anciens Molina(MG TA s/c) Shannon’s Trophy - Best Cared for Car Paul Schilling(Austin 7 Racing)

44 19Decemt)ef1997 Australian Formula Two Rally Champion Brett Middleton has called for a moratorium on the intro duction of 2 litre Kit Cai-s into the Australian Rally Championship, so that the category can gain more bargaining power with sponsors to pay for the more expensive machines. Middleton has been a vocal Clitic of the Australian Rally Commission’s (ARCOM) move to allow the Kit Cars to run in our national title, Hyundai kit car is being planned for 1997 F2 runnerbecause he says the prema ture introduction will ruin up Dean Herridge, the car the class before it has a being run by Wayne Bell’s HRS team with funding from chance to get offthe ground. Automotive “The F2 class in the Super Hyundai Series this year was one of Distributors, the local distiibutor ofthe Korean marque . the most intensely-battled in “I don’t want to ban them the entire championship this forever, but another year vdll year,” said Middleton. “The competition was more enable the class the breath intense than in the outright ing space it needs to make or group N classes, with five the move up to the Kit Car fonnula,” said Middleton. cars having a chance of tak He believes the pressure to ing the title out and three cars able to win it at the final switch to the Kit Car formu la is coming because the round,” he said. president of ARCOM, Garry “The category needs anoth er year of strong competition Connelly, wants more local and good coverage so that Kit Cars in Rally Australia, extra sponsorship can be the World Championship attracted to pay for the Kit round he runs in Perth. Cars.” “What is good Tor Rally “If one Kit Car is brought Australia and what is good in and it runs away with the for the Australian Rally Championship are not title, then it wiU devalue the always necessarily the same entire show and make it very unattractive for sponsors of thing,” said Middleton. non-Kit Cars.” “It may be that the FIA is Middleton estimates the putting pressure on Rally Australia to attract more Kit cost of Kit Cars over the more standard F2 machines Cars, but the fact is we can would be almost double, not afford to put pressure on local distributors and manu while running costs would also be increased by a factor facturers before the F2 class scores more runs - it will of two. The Sydney-based Honda just scare them off and we driver believes that there is won’t have any factorybacked 2 litre machines run one Kit Car almost certain to ning here,” he added. take part in the 1998 title. -JON THOMSON He says he believes that a

Middleton puskes for Kit Car moratorium k

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HIGH-DOLLAR WORLD CHAMPION... Harri Rovanpera’s 260 horsepower SEAT Ibiza Kit Car EVO 2 certainly ain’t cheap.

Sainz claims victory in Canary Isles Bates misses final eight berth by a whisker

Australia’s Neal Bates just missed the final cut that

would have seen the local Toyota punter in with a

show at the International Race of Champions held

in the Canary Islands on December 7. Bates, standing on the far right at the rear in the group photograph, missed his final ticket by 0.04 seconds. Carlos Sainz (right) won the prestigious event in a Toyota Celica, which was a good omen as he will be rac¬ ing with TTE again next year. Walter Rohrl (below) won the former champions class.

No'9B WRC Subaru upgrade for Bourne ussie champion to run current WRX next year

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*7 t is just a few days since I arrived home from com peting for the second time in the internationai Race of Champions in the Canary Isiands in the middle of the Atlantic Ocean. Bniike last year, when I came away totally disap pointed with my perfor mance, I have to say I thor oughly enjoyed this year’s event.

ON THE ROAD AGAIN... Possum Bourne’s four-door Subaru WRX will be campaigned again in 1998. (Owen Hammond pic) Twice Australian Rally champion Possum Bourne has decided to stick with his tried and proven Subaru Impreza WRX, rather than importing a Subaru World Rally Car to defend his title in 1998. Bourne made the decision last Thursday. After having- his name against a car on the Prodrive build list in the UK, the Kiwi pulled the pin on the deal, but did not rule out getting one of the two-door rally spe cials at some stage in the future if a budget becomes available. “It was a decision made jointly with Subaru Australia; we were basically about $200,000 short of the budget

needed to rpn a WRC,” said Bourne. Despite not having the lat est machinery. Bourne is confident of matching the Corolla WRC of Aussie rival Neal Bates. ' “I reckon if I drive it prop erly, I can beat Batesy in the Corolla. I am not being big headed by saying that, but he is almost certainly going to have some teething prob lems and we have a tried and proven competitive package,” said Bourne. One major factor in decid ing to pull the pin on the WRC order, apart from bud get, was the fact that Subaru has benefited greatly from rall}dng the four-door WRX model, with sales of the road-

going version soaring as a result of Bourne’s success in the forest. “They don’t sell the new two-door WRC model here and probably won’t, so stick ing with the four-door model was logical from a marketing point of yiew,” he added. Bourne will, however, be fitting one of the WRC gear boxes to the car for the 1998, Australian Super Series, delivering some added drive and traction advantages over the set-up he ran this year. “If I have to drive it harder to win, then that is good for me as a driver,” he said. The Kiwi identified the biggest problem with run ning a World Rally Car in a national title as the ability to

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keep up with the develop ment being put into the cars by the factory teams. “For a semi-factory or pri vateer team, the cost and ability to keep pace with the changes the factory team is making to a WRC car would be very difficult and that could be one of Neal’s prob lems,” Bourne explained. “We’ve had a few sleepless nights leading up to making the decision, but I am happy to have decided to go the way we have gone. “We’re in discussions at the moment to secure the funding basis we need and we should have an answer by mid-January,” Bourne con cluded. -JON THOMSON

was again one of the invit ed drivers and had to go through the qualifying rounds in a RAV 4 - but unlike last year, I was able to win my way through the first couple of levels to what was basically the semi-finals. By this stage, we had moved up into Group A Celicas and World Rally Car Ford Escorts. The competition is fought out on a two at a time basis on a twin track special stage. The track is actually really good to drive on because it is very forgiving and you can bounce off the edges, which are nice ly formed. But this didn’t stop Carlos Sainz rolling a Celica in practice and □idler Auriol rolling one in the actual event.

