Motorsport News Issue 141 - 4-17 December 1998 by V8 Sleuth

Eddie Irvine speaks his mind!

Issue 141

0y 4- 17 December 1998

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4 December 1998

V8 Supercar driver silly season gets underway By CHRIS LAMBDEN

THE V8 Supercar cir cus could be on the verge of an unprece dented off-season dri ver merry-go-round. Two pivotal deci sions, due as early as next week, could start a domino effect among some leading teams. While the resurgent Gibson Motorsport/ Wynns team awaits a

decision from Greg Murphy on an offer which is currently on the table, a second potential shift comes at the Shell team, where John Bowe is the sub ject of an intriguing offer from an all-new Perth-based Ford V8 team.

the team he has worked solidly with for over 10 years is considered unlikely, it would pro vide a vacancy in one of Australia’s big name teams.

Bowe has heen approached to spear head the debutant team.

It is considered too early yet for Steve Johnson to ascend to full-time team driver, alongside his father, so there could be a stam pede in the event of Bowe leaving...

While a move from

The Wynns team has

spoken to virtually all leading drivers not cur rently contracted full time (and even some who are) and, should Murphy not take up his option, there is a list of candidates considered possibles for one of the two seats available for the 1999 season.

to run a second Ford Credit Falcon) and even Russell Ingall (still with a year to go under his contract with Larry Perkins) have done the rounds.

such as Names Cameron McConville, Neil Crompton (although he is close to an agree ment with Glenn Seton

It’s an intriguing mix and things could hap pen quite quickly over the next couple of weeks...

The same list could well be applied against any vacancy at Dick Johnson Racing.

Bowe considers new team Shell team waitingfor three-year deal to be signed

JOHN Bowe is being sought to lead an all-new Ford V8

Over that time, Bowe has won two Bathursts, a Shell ATCC

Supercar team, financed from Perth. While a new three-year deal with Dick Johnson’s Shell team IS on offer, the approach to Bowe from the WA team seems gen¬ uine. Shell team manager Wayne Cattach confirmed on Tuesday that he was aware of the WA offer to Bowe.

series and twice been awarded Australian MotorSportsman of the Year. As recently as two weeks ago.

sport/Wynns V8 Supercar team next year. The young Kiwi has a firm offer on the table which he must accept or reject by next Monday. As Motorsport News closed for press, Murf was completing his Indy Lights test at Firebird Raceway in the US with the cham-

n Late mail: as we closed for press Marty Craggill signed a deal for 1999. The double Australian Superbike Champion - and Motorsport News columnist, of course - will race for Suzuki in the British Superbike series, along with selected WSC events. Craggill’s teammate will be Briton James Haydon. n Even Later Mail; TOGA Australia may be in the process ofimplementing a control tyre for 1999. Sources suggest that TOCA boss Kelvin O’Reilly is considering the proposal and that he will seek tenders early in the new year. “Could be; depends if circumstances are right...” commented O’Reilly on Tuesday.

n Speaking of hot second seats, don’t hold your breath waiting for Rickard Rydell to get a teammate. Despite signing a three-year contract with the Swede recently, TWR is not expected to announce a second driver until January.

Gibson waits for Murf ■/*

CAMS has a new President. Mr John Osborn was elected to the position last Friday after serving as Chairman on the Australian Motor Sport Commission.Osborn will take the reins from outgoing President Peter Bready on January 1.

n Still no confirmation on why Greg Murphy lost out on the Williams-Renault touring car test in Spain - but team manag er Didier Debae recently said that “we decided with Frank and Patrick that only two(drivers) would test”. The two were ‘Jules’ Bouillon and Bobby Verdon-Roe. More testing was expected this week.

pristine EL Falcon with which to start racing until an AU Falcon could be built.

GREG Murphy is the favourite to lead the Gibson Motor-

Osborn is new CAMS President

n From the Rumour Pile: Volvo’s Super Touring program to head to Melbourne where it would be run by either Gibson Motorsport or a re-located Neal Lowe."IVo cars is the first option, though sponsorship would be needed to boost the budget.

JB told Motorsport News: “If I had $i00 for every deal that had been put to me over the years I’d be a wealthy man ...” However, the rumours surrounding the potential WA team “My instincts tell me that have persisted. The team is the brainchild of John will be with us next year,” he said. Perth businessmen Kevin “It’s a big punt to start a team ottway and Steve Renshaw, up from scratch. As we’ve seen who recently took delivery of a with the Stone Brothers and new race-ready EL Falcon, built others, it’s a three-year under by former Shell/DJR chief engi taking to build a team up to a neer Les Laidlaw. truly competitive state.” Indeed, Laidlaw (who most However, Cattach did add recently managed John that he had taken the precau Faulkner’s Bathurst program)is tion of “checking out the driver also rumoured as a target for market...” the new team. Bowe himself was away on Sponsorship support for the holiday this week and couldn’t n be contacted, but is on the project is said to be coming from record as saying that any offer Caterpillar, that would tempt him away Creation of an all-new team, from DJR would have to be a with just 12 weeks to the start very strong one. the 1999 season, would be a With 11 years under his belt major undertaking, although at Dick Johnson Racing, Bowe the team would have an almost remains the longest-serving team driver in V8 racing (who isn’t himself a team owner).

pionship-winning Tasman Motorsport team, the outcome of which will clearly decide his availability to the Wyims team. Fred Gibson con firmed this week that Murf had been asked to give the team an answer by next Monday. “We have to know where we’re going, but we agreed to hold on until after his test this week,” Gibson said on Monday.

If Murphy accepts the drive, a second dri ver should be named relatively quickly. Wynns Motorsport’s Garry Dumbrell has spoken to just about every V8 driver during recent months eind the list of possibles is quite extensive. Regardless, Fred Gibson sees 1999 as another major step in the rebirth of his team. “Without tyres being a factor and with an experienced driver on

board. I’d expect us to take a big step forward next year. “1998 was always an interim year, with two young drivers and quite a new crew; quite a few involved in rac ing for the first time. “To rebuild a car overnight that ran 1000km without a fault at Bathurst was a ter rific achievement by our team, so I reckon we’re on track.”

Continued next page

n Ford has signed up young up-and-comers to partner Colin McRae in its rally progi-am. Fetter Solberg of Norway will join Swede Thomas Radstrom and Frenchman Simon JeanJoseph,the latter two sharing a second Ford Focus alongside Colin McRae. Solberg will run at least four WRC events in an older Escort. n Mauricio Gugelmin has test ed the first new Reynard 991 Champ car at Sebring. The PacWest car ran with one ofthis year’s Mercedes-Benz IC108E engines, rather than an updated 1999-spec IC108F which is not yet ready for track-testing. Early reports are that the car shows “a lot of potential”, according to team engineer Jon Anderson. n Steve Cramp is putting together a Reynard 94D for Dale Brede’s assault on the 1999 Gold Star series. The ex-Mythos Racing(Italy) F3000 car is pro gressing well in Cramp’s Adelaide workshop and the Repsol-liveried car is expected to start testing in Mid-January.

4 December 1998

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n Christian Fittipaldi has undergone surgery to remove the 14-inch steel rod and two remaining screws from his right leg, a legacy of last year’s Surfers crash. Fittipaldi flew home to Sao Paulo where he will undergo a three to four-week recov ery. He is expected to test his new Swift Champ car before the end of the month.

Moffat to run Super I Murphy Tourer for German?

n Further on the FAI 1000 podium TV coverage: Channel 10 actually cut into their news time to show the champagne spray by winners Jason Bright and Steven Richards. Well done 10; such things are almost unheard ofin television circles...

KLAUS Niedzwiedz may be racing in the Super Touring races in Australia next season. The German, who visited Macau’s Guia touring car race last weekend, suggested that he would run a full pro gram in conjunction with local legend Allan Moffat. But Moffat was non-com mittal when Motorsport

n John Faulkner leads the entries for the Golden Mile hillclimb at One Tree Hill, Ai-arat, this week end. The V8 Supercar pilot will be taking in his first hillclimb in more than a decade. Admission to the public is free. n Peter Brock will be used along with national rugby union captain John Bales to speak to small groups of young athletes in the lead-up to the Sydney 2000 Olympics. The inten tion ofthe Olympic Attitude Seminars is to provide advice on how to keep a positive mental frame of mind,something P.Brock knows a thing or two about. n Gonzalo Rodrigues set the pace in Formula 3000 testing at last week’s Monza test, which was attended by nine teams. Haying finished third in the 1998 series, the promising Uruguayan is staying on with Team Astropiega for next year. n Sydney-based Fabio Zarfati has won the 1998 Australian Off-Road Championship in a Mitsubishi-Pajero. It is the first time that a model seen on public roads has beaten purpose-built off road buggies to the out right points victory. n Organisers of next years’ Targa Tasmania are offering an incentive for all-female crews to enter after the 1998 event featimed no such entries. All-female team entries will receive a $1000 dis count on the full entry fee providing that they have a direct male relative com peting in a separate team in the event. n Yet another young Australian driver frying to get a foothold overseas is 21-year-old Christopher Wilcox. Wilcox is compet ing in Formula Dodge, a series run by the Skip Barber organisation which uses cars virtually identical in design to a Formula Ford. A 2-litre four-cylinder engine as found in the Dodge/Chrysler Neon pro vides power. Wilcox recently took a fourth and a third in round one at Sebring.

By PHIL BRANAGAN

News asked him about Niedzwiedz’s remarks. “You can make anything about that,” he said. Niedzwiedz and Moffat have teamed up before on a number of occasions.

Five of the six attempts that Klaus has made on the Bathurst 1000 have been either run by or in a car owned by Moffat and the two are firm friends. Niedzwiedz,

47,

has

become a popular television personality in Germany and was in Macau for German television. As to what he may drive, Niedzwiedz has been associ ated with Ford in the past through Reudi Eggenberger, who ran a Ford Mondeo in Australia last year for Gianfranco Brancatelli and Mike Briggs, Moffat also has past links with Eggenberger.

But, with the current uncompetitive form of the Ford, it’s unlikely that a Mondeo would be suitable. Niedzwiedz’s most recent German STW outings have been for Honda and, in 1997, in a privateer Audi. Honda Australia is not likely to support an Australian program, while Audi is committed to the two-car Brad Jones Racing effort.

Webber honoured

MARK Webber has won a presti gious motor racing award named in honour of the late Bruce McLaren, founder of the mighty Formula 1 team which won this year's world championship. The Bruce McLaren Award is pre sented annually by the British Racing Drivers Club to the Commonwealth dri ver who has achieved the most merito rious performances in international competition. Webber was runner-up in this year's FLA GT Championship, driving for the Mercedes-Benz factory sportscar team. It is believed that, at 22, Webber is the youngest winner of the Bruce McLaren Award.

Recent winners of the award include Jacques Villeneuve, Geoff Brabham and Paul Tracy. Alan Jones won it a record six times in succession. It was presented in London on Saturday night by McLaren's widow, Pat, at a glittering ceremony attended by Formula 1 team owners Frank Williams, Eddie Jordan and Jackie Stewart. New World Champion Mika Hakkinen and his McLaren teammate David Coulthard also attended the dinner, at which Hakkinen won three awards. Webber said after receiving the award: "It's great to join the other Australian winners of this award at

such a young age and to be recognised and acknowledged for my achieve ments by the BRDC, and in a country which is the undisputed home of international motor racing." Webber will start his preparations for next season soon, with MercedesBenz having scheduled a five-day test at the Vallelunga circuit near Rome in Italy. He and German co-driver Bernd Schneider won five of the 10 races in this year's GT Championship but were beaten to the title by teammates Ricardo Zonta and Klaus Ludwig. Zonta moves to Formula 1 to part ner Jacques Villeneuve at BAR in 1999.

Junior Tourer set Audi to give GT boost to launch PETER Brock will unveil the prototype “Junior Tourer” built by Victorian Bruce Williams next Thiursday. The first car built to the concept proposed by Wilhams is scheduled for a shakedown run at Calder on Wednesday in Brock’s hands, before its imveihng the next evening at the Tullamarine Airport Centra hotel (see advertise ment page 8). 'Williams has been sur prised by the generally posi tive response to his plans for the V8 “feeder” category and hopes to confirm sufficient competitor support to seal a series of races next year in TOGA’S Super Tourer support program. A number of component suppMers for the strictly con trolled category have con firmed discount pricing for competitors, while others are still being negotiated. “We’re still tying some of the things up,” Williams said on Tuesday, “but I think it’s important to get the basic car out there so that prospective competitors can look at what we’re trying to do.” As of Tuesday, the proto type was fundamentally com plete, with engine, suspension and other main mechanicals installed.

AUDI Sport has scheduled a media laimch in Berlin next week - and may use the occasion to announce a new GT program. The German manufacturer, which has already confirmed that it will be running two R8 open sportscars at Le Mans in June, is believed to be developing a new GT car at Audi Sport in Germany. The cars would enable Audi to have an ‘each way bet’ on the race with a tur bocharged sportscar and the V8-engined, nor mally-aspirated GT. There has been talk among the manufac turers that turboed cars would be placed at a disadvantage by rules changes being made by

ACO,the Le Mans organising club. Running fours cars at the French classic would require 12 drivers but, at this stage, long-time Audi man Brad Jones has not been added to the list. “If the opportunity arose I would love to drive at Le Mans with Audi,” Jones said this week. “But we haven’t even had the discussion about it.” The R8 jH-ogram already boasts an impres sive driving roster, including Frank Biela, Emanuele Pirro and Michele Alboreto, and Jones’ impressive long-distance record makes him a likely candidate for a ride in one of the GTs. -PHIL BRANAGAN

Continued from Page 3 With both the team’s VS Commodores gone (one wrecked, the other sold to a UK Thundersaloon com Gibson petitor) Motorsport is now flat out building a pair of VT Commodores for 1999. MEANWHILE , Murphy is undergoing another of his hectic fortnights. After starring in last weekend’s racing at the southern tip of New Zealand (Teretonga is the world’s southern most circuit) he was immediately airborne for the States for the Tuesday/Wednesday Indy Lights test, then back on a plane to Christchurch for this weekend’s NZ Grand Prix meeting. As he is unlikely to make the opening prac tice day (Thursday), Todd Kelly has been drafted into the Murphy Motorsport squad to undertake the first day’s running at Ruapuna Park. Late developments regarding the neces sary backing to under take an Indy Lights race program saw Murphy head to the US with some opti mism. Watch this space. However, the good news for Australian motorsport fans is that, should the US project not come together, Murf will be back in full Shell series action, and with a team back on the way up...

Gardner opens motorsport gallery

FRANK Gardner this week opened a new Motorsport Gallery with more than 50 classic road and racing cars. Gardner was joined by Sir Jack Brabham (right) at the launch, as well as more recent stars Jason Bright and Paul Morris. The gallery is situated at the Mercedes-Benz & Coca Cola Performance Driving Centre on the Gold Coast and is open to the public. Among the cars now on display are the ex-Johnson and Longhurst Ford Sierras, a Ford GT40, the ex-Richards JPS BMW 635, an ex-Sainz Toyota Celica and many more, some dating back to the 1920s.

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4 December 1998

Arrovys - Jaguar - Stewart - Ford

F1 future is up for grabs By JOE SAWARD

THERE have been serious

moves in the past week by a German consortium of businessmen, led by Peter Zakowski - the boss of Zakspeed - to buy the Arrows Formula 1 team. The deal is rumoured in Germany to be worth only US$18 mOlion(Aus$28m), but we believe a more accurate figure is US$44m. We hear that Zakowski and his partners have US$14m available and that the rest is being guaranteed by the gov ernment of North-Rhine Westphalia - one of the 16 states which make up the Federal Repubhc of Germany. North-Rhine Westphalia is the most influential state in Germany with nearly one quarter of the German popu lation. The regional government changed earlier this year and the l new head, Wolfgang Clement, is hoping to create jobs through new industries and replace some of the jobs lost because of cutbacks in the steel and mining industries. The confusion over money may have been caused by the fact that Arrows boss Tom Walkinshaw is only selling the team’s “franchise” - the team’s membership of the Concorde Agreement. Walkinshaw and partner Peter Darnbrough may not own the 51 percent of the team they control, but may simply have leased the shares from original Arrows owner Jackie Oliver for a three-year period. Owning the team and con trolling the franchise are not necessarily the same thing. If Zakowski and his backers buy the franchise from Walkinshaw they would also have to work out a deal with Oliver, either to buy the entire team - which could cost US$30m - or negotiate a new lease arrangement. An engine lease deal would also be necessary because, although Brian Hart Ltd is controlled by Walkinshaw, Brian Hart retains a significant shareholding. The move makes sense for Zakspeed. In recent years it has been involved in the German Touring Car Championship with big budget operations, but the collapse of the series in recent months means that the team needs to find a new activity and FI is a good opportunity. Zakspeed enjoys a good relationship with BMW -

Porsche withdrawal shakes GT PORSCHE has with drawn its works teams

from sportscar racing in both the Le Mans 24 Hour and the FIA GT series next year. The German marque, which has been the most successful in the history of Le Mans (16 overall wins), says it will return to Le Mans in the year 2000 and also intends to enter the American Le Mans Series in the same year. Porsche’s latest victory

in the classic came this year, spearheaded by Scotsman Allan McNish. The main reason behind the sudden announce ment would seem to be dissatisfaction with the new regulations for Le Mans, which Porsche’s engineers believe give open sports cars a greater potential for an overall win than a GT car. Mercedes-Benz IS believed to meeting soon to discuss its GT plans, but a Le Mans attack is a certainty.

What now for Tom Walkinshaw? IF Tom Walkinshaw does sell the Arrows FI franchise it will enable him to clear away the team's debts- said to have amounted to US$18m (Aus$28m)this year. As the facilities and staff are already in place, Tom could quite easily turn around and, with new backing, buy another FI jranchise. The obvious targets for the purchase of a franchise are Minardi and Stewart. There have been a number of rumours in recent days suggesting that a new Walkinshaw operation could be the muchvaunted Jaguar F1 team. Stewart is the obvious candidate for a take-over, given that it is dependent on Ford - Jaguar’s parent company. Without support and technical help from Ford, Stewart would be struggling. Most of the team’s sponsorship deals are built around the Ford relationship - notably with HSBC, MCI, Lear and Texaco. We expect to see Ford pressure being ■brought to bear on Stewart to accept a new arrangement and it makes sense - unlikely though it may seem -.for Jackie to accept the role of chairman in some form of Ecurie Ecosse (Team Scotland) arrangementwhich could result in cus tomer engines in the future and the factory is located con veniently close to Cologne, where Team Toyota Europe is gearing up for a possible FI program. TTE might decide to cut corners and buy Zakspeed out. Peter Zakowski is the son of Zakspeed team founder Erich Zakowski, who ran an FI team without much success between 1985 and 1989. Zakspeed started 54 Grands Prix with drivers such as Jonathan Palmer, Martin Brundle, Christian Danner, Bernd Schneider and Aguri Suzuki but scored only two World Championship points. A delegation of Germans visited the Arrows factory on Monday last week.

with Tom Walkinshaw as chief executive. Ecurie Ecosse was famous in the 1950s for running Jaguars at Le Mans and so this could be a convenient way for the team to transform itself into a Jaguar operation in a couple of years, allowing Stewart to fade gracefully from the scene. Walkinshaw and Jac Nasser, Ford’s new Australian-born chief executive, go back a long way and, although Tom has been out of favour at Ford for some years, we understand that his TWR engineering companies have recently started doing ^ N. more engineering work for Ford. It makes perfect sense for Jaguar and Walkinshaw to work together to cash in on their highly-successful history in sportscar racing with the Silk Cut Jaguar brand in the late-1980s and eariy-1990s. n . Nasser admits that Jaguar is looking at possibilities for the future but says that no decision has been made. There have been suggestions that Ford might concentrate on rallying and louring cars, while leaving Jaguar in F1. One can also imagine that Aston Martin - another Ford subsidiary - might be used in sportscar racing.