aving made it through to the semis, I missed

out on getting through to the final eight in the International Race of Champions by a mere 4/1 OOths of a second. Bu,t in getting to that point, I was pretty pleased that I had beaten regular WRC competitors, includ ing Kenneth Ericsson, Piero Liatti and Freddy Loix. The drivers who went through into the final were all pretty accomplished, Jarno Kytolehto, Armin Schwarz and Gustavo Trelles taking the three spots. But they were all elimi nated, with the final being fought out between Carlos and Colin. It was a pretty close run thing, but Carlos won in the end, which I think could be a good omen for Toyota next year, as he rejoins TTE to ,drive the Corolla. 1 hope I get invited back next year to see if I can make it into the finals.

ell, that is all for me for 1997. I am going to have a well-earned holi day in early January and then we’re back into it virtu ally straight away to be ready for the opening round of the ARC Super Series in Coffs Harbour in February. Hope all of you have a great Christmas and a fan tastic New Year and I will see you all in 1998.

NEXT YEAR’S RIDE... Bates/Tavlor’s Corolia WRC

VIC: Stuckey Tyre Service Ph: (03) 9386 5331 Fax: (03) 9383 2514 SA: The Mag Wheel Centre Ph: (08) 8269 4100 Fax: (08) 8269 7805 NSW: Stuckey Tyre Service Ph: (02) 9676 8655 Fax: (02) 9676 5300 QLD: Road & Race Spare Parts Ph: (07) 3279 1533 Fax: (07) 3376 5804 WA: Kostera's Tyre Service

311 EVOIV FOR ORDYNSKI... There is a strong likelihood that the third factory-supported outright contender, Mitsubishi’s Ed Ordynski, is finally likely to have an Evo rV Lancer for the 1998 ARC. Details are still being finalised, however it is believed Ralliart Australia has made it clear to head office in Japan that, without the later-model weaponry, then there was little use mounting a campaign against the likes of Bourne and Bates in their newer machinery. (Ordynski pic by Phil Williams) -JON THOMSON

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WINNER - NSW & VICTORIAN ^LLY CNAMPIONSHIPS - DUNLOP SPS4-R

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FedEx, not PPG THE FedEx name was launched with a bang in New York last week as the freight giant was confiimed as the naming rights spon sor ofthe Championship Auto Race Teams(CART)series. Michael Andretti drove his Newman-Haas Racing Svrift-Ford through New York’s Central Park to pubhcise the sponsorship. From next season the series will be referred to as the FedEx Championship Series, but teams and drivere will still compete for the PPG Cup. The cars now’ be refen-ed to as‘Championship cars’ as opposed to CART or Indy cars. The 19 race series starts in Florida in March. n After Don Prudhomme’s Final Strike’ and Mario Andretti’s ‘Arividerci Mario’farewell tours Bobby Rahal’s retirement season has been formally dubbed “Rahal’s Last Ride’. It will benefit the Bobby Rahal Foundation, which vriU distribute charitable funds to worthy organisations. n Rahal was delighted with the speed and consistency ofthe Firestone tyres at his first test at California, running faster than his best lap on Goodyears after only three flying laps and eventually reaching 238 mph. n Scott Pruett was very happy after completing the first test ofa new Re3mard 981 at Sebring. Pruett tested Patrick Racings Ford-powered 981 for fivte days in Florida and was halfa second quicker than the best lap he’d achieved at any other time with a 971. n In the wake ofPatiick Carpentieris move to Forsythe Racing fonner Player’s-sponsored drivers Darid Empringham and Bertrand Godin have been dropped from the cigarette compa ny’s racing plans for 1998. Both have been offered jobs with Player’s driver development pro gram. n CARFs CEO Andrew Craig says CART is looking at the possibihly ofadding a future race at Road Atlanta. Among the other new venues CART is consideiing for 1999 and beyond is the new Savannah road course and the lat est Penske Motorsports oval planned for construction next year outside Denver. The 2.0-mile Denver oval is expected to open in 1999.

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EMERSON Fittipaldi celebrat ed Ms 51st birthday last week - and hinted that he may become a CART team owner in the future. The Brazilian legend, who is still recovering from a light plane crash earlier this year, confirmed that his future may lie in guiding other drivers in the sport in which he featured for three decades. But Fittipaldi shied away from suggestions that his team would support - and be supported by only Brazilians. “It is going to be not just a Brazilian team, but I want to make like international team,” he said. “That is why I don’t see just a Brazilian sponsor, but I see it as a major international corporation being part, I hope so, of a nice

team in the future.” As for a choice of what car he would like to run in the FedEx series Fittipaldi left no doubt. “I would love to have a Penske chassis with a Mercedes engine. That would be my ideal situation to have like a secondary Penske team run by me. That would be the idea, with some involvement with Roger (Penske)in the futoe. That would be the ideal situation for me.” He added that he was impressed with the up-and-coming generation of Brazilian dri vers. “I started to watch Helio (Castro Neves) nearly two years ago when he first joined Indy Lights and I am trying to help him to get the best ride that he can for next year. He is world champion material.

“There is quite a lot of young talent around now and alongside of Helio you will see Tony Kanaan who is doing extremely well, too; Christiano Damatta who did extremely well. And, I mean, all these young drivers, I am watch ing, but I am putting a lot of hope in Helio for the future.” Fittipaldi pointed out that recent changes in international regulations meant that tobacco companies, which supported .him throughout much of his career, would become less influential in the sport. “For a long-term commitment, I think could be impossible to have a long-term commitment with a tobacco industry, including Philip Morris,” he said, adding that a deal with a cigarette company was “nearly impossible”. -PHIL MORRIS

EMERSON FITTIPALDI

Bayliss quits Johnny or Max? Team Suzuki for GB ride AUSSIE GP hopeful 'Troy Bayliss has officially left the Peter Goddard-managed Team Ansett Airfreight Suzuki Superbike team to take up a place in the British Superbike ChampionsMp. Bayliss had been negotiating for a place in the Suzuki Molenaar 250 GP team and was also con tacted by the Castrol Honda SWC squad, but is now set to join the official Ducat Superbike team in the UK. It is believed that the Moelnaar deal never got passed the preliminary stages and was always thwarted by a sizeable sponsorsMp input on Bayliss’s behalf. Commenting on Bayliss’s departure, Suzuki Australia’s Glenn Bayly said, “Troy spoke to Peter and told him of his decision to leave. It’s shame that we’ve lost him but it’s always been Troyes dream to race overseas; so we wish him all the best.” ) Commenting on replacing yet another bright local talent, Bayly indicated that a sudden blip on the Aussie production line might mean a onerider team in 1998.

FOUR-time world 250cc pulls off the leading role in world champion, Max the MoviStar GP deal. Biaggi, has entered the Biaggi was lucky to escape bidding for the MoviStar serious injury after he recentHonda NSR500 recently ly crashed his Mercedes vacated hy the retiring SL500 in to a Roman wall at Alherto Puig. 90kmh. Biaggi said he Reigning World Superbike , swerved to miss a cat, and Champion John Kocinski has / claimed that his seat belt been freely tipped to take over saved his life, the ride in a bid to become the n Runner in the 1997 250 first rider to clinch both the SWC and 500cc titles, but world championship, Ralf Waldmann,is to take over the team manager Sito Pons con firmed last week that he is works Aprilia V-twin 480 now talking to both stars. recently vacated by Doriano Biaggi’s bid to form a 500 Romboni. The hard-nosed Honda team with Erv Italian has already taken part in a two-day test on the Kanemoto and personal spon sor Marlboro appears to have German-built MuZ ROCfallen through, while Kocinski framed Swiss-Auto 500cc Vis reluctant to stay in the four at Jerez earlier in the month. SWC come what may. Honda, however, is beheved n Luca Cadalora’s future to be disappointed that it won’t be able to carry the took another turn last week number one platedn the 1998 when he was linked with a SWC if the Arkansas pilot Ducati-satellite factory team

“We’ve got Mark Willis signed up already, and we’re looking at a few of the 600 Supersport rid ers to fiU Troy’s old seat. If we don’t tMnk the3’’U be up to the job, there’s a real possibility that Suzuki may only run the one Superbike next year.” - DARRYL FLACK

to contest the SWC. He’d.previously been tipped to join Kenny Roberts’ Modenas KR3 team.

n Ducati Australia General Manager, Warren Lee, has announced that Ducati Dealer Team Superbike rider Steve Martin will pilot the $35,000 Ducati 916SPS homologation special in next year’s proposed Production Superbike class. With Yamaha’s all-new lOOOcc R1 and Kawasaki’s revamped ZX-9R scheduled to take part in the all-new big-bore championship, Martin’s 996cc V-twin Ducati will be the lone European contender in a sea of in-line four cylinder entries includ ing the once-vaunted Honda CBR900 FireBlade which is tipped to struggle against the others. -DARRYL FLACK

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WINGS ‘n’ FINNS... Lehto will be hoping to show his rivals this view next season.

Lehto is Hogan's hero

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JJ LEHTO will hit the FedEx Champion ship trail next season. Carl Hogan announced last week that the Finn would join his eponymous team, replac ing Dario Franchitti who will drive for Team Green. “We are pleased to develop a relationship with a driver of JJ’s talent and professionalism,” said Hogan. After a dazzling Formula Three title in n 1989 Jyrki Jarvilehto’s career moved into Formula One, where he was considered a future star after hauling a Dallara to third at San Marino in only his 10th race. But in 1994, when he joined Benetton alongside Michael Schumacher, the Finn’s

career stalled and, after a couple of unimpres sive drives with Sauber he was left without a

competitive GP drive. After two seasons with Mercedes-Benz’s ITC team the 31-year-old drove for BMW in the FLA GT Championship this season, winning a series-high four of the eleven races and finishing second in the championship. At Hogan Racing he will drive a Mercedespowered Reynard chassis on Firestone tyres. Hogan had a strong season with rookie Franchitti last season and is looking to con tinue the trend with Lehto. The last FI ‘rejects’ to join the American series were Alex Zanardi and Mark Blundell, two of the favourites for the 1998 FedEx title...

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ners, dent puller, steel chest. Spares include axles, susp, springs, shocks, body parts, too many to mention. Help given first meetings. $25,000. James (03) 9579 2986 or

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(015)800 342. 116 R&K youNC

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■3 , Escort Sports Sedan, 4.11 alloy head Ford, programmable ^'EFI, single rail 4-speed, Hilux diff, 15 x 10 Hoosiers, log book, some spares, on a reg. trailer. $5500 ph 02 4973 1605. 116 Mazda RX7 Series 3, Race or rally car. Winner, 96 and 97 ACT Rally Chaps. Fastest 2WD in Australia. 10 events old, cost $30K plus. 18 point cage, white two pack ins and out. Every mod imaginable, $13,500. Ph(018) 241 641. ne HQ race car, Thunderdome specs, all the best equip ment, many spares. Ph/fax (02) 6253 1351. 116 Subaru RS turbo rally car. Full Grp N spec. Genuine legacy RSR. Tidy car with good history. Spares package included. 555RSR. $19,950. All offers considered. Ph 08 8384 4112 bh 08 8322 3536 ah or 0411 176 160

FIDO, 302 auto, AC, mag. Pink slip, $3600 ono. 02 6881 8879. lie Corolla RV Seca, 1995. Travelled only 500km, brand new. 1.8L, auto, Pwr Stg, Air, tinted windows, black 14in Teflex wheels. Factory CD player, immobiliser and alarm. White duco, never abused, $23,000 ONO. Ph (03) 9848

461 421. 116

HQ race car New C&B engine. Handmade extractors exhaust. Brand new suspension and bushes. Spare engine. Load of panels. Raced once since complete fer/ shen up. $8500 ono. Ph 02 4942 6233 bh 116

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Commodore Cup car, new 1996, race winning, lightest built. Immaculate 100% finishing record. Tate engine, all the best components, no big crashes, 8 wheels and various spares. If you want to win this is the car for you. $35,000. Ph Andrew Mclnnes 0411530 555 117 Cortina GT Group NB, Queensland’s fastest 4 door GT, under 1600 NB Championship winning car. As new, Dunlop racing rubber, new Garry Brown engine, 2 meetings old. Immaculate condition, numerous spares. $10,500 ono. Ph: John Sorraghan 07 3269 0770.^ 117 ■

Toyota MR2 Targa, Ideal low cost tarmac rally car or club racer. Fast, reliable (100 percent finishing record) Current NSW rego and CAMS log book. Realistic neg price or will accept part or full sponsorship in trade.Peter Whittaker (07) 5599 5763 or fax (07) 5536 2497.