Ford denies Jaguar rumours

FORD has officially denied that it will buy Stewart with the inten tion of turning it into a Jaguar FI team in the year 2001. But the rumours - run with mniisiinl confidence by newspapers and magazines in Europe - clearly emanate from very good sources high up within Ford. There is no doubt that Ford is not happy with the way things have devel oped with Stewart and it is hard to imagine - no

matter what Ford spokes men say - that the compa ny can allow things to con tinue as they are. At the very least we would expect a change of management at Stewart to allow David Richards - the man Ford bosses want in charge of their FI program - to be part of the team. The idea of running Jaguar engines has been investigated by the compa ny when it was trying to work out a deal for Benetton to use its VIO engines in 1999.

Back in the saddle: After finishing second in the Round Australia, Peter Brock is relishing to Safari challenge.

Brock to tackle revived Safari

FOLLOWING on from the recent Round Australia Advantage Rally, has Intenational announced that it will conduct the Australian Safari in the Northern Territory in August 1999. The event is open to both off-road cars as well as motorcycles. Due to it being a fully FIA sanctioned event, the event will attract entries from right around the world to complement the expected surge of Australian drivers and teams. “With the full support of the Northern Territory Government, we are looking forward to a very successful event in 1999 and beyond”, said Event General Manager, Craig Fletcher. Northern Territory Chief Minister Shane Stone is also looking forward to its involvement in the 1999 event, which will begin in Alice Springs on Friday 20 August for pre-event scrutineering and documentation, with the official event start the following day. “Our sponsorship has the guaranteed that Australian Safari is now exclusive to the Northern Territory, adding to our

impressive list of motor sport events which includes a of the Shell round Championship Series and the Finke Desert Race.” he said. Veteran Australian Safari organiser Bob Carpenter will be the Clerk of Course for the 1999 event and has already begun planning the route to ensure that competi tors enjoy a course which offers a challenge, a feature that the Safari is renowned for. Peter Brock will be a starter in the event and con sidering his recent outback form - a second place in the PlayStation Round Australia Rally - could surprise some of the overseas invaders. “The Northern Territory boasts what is probably Australia’s most internation ally recognisable and pic turesque landscape, and the hospitality of the local ‘Territorian’s’ is second to none. I am very excited about competing in the Safari”, Brock commented. Brock is expected to again drive a vehicle prepared by the man who won this year’s Round Australia Rally - and prepared Brock’s runner-up car, that being Bruce Garland.

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4 December 1998

t’s been a busy time over the last month or so, with racing and test ing on both sides of the Atlantic.

The Formula Ford Festival Brands Hatch didn’t quite at go to plan. I’d been over there in ’96 and had a good run, even though we found out how not to go about win ning the event. But I’ve always believed I could go well there and it’s a race that I really wanted to win. This year it was all planned per fectly; I wouldn’t have gone again unless I thought that everything was just so. It was right- and things went wrong when my engi neer wasn’t able to come over. The works Van Diemen team were really good about it. They worked hard with me but, at the end of the day, they were there to run their own drivers. They did everything they could but I was kind of left to engineer the car by

go out, with the disqualification for a pit lane infringement. No-one really sits down and reads the rule book before an event like this but, in the end, it’s the drivers’ responsibility to know what the regulations say.

myself. No car goes that well when I engineer it... To make matters worse, my car was on Penske shocks and the works cars run Ohiins. Penskes in themselves are fine, but the car was too different to the others and Brands, with its elevation changes, is a really shock sensitive track. We basically struggled from there. I wanted to win and I believe I could have. It was a strange way to

ItAmbrose’s was a shame the way Marcos Festival ended. He was definitely the man to beat all weekend and it was sad that there wasn’t another Aussie on the list of winners of the event. It would have been very hard for Marcos to see - it was obvious watching from the outside - that Jensen Button was really fast coming onto the straight, where the two eventually made contact. Marcos did the right thing; he was in front and he took the line to try and extend the lead, but Button went for the gap, as you have to. You can’t criticise him for that.

track. But by the end of the day it Sealing the US F2000 Championship has been very was quick, satisfying. It was particularly sweet ^ The biggest difference was the because we were the team that brakes. It stops incredibly well; you tested the least; we had two half literally camot breathe under days for the season, but some brakes. There was a right-hand, teams had 25 days testing! first gear hairpin which was the With the right people you can do sharpest corner I’ve ever driven around on a racetrack and the car it with not much money but a lot of effort and talent on everyone’s part. was going from 145mph to 25mph, Usually the car was quick out of with me pulling around 3Gs. it was the trailer. There was a race at Mid- a buzz to drive; I loved it. Ohio where the tyres had been changed on us and, at the start of As Motorsport News hitcomplet the the meeting, Robby McGeehee stands I will have just was much quicker than us off the ed the Indy Lights test here at Phoenix. bat. But we worked away at it and ended up beating him to pole by We were to have two days in eight-tenths. the car and it will help to have had time in the Atlantic last week. he Formula Atlantic test at The Lights car has a lot more Buttonwillow in California was horsepower, so I can compare just excellent. I was surprised at the wheelspinning and so on to how well it went. the sportscar I raced this season. But the car is a flat-bottom so it MCI Racing don’t want me dis closing times from the test, but I may not have the grip of the was within 0.2s of the best time Atlantic car, but the braking should be similar. they had done at the track, and 1.5s quicker than the time they Greg Murphy has just arrived from New Zealand and Geoff Boss suggested they would be happy with. It was good to be involved will also be testing the car. He’s with such a professional team. already had a season in Lights, but The car was a took a lot of Steve Dixon, who runs Tasman’s adjustment. It was a big jump; it Lights team, has said that whichev was surprising how much power er driver is the most impressive it had. People told me it was during the test will get the drive. I’ll over-gripped and under-powered be trying my best, but I didn’t find that. There’s no such thing as over-gripped; it just t’s great to hear that Ben Walsh has taken the Asian F2000 title. means you go around the corner a bit faster before you go out of He and I raced karts against each control! other for years, so I know what a It was hard to drive because I hard competitor Ben is to beat. was uncomfortable. I was holding He only had to pick up a few placings in the final races to win the myself up with the steering wheel, title, but two pole positions and two which made it physically tiring. I wins really confirmed that he was took my time adapting to the car the best driver over the season. because I didn’t want to take any Now that's how you win a series! risks and throw the thing off the

Swift by name: Besnard gets up dose and personal with the Willowbutton lap record in the MCI Racing Swift-Toyota.

esnard nominated for US media award BESNAED has been nominated as a can

didate for the 1998 Auto Racing AllAmerica Team by the American Auto Racing Writers & Broadcasters Association(AARWBA). The AARWBA All-America Team annually recognises the top-12 drivers from motorsport. Votes are collected from the AARWBA membership in six categories - road racing, stock cars, open wheelersg, drag racing, short track and at large. . In addition to the All-America Team, the balloting will also determine a second team, drivers placing third and fourth in each cate gory, and honourable mentions to all drivers

receiving at least five percent ofthe vote. Trans-Am drivers Paul Gentilozzi and Brian Simo have been nominated as Road Racing candidates while Besnard has been made an ‘At Large’ candidate after a U.S. F2000 single-season record for race wins (eight), and poles (eight). He also scored seven fastest race laps, four flag-to-flag and two clean sweeps to win both the National and Oval Crown Championships. The AARWBA winners will be announced on January 16 at Long Beach, California. Previous winners include Mark Donohue (1971 and ’73 ), George Follmer (’72) and Tom Kendall(’97).

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4 December 1998

n Benetton is to pub licly unveil its rolling road windtunnel at Enstone this week. The tunnel is one of the most advanced facilities in the world and can take full-size models of the cars. The facility has cost millions and was supposed to have been operational in May 1997. n The Arrows team prior to its talks with Zakspeed - was working with a Nigerian Prince in an effort to raise money for the team in Africa. The aim was to use the team’s black colour scheme as a means of promoting black commercial power. n We have heard sug gestions in recent days that Bernie Ecclestone may be interested in returning FI to the streets of Motown when the current contract with CART runs out in the year 2001. Detroit hosted a Grand Prix in the early 1980s. n The El calendar will be decided finally by the FIA World Council on December 11. It is rumoui-ed that Argentina will be back on the calen dar and that China may survive at the expense of the San Marino GP. FIA President Max Mosley warned the Italians last week that the race is in danger. v '■ There is a consider able amount of work going on at Zhuhai at the moment in preparation for the first Chinese Grand Prix, provisionally sched uled for March 21 next year. The-pit garages and access roads to the circuit are being upgraded and the media centre is being enlarged. ■ Jacques Villeneuve has nothing much to do at the moment and so took the opportunity of spend ing a few days in the Indian Ocean on the beau tiful Seychelles islands as a judge for the Miss World beauty contest. It must be tough... -JOESAWARD

Mh)0®[FSm®[70

How the FIA blew million$

ACCORDING to an inves tigation carried out by the British TV program Panorama and The Financial Times newspa per, the FIA could be a great deal richer than it is today if its President Jean-Marie Balestre had been a better business man. Working on information leaked by an FI team, the

researchers revealed that in 1987 the second Con corde Agreement guaran teed the FIA 30 percent of FI’s TV revenues. At the time this amounted to less than US$lm a year. When it came to renego tiating the deal for the 1992-1997 Concorde Balestre Agreement, decided that he would sell the FIA’s 30 percent share

to an Irish company called Allsop Parker and Marsh for a payment of $5.6m in 1992, rising to $9m in 1996. Allsop Parker and March was owned by Ecclestone’s friend Paddy McNally and, while the FIA received a total of $37m from McNally between 1992 and 1996, he received $65m from the

TV income - a profit of $28m. The new FIA President Max Mosley decided to exclude McNally from the 1997-2001 Concorde Agreement but agreed to an annual payment from the FIA of only $9m. A 30 percent share would have netted the FIA around $67m a year. Under questioning.

Mosley said that this was done because he wanted the FIA to be given a 10 percent share of FOH worth as much as $300m when Ecclestone’s compa ny was floated. Mosley could face embarrassing questions about the dealings when the FIA General Assembly meets this month.

Box Seat-Page 15

Enthusiasts to tackle Bathurst By DAVID HASSALL

EVER wondered what it would be like to tackle Bathurst at racing speeds - with you at the wheel? Well, a group of enthusiasts will get to do just that in March, along with three other Australian circuits. The concept of “Track Days” is new to Australia, but in Europe it is a common practice and one of the biggest organisers of such events is bringing the concept to Australia for the first time. The company, Wheeltorque, has organised the exclusive use of the Mt Panorama circuit for two days as the climax of a week-long tour which will also take in Sandown, Winton and Eastern Creek. ' Eac|i of the circuits will be closed throughout the day for continuous lapping by those lucky enough to get a place in the group. Passengers can even be taken dround the track if they are game. But it is not just a free-for-all. The days will be controlled by an FIAlicenced Clerk of Course, accredited flag marshals will be on duty and a full medical team will be on hand in case anything goes wrong. However, there are no restrictions on drivers or cars. A racing licence is not required and there will he no scrutineering. The managing director of Wheeltorque, Englishman Gerard Moroney, said the Track Day concept was ideal for enthusiasts with highperformance road cars, historic rac ing cars or even club cars to spend plenty of time on some of the best cir cuits in the world. Moroney, who was in Australia last week finalising arrangements for the first Australian tour, also runs tours to circuits such as Monza, the

Mixed bag: A group of cars take to the brilliant Spa circuit in Belgium on one of the Wheeltorque track days. Now the concept is coming to Australia, old Nurburgring and SpaFrancorchamps. Like Bathurst, Spa is used as a

VS Commodore

H Chris Smerdon's

public road and has to be closed specially for the petrolheads. For those needing help, there will

be mechanical support crews and instructors to help the drivers. The days are geared for beginners and racers alike, but overly competi tive behaviour is likely to result in the driver being sent home. At one of the Spa days, Moroney reports, a full factory team turned up to test their latest weapons but were so serious that they were told to go home! “This really is for enthusiasts who want to love their dreams,” he said. “The one thing we can promise is that we will give you a week you will never forget for the rest of your fives.” The tour begins in Melbourne dur ing Grand Prix week with four days at Albert Park viewing the Grand Prix from reserved seats in the Jones Stand and staying at the Carlton Crest Hotel opposite the track. Then it is down to Sandown for a day on the long circuit, then to Winton and onto Eastern Creek before tackling the big one - two days at Bathurst. There will be at least four hours of track time at each circuit, but this will be more like eight hours a day at Bathurst - more than enough to sat isfy even the most hardened driver. Not to mention your tyre biU. A number of overseas enthusiasts have already signed up for the trip and will be bringing their cars across - previous tours have included cars up to Le Mans Porsches, but BMWs and Clubman racers are more com mon - at a cost of as much as $20,000. Australian participants will not have spend nearly as much, with three options priced between $2400 and $5500 for the first person (pas sengers are considerably less). See page 20 of this issue for con tact details.

PETER BROCK invites you to the unveiling of the first

JUNIOR TOURER To be held at the

Airport Centra Hotel 1 Centre Road, Tuiamarine Airport Thursday December 10, 6pm.

An information session will follow the unveiling of the prototype by Peter Brock Car available as raced at Bathurst 98.

Car originally built by Perkins Engineering. Current spec Perkins chev engine, 6 speed Hollinger gearbox with latest straight cut gears, fully adjustable Koni shocks and Kings suspension setup, power steering, ail pumps and coolers fitted for long distance racers etc. A very competitive car that has always been well maintained. $95,000 Phone Chris Smerdon on 08 8231 0200 or 0418 820 338

All interested parties are invited to attend. Please advise of your attendance by fax to: Bruce Wililiams Motorsport 03 5335 8799 or phone 0418 349 555

S>l/®PSTO(S

4 December 1998

Hard times for Aussies in Macau

GERMANS dominated

but in race two he was given a stop-go penalty for a pit lane infringement. He was classified 12th. Luff was driving the sole surviving Mondeo after Peter Hills withdrew to allow Luff to race.

the Guia touring car classic at Macau last week, but Brad Jones flew the Aussie flag high with third overall in the two races. The current Australian Super Touring Champion bounced back from warm up accident which dam aged his Audi Sport Australia A4 to run fifth in the first leg backed up with a strong third in the second race. Before the race Jones’ crew replaced almost the entire left side of the car.

Four wheels on the streets: Frank Biela had a strong race one but a blown engine stopped him in the second race. Jo Blow: Winkelhock was in great form all weekend. Here he holds off Brad Jones' Audi in qualifying/

The result came despite running a too-hard tyre and having no instrumen tation in the first race the legacy ofthe crash. Jones overcame a bad start (stalling the car on the grid just before the lights came on) to pick off placing all the way aroxmd the harbour-side street circuit to fifth, less than Is behind Thai S. Kasikam (Nissan Primera). was touch and go whether The meeting was won by I’d even make the start Jo Winkelhock’s BMW line,” said Jones afterahead of Italian Max wards. Angelelli, who took second “My,team did a good job in his Toyota EXIVs after fixing the car in a short Biela suffered and engine time. The crash was my failui-e in the second leg. mistake. The rear stepped I can’t be too dis.ap- out and the car hit the pointed with third barriers at least twice because after the crash it , the left side was badly

damaged. There’s no nmoff at this track and if you go off it’s always going to be trouble.” The meeting was not so great for the other drivers. Australian Warren Luff had a solid run in the first race, taking his Knight Racing Ford Mondeo to seventh,

A similar penalty was handed out to Justin Matthews, who was racing an ex-Phoenix Motorsport Peugeot 405. The Sydneysider was 11th in race one but the second race result dropped him from overall contention. Little better off was David Auger. Along with Luff, the Brisbane driver suffered tyre damage after motorcycle-riding youths (thought to be from a local triad) threw nails and firecrackers onto the track.

Pavicevic hurt

ANDREJ Pavicevic didn’t make it to the grid for his first Macau Grand Prix

-P<1$2SS9

after a major practice acci-

dent, The Sydney driver lost con trol of his Fortec Motorsport Dallala-Honda/Mugen on Friday morning, slamming head-first into the barriers and stopping the session. Pavicevic was conscious when reached by medical staff, but was sedated in hospital During treatment he was found to have a blood clot in ir_ the lung, causing pneumonia, He was treated in hospital and is making a good recov¬ ery. The Grand Prix was won by Scottish driver Peter

Dumbreck. His DallaraTOMS finished third in the first race behind Enrique Bernoldi (Dallara-Renault) and Robert Lechner(DallaraOpel) and just held out Brazihan Ricardo Mauricio to win the second heat by 0.003s. Bernoldi was third after making an error in the latter stages ofthe race.

Along with that the Gim Racing Alfa Romeo was suffering from a lousy batch of local fuel, restricting Auger’s . chances of running during practice and qualifying. Despite the lack of laps, Auger spent time racing against Hong Kong diiver Henry Ling, who was' guesting in the second Volvo S40. Lead Volvo driver and .recent Bathurst visitor Jan Nilsson was fifth overall in his Swedish Great Scot: Dumbreck (top and above) won in Macau. championship S40.

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Motor Raiing Calendar 1999 Shell Championship Series*

Mar 7 ... .Albert Park ....F1GP Mar 28 ...Eastern Creek ...Rd 1 Apr 11 Adelaide 500 ...Rd 2 May 2 Barbargallo Rd3 .Rd4 May 16...Sandown June 6 ...Hidden Valley ...Rd 5 June 27 ..Phillip Island Rd 6 ,Rd7 July 11 ...Willowbank July 25 .,.Caider Park Rd 8 Aug 8 Symmons Rd 9 .Rd 10 Aug 22 ...Winton Sept 5 Oran Park Rd 11 Oct 3 .TBA .Rd12 Oct 17 Gold Coast CART Nov 14 ....FA11000Bathurst..Rd 13

1999 FedEx Champ Cars Worid Chcmpionshp Series

.Rd 1 Mar 21 ...Miami, FL Apr 10 ... .Motegi, Japan ...Rd 2 Apr 18 Long Beach, CA .Rd 3 May 2 Nazareth, PA Rd 4 May 15 ...Rio, Brazil Rd 5 May 29 .. .Madison, IL Rd 6 June 6 .. .Milwaukee, Wis ..Rd 7 June 20 ..Portland, OR ....Rd 8 June 27 ..Cleveland, OH ...Rd 9 July 11 ...Elkait Lake,Wis ..Rd 10 July 18 .. .Toronto,Canada ..Rd 11 July 25 ...Brooklyn, Mich '.Rd 12 Aug 8 Detroit, Mich ...Rd 13 Aug 15 ...Lexington, OH ..Rd 14 Aug 22 ...Chicago, IL ....Rd 15 Sept 5 ....Vancouver, Can .Rd 16 Sept 12 ...Monterey, CA ,.Rd 17 Sept 26 ...Houston, TX ...Rd 18 Oct 17 Gold Coast, Aust .Rd 19 OcL31 ....Fontana, CA ...Rd 20

1999 World SOOcc Championship

.Rdl Apr 18 ,...Malaysia Rd 2 Apr 25 ..;.Japan . Rd3 May 9 Spain .. .Rd4 May 23 ...France . .Rd5 June 6 ...Italy ... June 26 ..Catalunya Rd 6 .Rd 7 July4 ....GB .Rd8 July 18 ...Germany .Rd9 Aug 22 ...Czech .. Sept 5 ....San Marino Rd 10 Sept 19 ...Vaienciana Rd 11, .Rd 12 .Australia Oct 3 Oct 10 South Africa ...Rd 13 .Rd 14 Oct 24 ....Rio Oct 31 Argentina ... .Rd15

Murf wins NZ thriller Report By JOHN HAWKINS

KIWI aces Greg Murphy and Scott Dixon came away from the opening round of New Zealand's Tasman Express Formula Holden Series at Teretonga with a win apiece, but Murphy picked up the prestigious Denny Hulme Trophy for gaining the most points on the day. In front of more than 8000 spec tators, Murphy made a triumphant return to the Formula by claiming pole for the first race at 52.162 sec onds. Compatriot Simon Wills, still suf fering sore ribs after his Bathurst shimt, was second on 52.184s in his Birrana Racing Reynard 94D. Macau pole winner Robert Lechner lined up third in the NCR Reynard 94D with Dixon surpris ingly bumped back to fourth in his Reynard 92D. Wills made a storming start to lead the 25-lapper briefly, but Murphy soon stamped his authority on the race, getting past his younger rival on the 200kmh loop at the end ofthe main straight. "We both had a bit of a scare," admitted Wills later. The leading three - Murphy, Wills and Dixon - outpaced the rest of the 14-car field and each took turns at breaking Murphy's exist ing lap record, which dated back to 1994. Murphy finally claimed it with a 52.159s. At the flag Murphy was just over a second ahead of Wills, while Dixon had fallen a further six sec onds back in third with his engine going flat. \ , The rest were left rather breath less. Lechner, still getting to grips with the Formula Holden, spun out offourth place and dropped down to sixth. Brenton Ramsay finished in a solid fourth place in the second Birrana entry with another Kiwi, Jason Liefting, a fine fifth in only his third Formula Holden start. Lechner's teammate, Dutchman Wouter Van Eeuwijk, continued a difficult weekend. The NRC team lost four engines in practice and Van Eeuwijk's misery continued when he spun out on the opening lap. In the second race, over 35 laps, it was Dixon who held pole position with 51.792s to head off arch-rival Murphy and Wills.