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Jaguar E-Type Coupe, Marque Sports. New 325 bhp engine, Webers, extractors, triple plate clutch, AP calipers, etc. Full respray, looks great! Eastern Creek 1:40 spcs. $ 36,000. Ph: 02 4990 1699 or 02 4998 7345 (H) ii; AUSCAR Sportsman #50, Falcon XE, one season old, never bent, fresh 9:5 mStor and paint. Urgent sale moving OS. $13,500 ONO. Ph: 03 9874 2566 or 019 142 929. .17

Porsche 993 RSCS, Fully rebuilt for 1998 season, eligible for GT-Production and Class A Porsche Cup. Double adjustable shock absorbers, race ready, immaculate. $158,000. Ph: 02 9450 2100 or 0418 229 900 (AH) nr HQ racer Thunderdome spec, needs fuel tank, VGC body straight, motor good, some artwork done. $3000 orx). Ph: 03 9310 8926. Ask for Brian, n?

8001. 116

Datsun 1200 Coupe, Works copy rally car. Super close

HQ race car. The Boral car, one of the best presented in the class. 1996 NSW Champs - 4th, Div 1 Champ NSW RRC, lap record Oran Park. Fresh C&B engine, spares, wets. Ring Dave Cameron (015) 492 302 or (02) 4754 2666. 115 HQ race car, with spares, ready to race. Very good condition, new suspension. Test drive/ride available Dec 13. Assiatnce given to new owner. $6000 Ph Mark 0417

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Mustang Sports Sedan, 351 cl, top 10 finisher Indycar and O'Brien Series. Complete with spares or will separate. Price neg, around $29,000. Ph: 047 821145 (BH) 117

Sports Sedan, under 2 litre Mkl Escort, 5 speed Haltech, reli able complete car with many spares. $9000. Ph: Don, 07 5462 2415. 117

Healey 1957 BN4 factory hardtop, 12 port head 3000, new wide chrome wires, tyres, leathet, historic regularity compe tition only. Best presented car at Lakeside Histories. $42,000. 129 Barker Street, Casino NSW 2470. 117

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Sports Sedan, Fresh 10AJ Port 48mm Weber, 5-sp, 4.4 locked diff. Full cage, new harness, 11 in discs, 4spot fronts & 2-spot rears. Ready to race $6900, offers considered, (018) 082 003 or (08) 8250 9286 116

CEtrmAi Chev Lumina NASCAR, 1996 Championship winner, ex-Dick Midgley. Complete team for sale. Graham Smith (03) 9696 1686 (018) 993 543 115 Ford Sierra, 2.3L turbo. Exc cond, electric windows, mirrors, sunroof. Eurovox sound, Momo steering wheels. 15 X 7 eSA wheels. $15,900 neg. (02) 9579 6382. (015) 468 166. 116

AUSCAR VP, 360hp 315 motor. Super T10 box, Harrop rose jointed front end. 4-sp calipers, adj Bilstein susp.Pi equipment, fuel churn, rattle guns and line, radios, scan-

2lt Sports Sedan Escort, Trent Young offers for sale MK1 Escort, mid mount 4age 20 valve 210hp, 5 spd gearbox, Koni shocks, Injec management system, very fast and reliable. Quick sale. $12,000 or with covered tandem trailer $15,000. Ph: 026628 3510. 117 Toyota Levin, ex-group C touring car. Done 3 Bathursts and many touring car championships as works car. Not currently running, includes 2TG, 5 speed g'box, full roll aege, rough body, can be restored. $2000. Ph: Bryan on 02 9844 5232 (BH) or 02 9979 8734 (AH) 117

AC Cobra replica, RMC 4/89. 302, t/loader. Jaguar diff (3.54:1). LSD, Jag brakes, black intyerior. Smiths gauges on blue two pack Glasuit paint. Bilsteins, soft top, original mirrors, badges, fuel cap. $55,000 (07) 3261 2246 AH.116

Nota Fang (Type OV). Classic Australian sports oar. E.verything 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. ne

Torana GTR Club Car Group 2E, log book, 285 bhp Lewis motor, triple Webers, fully sorted, ready to race. $9990. Ph: 08 8276 1933 or 08 8333 0883 (AH) 117

Chevrolet Camaro Z28 1995, and Pontiac Formula Rrebird V8. Both with 350 Chev LT1 and 4 speed auto, twin air bags, ABS, RHD complianced. $59,900 each, Ph: 03 9772

9907. 117

Torana LJ GTR XU1 (verified by Holden), red/black interior, alarm immobiliser, globe wheels, meticulously main tained, recent new carpet, front brakes, reluctant sale. $10,500 ONO. Ph: 02 4751 2618 117

continued over page

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

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2 X Vauxhaii tiers, 1995 Super Tourers, with extensive spares (inci, engine) $80,000 ea plus spares or $200,000 the lot (export prices) Ph Rob Tweedie 018 162 762. 157

Speedway 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 incl. $7800 ono Ph (08) 8284 7736 after 6pm. ns

XF Falcon 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), us 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, us Commodore, Mod production. Fresh, good HP engine, CS oarbie, bias pedals. Won ACT pointscore last season, all good gear, $7500. Trailer, dual axle, mags, electric brakes, tyre rack. $2500 ono. Ph 0411 513 096. 116 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. u6

Commodore Modified Production, fresh good HP engine, CS Carbie, bias pedals, winner ACT pointscore last season. All good gear. $7,500 ono. Trailer dual axle, mags, electric brakes, tyre racl^. $2,500 ono. Ph 0411 513

096. 117

XF Falcon Modified Production, Methanol quick steer. 9" diff, 6" Manley rods, forged pistons, fresh motor and fibreglass with spares. $9000. Ph Mick 02 6953 0193 bh or 014 041 748 ah ,.7

Open Wheelers A#.

Lola T360 F/Atlantic, V S 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. i.e Formula Vee NG Elfin. Proven front runner, Elliott pre pared (zero miles on new motor) too much to list. Top oar. $9000. Ph 03 9598 7558 ah or 03 9521 0888 :15 Kart, PRD rolling chassis with all spares and acces sories. Ready to race, third Vic and second NSW state titles. $2000 Ph 07 3888 4646 bh. 16 Van Diemen, RF94-95 Update. Current WA state title holder. Penske Racing shocks, SS floor. Two sets wheels, immac cond. Roller $28,000. Ph Kerry Wade BH 08 9458 4586, AH 08 9402 1356. 116 Van Diemen RF95, like Garth Tender's. Only raced in Old state series. Excell condition, blueprinted g’box, many spares, assistance given as needed. Rolling chassis $32,000 or with fresh engine $37,500. Henk Woelders 0411 70 6666 or Jon Woelders (0412) 24

0844. 116

Superkart, Anderson-Mirage, full Kelgate options. Rack and pinion steering, 256 Rotax, cassette gear box. Merlin pipes. TMX carbies, many spares. $16,500. Garry Haywood (AH) 03 9795 9271, (BH) 03 9401 3822. 116

■ormula Vee NG Elfin. Brand new El l iott Bond motor (zero miles), hi flow manifold, Bilsteins all round, Aeroquip lines, new panels and paint. All top equip ment, proven record (94 NSW Champion) very quick in novice’s hands. Lots of spares, immac cond. $10,500ono. Ph: (0417) 582 008. ne Kart, Monaco GP rolling chassis. Complete less engine and pipe. Race winning condition in excellent condition. $1000 ONO. Ph: 0418 120 758. 117 Van Diemen RF87, ready-to-raoe, ‘89 bodywork, fresh engine, heaps of spares (suspension, panels, ratios) plus jigs and moulds. Excellent condition