However, Murphy made the bet ter start and led for six laps until a revitalised Dixon muscled his way past at the Elbow after the leader had slid a little wide at the previ ous comer. Although witnesses swore that the two banged wheels, Dixon insisted the two hadn't actually touched. The pair tried to scare each other off as they ran side by side down the main straight, with Dixon edg ing ahead and maintaining his lead at around one second throughout the race. "That thing of his is awfully quick, and he's driving it very weU," said Murphy. During the race the lap record was broken a further 12 times and Murphy had some consolation in finally claiming it at 51.20s. Wills had to settle for third and, while Lechner walked away from a 200kmh crash at the hairpin. Van Eeuwijk made up for his earlier retirement with fourth place ahead of Queensland-based Kiwi Chris Staff and Ramsay, who suffered fuel problems which drastically hampered him throughout the race. The Formula Holdens head to Ruapuna Park near Christchurch for the New Zealand Grand Prix this weekend.

Dec 20 ...Caider T’dome ..Rd 3 Feb 13 ...Caider T’dome ..Rd 4 Mar 4-7 ...Melbourne(GP) .Rd 5 Nascaronly

TBA

.CaiderT’dome ..Rd6

Six race series heid at Bathurst, Caider Park Thunderdome and Adelaide Inlemational Rway.

Speedway World Series Sprintcars Dec 4 ... .Adelaide Dec 12.. .Avalon . Dec 28 .. .Adelaide Dec 30 .. .Nyora .. Jan 1 Premier Jan 2 Borderline

I I

Rd4 Rd5 Rd6 Rd7 Rd 8 Rd9

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

Collecting the silverware: Full-size drivers Wills, Murphy and Dixon (Photos by Euan Cameron) with miniature trophies at Teretonga.

Silvester purrs it on as TraNZam rivals clash IN the TraNZam races held at Teretonga, Craig Baird and Shane Drake clashed again, the two Camaros spearing off the circuit when Drake hit Baird at the loop. That race went to Grant Silvester's Mustang, but it was Drake who came away from the three heats leading the ENZED Championship with 45 points to Silvester's 44 and Baird's 40.

Limited

Reserve date - August 8

Australian NASCAR Series*

Leaning on it: Murphy (inside) and Dixon battle it out at speed.

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4 December J998

FOH up for sale?

BERNIE Ecclestone’s frustra tion with the financial world increased last week when the London Stock Exchange took the unusual step of refusing to list the Eurobond he is trying to launch with underwriters

Morgan Stanley Dean Witter. The organisation said it would like more information about the deal. The aim of the bond is to raise US$2bn in loans, secured against future income from the sale of Formula 1 TV rights. Ecclestone has already applied for a listing on the less-prestigious Luxembourg Stock Exchange.

Bernie and his advisors are also having trouble convincing mer chant banks to join the syndicate because they are worried about the ongoing investigations into FI by the European Commission. If the Eurobond idea fails to get off the ground Ecclestone may be forced to look for a private buyer for the business if he wants to liqui date his assets quickly. His only alternative is to wait three or four years and then try again when the European Commission investigations are all over. But at 68 Bernie seems to be a man in a hurry to sell. -JOESAWARD

... and Piccinini to take over? NEWSPAPER reports in Europe have suggested that Bernie Ecclestone - who is now 68 years old - is planning to leave Italian banker Marco Piccinini in charge when - and if- FOH is floated. The 46-year-old Italian has been a pal of Ecclestone since the early 1980s when he, Bernie and Max Mosley negotiated the Concorde Agreement. Piccinini built his own F3 car in 1974 before becoming Enzo Ferrari’s eyes and ears in Grand

Prix racing in 1978. After Ferrari’s death in 1988 he went back to banking, although he remains a director of Ferrari. He went on to become president of the Italian national sporting authority and a member of the FIA World Motor Sport Council. When Ecclestone first announced that he was planning to float Formula One Holdings he named Piccinini as deputy chief executive. He is currently a non-executive director of FOH.

Top title; Ben Walsh has made a big name for himself in Asia by winning ' the FF2000 championship.

Agitralw

Australian' Beef

Walsh wins Asian title BEN Walsh may be the next Australian driver to take the step into the big time - with Japanese racing powerhouse TOMS. After the young Sydney driver secured the FiA Asian Formula 2000 title last week in Malaysia by dominating the double-header at the Johor circuit, Walsh is sched uled to test for TOMS in Japan before the end of the month. The Toyota-backed team is said to be keen on the 22-year-old and.

pending sponsors’ approval, may offer him a seat in the prestigious Japanese series next season. Walsh carried his Quick Hunnisett Racing car to pole posi tion for both races and took two wins to cap off the 14-round series. The series win makes him the second Aussie to win an interna tional championship in the slicks and wings category, with former rival David Besnard winning the equivalent title in the USA.

Walsh is expected to return to Australia next week after a promo tional program for his sponsor Australian Meat and Livestock. Following his success on the weekend, Walsh is having consid erable trouble emerging unscathed from the shopping cen tres where the functions are being held. As part of the prize for winning the series Walsh will also have a Formula 3 test in the UK.

Roberts Jr breaks record in first Suzuki test SUZUKI’S new 500 GP rider Kenny Roberts has broken the Jerez lap record during his first tests on his new mount

Early form from the kid: With the help of Aussie engineer Warren Willing, Kenny Roberts Junior has been able to turn quick times in his first test with new team Suzuki.

for next year’s Grand Prix season. Teammate Nobuatsu Aoki was not far behind, running faster than his own previous best at the Spanish GP circuit, and also within the lap record. Aoki tried a new and very different chassis set ting suggested by new engi neering chief Warren Willing, the Australian also making his first acquain tance with the GP Suzuki. “He had completely another way of setting up the machine that we had never tried before. It worked very weU,” said the Japanese rider, who lapped at 1:44.0.

Roberts lapped in the 1:43 bracket quite comfort ably, below the lap record set by Kevin Schwantz also on a Suzuki - at 1:44.168. Kenny’s best time of 1:43.8 would have put him on the front row of this year’s Spanish GP starting grid. “To tell the truth, it didn’t take hardly any time to get used to the power of a V4 again,” said Roberts, who has campaigned his father’s lightweight threecylinder Modenas for the past two seasons. “It felt good. It’s more like what comes naturally. ‘When I did my best laps, I was riding at only 85 to 95 percent. “The main goal of the tests was not lap time, but learning. The idea is to prove what’s right with the

bike, and prove what’s wrong. “This w'as just the first of a series of tests - but right now I feel we’re way ahead of the ball game.” Team manager Garry Taylor was also happy with the positive results of the tests. “It’s the first step on the long road back to winning races - but now we all feel that maybe it won’t be that long after all. “Kenny came into the pit full of confidence and his mood - and the lap times have lifted the whole team. “The results also showed the value ofthe new techni cal perspective Warren Willing has brought into the team. “These three days were a really promising start to our campaign to get back up top in 1999.”

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4 December 1998

Cox blames CAMS for dual Bathurst debacle By MARK FOGARTY EXPATRIATE Aussie media executive Charlie Cox, the voice of the BTCC, has called on motor sport authorities to end the V8 versus 2-Litre war over Bathurst and restore Mount Panorama as the pinnacle of touring car racing. Cox, who is also an accomplished racer in the UK, says its time for CAMS to come off the sidelines and broker a peace deal between the rival categories, claiming the gov erning body’s inaction has under mined both Bathurst races. The London-based Sydneysider, who had his second shot at the V8 1000 with Chris Smerdon in the Vittoria Coffee Commodore team last month, is amazed that CAMS has allowed Bathurst to become a political football. “It’s absolutely astonishing that the so-called powers-that-be in Australian motor sport have stood by and let this happen,” Cox said. “CAMS ought to exert its authori ty to put a stop to all the squabbling and sniping. “Never mind from which direction it’s coming, it’s making a mockery of . Bathurst and I’d like to see CAM^ knocking heads together to bang some sense into people and trying to make the best of a bad job. '“Two Bathursts aren’t bettqr than one, but were stuck with two, so why not just accept the differences and get on vrith it? “At the moment, the public is polarised by the politics when they should be rejoicing in two great events at a great track. “It’s up to CAMS to take a leader ship role and, for the good of

Pause for reflection: Charlie Cox returns to Bathurst, where he grew up to love the V8s. But the current war, he says, is not good for anyone. Australian motor sport, call a halt to all the bickering about which Bathurst race is the best.” Cox, who this year replaced

Tuero in trouble ESTEBAN Tuero’s plans to test in Barcelona next week have been ruined because of back pains he has been suffering since his accident with Shinji Nakano at Suzuka. Doctors discov ered that the Argentine driver did slight damage to three of his vertebrae and he has been ordered to rest until the end of December. Testing in Barcelona will be done by the team’s test driver Laurent Redon and youngsters Marc Gene and Donny Crevels.

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Murray Walker as the BTCC’s TV commentator, stressed that he was not taking sides in the V8 Supercar versus Super Touring debate.

n The developing battle over the SOverstone rac ing circuit has taken a further twist with sugges tions that the British Racing Drivers’ Club which owns the Northamptonshire track has made a bid for one of the companies which was rumoured to be tr3ung to buy Silverstone - Brands Hatch Leisure. BHL owns and operates Brands Hatch, Oulton Park, Snetterton and Cadwell Park.

“I’m not buying into that argu ment,” he declared. “I grew up on big banger Aussie V8s and thundering around the Mountain in the Vittoria Coffee Commodore will be the highlight of my race-driving year. “But I also commentate on the most exciting touring car champi onship in the world, the BTCC, and I know just how great Super Tourers are to race. “I would have competed in the AMP Bathurst 1000 - or at least commentated on it - if business commitments hadn’t kept me in Europe. “There’s room for both categories and Australian motor sport fans should be thrilled to have two strong touring car classes. n “Nowhere else in the world can boast two top-level tin top series, plus two big endurance events at one ofthe world’s great circuits. “I grew up worshipping Bathurst and I’m gutted to see it dividing touring car racing. “A Bathurst versus Bathurst slanging match is not only pointless, but it’s bad for business.” In between his business and com¬ mentary commitments, Cox pre pared for Bathurst by racing his seven-litre V8 Carphone Warehouse/Evening Standard Saleen Ford Mustang in the British GT Championship. Cox is the managing director of British-based DMG Radio, which owns or operates radio stations in Europe, Scandinavia and Australia. ^He combined his pilgrimage to Mount Panorama with a working tour of some of DMG’s Australian stations, which form the nation’s largest regional radio network.

n If you are a chocolate and FI fan it would have been a good idea to have visited The Chocolate Show in New York last weekend. French choco late maker Pascal Gurreau built a Grand Prix car fi'om chocolate. This was a replica ofthe Prost-Peugeot APOl and was completed in Prance and then flown to New York. It weighed 580kg. n The danger of racing in the wet has led the FIA to consider different kinds of track smface. Silverstone last year introduced a new type of rubber-based tarmac, which drains water imme diately and therefore helps to reduce spray and aquaplaning. Tests on the new surface are also being carried out at Monza and the intention is for parts of Spa and Hockenheim to be resurfaced when the trials have been complet ed successfully. n Williams’ new driver Ralf Schumacher wiU be out of action for a few days following an opera tion to have his tonsils removed. Schumacher is expected to be seen test ing before Christmas, although the new Williams FW21 will not be ready before January. n As if he did not have enough things to worry about at the moment,Tom Walkinshaw was last week elected as chaiiman of the English First Division Rugby organisa tion. Walkinshaw owns the Gloucester rugby club.

Prost buys F3000 team

PROST Grand Prix has, as we predicted, bought the Apomatox F3000 team. It will now be renamed Gauloises Jimior and will act as a training ground for Prost drivers, engi-

neers and mechanics, It will be based in the old Ligier factory at Magny-Cours and will run drivers Stephane Sarrazin and Andre Couto in 1999.

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M]®ff(S>[FS[D®l79

Honda Jordan deal reveals mu<h Toyota yes or no? to build aV12? about FI team finances THERE are conflicting reports around Europe about Toyota’s plans to enter Grand Prix racing. We have heard that a deci sion has been made to enter the sport in 2002 with a team based at Team Toyota Europe in Cologne. Our sources say this will be announced in January and that TTE is not only recruiting staff but also installing four brand new engine dynos for the project. However, other sources say that the Toyota board has still to give the go-ahead and, although FI staff are being recruited, a great deal depends on the success of the Le Mans 24 Hours program. -JOESAWABD

By JOE SAWARD

WE hear whispers from Japan that the engi neers at Honda in Tokyo are considering building a V12 FI engine for the 2000 sea son rather than a VIO. Experience with the Mugen Honda VIO engine and the advance of FI engine materials mean that Honda could probably design and buUd a V12 which is not only the same weight - or lighter - than the cur rent VlOs but which would also have a lower centre of gravity and would be only slightly longer. We believe that sev eral other FI engine makers have been con sidering the switch: and that design stud ies have been under taken but the costs involved in a complete ly new tinit have scared most away. The advantage of the V12 is that it would rev higher than the VIO and thus produce more power.

EDDIE Jordan has sold a percent age of his team to the venture capi talist firm Warburg, Pincus & Co for what is rumoured in the busi ness world to be US$60 million (about Aus$95m). Jordan remains'the major sharehold er in the team although the high price paid by the company suggests that Eddie has sold at least 40 percent. This would value Jordan Grand Prix at $150m, which is more than twice the price Honda was willing to pay Jordan three months ago. The deal is good news for Eddie because the Jordan Family Trust in the Channel Islands is now loaded with cash, the team has money to invest in new facilities and technology and EJ remains in control. Warburg, Pincus & Co runs a $6bn investment portfolio with shareholdings in a wide variety of different businesses around the world, including TV sta tions, telecommunications (it owns a large part of US telephone firm LCI, a big CART sponsor), financial services and property. It operates through a variety of differ ent investment funds into which small investors contribute. The two parties intend to work together to develop business around the team name,the obvious ideas being bet ter merchandising operations and per haps even the building of a Jordan road car.

r In the money: Eddie Jordan’s F1 team made a profit of $7 million last year. There is, however, some confusion between Eddie Jordan’s comments and those of Warburg, Pincus & Co’s Dominic Shorthouse. Jordan told racing reporters that there are no plans to float the team in the future while Shorthouse told finan cial journalists that a floatation was a possibility. Jordan is also rather contradictory on the subject of selling more shares, say ing that he has no intention of further reducing his shareholding while adding that the deal does not mean that the team will not consider offers from car

manufacturers. The Warburg, Pincus & Co deal is interesting in that it is the first foray into FI of a big investment company. It has also provided an interesting insight into the funding of a modem FI team, giving details of Jordan’s finan cial situation. The team made a $7m profit in 1997 on a turnover of$60m and 60 percent of the team’s income - around $36m came frpm Benson & Hedges with the remainder coming from the TV income (around $15jn) and the rest from small er sponsors arid merchandising.

Luyendyk to retire DUTCHMAN Arie Luyendyk, the only driver to win the IndianapoHs 500 in both the CART and IRL series, has announced he will retire after next year’s running of the race, scheduled for May 30. Luyendyk, 45, won the Indy 500 in 1990(CART)and repeated the feat in 1997 (IRL). His 17-year-old son, Arie Jr, is now racing Formula Ford 1600 in the US.

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4 Qecember 1998

How I am going to make YOU a multi-millionaire have just worked out how to ceremony every make a million dollars. And I can year with a big make you twice that every year if televised party you follow my advice ... for all the autoHave you ever read an adver- motive hotshots tisement like that? So have I. But I at the Paris really do have the answer - and Opera or wherevthis is it. You become President of er' rather than the FIA. the insignificant I know Max Mosley does the job event that occurs without being paid - it must be nice today. Bernie to be rich - but he does seem to could even sell have been a little careless, even the TV rights for for a member of the landed gentry, that! The Financial Times in London The FIA could says that in 1995 he had conclud- own racing cired a deal for the FIA to receive a cults or Jumbo total of about US$50m (Aus$78m) Jets to fly teams for five years from the sale of FI’s around the world. TV rights. Now to us normal people At the moment this would have seemed like a there is only one good deal, but the FT says that he small jet which had every right to demand a settle- Mosley leases to ment worth $330m for the same fly him from period and so he gave away place to place. $280m. Everything Max’s justification for the deal these days is left was, of course, impressive. One to private enterwould expect nothing less. When prise. And I do Max’s silver tongue is flowing at not understand speed it is hard to believe anyone why because the else. FIA could have He had done it, he said, money to burn, because he was hoping that Bernie Earning money is Ecclestone would give the FIA a 10 usually the diffipercent share in Formula One cult bit. Spending Holdings (FOH) when it was float- it is easy, ed on the London Stock Exchange. But there are Nice idea, but why not take the limits. I was $330m and demand a sharehold- working out the ing of 10 percent as well? After all, ■the FIA does actually OWN the TV ^ . (( rights that Ecclestone is merely exploiting.

du can argue that the^FIA does not need to rnake money. In fact, until it moves to Switzerland, it needs to NOT make money because it is sup posed to be a non-profit organisa tion and if it makes too much the French government will come along and tax the profits. But, I am sorry, if you want to run a non-profit organisation it really is very simple. You call my wife. She can wipe out any profit margin ... “Where am I supposed to get the money to pay for a horse?” I say in exasperation. “That’s your problem comes the reply. I didn’t marry you to be your financial advisor." Oh, you might say, she cannot spend THAT much money on an international federation. Why not? I could. Surely the FIA could have used the money Max signed away. Would it not be nice if the FIA was a useful organisation with a vast library - with balding wise librari ans, oak desks, nice ladders and a big dome - and every automotive book every written? Should not the automotive world have a film archive or a proper car collection? Does the FIA even have a decent database with all the results of all the major races that have ever happened? No, but I am told there are some cardboard boxes in the basement in Paris full of damp bits of paper. The FIA doesn’t even have an Annual of its own telling the world about what happened in the automobile world that year. If the FIA thought about it, it could host a proper prize-giving

Cartoon by Allan Schofield

members to provide a nice slice of income. If you want to stop the above from happening you have to put your blazer on and spend every night for the next two years in the bar at your club, listening to lonely souls - and then you will suddenly find that someone has recom mended that you become chair man of the wine committee. Another three years in the bar spending the time reading up about the member clubs of the FIA (more of that later) - and you can lead a coup d’etat to take over the club. You are now a member of the FIA General Assembly. You now have just two years in which to get your act together. You must first convince CAMS to send you on 20-30 goodwill visits a year to motor clubs in countries which do not have FIA membership. You help them organise the odd autotest (with tanks and so on) in supermarket car parks. And then you must smile benignly as you give out the prizes,

If Berni e lives off the interest he could still buy a Cruise Missile every 10 days forever and still have $500 million to fall back on.