oentre. Ph 02 9636 4447 014 968 954. 15 Dash ten heads fully serviced with rockers, mani fold and covers. Jerics with cooler, gear shift, . Pontiac heads, rockers, covers, manifold - com* plete 9.5.1 motor just rebuilt. One race old Ph 02 ' 9636 4447 or 014 968 954 1S Cosworth 4B Fuel Injection, (Ford Sierra) manifold with carbon fibre trumpetsMir box. $1500. Ph: 02 9482 2470 17 Cosworth Ford Sierra Race Engine Parts, cyl. block, steel crank, rods, pistons, head, cams ---W. etc. Ph: 02 9482 2470. 117 Morris Minor, Series II (1955). Full race car. Too 16 valve Ford Sierra Cosworth, cylinder many extras to mention or comes with Mazda 1300 heads from $1500. Ph: 02 9482 2470 m body. $6000 Ph (02) 9630 7976 or (0416) 250 655. 115 Simmons 3 piece centrelock wheels, 18x8 (Group A) with hubs and centrelock nuts. Suit road or race oari (Easy conversion) Set of 4 at fraction cost. $2800. Ph: 02 9482 2470. 117 BMW Body.kit, E30 Coupe 2-door M3 lookalike. F & Superkart, Peter Worrall's 125oo Austral ian BBS 17x8 Centre Lock Race Wheels, (3 R bumpers, side skirts, 4 gurads. Easily fitted, suit Championship winning kart, '97 Stockman Chassis piece) with hubs and centrelock nuts, suit road or road or race car. Offers. Greg (02) 4285 9155 or with full bodywork, 'B' kit '94 RS125 engine, just rebuilt race car (easy conversion) set of 4 at fraction cost. (0411) 785 915. lie with new crank, mains, etc. $10,500. Ph: 02 9824 Falken tyres, race tyres, 205 x 60 x 14. Almost' $2400. Ph: 02 9482 2470. nr 7350. 117 Detroit Locker suit LJ Torana. VGC. $1000. Ph new. Cost .$800, sell $475. Ph (0412) 537 227. 16 03 59967888 bh Cranbourne. 115 Wheels, Techno, 18 in ex-factory Super Tourer Mazda MX5 Hardtop, red in colour, excellent wheels. Ex-Tarquini/Simonl/Warwick. Great Xmas condition. $1500. Ph: 03 9744 1022. 117 gift for all Alfa fansi Wheel only $275, with tyre Mazda/Laser Rally Gearbox, Mazdaspeed 4325, with lyre signed by Derek Warwick $375 (lim close ratio, recently rebuilt, complete with right ited number). Phone (0418) 794 240. ne angle drive and mounts. $1500 ono. Ph Bryan on 0'2 Datsun 1600 parts, doors, diff, taill ights, head 9844 5232 bh or 02 9979 8734 ah 117 lights, harness, seats, g'box. A Arms, struts, bon For Sale, AP Fourspot Callipers, one pair in excel net, front guards, lots more from $51 Ballarat (03) 5334 6364. 116 lent condition, come with brand new pads to suit. $800. Ph: 03 9478 0121 ah 117 Sheet driving seat. Reupholstered by Scheel. Tyres, (4) Falken 225x50xHR16 80%. $560. Ph: 03 Tan in colour, cost $1200 new. In new condition, 9772 9907. 117 $550. Also a pair of black Stratos seats in excellent cond. $500. Ph (02) 9949 7875 John. 15 Engines 1993 Swift rolling chassis, new stainless floor, 7 Ford V6 inlet manifold, suit triple carb set-up. sets of springs, 2 sets of wheels, spare nosebox, many (03) 9827 4424, (018) 133 123. 16 Leyland V8, 4.5L alloy, complete. Bored o/s, 10.5 other spares. Ex Mark Noske cart, 2nd in SA Kart parts, engines. Fox 92L Parilla Revenge, pistons, cam, bearinhjg, reco heads. Double row Championship, winner at Bathurst in 1996 and AGP complete with pipes, $850 each. Redlock timing timing chain and sprockets, gaskets, bearings etc. supports. $17,900 neg. Ph: Ben 0414 789 790 or 03 computer, features 40 lap memory, exhaust temp, $1000. (03) 9801 8505. 116 9631 3156. u7 $575. One set of bridgestone wets on rims, $220. Chev 358, Methanol, 010 block, BRC crank, TRW Formula Ford, Vector MG95, fully developed, 3 Engine mounts, pipes, stands, helmets. Contact pistons. Crane rev kit, turbo heads, roller rockers. way adjustable shocks, low mileage, priced to sell. James (AH) (03) 5248 5083. 15 Vertex magneto, Meth. Holley, Alum, flywheel. Ful l 17 $25,000. Ph: Wayne Stoddart 02 4942 6177 M-21 V8 conversion. All new, never used. Box, rebuild by Ian McKee, $7000. (048) 681 668. 115 Formula Ford Van Diemen RF94-95, brand new beilhousing, L-34 shifter, L-34 knob. H/D clutchChev 454 LS7, Std bore and crank sizes. Perf Speedtech engine, 20 ratios, 2 sets wheels tyres, , plate, pressure plate, thrust bearing, tailshaU, cond, hear running. Bracket racing engine, makes stands quioklifts, spares, excellent condition $35,000. crossmember. All receipts. Cost $1265. Sell $1150 540hp, runs 8.6@154. $14,500. Peter 02 9747 2200. Will consider rolling chassis. Ph: 02 9642 1077 bh or ono. Ph 08 8365 5607 115 1 16 046 267 102 ah ur Data One transmitter, used once, with mount. Holden 202, fully rebuilt, blanced and blueprinted. $350 ono Ph Steve 02 9524 1528 or 018 069 812 . 115 Worked head, roller rockers. Hi energy sump. ACL Webers, 4 X 48IDA Cobar manifold, complete with pistons, straight cut gears. Crow cam, POA 03 5996 2263 or 0419 388 192. ue braided fuel lines and fittings. New, never used. Suit Ford Windsor $3500 neg. 9579 6382 or Holden 202, methanol engine, just freshened. Forged 015468 166. U5 pistons, roller rockers etc. Plus new 3.3 engine, forged Aircraft parts, everything from chrome moly tube pistons, roller cam and lifters. $5,000 for both, will sepa to rivets and rod ends and aircraft construction rate. Ph: 03 5962 4540, 0418 557 994. 1 14 tools. Ph LIyod (02) 4773 8241. ne Holden 202, Race motor. YT head, E/Ignition, Rodney Forbes’ RF92 Van Diemen complete, Brodix #8 heads complete, LA Krypinite rods, 5/8 .steel T/gears, blue crank, ACL, Starflre. All bal1997 Bathurst winner, 1997 NSW State Championship stock crank, 010 race block plus assorted pistons / anced. XV-1. Bathurs cam,and lifters. Run 13.81 in winner, 2 engines, trailer, 15 gear ratios, 2 sets of 115 wt. Cost $5400. Sell $1800 ono. Ph 08 8396 5607 15 and cams. Ph 03 9315 4055 ^ spare rims, plus spares and lots of data logging setup NASCAR bl ock crank rods pistons roller cam dry Engines: 186 Holden motor, one complete with info. Meticulously maintained and race ready. POA. Ph sump pump Tilton triple plate clutch assembly fresh Deck Racing head, one unbuilt, all parts in 02 9948 6318 ah or 0412 275 767. >1 7 Pontiace Grand Prix Suit display car. Incompletegood order. Make an offer. Ph: 02 9820 3089. n.i Greg Ritter’s RF94 Van Diemen, new '95 body T10 steel hosing gearbox. Ph 02 9636 4447 or 041 Hemi 245 race motor and gearbox. All complete. Ex work, new stainless floor, 2 meetings since full rebuild, 968 954 5 speedway, recently freshened, not run In. since. Street spares Include: set of wheels, 3 sets of good tyres, Chev heads, Bowtie 18 degree heads with titani stock class, very quick. Cost $2800 all up. Sell $1800 bodywork, shockers, springs, sway bars, suspension ono. Ph 08 8396 5607 115 um valves. Ready to bolt on, $3850. Phone BH 0351 parts, radiator and lots more. Complete package with 33 9993 AH 0351 33 9532 or 0412 399 020. 115 Commodore VS, HSV, 185kW 5.0litre V8, low mileage, engine $35,000. Less engine and spares $28,000'( .NASCAR Pontiac Grand Prix complete car. No excellent condition, can hear running, still in car, selling 117 ONO. Ph: Graham or Greg on 03 9870 6233. expense spared. NASCAR chassis with Lumina to finance new engine. $3950ono. Ph: 03 9729 4618. 114 body incomplete. Cambered 9" diff complete less Formula Ford engine, not run since full rebuild. New $16,000. Phone Brett Francis. Ph: 07 3807 0527 (BH) or 07 3208 8095 (AH), nr Van Diemen RF93, completely rebuilt, three meet ings ago. Brand new rose joints, bearings, seals wiring loom, nuts and bolts, and bodywork through out. Suspension has been recoated. Car is immaou late. SA28.000. Ph (NZ) 0 3348 8818. 17

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The supporters & competitors of the Strathfield National Cars catergoiy 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.

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, complete 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 Commodore VN National Car with VR front 80% race ready with full 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. Rnished 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 Flolley carb. Ediebrock manifold motor produces 4/5 3FIP. Just fresh ened and has not run since. Dyno sheet available. Sachs 9" clutch, minimum weight flywheel, blueprinted super T-10 gearbox, Hafrop 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 Flarrop 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, Flarrop 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.