other day that, even without the Eurobond and the flotation, Mr E could probably go shopping and spend $1 m every week for the next 10 years without being short of a tip for the bellboy. And that is if he keeps the money in the garage at home, If he puts it in the bank and lives off the interest he could still buy a Cruise Missile every 10 days forever and still have a lump sum of $500m to fall back on when times get hard, I have nothing against Bernie making money. He has built the sport of Formula 1 into what it is today and he is being rewarded for it. But one hopes that in the future the FIA will make some serious money for itself to use for sensible causes,

uying forests in Mexico is all very well but there are many other useful things the FIA could do rather than keeping the blazer industry going, Mosley says that he does not want to be re-elected FIA President in the year 2001. 1 do not believe him. I am sure that he will want to stay on until 2005. If he takes up gardening in 2001 I reck on he would soon get bored and

n about July 2005 you must sud denly suggest to all your friends around the world that it is time to apply for FIA membership and explain that your connections will would be ripping investment banks. They will be be very helpful. By October some the heads off roses making profits of $25m a year and one will have suggested that it after about two paying good team managers $1m would be a good idea for you to stand for the presidency. weeks. a year to run them. You will utter: “My goodness. I By 2001 the FIA They will all have made around General Assembly $200m by then just from the TV had not thought of that. I want only will have forgotten rights. The FIA will have made to have a restful and quiet life but if this curious deal. $100m and - maybe - twice that called upon to do so by my peers I How can you from the dividends. It could be will face the struggle ahead of me as best I can.” argue against mailing $500m EVERY year. With the support of the 40 new $10m a year and Oops, I’ve dropped my crystal member clubs you have encour 10 percent of the ball in excitement, floated FOH? aged, you will be well on your way The dividends to success. A quick world tour, you might lose your millions - suggesting in each country that it is from FOH shares ^ danger andbe this where is that FOH-will soisbig that such a shame that such a nice will be paying out big money if the The profit-ratio of the company stays at it will make a bid to buy the FIA for country like - fill in the blank space its current level and, although the a single cash payment to each of in the speech depending on where sport is already awash with money, the member clubs white Mosley is you are - does not have a Grand Prix, you will be able to add anoth still in charge. Nothing is impossi there are many areas of the busi ness which have not even begun ble. The financial men are doing er 25 votes. There are 30-odd seats on the to be exploited properly. The that now at Silverstone. If a federation is a business - as FIA Committee - the two World potential for more income is aston the European Commission seems Councils combined - and you can ishing. The other day, when Bernie to think it is - there is no reason promise these to the Vicewas trying to convince banks to why it cannot be bought and sold. Presidents in 30 clubs around the buy his FI Eurobonds, he showed The statutes certainly allow for the world if they can oust the top man that the bond could still pay what is federation to dissolve itself and one in time for the FIA presidential promised even if a quarter of the must assume that the promotional election. Suddenly you will have 95 votes TV companies default on their rights to FIA championships could deals and there are only 13 races be sold to a private company. Each and will be the favourite to win. of the member clubs could take the Even allowing for treachery - and a year. there will be plenty - you should money and run. In 2010 the rights to exploit FI sweep to victory. Such lofty ideas as sporting fed commercially can be returned to Your first step must be to point the FIA - and they should be. The erations cannot survive the waving governing body should take the of a big wodge of dosh. The out that FIA Presidents are, in fact, running a big corporation and the whole business in-house and, national clubs could then demutu rather than paying out to financial alise and split the proceeds modern chief executive is wellinstitutions, should put the money between the members - just as the rewarded. You vote yourself a big salary, share options and bonuses back into the business. That would Royal Automobile Club has recent ... And, bingo, you have your $2m probably involve buying back the ly done with its road service busi a year. FOH shares but that would not be ness. How do I get my money? So my advice is to join CAMS a problem when the FIA could look When you have done all that, as quickly as possible - just in forward to income of a billion dol you call me up and I’ll help you to I case. lars a year. Some quick arithmetic reveals spend the money - for a small Bernie - and all who invest in that if the FIA went for $5bn and annual salary. him - will have had plenty by then. A million dollars a year would be The FI teams will be changing there were 150 member clubs, hands for $200m each and will all each one would get $33m and that about right to pay for a string of nice horses... n be owned by building societies and could be divided up among the

4 December 1998

lM^9®[FSrD®D‘0

f I'^HERE was an an historic I moment during the penul=1= timate round of the 1998 World Rally Championship when more than 20,000 people took a collective gasp, but it wasn’t for a huge leap over the Langley Park flyover, or a brave and committed flick into one of the loose and challenging cor ners - it came when Tommi Makinen jumped the start on the final run over the central Perth spectator stage. It was obvious to everyone that Makinen took off before the signal lights said he could - the transpon der in his car even indicated that. So it wasn’t exactly a surprise when it was announced that he’d copped a one minute penalty for the indiscretion. History, of course, shows that Makinen and his Mitsubishi Ralliart Team successfully appealed the decision, which enabled the Finn to go on and win API Rally Australia, a win which also ultimately gave him the World title last week in Britain. A complex, taciturn character, Makinen can be even more icy cool than the other Flying Finns who have pretty much dominated World Rallying for more than three decades. When questioned by a Channel Ten reporter at Rally Australia about the controversial'penalty, Makinen gave him a very abrupt and strong rebuff. In the heat of competition, there is no one more intense and hard to deal with in World rallying than Makinen. The friendliness and easygoing nature, qualities admired by the media and fans, can very quickly evaporate when the mood take's Tommi. But, when Motorsport News caught up with Makinen, he was in a relaxed mood, having just stepped off the golf course - with none of the gruff dismissals, or aggro, this was the confident but quiet Scandinavian who would become the first maff to bag three consecu tive World Rally titles. Makinen got into world rallying via a very unusual route. The son of a farming family, he learned to drive the family tractor at an early age and captured the Finnish Ploughing Championships in 1982 and 1985 . “I was 21 and had always loved rallying, going out to watch the stages on the 1000 Lakes Rally. I wanted to get into rallying and had some good success early in my career, which helped open doors,” said Makinen. Despite stories which surfaced when he started to make a mark, Tommi is not related to the gi'eat Time Makinen, who was one of the original flying Finns of the 1960s. He did, however, get advice and guidance from his legendary name sake: “Time gave me some advice and coaching early in my career, which was very good and I thinlc it helped that we shared the same name.” Makinen also had some guidance from Juha Kankkunen, also a farmer’s son and sponsored by the same Finnish Tractor company, Valmet. “Jqha was my hero in the early days. He was part of the new guard of Finnish drivers and his style is much closer to me than the older generation of Finns,” said Makinen. “But Time was one of my heroes, as well as Hannu Mikkola and Ari Vatanen,” he added. Makinen, like Colin McRae, splits his time between his homeland and Monte Carlo, partly as a tax break and partly to avoid the severe win ters encountered in the North.

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Destiny: Controversial decision in Western Australia ultimately rewarded Makinen with his third World Championship.

Fortunate Finn Triple World Champion Tommi Makinen reflects, upon his farm-hoy origins, his successful lifestyle and his motor racing peers. JON THOMSON has the story.

“I only spend about maybe 100 days a year at home because our schedule is so tough, but it enables me to train and do more sport to stay fit,” he said, T try to run, or ride the mountain bike every day, as the demands are getting great all the time and fit ness is absolutely critical.” While rallying has been virtually the national sport in Finland, it’s no longer the most important form of motorsport, as the success of cir cuit racers like Keke Rosberg, Mika Hakinen, JJ Lehto, Mika Salo and the like has lifted the importance of Formula One, perhaps at the expense of rallying. “I think rallying still holds a place in every Finn’s heart, but there is no doubt FI has a much bigger profile - but it is a tremen dous thing, you know, that Finland has only five million people and we have both the World FI Champion and the World Rally Champion; it is fantastic,” Makinen said. ‘You know, I hadn’t though about it much until Australia and then I sent Mika a telegram to congratu late him on winning the title and told him I wanted to make it a dou ble for Finland.” Rumours abounded mid-year -

when the rally equivalent of the FI silly season was in full swing and the bidding war for the top drivers was at a frenzy - that Makinen would join McRae at Ford as part of the no expense spared super team. Was it true that Makinen had turned down Ford’s millions in favour of the team which gave him his big break, Mitsubishi? “I had a commitment to Mitsubishi for next year. There were offers, but I had a contract with Andrew (Cowan) and I would not have broken that contract,” said Tommi. The massive amounts of money which Ford is going to pay McRae next year, rumoured to be more than $16million a year, has raised the ante for all top rally drivers and is taking the salaries of the aces into the realm of FI. How does Makinen feel about McRae’s massive elevation in salary? “I think it is a good thing, as it means we are now being paid what we are worth,” he stated. “You know, we have a very exhausting schedule, probably harder than FI - we have 14 World Championship rallies and, with recce, testing, com peting and all of the other commit-

ments, we are away from home per haps 250 days a year. It is a lot, you know. “But I have been very fortunate in that I have some very good per sonal sponsors and that has meant I have an extremely good income for the last few years, so I am happy,” he added. The worth of Makinen to a team like Ford is obvious when team boss Malcolm Wilson sings the Finn’s praises. “He is one of only two drivers in the world who you can rely on to pull something out of the bag and win events when it seems impossi ble - the other is Colin (McRae)and it would have been absolutely fan tastic to have them together at Ford,” said Wilson. Makinen’s Mitsubishi Ralliart Team struggled at the start of the season and, after the first few events, it appeared that his chances of capturing a third consecutive World Championship were pretty slim. Then came the introduction of the Lancer Evo 5 in Portugal - but, despite a step up in performance, the team still struggled until a new differential was fitted in time for Finland, allowing Makinen to win

three of the last four rallies of the year and storm back into con tention. Despite the competitiveness of the Lancer in the latter part of the season, the question remained; Could Mitsubishi stay in touch with th^ other manufacturers with a Group A car while the rest pursued the World Rally Car path? “I think we showed the Lancer is still competitive and, so long as we keep on top of homologation, it will remain that way. But maybe the days are numbered for Group A machines. I think we will have to go to a WRC soon, but that is up to the team,” he said. Just two drivers occupy Makinen’s mind, McRae and Carlos Sainz, the two drivers he would battle for this year’s championship. “I think Colin and Carlos are the ones who fight the hardest and have the toughest wills - there wiU be others in the future, but I think these are the hardest fighters now,” he explained. Tou only had to look at Rally Australia to see how hard it was and how close. I could not believe that the lead changed so many times on the last day; you could be sixth and then second and then first in the space of three stages; it was incredibly close, both with the cars and the drivers.” What of team mate Burns, who has had a good, but not outstand ing. year vwth Ralliart. winning his first World Championship rally with victory in Africa and backing it up with a win in his home event, the RAC. “He has been the big improver, he has built his speed and is get ting to be very quick - his stage times in Australia proved that and he is building his fighting spir it, but he still has a way to go, I think,”Makinen opined. Makinen, in his 12 years in rally ing, has seen the complexion of the sport change entirely, from endurance and pacing to a flat-out sprint from start to finish. “ I prefer it as it is now. You know, it is so exciting at every rally and we are going so fast there is no chance to let up at all. It is just flat out and it is fantastic,” he said. Having clinched three World Titles and reached the pinnacle of his chosen sport, Makinen has few mountains to climb these days but what would he have done had he not made it in rallying; what would he be doing today, if Tommi Makinen farm boy had not made it past club rally standard in Finland? “I knew I would make it right from the start. I had the hunger to make it; but, if things had maybe gone wrong,I would have stayed on the farm and driven tractors,” Makinen concluded. For all the immense talent and the titles, though, Makinen’s sportsmanship was called into question in the last two rallies of the year. The controversial incident in Australia and the successful appeal against the penalty imposed - suc cessful on the grounds of a legal loophole - and then his gloating over the misfortune of rival Sainz in the last 500 metres of the special stage at the RAC which would deliver the title to him took some of the lustre off Makinen’s third World Championship. With both Makinen and Sainz retiring from the RAC and scoring no points, the reality is that the 1998 title was really decided in Perth, where Makinen’s jumped start played the critical role in deciding the ultimate winner - and there is little doubt the arguments about whether the Finn really deserved the title will rage for many years to come. n

Uui](o)0(DITSfo)(o)l79

IN the most dramatic end ever to the World Rally Championship, Spaniards Carlos Sainz and Luis Moya were denied the champi onship crown just 350 metres from the end of the final special stage in the Rally of Great Britain. Needing to finish the event in fourth place, Sainz and Moya had maintained that position for much of the rally, but on the final stage their Toyota Corolla World Rally Car’s engine failed, handing the championship to the Mitsubishi pairing of Tommi Makinen and Risto Mannisenmaki. “It is impossible to put into words how I feel,” a teary Sainz said. “We had backed off earlier in the day because of the bad conditions and were doing all we needed for the championship. “It is so difficult to comprehend what has happened, especially so close to the end ofthe rally.” The final stage blow for Sainz ended a rally of attrition, with Ford the only works manufacturer to bring both their supported cars home to the finish. Victory in the Rally of Great Britain (formerly the RAC Rally) went to Mitsubisiii’s Richard Bums and Robert Reid, who took their first home event victory and their second World Championship suc cess of 1998. Bums took over the lead halfway through the second day of the rally, after pre-event favourite Colin McRae retired with engine failure in his Subara Impreza WRC. The event was set to be a battle in the forest between Makinen and Sainz, but on the very first day Makinen slid wide and hit a conCrete post, desti-oyifig the rear suspension of his Lancer Evolution 5 and eventually forcihg him to retire.' The Finn tried to continub, but was eventually pulled up by the police on a road section - as the Evo 5 tricycle was deemed to be unroadworthy, the Lancer was legally unable to continue on to service and was retired from the event on the spot. That appeared to have handed the title to Sainz, but fate had other ideas. Colin McRae took the lead early on from little brother Alister - also driving for the 555 Subam team and for a while it looked like the McRaes would take first and second place. But Colin suffered a blown engine in his final event for Subam and Alister crashed out of second 'place on the first stage of the final morning in thick fog.

4 December 1998

Heartbreak result hands Makinen his third title 11th hour drama for shattered Sainz

Burns’. four minute victory was well deserved and enabled Mitsubishi to clinch the World Manufacturers’ title for the first time, six points clear of Toyota. Sainz’s disaster gave Makinen an unprecedented third consecutive World Drivers’ Championship, the although Finnish star was a little overwhelmed h by his victory. “This is no way to end the a battle for the championship. I feel very sad for Carlos,” Makinen said. Ford’s Escort World Rally Cars took second and third place on the event, in the last official appearance Triumphant fr//(e-; A't;los^ encounter of the unpleasant kind with a local policeman led to Makinen retiring his sigof works Escorts, ^ntfioantly injured.andi unroadworthv Evo 5(above), the Finn having to accept the fact that Carlos Sainz was now a Juha Kankkunen took second place, «I: cert for the“World but the fates ultimately decreed otherwise and,handed much tohis histhird surprise as i ras packing in his Championship motel room, a-stunned Makinen discovered that he'd been World with l team-mate Championship after Sainz also sensationally retired from the Rally of Great Britain.(Nigel Snowdon pic.) Bruno Thiry in third, Bi-uno Thiry while Finn Tapio Laukkanen won Ford drivers Kankkunen and Thiry 3. Ford Escort WRCar It’s a great way for the Escort to Formula 2 in his Renault Maxi will join former Mitsubishi star 3.55.58.1 Bums and Subaru. bow out of official competition,” Megane. Ford team boss Malcolm Wilson Makinen stays behind the wheel 4. Gregoire De Mevius Australian Wayne Bell had a commented. “Now we have to con- troubled event in his works of the Lancer, but will be joined by Subaru Impreza WRCar 3.58.25.4 centrate fully on the new Focus and Hyimdai Coupe and retired on the exciting young Belgian Freddy 5. Sebastian Lindholm next year’s title.” final day with differential failure, Loix. Ford Escort WRCar Although they finished the sea The o'nly position still remaining the same problem that sidelined 3.58.46.2 son without a victory, Ford finished team-mate Kenneth Eriksson on is the second driver at Ford and a decision on who that driver will be 6. Harri Rovanpera the year well and had four Escorts day two. SEAT Cordoba WRCar in the top seven on the Rally of Teams and drivers now have very is expected shortly. 4.01.03.9 Great Britain. little rest, as plans for the Monte Drivers Championship; Tommi The other major retirement dur Carlo Rally in January are at the , Makinen 58 pts, Carlos Sainz 56, ing the event was the second forefront of their thoughts - and Cohn McRae 45, Juha Kankkunen with the new season comes many Toyota of Didier Auriol. 1. Richard Bums 39, Didier Auriol 34, Richard Bums The Frenchman held third place driver changes. Mitsubishi Carisma GT 33. on day two, until the clutch of his Toyota is the only manufacturer 3h50m30.6s Manufacturers Championship: Corolla failed, forcing his retire to have an unchanged line-up for 2. Juha Kankkunen Mitsubishi 91 pts, Toyota 85, ment. next year. Ford Escort WRCar Subara 65, Ford 53. Colin McRae moves to Ford to Manfred Stohl won the Group N 3.54.17.1 -PETER WHITTEN category in a Mitsubishi Lancer, drive the new Focus, while current

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18 4 December 1998 No SEATS to stay in Australia Despite circulatingthere dur ing APIrumours Rally Australia, were no SEAT rally cars staying here after the event. Rumours that a pair of cars were to be left in Perth for pur chase by local competitors'proved to be totally unfounded. According to SEAT public rela tions officer Anne Gigney, the company has been inundated with requests for assistance from local competitors who were keen to snap up one of the highly compet itive F2 vehicles. According to Anne, the Spanish company is not consider ing a rally program in Australia “for at least a couple of years. "Since SEAT entered the Australian market, they have been affected by the bargain-priced Asian vehicles and are treading warily until they get a foothold in the market again. “To embark on an Australian rally program at this time would not be in the company’s best inter ests, even though there’s a mar keting opportunity there.” It is believed that in Britain, where the SEAT Cupra Sport Team has a very big presence, the British importers are rumoured to be injecting around 2 million pounds into their British Championship program. “There’s no way SEAT could commit to that sort of outlay in Australia,” Gigney added. Braidwood Rally postponed

the Northern Territory in August next year, thanks to considerable support from the Northern Territory Government.

McRae previously a Volkswagen driver, will join Kenneth Eriksson at the wheel of a Hyundai Coupe Evo 2 kit car.

not be contacted as he was in the UK contesting what appears to be his final event for the team, the Network Q Rally of Great Britain,

“The car will use a similar sus pension set-up as we did in this year’s Round Australia Rally, which proved to be a huge advan tage," 1999 marks the fifth straight year that Pedders have run Holden Commodore utes in events around Australia. The Pedders team is confident of good results next year, with the overall aim being to win the Aussie Car Class, which was won by Geoff Full in 1998.

Ordynskt quashes Ralliart Evo 5 reports

The Bull is back

Ed the first atOrdynski, Rally Australia thisAustralian year for the fourth consecutive time, has quashed reports that he is getting an ex-Ralliart Europe Lancer Evolution 5 to drive in next year’s Australian Rally Championship. Ordynski says the story, which went to press a couple of days after Rally Australia concluded, is premature, to say the least. “For sure, Ralliart Australia has sought an Evo V, as indeed they tried to get an Evo IV, but no team has ever been able to get an ex-

Padders’ Holden Commodorefamous ute, BULLV8, will make a much-awaited return to the forests in the 1999 Australian Rally Championship Super Series. Driven by promising young Victorian Mark Redder, a rejuvenated BULLV8 will be competing in Coffs Harbour, Queensland, Melbourne and Tasmania, as well as a handful' of Victorian Championship events, “The ‘evolution’ BULLV8 is about 400kg lighter than the previous car and will have more power,” Mark said.

World Championship Mitsubishi,” Ordynski said, “For it to happen would require a major policy change on what happens to used Ralliart cars." Ordynski’s plans look more likely to focus on a limited program, driving the Lancer Evo 3 that he used to finish 10th outright in Perth, “There’s no doubt I can contest the Rally of Canberra, Rally New Zealand and Rally Australia in either the car I used in Perth, or the one Yoshihiro Kataoka used," he said.

No Joy: Winfield Mitsubishi Ralliart promo hostess Kylie congratulates Ed Ordynski, the top Aussie performer at API Rally Australia ^ and the word is that Ed will not be getting his hands on an ex-Raliiart Evo 5 for 1999.

By Peter Whitt|V Editor -Australian Rallysporfflws The safari, a fully-sanctioned international FIA event, will take

The 1998 Rally, a P'ace August 21 Alice and round of Braidwood the NSW Clubman Augustbetween 28 - it will start in and ACT Rally Series, was post- Spmgs and finish in Da™in. poned on the weekend of The new format Australian November 14 due to heavy rainfall' Safari will feature a cloverleaf-sty e in the Braidwood area in the pre- itinerary, which wiI bring competicedina week Popu'ated centres at “^nSnately, the mountain the ®nd of most days areas in which the Braidwood Rally was to have run received ^alLrinriii’ nearV eight centimetres of rain' Pennant Creek, Katherine and Darwin.Kalkarmdji, just a few days prior to the event in Planning is still in the early the areas around Captain’s Flat,” stages, but the organisers are event director Colin Trinder said. goin^ full steam ahead to get this A strong field of 51 entries had annual olassic off-road event off been received for the event, head the ground again. ed by last year’s winner Peter Further details are available Dimmook in a Mitsubishi Lancer. from the Australian Safari office on Organisers are seeking to (03) 9427 9655, or by fax on (03) reschedule the event, possibly for 9429 1591. The email address is December 19. advanint@ozemail.com.au Further information is available from Colin on (02) 62470211 bh, ASister joins Hyundai or (02)62488342 ah. Aas listerthe McRae second has been driver named for 1999 Australian Safari Hyundai Motor Sport for its assault on next year’s Formula 2 World Advantage International stage the Australian Safariwill in Championship.

which was the F2 pacesetter on the gravel at Rally Australia. Hyundai plans to challenge for the F2 title next year, before debuting its turbocharged, fourwheel drive World Rally Car later in the season. “We are very much committed to a long term future in the World Rally Championship," Hyundai’s motorsport manager Mr G H Choi said. “We see the championship as an ideal platform to continue the growth of the Hyundai brand on a world-wide level. The future of Australia’s Wayne Bell was not known - Bell could

Not for local consumption: Contrary to stories circulating in Perth following API Raly Australia, SEAT had no plans to let vehicles such as the Evans/Davies Ibiza GTi 16V fall into local hands.(Phil Williams pic)

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IIMTER\AIEW

4 December 1998

After his best season ever, Ferrari’s loyal number two takes time off to relax in Tokyo, where he spoke with ADAM COOPER about his wonderful life.

Eddie Irvine’s candid reflections on’98 t is a sunny Monday afternoon Henri Leconte, pius rising in Tokyo and Eddie Irvine is Hollywood stars Liv Tyler and Ben enjoying a leisurely late lunch. Affleck. It was, he reports, a good Exactly 24 hours ago he was night ... spraying champagne from the podium at Suzuka, but now he’s n a personal level, the sea son.could not have finished sitting anonymously in a Denny's on a higher note and sec restaurant, sipping a beer, enjoy ing a bowl of his favourite noodles ond place to World Champion and reflecting on the events of the Mika Hakkinen continued the exceptional run of Suzuka results previous day. After the race he headed he started on that famous debut straight back to the Japanese cap- vback in 1993 (sixth, fifth, fourth, ital. The first leg of the Wp was a shunted by Gerhard Berger, third, dash through the traffic on a rent- now second ...). ed bicycle ("Someone opened Most importantly, he did not cost their; door and nearly killed mqj"), Michael Schumacher the World followed by a the long train ride Championship. Had it been Eddie north. who stalled at the start and not been While most FI folk settled for in a position to help the German, his the traditional party at Suzuka's head would now be on the block; infamous. Log Cabin bar, Eddie instead he was left in a no-lose situawas already safely back at his tion, able to run his own race and favourite Tokyo nightspot, enjoying have some fun. a pleasant evening with some Losing at the last hurdle was attractive female friends. tough, but Eddie reckons the team The celebrations were made all could not have done much better the more entertaining when a few over the season, fellow VIPs turned up at the same "I think we did a blinding job," he establishment. Unexpected visitors says. "It would have been great if to the informal Irvine party includ- the car had been quicker at the outed tennis veterans Bjorn Borg and set, but it wasn't quick enough and

the tyres probably weren't good enough. "We improved in every depart ment - 33 percent engine, 33 per cent in the car and aerodynamics and 33 percent set-up - but we didn't really catch up. At the end of the day, if you look at me compared to Hakkinen and Coulthard, in the races we were still a second a lap slower, or rhaybe less in Suzuka. However, at the start of the year it was two seconds." Eight podium finishes is a pretty good record by any standards and in Austria Eddie was forced to give away another to the recovering Michael. What's it like up there? "It's not a mega feeling now, because I do it so often, but it's a horrible feeling when I'm not on Itl But I can't complain about 47 points, can I? I also lost points in Brazil when I had to let Michael through, so I could have been touching 50, which ain't bad."

or the first time in three years, Eddie had a Ferrari which was both reliable and competitive and he had a chance to show what he can do.

"The amazing thing is Jacques Villeneuve said to me, Tve been very impressed with the job you've done this year'. I said, 'I haven't done anything different compared to last year or the year before, except I've got a decent car'. He said,'No, no, you've changed'.!felt like saying,'So have you been stroking this year?'..." Despite being on the podium so often, that first GP win remains elusive. As the season progressed, so Eddie extended his record as the man with the most top three finishes but no victory to his name; it now stands at 15 (oddly enough both Hakkinen and Jean Alesi reached the exactly the same figure before making their 16th visit to the top step). Doesn't that irk him a little? 'Tlqt at all. It's going to happen. I can't finish so many times on the podium and not win eventually, Ferrari are going to give me a good car next year and I'm going to be up there. So I'm not worried about it. "Look at David Coulthard. He only won one race this year. It's unreal, isn't it? You have to say he was very, very unlucky." But isn't it frustrating to always be portrayed as Schumacher's

back-up man? "I think every time I get a chance to do what I can do, I show I can do the job. The press pigeonholes you because it's a nice little story; it fills another page. But the people that matter don't think that way, or I wouldn't be getting offers from other teams ... "I think Suzuka showed what happens when Michael's not there, When they put him to the back it was like a switch, it really was. All of a sudden I'm racing and chasing a McLaren. You start feeling good about yourself. "If [Michael] is there, even if he's only 0.2s quicker, you don't feel good about yourself. I think that affects you. You just have to look at what's happened to all his other teammates. They underperformed, because they lost all self-esteem." Surely there's another way to find such motivation, But you can't beat this guy. You can't beat him. He's too good, Johnny Herbert knows. Riccardo Patrese knows. JJ Lehto knows- he was lapped!" But is Eddie at least edging a little closer?

going to happen. I can'tfinish so many times on the podium and not win eventually.

A pedestrian lifestyle?: Not likely, but our Eddie doesn't mind mingling with the masses(above) in downtown Tokyo at any opportunity.

20 4 December 1998

Dud

"I think I have the potential to be closer to him than anyone and I think I know how he works a lot better than anyone else does. So I'm better equipped to beat him than anyone else is, but it's impossible in the same team. My strong points he benefits from, because I'm there to help him. My weak point is I'm not as quick as him and he can't help me with that."

ddie's trump card goes largely unnoticed by outsiders. However, Ferrari and Goodyear both acknowledge that he has played a huge part in developing the package. Apart from the result, Japan brought more good news. Since he first came across a raised-nose F1 car, Eddie has had back problems and has tried every possible solution. For Suzuka he had a new seat courtesy of Stewart sponsor Lear and it finally seemed to do the trick. "Mama mia, I could just drivel It was a night and day difference. Basically the car is too short. It's made for Michael and I just fit in it and no more, as I'm taller than he is. My knees are u very high. When you go around corners there's a lot of force trying to make my knees roll, which is making my pelvis roll. "I don't think it's cost me any results because I've always finished behind the McLarens, or Michael. But I think it might have looked better - I would have been closer and would have had stronger performances." So was he consciously backing off? "Oh yeah. My job at Ferrari is to bring points home. I was very uncomfortable, so there was no point in me pushing just for the sake of pushing because I was in pain and I

The way I live now is pretty much the dog^s bollocks”

wasn't able to concentrate properly and it was going to catch me out. "Spa was the only race where I went off, which was quite excusable, but there were no races where I could have pushed harder and got a better result. I was always driving round thinking shit, shit... Whenever I braked hard, it would hurt a lot more. So the tendency was not to brake very hard and try to keep the speed up."

v-cr .

The back is one less problem to worry about next year. But how good will the new Ferrari be? "A large improvement over this year's car. It'll be quicker than this year's McLaren. For sure they'll make steps forward, too, but as you get towards 100 percent, your rate of return is going to be less. I think it'll be between us and McLaren again. "The F300 was Rory Byrne's first car at Maranello. He couldn't take it to the limit as it had to be a solid con tender, which it has been. He had to make sure the car finished races; that's the way those guys work. "Now they're-in a position to chip away and make it faster, so next year will be different. And really we started from scratch with the car. McLaren evolved and added Adrian

Newey's input; their basic design team has stayed the same."

have to worry about what Rory For time being, Eddie didback not andthe Ross Brawn were up to in Italy. November was a time for relaxation and the only concern was planning his holiday schedule, which included visits to Hong Kong and, of course, the FA11000 at Bathurst. When he finally gets back to Europe, he can play with his toys once more. He bought a helicopter in 1996, a Falcon 10 jet the year after and added a luxury yacht to his ros ter this season. He admits there's not much left that money can buy, although a Ferrari Daytona is at the top of the list. He's in an enviable position.

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"I wouldn't mind just carrying on living the way I do now because it's pretty much the dog's bollocks. I have to say I'm probably living the best lifestyle there is going, in terms of what I like. "Michael has a lot more money than me, but he's not living the lifestyle that I'm living, as far as I can see it. Chasing babes is not the story. It's just being free to do what ever I want. I can just go where, when and how I like." So he still enjoys being single? "Exactly. And not feeling guilty about not going home..." Still, age is creeping up. By the time you read this, he will have passed the 33 mark. Any signifi cance? "I haven't even thought about it. It's not so bad, because 31, 32, 33 are the same. Thirty-four is the same, 35 is the same, 36 is the same ... but 37 sounds like it's a get ting a bit old, doesn't it? Anyway, I'm not worried about the next few, so that's quite good." n

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IIMXERXXIEW

4 December 1998

Irvine on Schumacher TT

Eddie year try ing tospent help the Michael Schumacher win the World Championship. Behind that steely facade, will the German be devas tated at coming so close once again? - "As long as he gets a chance to fight for the championship, that's what motivates him. Winning it is nice, but if he just want ed to win it, he would have gone to McLaren. "I think he's done a blinding job because if it wasn't for him the champi onship would have been pretty boring. No one else would have had the car in the position he had it. At the same time, there's room for improvement." So where did Michael let himself down? "Obviously his mistake in Austria was one thing. But it's very easy for peo ple like Keke Rosberg to say Mika doesn't make any mistakes. It's easy not to make a mistake when you can drive at 9/1 Oths and still be leading the race. It's a lot different when you're trying to do qualifying laps every lap just to try and hang on in there. "He'll look at the Spa situation again and be

Travel alternatives: Eddie at the wheel of his boat (above) and rid ing his bike through the streets of Tokyo (below).

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Really, it’s no laughing matter: Eddie takes time out to share a joke in the Ferrari pit with Michael Schumacher and engineering guru Ross Brawn, wiser for it, asking what was the need to get past, when he was 30 some thing seconds in the lead." After three years, Eddie is still struggling to come to terms with Schumacher's talent. ' , "It's just pure ability. He works hard for sure, but he doesn't have to. On his first run at Nurburgring he was a second up on everyone. In qualifying in

Monza, he goes out, the track's drying and on the first lap it's 'boom', pole position. How does any one do that? It doesn't make sense." Does the bloke have any weaknesses? "It wouldn't be for me to tell the world what I think Michael Schumacher's ’ weaknesses are. I've worked with him for three years. I've found out what

they are. He pretty much knows what they are and the team knows what the y are. And the team has them pretty well covered." And where does the speed come from? "Where he is amazingly good is in corners you have to anticipate. But I can't be arsed to talk about it anymore. After three years of it. I'm fed up."

Eddie says it was no surprise when Michael signed up until 2002. "Why would he leave? He's not going to go to McLaren, where he's not going to be treated as well as he is at Ferrari. He's not going to have the sup port, the adulation, the merchandising. "There were no positive things, apart from the fact that he would potentially have the best car, but I don't think he wants to win races in the best car. That's not going to turn him on, because he's going to do it so easily, so there's no point in doing it. "Ferrari don't really need to pay for him to stay, because there are so many advantages...'

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A new teciJTi swept all before it at Bothurst last month and created or piece of motor sport history, CHRIS LAMBDEN looks at the evolution ofStone Bros Racing and talks with thefront man

Evolution of the Stone Age H ere is a good trivia question: Which NZ Gold Star Champion has won Bathurst? Don’t know? Very few do. Answer: Ross Stone. Ross, with brother Jimmy on the spanners, won the 1977/78 series across the Tasman,for Formula Atlantic cars in those days. It was Stone Bros’ first big success. They ran second the following year then gave it all away because, as Ross puts it, “I was fresh out of dollars and had no ideasi” It’s been an interesting and sometimes turbulent passage fromthat point to November 1998 when Stone Brothers Racing master minded their own V8 team to victo ry in Australia’s biggest touring car race, the FA1 1000 Classic. Of the two, Jimmy is the quiet one,^so we sat down to chat with his younger sibling.

The a racing family. By Stones the timeare Ross left school, elder brother Jimmy was already involved deeply, having raced at a modest level before heading to the UK in 1969 along with racer Bill Stone (no relation) to look after the latter’s F3 effort. When they ran out of money. Bill went to work at March Engineering and Jimmy got a job at McLaren’s, where he was chief mechanic on the famously successful Can Am team until the end of 1972. He returned to the Land of the Long White Cloud to set up a racing fabrication business and a couple of years later bought a service station in partnership with his brother. The pair went racing, Jimmy with a twin-cam Escort, Ross with their self-built Cuda Formula Ford cars.

Bathurst (the distinctive Gold Bullion VK). Plans for Smith to campaign the car in Australia in“86 fell over and ex-bike star Graeme Crosby bought it for his debut season in Australia. It was low budget, but Ross sold his business and flew over with wife Di “to spend a year here, just look around and do a bit of racing” as crew chief on Croz’s distinctive orange T-Marts car. It was fun and there were some good moments but it only lasted a season and Ross moved on, spend-

PIRTEK

wealthy privateer Kevin Waldock, since and is currently Bright’s chief mechanic. while Jimmy started with Tony Longhurst’s Sierra (then BMW)team. ^ The difference, with a little bud Waldock provided the platform get, was startling. Ross relates a from which the Stones’ reputation for sad tale: “In two years with Andrew building strong, reliable cars grew. (Miedecke) we’d never run an Ross engineered the familiar yellow Sierra to a number of strong long engine on the dyno -we were just distance results, particularly in two doing it by the seat of our pants as Sandown 500s. far as timing and mapping went. So It was also the first time that as soon as we got a little bit of bud get with Kevin we took an engine as Ross worked with engine man we’d run it with Andy and put it on Campbell Little, who is now an inte the dyno. gral part of SBR, and Richard “It went from 450hp to 580hp in Swann, who has been with him ever

Thatperiod was plagued by trying too hard, by too much work and not quite enough funding, but our attitude was Take No Prisoners and we paidfor that!” ing 1987 running the Nissan NZ Skyline team, primarily in NZ’s endof-year series. The start of 1988 was a turning point as the two brothers decided to move permanently to Australia and, as a duo,they took on Andrew Miedecke’s Ford Sierra project.

ad Andy’s effort was seriously under-funded but there were some competitive moments during the two years that the Stones ran the show. ‘That period was plagued by try ing too hard, by too much work and not quite enough funding,” remem bers Ross,“but our attitude was Take No Prisoners and we paid for that!” In 1990, Ross teamed up with

Bathurst glory: The gamble of starting a new team and hiring young talent paid off , when Jason Bright and Steven Richards took the Pirtek car to victory. '^.^hoto by Diik Klynsmilh'

(Photo by Marshall Cass)

assemblies

before selling the service station .and, as Ross puts it, “burning up the money going racing ourselves”. Going racing did, however, include that ’77/78 Gold Star title, the highlight of Ross’s driving career. The racing stopped in 1979 and the Stones went back to earning a real living, Jimmy with his own busi ness and Ross in partnership with a third brother, Kevin, in a workshop specialising in LPG conversions (Kevin had also spent several years at McLaren). There’s a gap now until, in 1985, Ross was asked to come over to Melbourne and help finish off a Commodore being built at HDT for Auckland money man Ray Smith and Denny Hulme to drive at

Brothers in arms; Ross and Jim Stone outside their Gold Coast workshop with the Bathurst-winning Falcon, which is already stripped down after the big race.

half an hour simply by mapping it! And the reliability was probably better...”

Ross moved on to Dick Johnson Racing in 1992,for the final year of the Sierras, but in mid-year, when Johnson and engineer Neal Lowe fell out over Lowe’s quite radical pro totype V8 Falcon design, an opportu nity presented itself. “Jimmy joined me at Dick’s at the end of the touring car championship and he pretty much worked up the first Falcon,” says Ross. Thus began quite a successful

24 4 December 1998

sX^

Stone Bros period at the Shell team, although it wasn’t without its moments: “It was fairly hard work early on, because in those days the team was struggling a bit and there was a chance it was going to be cut to one car at one stage, so it wasn’t all peaches and cream...” However, the union resulted in success-Sandown and Bathurst in 1994 tor Dick and John Bowe,the championship for Bowe in ’95, Sandown again, the run only spoiled when Bowe and Glenn Seton touched, putting both out ot the Stones’ last race with DJR, at Bathurst. It was, finally, time for Stone Bros to do their own thing. “Originally, during my first year in Australia in ’86, 1 gave myself 10 years during which I would like to have my own team. It was always going to be hard to achieve, but the

Measuring up: Jimmy Stone -the quiet oneworks’away on building the team’s new AU Falcon for the 1999 season, when again Jason Bright will be the driver. (Photos by Marshall Cass)

just that sometimes he wears his heart on his sleeve. “I’m not saying the[tyre] “In the past, if you’ve been in a posi problems were HRT’s own tion of note at DJR and left, that’s the end of fault, hut in our case Jimmy the friendship. But Jimmy and I are still does afair bit ofthat stuffby friends with Dick.” f) The rest is recent the seat ofhis pants. history. Late last year, Ross and Jimmy nego tiated a buy-out with Jones and start opportunity to form Alan Jones ed 1998 with a race team that was Racing with AJ, Jimmy and me was 100% their own. It’s been a big first the opportunity.” year... DJR and the Stones parted on good terms. “People sometimes comment that MOTORSPORT NEWS: Has it been a big financial gamble for you this Dick is a bit of a whinger, but I’ve never seen a bloke who has worked year? ROSS STONE:Oh,a bit. We so hard for a sponsor. That is the reason Shell are still with him after all took quite a few risks- it was always these years- because he really going to be hard to put a budget does work’at it. 'together with a new, young bloke dri¬ “And he’s a decent bloke-it’s ving.

Jason didn’t have to contribute to the funds- we were actually paying him a retainer to drive for us-and we also had to take the step of buy ing Alan [Jones] out of the business. MN:So you’ve got a fair old mort gage if you want to put it that way? RS: Not really.[The budget] is just something that you work very hard at to keep everything under control. We try and do the important things well. We take the view that you go racing with 100 percent effort and never let the budget stand in your way. Does that make sense? MN:Through the championship this year, Jason was always up there but for a while there were a few ‘moments,’some DNFs and a bit of damage. Did you at any point start to wonder whether you’d done the right thing going with a ‘young bloke’? RS: No, we always knew it was

right. We always looked at it as a long-term project and we always knew there were going to be a few knocks. There are a few blokes out there who are pretty tough and you’ve just got to tough it out for a year. But not for a minute did we have any second thoughts. MN:The ‘establishment’tend to try and intimidate some of the young drivers? RS:Absolutely. And the other thing that comes into it that is never talked about or discussed is, unfortu nately, that it is not a level playing field. Established drivers get away with stuff thatsometimes young blokes don’t. It’s right across the board, even as far as the judicial system goes. They’re easy targets. That’s my view -a bit controver sial, but... the older guys know how to work the game.