4Dmt)efW9I rings, bearings, timing chain, tensioner etc. Complete, ready to install. Good hp. $3,950. Ph Greg 07 5446 7611. m 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 so/cr gearbox, rebuilt $975. Ph: 08 8204 8869, 08 8278 5988. 113

FJ20 motor, race prepared crank, sump, head, needs pistons and manifolds. Bargain $750. Ph: Stuart 07 3285 4871. 113

Off road engine, P76 V8, ready to race, $5500 ono. (02) 6881 8879. 16 Mazda 13B pp, Rotomotion housings, 48mm IDA Weber. Tooth belt drive, baffled sump, modified dissy, fully rebui lt. New twin plate clutch, close ration Hollinger box. $5500 neg. (02) 9579 6382 or (015) 468 166. IIG Race engine parts. Bow tie heads, complete with jessel. Ph 03 9315 4055 15 202 Holden, fully rebuilt, balanced, blueprinted. Fully worked head, roller rockers. Hi Energy sump, McGee injection, will sell with or without. PDA. Ph: 03 5996 2263 or 0419 388 192. n-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, 3)5, 3.7, 3.9; 4.1, 4.3. Phone (03)5988 6266. hg L34 engine, currently in sports sedan, 48mm IDF accel dizzy, flywheel clutch, Yella Terra rockers, Edelbrock Torker, ex Janson L34, must go to fit Chev, $8,500. Ph Michael 02 9905 6114 m

Bathurst photos, pictures or poster size. Must be of Holdens. Please ring (02) 9603 6506. 116 Bathurst programs, 1969 and previous. Must be in good cond, also any other promo material on Bathurst. Ph after 7pm Gerry 03 9792 4339. ue L-34 engine must be genuine and known histo ry. Needed for restoration of high output option L34 ex-touring car. Please call if have or know of one. Ph 08 8396 5607 115 Autograph, Gregg Hansford's autograph required. Also signed Bathurst photo from 1993. Phone bis. 03 9827 9882 or fax 03 9827 9514. us Intake manifold, to fit twin sidedraught DHLA Dellortos to Ford 1600cc crossflow. Ph Steve (AH) 02 6766 5977. ns Australian Motor Racing tfearbook. Number 20. Must be in good condition. Phone Scott on (03) 5025 7293. ns Drivers 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. ns Kart, cheap. Must be suitable for beginner. Ph Dan Birch 07 5474 8961 or 07 5474 98127. ns

Race car transporter, 1967 Bedford bus, 300ci motor, 5 speed synchro box, high speed diff, no rego, near roadworthy, sleeps 4, interior all new. VGC. $6,200ono. Ph: Peter 03 5275 4904. I14

IMAOJNE IT

FIDO, 82 model, ex-ambulance. Auto, dual fuel, tow hitch. Long reg and RWC, $9800. (03) 5996 2263 or(0419) 388 192. tie I,

Trailer, Carries six Formula Fords or four F.Holdens. Single axle, fresh paint, belly lockers, crane to lift 1000kg. Reg $18,000 ono. Ph Brett (08)9242 2208. 16

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Trailer, Double drop 42ft Aluminium sided and lined Excellent cond, $35,000. Rob (045) 731 338; 1 15 Ford D Series Pantecb, 8 speed, 351 motor, tyre racks, tool boxes,,annexe. winch, 24 foot body, suit large sports sedan. Some spares. $22,000 ONO. 12 months rego. Ph: 047 821145. 117

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Spoilef VR Supercar front spoiler. Ph 02 9545 0887 „5 Autocourse annuals for sale. 1979-80 to 199796. Will not separate. $1500 the lot. Ph 02 9534 5276. 5 PhotogFapKis, Historic. 70s and 80s. Brock, Johnson, Richards, Senna, Prost, tourers, F5000s, V8s, 3-L and 500s etc, B/W and colour. Majority unpublished. Fax 02 9960 6552 for details, ue Great Race books, Vols 1, 3 to 8, 11 to 16 and Australia's Greatest Motor Race (1960-1980). All VGC, sell complete $500. Holden: official rac ing history, 30 Fabulous Years and more. Ph David 076 263 616 or e-mail crook@tpgi.com.au

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5(1 19December 199/ Two Bathursts and TV nA

PJ(0_

News

Dear Sir, The “Two

Editorial Ertitor

Technical Eciitor

: ; i

lonv Glynn

Hassall

Assistant Editor Branagan Grantiics C.^-ordicatnc Vr, Brumby

! I ! I

Advertising Adv«rttsing Manager Gc .iiii McDoman :

Administration

Bathursts

Scorecard” proved very interesting reading and probably indicates fairly accurately the fact that the “Sport” has now become the “Show”. Next year, giid positions will be allocated by central casting! Have any ratings been released for what was the most interesting part of the opus, the three hours on Satm-day afternoon? While the producers certainly concentrated on the lead cars, it was gi-eat to see a real variety of‘as you can buy them’ cai'S competing. I also reckon it costs Ross Palmer less to run John Bowe in a two car Ferrari team than it does Dick to

Managin'? fCi!!re?ctor Oifis Lambden

do the same in a pair of imitation Falcon Sports Sedans!

Contacts

Tony Martin Mountain Creek, QLD

;8r Orrong C/escent i Cauli'&'J Nouh VIC 3161 ;rO i3ox 1010 North Caoiteld 3161) Pf!o - 03 9%27 7744 l ax 03 9527 7764 i Email msnews@corplink.ccMn.au

iCc.mpoiee.'e: «oo237,ii6S

Contributors

iw A^'N .Vo 000

9/S

PuWisher; Primed by: !●: j: 37-40 tyov.Tr?

Ui:\icn 3! 68

OistrHHUed by:

<.*.7;

L-J H. a,!'_:I0'?SI'0'JT '■iVA'S 'S : .n y ' OL- 'CT7 'j;;

■cVr.;

iQof rr,.- v,

T,'

Formula One driver. Max happy to take money from the devil in the form of South African Rothmans to sponsor the car. But, when BMW offered more money for F2 racing, Scheckter’s development engineer Robin Herd was removed from the FI team and transferred to F2, leaving Ian with an undrivable, unquahfiable car, supposedly personally developed by Max. Max is a product of Oswald Mosley’s second marriage to Dianne who, after following Hitler around Europe, was interned and

.r,

o- :cr’

lb?