MN:OK, Bathurst. How much of a set-back was that crash on Friday m<Mtiing? Without it, did you think you were quick enough to have got pole? RS; All I can tell you is that we never got a clean lap the whole weekend. Like a lot of people. But there were a couple of times during the weekend on our telemetry (we have a time logged in there and then it overlays the lap that you’re doing and it tells you every hundred metres whether you’re plus or minus on time) when we were on target for a clear lap. We were as close as the Chase once [before Bright got held up] where we could have put a lap together that would have been by far the quickest lap in that session... Now that is not to say that other people wouldn’t have done the same thing. But we were fairly confident we had a fair bit of car speed ... But I think the key to it was on Thursday morning before we ran, one of the things I said to the guys was that anything could happen and that we should never panic. The traffic is a problem, especially on the first day. I think some of the teams go there without some of their drivers or cars doing many miles. And they save all their testing for when they’re up there. So 1 actually said to the team to just be pretty calm if the car or driver has a hiccup. Even if we had to lose a session or even the day don’t panic because you can still pull a good result from here, you know, even starting the race from pit lane! There is enough experience in the team to do that. MN: What was the full thinking behind the early fuel stop? RS: Don’t know if I really want to discuss that. The logic at the end of the day was that we wanted to be

SIX VICTORIES IN SIX YEARS RPM Racegear is proud to be part of the Stone Brothers/ Pirtek Racing Team, and congratulate Jason Bright and Steven Richards on winning the FA1 1000 Classic at Bathurst last Sunday. In fact, Revolution Racegear would like to congratulate all the teams using RPM Racegear for their great efforts at Australia's favourite race. Jason Bright and Steven Richards celebrate victory with RPM Racegear.

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out there for the last 33 laps and stay out. That was the logic behind it... MN:So that early stop option was to some degree then over-ridden by the way the Pace Cars fell? RS; Yes. At the end of the day we got back on the same fuel strategy or stop strategy as the bulk of the guys, but we never missed a beat all day. Traditionally, if you are going to get any tyre trouble or anything else it happens in the first 20 laps or in the first stint. It you like, to a small extent we negated that, but on the other hand, on that strategy, if the Pace Car had fallen differently it would have been a bigger benefit to us. MN: Once Seton had gone,there were really only two cars that were in contention to beat you or match you for speed. One was your own [Mitre 10]car which fell foul of fuel and oil problems,the other was HRT’s lead car which had tyre prob lems. Did you have a sniff of any similar [tyre] problem with your car? RS: None. We’ve been to Bathurst a fair few times now and ■you’ve just got to be careful on how much [tyre] heat you’re actually gen erating down the straight and a few things like that. I’m not saying the problems were HRT’s own fault, but in our case Jimmy does a fair bit of that stuff by the seat of his pants. He keeps an eye on that area the whole time every time the tyres come off that car he is looking at them and working it.

to be Steven and he did a fantastic job. But either of them could have been in the car, basically. MN: Until events caught up with it later in the race, your second car iooked good for at least second place. Do you know yet what the problem was? RS: To be honest, we are still working through that now. I thought Larko did an extremely good job. He was really quick and Brad Jones complemented him really well. MN: Given that you’re a relatively new team In this business, what does winning this race do for you from here on? RS: It gives you a bit more confi dence when you pick up the phone and you’re talking to Pirtek or who-

At the same time as that compa ny said no, Pirtek, which had also been at that meeting, said "give us 24 hours” and they came back with a deal. They've been terrific. MN: Your win is the first for a “nonestablishment” team in the V8 era. Is it thus good news for people try ing to get into the category,trying to start teams? It seems to be a pretty classical illustration that you can do it now. RS: You can do it. I think a good privateer who went strongly would have surprised everyone where they could have finished up, too. I think the business of winning is going to get tougher and tougher next year when we’re all on the same tyres. The reliability of the cars every year is just getting better and better.

While there were a few race meetings during the year where Dunlop was clearly a superior tyre on that surface and those

one stage, on Saturday night, we^d decided that Steven was going to start the race o«o

CSSo",''

tyre, even though we could’ve hung out for another couple of years and might have reaped some benefit from it. It is the best thing for the busi ness. I think ifs poetic justice, how ever, that Bridgestone have ended up with the contract! MN: Where do you think the V8 cat egory should go or is going from here and what changes, if any,do you think the category could do with at this stage.

but Brighty had twisted his shoulder. MN: Where would you like to see your team go from here? Are you seeing benefits from the way TEGA and AVESCO have devel oped? How would you like to see that evolve? RS: The team is growing. We’ve just put in our own spray booth, we have 12 blokes full-time here and we are absolutely self-contained except for some engine machining, axles and a few things like that

Mission Control: Ross plans his team’s 1999 attack from the office overlooking the workshop floor.

^‘People sometimes comment that Dick is a bit ofa whinger, butI’ve never seen a bloke who has worked so hardfor a sponsor... And he’s a decent bloke - it’sjust that sometimes he wears his heart on his sleeve.

MN: Did your two drivers have dif fering roles of their own and if so did they fulfil their roles? RS: No, they were actually inter changeable in the end. Jason aside, how the hell do you put into words what a good job Steven Richards did, coming into the team? He was really good to work ever. We’re half-way through trying with, extremely focused on what he to put together next year and it must \ , * was doing, he had gooc^ feedback, help. he was quick and just good on the For example, right up to the gear. Bathurst weekend, we’d been trying At one stage, on Saturday night, to sell the bonnet of the car and the we’d decided that Steven was going best we could get for it was $10,000. to start the race and Jason was In the end I decided not to take such going to finish. a small amount for it and in fact we Then we decided on Sunday put our main sponsor, Pirtek, on morning to go back to the strategy there. that we were originally planning. There have been a few sheepish No-one knew, but Brighty had people on the phone since the race twisted his shoulder a fraction in that saying they missed ^gplden oppor crash on Friday. The first driving stint tunity ... was going to be the longest, so we This time last year we were talk thought about Steven doing it, but ing to another company about pri then the shoulder came up all right. mary sponsorship and they decid It was always that last 33 laps ed they wouldn’t get much TV time that we were targeting, with a or publicity because we were going chance of getting a Pace Car, and to run a young driver rather than a that is the way it worked out. big name, so they declined. We weren’t wom'ed who was in Winning this race may change that attitude... the car for the 33 laps. It happened

MN: You mentioned the Control tyre for next year. With tyres out of the equation, what is now going to be the vital ingredient for winning races? RS: The way they’re talking at the moment, with all the Victorian and New South Wales races in two-day meetings again, you’re going to have to strike a good set-up pretty quickly. This year we qualified reason ably well but we never capitalised on it. We had some poor starts. So next year we’ll practice starts a lot and work on a better starting tech nique. The Control tyre thing was a diffi cult decision for us because all the teams had a vote. I actually phoned Bridgestone and hinted to them that we were voting for a Control tyre because, at the end of the day, we thought that was the best thing for the category.

RS: The main thing is to keep on looking at what we can do to reduce costs. There is not too much discussion about it at the moment. Traditionally it used to be on the agenda of every technical meeting that I used to go to. And it will have to come back in, othenvise the cost thing is just going to keep spiralling. ^ But overall I think it is looking strbng. We have to make sure that if we get over-subscribed grids, that somehow everybody is looked after. But it really is terrific the way that it is all going. MN: Do you think it is easier now or tougher for new teams or young dri vers to get in? RS: It wiO be easier for young btokes than what it is now, I reckon. Because what HRT started with Lowndes is starting to work for everybody.

which we buy from Harrop. We do our own engines and we’ve got our own dyno. Those 12 blokes for the two cars is probably not quite enough peo ple, but everybody works hard and the thing works well together. There is plenty of opportunity for us to turn this into an engineering business, but we don’t want to lose sight of our original thing, which was to run a fully-fledged race team to try and get the job done. TEGA and AVESCO are head ing in the right direction. 1 think that some of the blokes have done a terrific job and that hours and hours of work have gone into stuff. All the ducks are generally put in a row before anything takes the next step and I think there is a sound base there now for the whole 5-litre brigade to go forward. ■

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26 4 December 1998

Bright, with

Jason Bright silenced a lot ofcritics with a strong FAI 1000 Classic win at Bathurst After he came downfrom Cloud Nine he told PHIL BRANAGAN about the highs, the lows and life as Ford^s coming man ofSupercar racing Motorsport News: What’s been the reaction from everyone since you won the race? Jason Bright: The attention from the media and the public has been overwhelming. Bigger than I ever expected. I’ve always recognised it as the biggest race in Australia but nothing prepares you how much not only the motorsport public knows about it, but how much the general public knows about it as well.

for the bonnet(of the car) before the race. All the companies we approached are, I’m sure, regretting it now. Which makes it pretty sweet! Actually, we’ve had phone calls from a couple of them saying how much they regretted not doing it. We tried to prove to them that they would get the exposure before the race and they would have got it.

MN: Is it hard to come to terms with ali the atten tion? JB: Not really! It’s some thing that you have to use to your advantage. I’m try ing to use it to raise my profile so we can end up with a better budget here and do a better job next year. MN:In terms of what’s happened to you and Steven since the win, Pirtek has really benefit ed for the faith they showed in you and the team at the start of the year. JB: For sure. They came to our rescue at the start of the year. The deal only came together because they could provide the bulk of the budget we needed and it would never have happened without them. They got it at a very good price and, through the championship we had had quite good exposure. But to win at Bathurstwe got more exposure on the day than we had for the year. And that’s not under estimating how much we had got for the rest Of the year. They are over the moon.

Dirk Klynsmith

JB: Yes, it’s claimed a few good runners over the last few years and it certainly got me! The car needed a lot of fixing. The whole right-hand side was damaged: both wheels, right front suspension, it broke the mounts off the engine and the engine mounts themselves, pushed the diff over, broke the diff sandwich plates. Not to mention things like the panel beating so that the tyres didn't rub. It snapped a shocker in half... But the effort of the team to get us back out there in the time that we had was amazing. When the guys saw the car brought back on the truck ... a lot of peo ple couldn’t believe the car was back out there three or four hours later. MN: How did you feel? JB: I was devastated. I knew we had a good car that week end; we had a chance to prove how quick it was and I was desperate to get a time in to show how quick we were. For that to happen put us behind the eight-ball. If we had there. Everybody in the team played been able to keep ' their part to make that happen. out of trouble for that session we would MN:The strategy was unusual in have been looking that, in a race like that where good for qualifying. there are so many variables that your plan came through; you MN: But non-one in made your first stop on schedule the team dropped and that opening stint of 55 laps their heads. Even or so set you up for the rest of on Sunday morn the race. ing, your guys were JB: It was always going to be a confident. gamble. If there was a yellow at the JB: Sure. When I wrong time after we had made our came back (after the crash) I was pretty distraught and the team were all really good about it. They said, ‘Don’t worry about it; anything can happen at this place'. They were into it as soon as the car got there and, it was because they were all so busy for the next couple of hours that it made it a little easier on me. The car was damaged but they got stuck into it and we were able to qualify 15th instead of 45th. I think there was some gratification in mak ing up 30 positions in one go, rather than having to make up 45. The difference in frying to win from 15th from trying to win from 45th is a big jump. Getting 15th (on the grid) made everybody a lot more determined to make sure we got a good car for the race and run to s strategy that will allow us to win from

We^ve gone over budget by quite a bit and, without the win at Bathurst, it would have made it very difficult going into next year. The prizemoney from Bathurst was basically a saviourfor us

MN: How tough has it been? Obviously, your budget hasn’t been as strong as some other teams’. Have you been forced to cut corners? JB: Not cut corners so much but it’s been a real struggle for Ross and Jimmy finan cially. We’ve gone over budget by quite a bit and, without the win at n Bathurst, it would have made it very difficult going into next year. The prizemoney from Bathurst was basi cally a saviour for us. But we still went there with a car which was 100 percent capable of winning. It was a big risk to do it that way but, unless you do do it that way, you’re kidding yourself by going there. That’s the decision they made; go there with the car 100 percent capable of winning the race. It all paid off. We struggled to find a sponsor

MN: During race week,the low point was the crash. JB: We were struggling to get a clear lap during practice. We’d shown how good the car was. It was a number of things. I was going around the outside of Mark Larkham into Reid Park and it didn’t have the grip that I expected when I went over the dip. Whether it was a little bit damp still from the rain I don’t know, but I went over the crest and once you touch that wall there you can’t get off it. MN: It’s turning into a notorious part of race track.

stop, it would have been worse for us. But there wasn’t a yellow until lap 60 or whatever it was until after the second stop. It worked exactly to plan. For the rest of the day the guys were spot-on with every pitstop and we didn’t lose any time in the pits. Everything just went 100 percent smoothly and we managed to pull it off. MN: The only visible problem was tapping the Douiman/Cotter car.

4 December 1998

ha ing to be done,there were areas on the track where Steven was quicker than I was-say, under brakes but I was quicker down the moun tain. I was thinking maybe we should put Steven in for the start where he can pass all the cars under brakes. Then, later on when it would have been more of an advantage to be quicker down the hill I would have been in the car. I was a lot more confident after the warm-up. MN: Did you have input into the decision to get Steven as a co driver in the first place? JB; Yep,for sure. It was a big deci sion; early in the year everyone was getting signed up and, at one stage with McConville getting signed up and so on, we were running out of options. Then Steven went over to England and that basically freed him up so,from then on, we were in discussion with him. I was very keen to have Steven: I’d raced against him and we were the same build. When I drove his (Valvoline Commodore)car last year it was the same seating position and I knew it would work well between us. Steve is an absolute pleasure to work with and I know the team would like him back next year. MN: What about next year? What’s your position with SBR? JB: I’ve got a contract here for the next two years. We’re dead-set on winning the championship and going for another Bathurst. After two years we’ll see what position we’re in here or overseas.

JB: Coming out of the Dipper Steven said the guy got sideways and hit the brakes, meaning Steven clipped him on the way through. That was a scary moment but the car was fantastic all race. We had really good brakes, even at the end, and everything was spot-on.

MN: It’s a good position to be in to have a borderline choice as to who would start the race. JB: At one stage I was happy for Steven to start the race. I left it up to the team and they gave the call back to me. I waited until after I’d done the warm-up to say yes because I wasn’t sure whether early on in the race, when there was a lot of pass-

MN: Do you consider yourself now to be a full-time touring car driver or someone who has come from open-wheelers and Is Just racing touring cars? JB: No. I’m doing it for a lot of rea sons. I’m doing it to raise my profile here in Australia and because I do want to win the touring car champi onship. That would mean a lot to me; after winning the Formula Ford and Formula Holden champi onships, that would be good. To win the touring car championship after those; it’s never been done before. I’m desperate to win that as well. MN: Does that mean no more open-wheeler racing? JB: No no. I take every year as it comes at the moment. I’ve still got some interesting things happening over there and we’ll see what the next 12 months or two years pro duces. At the end of the day if there’s nothing for me over there I’ll stay

/ was very keen to have Steven: Fd raced against him and we were the same build.,. Steve is an absolute pleasure to work with and /know the team would like him back next year. Dream Team: Bright and the Pirtek/Stone Brothers Racing team had a hard weekend and knew how to celebrate when the chequered flag fell. The Falcon EL (above) has been a consistent high qualifier since the middle of the Shell Series. (Photos by Adam Pretty/Allsport)

of reign

here and race touring cars. But that all depends on what happens over there.

MN: Was that hard to come to terms with Jason? You had suc cess in the USA; if an American driver had had similar success you would think that his career would have been backed by peo ple over there. JB: That’s just the way it is. We find that even now; you race touring cars all year and now that we’ve won the biggest race of the year there’s a lot more people interested in you. In Australia touring cars are what matter. You could even do really well in Indy Lights but, unless you’ve got the money behind you, you’re not going to make the next step into Indy cars. Australian com panies just don’t recognise Indy Lights. MN:Some of them don’t even recognise touring car racing. JB: Exactly! But there’s more chances for them to recognise tour ing car racing if it’s pressed down their throat a little more. MN: What’s been largely over looked is that Bathurst was your first touring car win. It must be hard for long-time observers, even people like Glenn Seton, to come to terms with the fact that this was your first realshot at the race and you won it. JB: Yes. It was disappointing that I did 30 laps in the race last year and the car was out of contention but, if I had gone there and won as a rookie (this year), it would have been pret ty impressive. But I did go there last year with Alan (Jones) and Scott (Pruett) as a reserve driver. I did seven laps in practice and, when the car was out of contention late in the race, it was

a big decision for the team to say, ‘Vve’re putting you in”. It was, as it turned out, a big call but, maybe, it put us in better stead for the race this year.

MN: Now that you’re, if not tour ing car hierarchy, you are part of the elite. You’ve had a pole posi tion, you’ve won at Bathurst. What’s been the hardest thing to come to terms with? Racing? Politics? What? JB: A bit of both. There are a lot of people in touring car racing who have pretty big egos and like their own voices to be heard. They know that they are able to intimidate offi cials and it’s a pity that it is that way. They let their image rule over the officials a bit. MN: How do you get past that? You’re young and, obviously, have been following these guys for a long time - even not-so-old guys like Skaife and Seton. Are they, as the expression goes,just another driver? JB: Once I’m on the track I don’t care who I’m racing against. They try and intimidate you as much as they can off the track but, on the track. I’m out there to win just like the next guy. I don’t really care whether its a Castrol car or a Shell car that I’m racing against. MN: Does this result also repre sent a turning point for Ford? At the same time as SBR are having such a strong run it’s bad times for teams like Dick Johnson Racing. Does it, from the teams’ point of view, change the pecking order? JB: I think so. We’ve been possibly the best Ford team for a while now; we just haven’t had the results to show-for it. Excluding Bathurst, we’ve quali-

tied in the top three for the last five meetings, and Larko has obviously been there for the last few as well. It's all come about from getting the car a little bit better; we tested just before Caider and sorted out a cou ple of problems we were having with the car. That put us into the top four for the rest of the year. Just before Bathurst we had another successful test and, putting the car into the truck to go to Bathurst, the atmosphere between the guys was fantastic.

MN: Do you feel now as a leading Ford driver you may be forced into a greater political role? There was talk before Bathurst from Ford that the VT Commodores needed slowing and, obviously,from the qualify ing and race results, there was little to choose from between the marques. JB: For sure. But that all goes out the window as soon as we put the AU on the track. Then the argument will be started again because we have to figure out whether the AU is quicker or not. The situation will be different. Anyone with an EL will not be that competitive at the start of the year because all the competitive (Ford) teams will be running one (an AU). It won’t be a situation like Holden had this year; hopefully, it’s reversed! We’re hoping that the AU pack age will put us ahead at the start of the year and then they will have to slow us down. It’s going to be a big call; they’ve had a bit of time to develop the VT Commodore. We hope that the AU aero package is something that will be easy to work with and that the chassis can be developed around it - and that we’re not fighting defi ciencies in the aero package like we have been this year.

28 4 December 1998 THIS kind of thing would never happen, but I’ve always wanted to tell people my version of the ideal sponsorship acquisition story and now seems as good a time as any. Remember, this is just dream world stuff, because we all know that landing a sponsor takes a lot of hard work and perseverance. But, for the next few minutes, let’s pre tend, okay? First, let’s pretend you’re a racer and, as successful as you are, you’ve got big dreams, dreams of some day competing in an even faster car, against the sport’s most well-known superstars. Oh, sure, you know that’s proba bly never going to happen and, even though you’re a winner, you’ve kind of resigned yourself to being a pret ty big fish in a relatively small pond. So, here’s the scene: You’re at another big race and, as usual, the fans have been bugging you for autographs and souvenirs all day long. As tired as you are of the whole thing, you know it’s the right thing to do, so you bite back the sharp responses you’d like to make to the 437th version of the same stupid question you’ve been asked all day long and continue smiling and signmg. After having signed photocards and T-shirts for what seems like a lifetime, you realize that the crew has the car ready and it’s time to make another run. Just as you grab your firesuit and helmet, another spectator steps up asking for a T-shirt and auto graph. “I’m sorry,” you say. “I’ve gotta go make a run right now, but if youll come back a little later. I’ll be glad to sign and get you a shirt.” So, the guy and his kid walk away and you head for the staging lanes, not giving it another thought. ' You make your run and, when you get back to your transporter and unhook>the car, there’s the guy, waiting. Well, you can’t blow the guy off BLOWN AWAY:JVo more competition outings for Scotty Cannon’s again, so you grab your Sharpie, famous-Pro Mod Studebaker, as the IHRA’s reigning tin top Champ snatch up a photocard and T-shirt is now gearing up for an NKRA future in the awesome nitro-burning and squat down on yoxir hacmches Funny Car class - and Cannon has his sights set upon John Force! to sign the shirt against your leg. ^avid Osmszewski pic) After you sign, you look up and hand the guy the shirt and sudden impending move to NHRA Funny sional that he is, he wisely treats ly notice he’s wearing some remark every fan like just what he or she is Car competition. able sunglasses. The first thing you’ll want to - someone potentially important to Thinking of yourself as nothing know, of course, is who’s going to his future. less than cool, you say, “Cool sun Unlike those racers who have provide the backing and how he put glasses, man.” developed an “attitude” over the the program together. “You like'em?” the guy asks. It all began one recent afternoon years, Scotty Cannon is today the ‘Yeah, they’re really neat.” “They’re Oakleys,” the guy says. when Scotty was running an IHRA same guy he was before he won the national event and this guy and his first of his now six IHRA World “Here,let me give you my card.” You casually glance down at it kid came walking into his pit area Championships. He’s a down-home, tough-as-aand then the name jumps out at looking for an autograph and truckstop-chicken-fried-steak guy you: Jim Jannard, President/CEO, maybe a T-shirt. Oakley, Incorporated. Scotty wanted to help the guy, who just happens to be one of the most single-minded, dedicated com “Maybe we ought to have a little but he was about to go up and talk,” the guy says - and what are make another run, so he asked the petitors in drag racing. He’s the man who once said dur guy to come back later... you gonna do, say no? What? You say this sounds a lit- ing a meeting of Pro Mod drivers Like I said, this is all dream who were considering a boycott world stuff, and something like this tie familiar? because of what they considered to Oh! I didn’t realize... would NEVER happen. he unfair rules, “When you guys Yes, it’s true. So, since we’re now back in the Scotty Cannon got his big break work as hard as (naming two other “real world,” let’s talk about Pro Mod superstar Scotty Cannon’s because, being the thorough profes- drivers) and I do, then you can talk

Cannon's shady deal Dreams really can come true and - thanks to a trackside encounter with Oakley

sunglasses supremo Jim Jannard and his son - Scotty Cannon, Pro Mod superstar and six-time World Champion, now has thefinancial backing to move up into the Funny Car ranks. JON ASHER spoke with the blown tin top legend.

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those who profess absolute distaste for everything about the man. And those most vocal of critics are the sponsors of drivers who con sistently lose to Cannon, or other drivers who’ve never run as well, or just the jealous and insecure. Cannon has all of the tools to, at some point, match John Force run for run and comment for comment. And now he’s going to get his chance, because, “when we met, there was nothin’ mentioned about runnin’ a car. I just asked the man where he got his glasses at and it went from there.” What Cannon didn’t realize is that Jannard had gone to the race to personally “scout” him. A group of friends that Jannard now desc^es as “diehard drag race junkies with a little money” were

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about boycotts, but until then, shut up and race.” That ended the meeting and the protest. Cannon is one of the few Pro Mod competitors willing to thrash - and we mean REALLY thrash his car between rounds. If Cannon bums a piston, he still makes the next round. If he breaks a rod, he makes the next round. No matter what,ifthe car’s on its wheels and there’s another motor in the trailer, he makes the next round. For years controversy has swirled around the man. Accusations of cheating abound, but accusations are light years from convictions. No-one has ever caught Cannon doing anything illegal, yet there are

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JJCi looking to get involved in the sport with someone they thought could make waves - and Cannon was that wave maker. Cannon has yet to meet these people and also admits to never having spoken with any of them. His sole contact has been with Jannard.

4 December 1998 ter to tell him that “I’ve got the deal and I’ll talk to him later.” Without having heard another word from Cannon, Bennett posted a highly inaccurate release on the Internet that Scotty has since termed “flat wrong” and Jannard tei-med “dangerously off target.” Cannon used more colorful lan guage to describe his feelings about the posting, but we’ve decided to spare you that! Cannon has expressed little con cern over the lack of a “formal” sponsor. “There are two things that make this deal happen — money and me,”he said. “I’ve got the money.

A few days after the race, Jannard called Cannon to ask if he’d be interested in driving a Funny Car. Tough question! He flew to California for a meet ing with Jannard. As he puts it, “To make a long story short, I flew out there (to California), struck a deal with ’em, flew back to Shreveport(Louisiana) u and finished my race. And basical ly, that’s it.” In conversations with Motorsport News, both Cannon and Jannard emphasized that Oakley WILL NOT be the major sponsor ofthe car. When asked who the major spon sor might be. Cannon replied, “I have no idea. I swear, I have absolutely no clue.” While the Oakley name and logo will appear on .the car (as will that of Cannon’s existing Pro Mod spon sor, On-Sat), the group that Cannon continues to refer to as “investors” is seeking a primary sponsor for the team right now. However, sponsor or not. Cannon The money’s in my account right already has the funding for the now. It was wired. That’s why I’m complete 1998 season, which was sayin’ that I know this deal’s for wired directly to his South Carolina real.” bank. l . While Cannon refused to be spe “What’s happening here is'that cific about the dollar amount, he people think I’ve got a major spon did say that the wire transfer to his sorship from Oakley,” Cannon said, account included enough funding for an-entire season of NHRA “but that’s not what’s happening. , “Jim Jannard helped me put the I Funny Car racing. deal together with these other peo Judging by current sponsorship ple, but right now there’s no ‘real’ target figures, that could be as much as $2 million. sponsor. But, when asked what he thinks ‘IThe other people that are on board my Pro Mod car are probably it’ll take to run a F/C, Cannons going to stick with me, but that’s all replied, “I have no idea.” Cannon is not yet sure, but says I know at this point. he’ll “probably run a Murf “See, the story’s a little prema ture right now, but I’m kinda stuck (McKinney) car” - he has one because people have already heard McKinney car formally ordered for a mid-January delivery and will so many things that aren’t true.” That problem’s traceable to commit to ordering a second car Cannon’s erstwhile PR person, within another month, or two. Although there’s not yet a formal Bobby Bennett, who put out a press release that Cannon’s generously arrangement with Chevrolet, termed a “mistake.” Cannon is having his first car Cannon tried to reach Bennett cloaked with a Camaro shell. “I will not undersell myself,” he and, when he failed, he told his sis¬

said, so if Chevy hesitates, the fin ished product could easily carry another brand of body. As far as team make-up is con cerned, Cannon said “I’ve already got a list of guys I want to hire and I’ve taken a lot of phone calls from other guys who want to work with me.” Although no final decision has been made regarding a crew chief, he is leaning towards Wayne Dupuy, who’s recently been work ing with several drivers and team owners with limited finances. Dupuy has done a fairly good job under the circumstances, but if he lands with Cannon it would be his

He’s manied and has a family and he’s ready to move ’em to my place right now. “Ya know. I’ve kind of been down this road before. When I was going to run an alcohol car, I couldn’t even start it. I hired this guy to teach me and tune me up so I could get started and now I don’t think there’s many guys out there that can tune one of those cars better than me. “It’s not just me. It’s me and my team. That’s what makes it work and that’s what I want with the Funny Car. I want a team that’ll make us be good. “I’ve been told by my backers

research and development work on some cylinder head stuff I’d like to tiy.”

Cannon is determined to follow the same path he’s trod in Pro Mod and that’s to develop his own parts to give him an edge. “Ya know. I’m not runnin’ the same cylinder heads everyone else is runnin’ in Pro Mod and I want to do the same kind of thing in Funny Car,” he explained. “It’s just like my car, which isn’t like anyone else’s. “I’ve got my own chassis shop and we might end up doing our own car at some point. Who's to say I can’t take the stuff that’s out there now and make it better? If I eat, sleep and breathe this stuff like I have Pro Mod, who’s to say I can’t do it?

Who’s to say I can’t take the stuffthat’s out there now “My secret to success is simple: and make it better? IfI eat, sleep and breathe this stufflike It’s my show. I own the car, I drive it and I tune it. I do it all. And I know that when one thing goes I have Pro Mod, who’s to say I can’t do it? wrong, I know what can counteract and make it right. I need a tuner My secret to success is simple. It’s my show. I own the car, itthat’s going to get in here and leani how to run one of these cars right I drive it and I tune it. I do it all. And I know that when one thing goes wrong,Iknow what can counteract it and yy make it right. first opportunity to “play with the big boys” while have adequate finances at his disposal. Because he’s really a self-made racer. Cannon has no interest in hiring a high-profile,“name” tuner. “I’ve spoken to ten guys about runnin’ this car and the only guy who speaks my language, who talks about the racing the way I want to race, is Wayne Dupuy,” Cannon

that if I don’t qualify for a while, or don’t go any rounds, there’s going to be no pressure on me. They want me to learn how to race one of these cars and they’re going to give me plenty of-time to get it right. “This ain’t a one-year deal. They told me to look at the big picture and this is a three-year deal, so I’ve got plenty of time. “Their suggestion was that I not said. even hire a tuner, that I shouldn’t “I’m not lookin’ for a high-end even worry about it, but I’ll have to guy who’s going to run my show have someone to help, at least to without any input from me and is get me started. “A guy doesn’t have to run 4.90s then going to leave me in June without me knowing an3rthing. The to go to work for Scotty Cannon. guy I want is someone who’s going V^ayne Dupuy can qualify a car. to teach me how to do it, who’s He’s,done it lots of times, so I think going to move here and live with he can do it. “No matter what, Boyce Boswell the car, the way I will. “I want someone to become a (Cannon’s current crew chief) is team player, someone that’s going going to stay with me and I want to live with me for three years, him to. “In fact, everyone on my team is ’cause I have a three-year contract. “Wayne’s young and I don’t know going to stay with me, including a whole bunch about him, but I Mike Hedgcock (Eagle Racing know a bunch of people who do. Engines) - Mike’s going to do

along with me.” Cannon hopes to test and get his Mcense by the middle of December. He’s not going to anyone’s school, but will let whoever his tuner is teach him how the controls in the car work and he’ll take it from there. Although there was talk early on of Cannon remaining in Pro Mod, he says thats not realistic. He’s going to sell everything he has, but will keep the Studebaker. He’s not sure what he’ll ultimate ly do with it, but for right now it’ll have a preferred place in the comer of his shop. But, while the Pro Mod “Killer Red ’Mater” gets a deserved rest, the concept and artwork that helped elevate Cannon to superstar status remains very much alive. Jannard was succinct in his com ment: “The Killer Red ’Mater is alive and well,” he said. “It’s going to look great on a Funny Car!” What’s the lesson to be learned from this? Well, along with the obvious one that it always pays to be nice to your fans, for you never know who you’re reaUy talking to, there’s the uplifting message that dreams can indeed come true. a Just ask Scotty Cannon.

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4 December 1998

Top Fuel Roy Hill hasScandia purchased the entire Team Top Fuel team from current owner Andy Evans. The Reebok/Sequent/ Royal Purple Motor Oil dragster, campaigned off and on during the 1998 season, will return in 1999 along with driver Cristen Powell to compete at all 22 NHRA national events. Sequent will not return as an associate sponsor and Reebok’s return is uncertain as of this writ ing, but Royal Purple will remain. Bill Schultz and Mark Oswald will handle the tuning chores on the dragster. Ray Alley, tuning who has been recently Powell’s Reebok backed dragster following the departure of Mike Kloeber, will take his tuning skills over to the JerZees team of Bob Vandergriff for the ’99 season, replacing Rick Cassell. Larry Frazier has been given his walking papers by the Tony Schumacher/Exide Batteries team. Tuner Bob Brand, moves to his new role as Team Manager, with former Eddie Hill tuner Dan Olsen taking over as Crew Chief. This leaves Eddie Hill, for the time being, without a Crew Chief.

Lean times ahead; Whit Bazemore looks to be struggling for next season’s funding and has all his equipment on the market.(Ostaszewski pic)

Tom madeinhis pass in aHoover long career thelast Pioneer Dodge Avenger. Hoover qualified eighth at Pomona with a 5.051/297.52 and scored a first round 5.108/271.49 win over Randy Anderson, before iZy falling to Jerry Toliver, 5.099 to 5.129. staszewski Hoover, in his 30 years behind the wheel of a Funny Car, scored when he lined up alongside the five wins in 13 final round appear man he was chasing for the cham ances. pionship, John Force. The car left hard and started to Pioneer again returns with the team in 1999, spin the tyres but with Hoover around 100 feet, Spy vs Spy: Striking livery of Jerry Toliver’s Pontiac, which had luck becoming an forcing Capps to on its side during the round one Pomona pairing with low qualifier owner/tuner for pedal the car. Cruz Pedregon - the latter broke, advancing Toliver.(Ostaszewski) the Dodge The Capps Avenger, which Copenhagen will be piloted Camaro drifted by the very toward the cen capable Cory terline, but Ron Lee. stayed with it, landing into the i t c h tenth spot at McDowell 5.086/300.90. made a career Capps fin best pass of ished his sea 5.154/303.54 in son in round his neat Dodge one, smoking Avenger during the tyres in a qualifying and loss to eventual almost took a winner Chuck first round win Etchells. over star Tony Capps won Pedregon in the five times in Winston Finals. 1998 to finish McDowell left on the Syntec of 4.893/305.60 in a round one second in points. Mustang and had Tony covered trouncing of Whit Bazemore. The Winston Camaro was so until 800 feet, when the tyres Dale proved once again whyPulde he should be in a top ride far behind at the finish line that it broke loose and McDowell got out of shape. looked as if Pulde had redlighted. for the complete tour.

ddie Hill’s Pennzoil sponsor ship deal has reportedly been reduced for 1999, leaving Hill with the task of seeking associate sponsorship to operate the Texan’s popular racing team.

Funny Car Whit Bazemore, without backing for 1999, has major all of his equipment up for sale and his team seeking employment else where. Bazemore will continue to seek help for ’99, but will more likely use the coming year to find adequate support, hopefully returning for the 2000 season. Cruz Pedregon 1^ qualifier for the was 12ththe time in 1998 in Joe Gibb’s Interstate Batteries Pontiac with a 4.867/302.72 pass at Pomona, but was upset in round one by Jerry Toliver. At the green, the throttle cable bracket on Pedregon’s mount broke, right at the weld, handing an easy win and a lucky break to Toliver’s Spy vs Spy Pontiac. oing into the final Pomona G qualifying session, Ron Capps was not qualified with a

5.918/238.53 best. He made his last shot count

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Pulde, out of a Fuel Funny Car for over a year, drove the Gene Cristensen Dodge Avenger to a runner up finish in Pomona. The car, a 10 year-old McKinney, was campaigned by Dominic Santucci in the late eight ies and by the Cellone Brothers following that - it has also made a rare appearance on occasion with Freddie Neely at the controls. Pulde qualified in the thirteenth slot at 5.255/290.04, then stepped up to post a ninth, all-time best run

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Tony was smoking the tyres hard from mid-track on and lost a motor right in the lights, but man aged to squeeze past for the v;in. McDowell’s jump in perfor mance came after the help of long time Funny Car tuner Richard Bays.

Pro Stock Allen Johnson and put his Da le Eicke-tuned powered Dodge into the Pomona show with a 6.964/198.71 pass, netting him the 13th position. Surprisingly, when Mopar announced their ’99 team, they were not mentioned - a shocking situation, since they shov./ed up better than the rest of the Dodge contingent at most of the events of 1998. ickie Smith rolled the number .two Vieri Gaines Pontiac, fol lowing a 6.960/197.84 run when the chutes failed. Smith was unhurt and returned in round one with Mark Pawuks’ back-up car, losing to eventual Pro Stock winner Richie Stevens, 6.958/198.28 to 7.072/196.50. With LarryinMorgan to a Dodge 1999,moving Chevrolet announced that Mike Edwards will drive a Camaro Z28-bodied Pro Stock for JK Racing on the NHRA tour. Edwards, a double event win ner in 1998, will join Kurt Johnson and Tom Hammonds on the Chevrolet-backed team.

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4 December 1998

WHEN it comes to the incredibly com petitive world of Pro Stock racing in the United States - where mere thousandths of seconds can mean all the difference between winning ^ championship and being a perennial non-qualifier - having the very best of eqmpment is paramount to a team’s success. The very best of equipment, aside from the flash transporters and corporate hospitality buses that have become commonplace on the tour these days, gets down to a number of critical areas which are, obviously, cimcial to every form of motorsport - engine, clutch and chassis. But, while the engines remain very the much the domain of the individual teams and their own research and development pro grams, much like NASCAR, the chassis are usually sourced from outside shops. Unlike their stock car racing cousins, though. Pro Stock drag racing teams have many individual requirements with their cars - requirements that can make the differ ence in applying the power to the ground most effectively and determining the way the car will cut a path through the air - and very few chassis builders are trusted to be able to deliver what is required. One name that has been synonymous with the supply of many of the best chassis for many years has been Don Ness. The native of Minneapolis, Minnesota, has been supplying the biggest names in the sport for years and the quality of his work and the trust displayed in his shop has shown through, his cars winning almost too many national events to count and, of course, numerous championships. Ness’ Pro Stock cars have also claimed the last two significant barriers to be broken in the category, the first six second and 200 mph runs, recorded by Kurt Johnson (6.988 secs. May ’94) and his father, Warren Johnson (200.13 mph, Aprir97\ So good are Ness’ cars that during the 1998 NHRA season he supplied, on average, more cars in the qualified field at every national event than any other majgr chassis builder. In fact, the average was almost half of the field at every event during the past season. ' But what’s even more interesting is that Ness, nowadays, builds very few cars each year, with^ny team that actually gets to take delivery of one of the 12, or so, cars nbt only knowing that they have a vehicle capable of qualifying, winning a race and maybe even a championship, but also feeling privileged to be able to claim that they have a ‘Ness.’ Australian Pro Stock racing’s seven second barrier buster Peter Ridgeway is one that can lay claim to having been privileged enough to have had an order accepted and then fulfilled by Ness. Unfortunately for Ridgeway, on the first full pass in his immaculate Ness-built Olds Cutlass last season, an oil filter split, dump ing oil under the tyres and sending the coun try’s highest-tech racer tumbling over the track’s retaining wall to rest on its roof. After inspecting the chassis and deciding that a rebuild was in order, Ridgeway per-

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Master's Apprentices Legendary Pro Stock chassis builder Don Ness has been Down Under,

revitalizing Peter Ridgeway's wounded Olds Cutlass and communing with Murray Anderson and Wayne Rowe. GERALD McDORNAN was there.