Subscriptions C-.r- -'^dS )Air r'.te'k '.‘dHysid ■na.y.cii.-, :dS. HK

■ G oa-nd.. Eo'.'yy

Ftw or ro Eeriidrd '.'5A

japd'

Dear Sir, In regard to the recent argument that has raged about which of the two races is the “traditional” race:

I j

REALITY DOSE... Craig Lowndes, set fora comeback year with HRT. Max has never apologised for Oswald, whose main attraction to his blackshirts, according’to those that were there, was a chance for a bloody brawl on Saturday night, klosley’s success in fooling the British Labor cabinet into supporting tobacco sponsorship simply shows that Max, as a well-trained city lawyer, has superbly mastered tiny Eccles brief and won the case with no thought to the morality involved, To my mind, the only people to come out of the affair with any credit are Jackie Stewart and Richard Branson. Stewart appreciates cigarette sponsorship tarnishes everything it touches and none of the arguments stand up to scrutiny.

Motor racing in the late 1970s had a diversified range of sponsors - Motul, Texaco, Valvoline, Shell, Wolf, Elf, First National City, Durex, etc. Rober,t Miles Timaru, New Zealand

Why is Craig back? Dear Sir, So Craig Lowndes will be back at HRT in 1998? Wasn’t he supposed to be in Formula One next year kicking Michael Schumacher’s butt? That is what' some elements of the media where stating this time last year. It is interesting to note that none of the local publications have

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ADVERTISING WORKS. IT’S THAT SIMPLE! Cali Gerald McOornan on

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you up a nice drive. Craig hadn’t proven himselfin the cut and thrust of open wheeler rac ing in Eui’ope. That is why he has failed and why Mark is succeeding. It will be interesting to observe how Craig stacks up against Mark Skaife next year, as I noticed at Sandown and Bathurst this year that the season in Europe had taken away a little hit of his edge. If Mark gets on top of Craig, I predict a little hit of agro will enter his psyche. We shall see. Greg Murphy? I hope he finds a good drive next year so that he can stick it to HRT.

No Supers please

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future FI champion. The approach Mark Webber has taken is more likely to see him suc ceed than have ol’ Uncle Tom set

Robert Miljko Endeavour Hills, VIC

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I rememher telling people last year that just because he beat a bunch of 40 and 50 year-olds in Australia doesn’t mean he is a

Group A (I refuse to use that poxy term “supercars), or the multi-man ufacturer Super-toui-ers? I would argue that both sides have it completely wrong. It is in fact, the GTP class that is the tradi tional class at Bathurst. And, to my dismay, it only received three hours on Saturday. Both the Group A and 2-Litre Tourers have their roots firmly entrenched in the production class. The technical regulations, until recently, were based on a road car and detailed the alterations allowed. I feel that this is the way it should be. It really gives the fans an opportunity to see cars being raced similar to what they drive. Don’t tell me that happens now. The Group A has no relation to what we drive on the roads, not even the body kit, let alone the engine. Australian racing is really in a sad state and, in my view, the only way out is return to the GT days. Andrew Baxter Gold Coast, QLD baxters@onthenet.com.au

Don^t forget we have a new E-mail address - msnews@corplink.com. au

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then went to live in a castle in Motor racing in Europe would France, writing her memoirs. “look no different if it had only half Oswald’s first marriage produced the sponsorship. the novelist Nicholas Mosley, who Frank Williams, Bernie won the Whitbread Prize for Ecclestone, Michael Schumachdr and Damon Hill would be $20 mil‘Hopeful Monsters’ and attempted to come to terms with his father’s lion worse off, but the spectacle would be the same. wi-ongdoing in a biography,

Joe Saward’s Box Seat revering Max Mosley leaves a bad taste in the mouth.

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for next season. However, his perfoi-mances do not wairant this.

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Dear Sir,

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Mosley’s career has been all front and doubtful financing. Few of his drivers in the days he ran the March team remembered

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fact that his team mate convincing ly outperformed him all season. If the I'oles were reversed, I am certain the funds would be found

Mosley no saint

Generai Mike KeUie. Jon Thomson. i : Bnan Seed. Datiyi Flack 'FI: Jce Saward. -VJam Cooper him fondly. Europe. Ooeolio Spr.irnng. Ian B.amsey. Max secured drivers on over-theCw.n Dolphi.n moon promises which he never iUS. S'riith, l^il Vki-.vIs delivered on. Most of his drivers NZ John Hawkins ; were never paid. Speedway Dennis Nevviyn. David ! Chris Amon, stuck with the v.'oOe Ajnger. Geoff primitive and undeveloped March oRoo.nas. Neale. David (aimont. 701 in the crucial year of his FI Chrh MoiChIf. S‘jo Hobson, career, has never forgiven Max. :.M'chaei.Attweii. Tony A/lil/ard (UK; Ronnie Peterson finished second n Rally Peiei Whiner. Drag Racing Gerald McDoman, ; in the world championship in a : Giug V.'ard. Jon AsPer ;uy\). March in 1971 with Costin aerody'Dave Ostaszewski (USAJ. ‘ namics that set the pattern for the N.>ck Nif.hc.Hs. Steven '.>i'hite. cars of today’s FI, but the only iKen f efcusc,n. St.oUJug money Peterson extracted from Super Speedway Viartin Clark (USA). ! Mosley for his truimph was n B’-pt. Swd.nson ; $10,000, then equivalent to the Karts ! in Salvestrin, Allan Rotirk. German unemployed benefit. 'Dfaeme Burns. Edward Krause Frank Williams could tell many Photographen. D\T, Dirk KlynsmitP, tales of the ill-constructed chassis zoom Photogr.iphics. Ned Hammond. ;i i that Max delivered to private own .''.'iqH .i Oiaui Snowden. ers, minus crucial parts. Sr,3d Sieeie, Tony Glynn, Ian Scheckter was Max’s last dnunder-Pics, Marsnai! Cass.

«OTIMtSTORT NEWS .,

reported the real reason why Craig will be back here next year. Sure, the funds ran out. However, this is due to his lacklus tre performances in F3000 and the

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