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Gang of five: Murray and Teresa Anderson (left), Pro Stock guru Don Ness, Wayne Rowe and Peter Ridgeway.(Gerald McDornan pic) suaded Ness to head Down Under for two the opportunity to ask questions and learn weeks and perform the majority of critical more of the craft that they have chosen. ' Mind you, Ness was certainly making the work required to get the car back on track. most of his opportunities while being in Ness was hoping that his second trip to Australia, asking questions now that he was Australia would prove to be a bit more suc cessful than his first trip a few years back - in the workshop of the latest World Pro armed with all of his knowledge from years of Modified Champion chassis builder experience with Pro Stock vehicles, Ness was (Anderson’s workshop, following Scotty brought to Australia to help Adelaide racer Cannon’s domination of the IHRA Pro Mod Robert Quattrochi secure the Pro Stock title World Championship) and the inventor and at the final two rounds of the series. developer of the swing arm rear-end - a sus Unfortunately, as Ness recalled with a pension system which has revolutionized Pro chuckle, while he was here Quattrochi went Modified racing in the US. ' After first disappointed when, upon his from leading the series to finishing third... arrival at Anderson’s workshop, he found not such a success, huh? This trip, though, proved to be extremely that there were no swing-arm cars there, successful for Ridgeway, along with being a Ness’ curiosity was satisfied when he had the major bonus for not only Australia’s most opportunity to view Peter Kapiris’ new decorated chassis builder Murray Anderson, Pennzoil Studebaker while it was undergoing whose Melbourne shop Ness worked out of, final assembly at a nearby factory. Ness foimd the car extremely interesting but also the sport of drag racing in general, as the American parted with an incredible and, after talking at length with Anderson over its set-up, he pondered how he might amount of knowledge during his stay. adapt the suspension for US Pro Stock appli The chance to work alongside the man gen erally regarded as the best Pro Stock builder cations... and how he might be able to revolu in the sport gave Anderson - and a number of tionize the class and, maybe, even make others who took time out to meet the man - someone a first-time World (Champion. “I truly believe this swing-arm system will work on a 500 cubic inch Pro Stock car,” Ness said, “although the Pro Mod chassis that Murray builds needs to handle a lot more power than a Pro Stock car, so there might have to be some changes made in the stiSness of the chassis for the power difference - per haps a little more flex in the total car,” he said. VIC: Stuckey Tyre Service Ness, though, was quick to point out that, Ph:(03) 9386 5331 in a sport where the availability of funds can Fax;(03)9383 9153 be the total difference between something not SA: The Mag Wheel Centre working originally to finally being the accept Ph:(08) 8269 4100 ed norm, cash was what he would require to Fax:(08)8269 7805 make it all happen. NSW: Stuckey Tyre Service “Quite simply, it would need a team to commit to building a total swing-arm car and Ph:(02) 9676 8655 Fax:(02)9676 5300 be prepared to spend US$100,000 testing it for it to work,” he said. QLD: Road & Race Spare Parts “But, if it does work as I possibly think it Ph:(07) 3279 1533 will, that team that is prepared to go the Fax:(07) 3376 5804 extra step and commit the funds might just WA: Kostera's Tyre Service have the deciding equipment that helps them Ph:(09) 293 3500 win the championship. Fax:(09) 293 1355 “This swing-arm system, though, is some TAS: Bob's Speed Shop thing I would like to work on with Murray and see what we can do about getting one of Ph:(03)6273 7555 these cars onto an NHRA track,” Ness added. Fax:(03)6273 7666 Ness has never been afimd of experimenting Find us on internet: with different set-ups in the past, his top secret Torque-arm’ cars of six or so years ago being a http://www.stuckey.com.au

prime example of his forward thinking. Pro Stock stars Larry Morgan and Warren Johnson both had torque-arm cars but, after being taken back with the slow development, changed them back to standard four-link cars after an insufficient period of development. “It’s all about money and the torque-arm is a prime example,” Ness said. “We probably fell about US$250,000 short on development, but I still believe that it would work in time; it just needs money and time committed.” Ness has actually kept all the stock he built up in preparation for the ‘explosion’ of torque-arm cars, all of it remaining on a shelf in one of his four workshops - he calls it his $250,000 shelf! Getting back to Anderson’s swing-arm, after having a little longer to think about its benefits, Ness offered the view that the new Pro Stock Truck category, a class he at first stayed well away from, might be an interest ing place to tiy the suspension out. “Despite the fact that they run small blocks and make a lot less horsepower than a Pro Stock car (900 hp compared with 1,300 hp), they have a 125-inch wheelbase and that could be a factor in making it all work,” he said about the controversial new Pro class which is booming in terms of car count. Ness was late getting into building Trucks, having completed just a few when compared with fellow chassis builder and former employee Jeriy Haas, who has huilt> nearly 30 units, with many, many more on order. Another area that came up for discussion on Ness’ trip Down Under was aerodynamics of drag racing vehicles, where and when they come into play and the benefits gained. Aerodynamics is, perhaps, the most guessed factor in Australian drag racing, with very little scientific experience being gathered by Australia’s chassis builders in controlled environments, something Ness has considerable experience with - which showed when he was detailing Ridgeway's car back into the racer it was when it originally left his workshops in the US. Ness is retained in the US by General Motors as a consultant for their drag racing efforts and is constantly working in either GM’s, or aerospace giant Lockheed’s wind tunnels, performing R&D work on their cars, “My observations about Australian racing are that aerodynamics are prettj’ much a hit and miss area, with many people just taking advice on what we’re doing back home,” Ness said. “And that’s fine in most eases, as that

4 December 1998 Ridgeway, most well-known for calling the shots with his racing operation, calling out for Ness’ approval for anything he touched prior to it being accepted!

Don Ness Down Under Don Ness currently employs ten people to help with the construction of his race cars, with the workers split between his chassis shop, finishing shop (where the basic chassis are sent to have bodies fitted, get tinned out, etc) and paint shop. -Davidsons are also a love of

Harley Ness, the American having a customizing shop for Harleys, along with a share in an Easyrider franchise. Some of Ness’ cus tomized Harleys sell for up to US$60,000!

Ness’ time at Murray Anderson’s already been financially beneficialhas for the Australian chassis builder, with Anderson receiving an order for a run of sheetmetal rear housings.

Don been and around drag racing for Ness manyhas years was actually involved in the Chrysler/Plymouth factory’s official racing efforts back in the 1960s. On a visit to Super Stock racer Nino Cavallo’s home, where a number of Peter Ridgeway’s bits and pieces from his acci dent are kept, Ness took time out to have a look over Cavallo’s impressive Charger Super Stocker. Imagine Cavallo’s surprise when Ness, after finding out what make of car it was and then studying the basic structure, offered the information that he still has lots of super-light, super-tough, mega-buck tita nium front-end bits for Cavallo’s machine... and all factory produced! Cavallo is still drooling at the mouth over the info, although it’s doubtful whether Ness will part with the now 30 year-old bits and pieces!

Family affair: Cowin’s son Andrew will steer the K&N High Flow Air Filters Fueller.(Burgan pic)

Cowin family ready

VETERAN professional category com petitor Graeme Cowin recently returned from the USA where he and his youthful team have been preparing their weapons for their assault on the NHRA Top Fuel ranks in 1999.

The favourite catch-cry Anderson’s workshop while Nessaround was in town was “Hey, Don," with even Peter

on Ness has built a number of vehicles for the burgeoning Japanese drag rac ing scene, with one car - complete with mega turbo systems, etc - being billed out at almost US$100,000! Ness described the Nissan as one of the most beautiful and advanced cars he has built.

extra thousandth of a second may not mean a whole lot. “But, because we are chasing that little bit extra, it means a lot over there, so we spend a considerable amocmt of time in the wind tun nels trying out different ideas and gathering actual facts about how cars perform.” Considerable time comes at considerable expense, though, with Ness quoting that the wind tunnels cost around US$1,500 per hour to operate. To tiy and better what they might already have, Ness and the GM engineers might spend up to three days at any one time trying out different ideas. “We’ll go into the wind tunnel with a bimch of different stuff and continue working with what we have to try and get better results,” he explained. “Because the time is so expen sive, though, you have to go prepared and bq ready to improvise at any time..', rolls of racer tape are never far away!” The differences aren’t hard to spot on a Ness-built car, though, with many refine ments making his cars stand out from the crowd, which are obviously factors in their success on the track. Some differences are hard to spot, though and it isn’t until you see a car like Ridgeway’s, bare and ‘on display’ during its reconstruction, that you can understand to what extent the ‘in the know’ US builders will go to massage a car to work best. “Each car is template legal, but pushed to the extreme... we play vrith everything,” was just about all a grinning Ness would offer when asked a number of intrusive questions. Still, aerodynamics mightn’t make much of a difference to a racer if the total package isn’t right and Ness knows that. “I have an aero option wdth my cars and I usually do myself out of the extra money (US$3,500) when people ask what difference it makes and, knovring their programs, I say not much! I should just take the money,” Ness said with a chuckle,looking at Ridgeway. Naturally, when Ridgeway ordered his Olds Cutlass from Ness, he took the option and Ness took the money! So much is Ness and his work valued by the folks at GM that within the next few weeks he will be taking delivery of the new Pontiac, which the company will campaign as

its official car for drag racing beginning 2000 - giving him and his team one full year of development before the Firebird replacement hits the track. “We normally get a development car and play around with it a little, try to work out the best way to fit everything under the pan els, then hit the wind txmnel with our ideas before settling on our first version,” Ness said. ’The spin-off benefits of his visit were almost immeasm-able, as not only did Ridgeway and Anderson gain from his visit, but so too did others such as Australia’s first doorslammer racer to break the 200 mph barrier, chassis builder Wayne Rowe and talented sheetmetal worker Paul Librio from All3rworks, who both FUNNY Car racers Peter and Helen -Russo have ordered a new chassis from worked closely with Ness. Rowe spent considerable time with the legendary constructor Steve Plueger for American at Anderson’s shop, along with also their campaign on the NHRA tour. having Ness visit his own home-based work Plueger’s P&P Fabrication chassis shop shop, watching the American work and hav builds Funny Car chassis for most of the ing him look over the work he has performed. leading teams in the US, including aU of the While at Rowe’s workshop, Ness inspected championship-winning cars for eight-time the work Rowe had been performing on World Champion John Force. Super Stock racer Bruno Cavallo’s new TTie new car, which will begin construction Pontiac Trans Am and gave a number of tips, early in the new year, will be Qloaked in a ’98 along with translating his experiences of carbon-fibre Dodge Avenger body,which the working on the same model car. team has secured from Gary Densham’s NEC “You can’t help but learn from someone team after the announcement of their switch like Don, who has so much experience and ing to Pontiac next season. knowledge about what we’re all doing,” Rowe Helen told Motorsport News that the team enthused.“His visit has helped me enormous is excited with the decision to go with a new ly and both myself and Murray, along with CALDER our customers and the sport, will receive the NOW FINE; considerable benefits of his time here.” Anderson added that the exchanging of Significant information is always happening between the drainage US and Austraha, but actually having some measures to one like Ness here, on-site, made a huge counter the amount of difference. MCtt wet track “Wa}me and I got to look and learn and ask problems ; J^ questions as Don went about his business which result* and the knowledge gained was so much more ed in the than what you can achieve in a year of phone cancellation calls and faxes,” Anderson said. of the Nov 14 “The basics are always the same, but Don’s event have experience with exotic materials such as tita nium was of great benefit to us, along with successfully his knowledge of aerodynamics and the finer been carried details. I believe you’ll see the benefits of his out at the visit in both my own and Wayne’s work in the Melbourne future and that’s only going to be a bonus for track. Australian drag racing.”

As announced in MN #139, Cowin had orig inally intended to drive his brand-new Murf McKinney car himself in an effort to top the 300 mph barrier that has eluded him in Australia, but will now act as team manager as son Andrew takes the wheel. 'The Cowins - Graeme, Andrew and John along with Shane Olive and Shane Place, had been living in an apartment in the Riverside area, south east of Los Angeles, while assem bling the new car and a stock of spares. The team has established a workshop in sponsor K&N High Flow Air Filters’ ware house and on the ’Thursday of the Winston Finals weekend fired the new car for the first

time - much to the delight of the workers in the surrounding industrial complex, who have followed the gestation of the new car since the Aussies arrived and set up shop. Cowin was especially proud of the fact that his sons, who recently turned 19 and the two Shanes, both 23 years old, had handled all aspects of assembly of the car and its engines. He commented that the team, apart from himself, was definitely the yoimgest in terms of age among the pro ranks - but he also noted that he had the greatest confidence in their efforts.

As wen as primary backing from K&N and Autometer, the team has also recieved sup port from Mr Gasket Co, Cragar, Crane Cams, XRP, ARP, Loctite, Shell Australia and No Fear Australia in their efforts to fly the Aussie flag in the US. - KEITH BUKGAN

New Plueger for Russo

car, instead of picking up a second-hand chassis following their decision to quit racing in Australia and try their hand in the US. “The decision gives us a firm direction as to where we are heading with our campaign in America, after quite a number of months of not knowing exactly what was happening and where we were going,” Russo said. “After talking with a number of teams about their ’98 model Plueger-built cars when we were in the States earlier this year, we were hanging around waiting on their deci sions before deciding to go in our own direc tion. Naturally, the waiting was causing all sorts of problems with our own plans, so we bit the bullet and rang Steve [Plueger] and placed an order.” - GEEALD MCDORNAN

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1998 NHRA CHAMPIONSHIP DRAG RACING SERifS ° FINAL POINTS STANDINGS.

PEHNIOII' 'ar

1998 NHRA Top Fuel Championship I. Gary Sceizi, Tearn Winston ...1781 1640 2. Cory McClenathan, McDonald’s 3.joe Amato, Tenneco Automotive ....1522 4. Kenny Bernstein, Budweiser King ....1385 1344 5. Mike Dunn, Team Mopar 6. Doug Kalitta, American Inter. Airlines 1098 1093 7. Larry Dixon, Miller Lite . 1083 8. jim Head, Head Racing .. .993 9. Bob Vandergriff,jerzees. .95 10. Bruce Sarver, ATSCO .

1998 NHRA Funny Car Championship I. John Force, Castrol GTX Ford ..1663 2. Ron Capps. Copenhagen Chevrolet ..1528 3. Cruz Pedregon, Interstate Batt. P’tiac .1445 4. Chuck Etchells, Kendall Oil Chev ....1430 1281 5. Whit Bazemore. Winston Chev 1256 6. Tony Pedregon, Syntec Ford .. 1 143 7. Tim Wiikerson,JCIT Pontiac .. 8. Dean Skuza, Mateo Tools Dodge ... .1117 9. Al Hofmann, GM Perf. Parts Pontiac ..1044 .905 10. Del Worsham, CSK Pontiac

1998 NHRA Pro Stock Championship f. Warren Johnson,GoodwrenchPTiac ,.1973 1533 2. jeg Coughlin, Jeg’sOldsmobile 3. Kurt Johnson, AC Delco Chevrolet . .1416 1390 4.jim Yates, Splitfire/Peak Pontiac 5. Mark Osborne, Sherman Pontiac .. 1066 .977 6. Mike Thomas, Pennzoil Pontiac . 975 7. Mike Edwards,JK Racing Pontiac .964 8. Tom Martino, Jesei Pontiac .... 9. Richie Stevens, Collins Racing Pontiac .917 10. Mark Pawuk, Summit Racing Pondac ..819

Break the 300 mph barrier first and pick up a cool $50,000! That's what Australia's best drag racers will be trying to do at the 1998 Victorian Drag Racing Championships at Calder Park on December Saturday 5th with the biggest prize ever offered in drag racing history up for grabs. Rachelle Splatt, Romeo Capitanio, Steve Read, Darren DiFilippo, Robin Kirby and more will be lining up for their chance to write their names into the history books and take drag racing's biggest ever cash payout! Also on the bill will be a full field of Competition Eliminator cars. Super Stockers, Super Gassers, Super Sedans and a whole lot more. Qualifying on Saturday from 10.00am, with Eliminations from 4.30pm. For Herald Sim more information, contact the Calder Park Information and Weatherwatch line LMOTORSPORTI YOUR TOWN-YOUR PAPER on 1 900 937 445 or find us on the internet at www.motorsport.com.au ©MotorsportNews

4 December 1998 MELTON driver Graeme Gilliland, who only made his motorsport debut six years ago at the Calder Park Thunderdome and already has won two titles and.the opening round of the 1998/99 Autopro Australian Sportsman

Third time ludcy

Championship - has his sights firmly fixed on notching up his third successive series title. After winning the 1996/97 Sportsman series in a VK Holden Commodore, Gilliland and his part ner, Anne Byers, upgraded to a VL enjoy their racing - in fact, it’s Commodore for their title defence. probably the cheapest way to par “But, two weeks before the first ticipate in motorsport. round of the ’97/98 series, I “I’m a member of the Sports smashed the new VL into the wall Sedan Association and I know how while carrying out some testing,” much it costs to race one of their said Gilliland. beasts - my Sportsman budget “That incident put us behind the would have me at the back of the eight ball for the first three rounds grid in thirtieth spot. of the series - in fact, I was “With this form of racing, we only extremely lucky to have won the contest six rounds and five of those title, as Con Vereker, who was lead are close to home; the Adelaide ing the points tally, actually threw round is treated as a bit of a holi the title away and I was luckily day, as we spend several extra days able to snare it for a second time. over there having a look around. “When Con crashed his car at the “But in the road racing scene, you have to travel all over the state and Adelaide International Raceway round attempting to put his car on interstate and that really takes a pole, it meant that their team was lot of money out of your racing bud in catch-up mode for the balance of get,” he explained. the series.” “And while we’re taking about During the last winter break, road racers, a number of the guys Gilliland and his loyal crew com that have had a go on the Thunderdome can’t believe how pletely dismantled the G&G Engineering/Repco Commodore, intense it is, as there is no opportu 1 getting the final drive, transmis nity to get a spell when the lap times are so fast. Hey, the sion and engine completely rebuilt NASCAEs are lapping consistently and the shell and all ancillary com in the 27s and there is no letting up ponents inspected and updated at all during the races, especially where required. “We are not as fast as the Ford when there are pitstops - the pace has scared the shit out of a few of Falcon runners, as their engines Three,thank you: Sportsman Champion Graeme Gilliland contemplates another title.(Thunder-Pics/Agfa pic) them. have more torque and they si't.bet “As far as our team is concerned, ter in the corners than the and, with several other competitors year’s successes and future plans think how close everything is going Commodore runners,” Gilliland returning, plus a couple of rookies for the category - they may say ‘we to be as the season winds down - though, we’re very comfortable with stated. “To race a Holden around entering the category, we should be only saw the AUSCAR drivers,’ or maybe there will be twenty of us in the Thunderdome and are expect ing another good season. I would the Thunderdome at a race-win- able to field twenty competitive ‘we might as well put our money on the 33-second bracket. “Now that’s another reason why like to thank om- supporters, Repco ning pace, you have to be ri^ht on cars in the future,” Gilliland said. an AUSCAR,’ so we’ll just have to we shouldn’t be matched up with and City West Rentals, plus my the limit-the Commodores have to “Twelve cars lapped in the 33- wait and see. be driven hard and ai-e out of con- second region during qualifying at “Hey, but let’s not forget that we the AUSCARs,as the last thing you loyal mechanic Paul Falzom, who need is a fellow competitor getting has been with me since day one and the last round and dming the race are still racing for a championship. trol, actually. “The first race was open slather a tow past by a quicker car when our engine builder, Total “But, while the Fords have an v fifteen of them were running 33s. “If we have to run with the for everyone to get an advantage you’re out there leading the Performance - hopefully, every advantage with their better corner thing will go our way again and we ing speed, as they are able to exit AUSCARs, it could be difficult and, fortunately, we got maximum Sportsman class,” Gilliland added. the corners faster which allows when we go back to our sponsor round points; but, with everyone “The Sportsman class is a good can notch up another championship series for each of them.” them to gain an advantage on the Repco and talk to them about this running so close together, I hate to strong group of drivers who really straights, our reliability and car Class leader: Gilliland’s Repco/Citi West Rentals #18 Commodore has proven to have the legs on his rivals when it really counts.(Brett Swanson pic) preparation has enabled us to run with, or ahead of them and gain two successive Sportsman titles.” But the Ford threat to the Commodore punters is no longer the topic of conversation in the Sportsman ranks, as the current Calder Park management, in a bid to boost depleted super speedway fields this season, is planning to , combine the higher-powered, later ‘model AUSCAR campaigners with the less powerful Sportsman teams in the near future. This rather controversial move triggered the Sportsman teams into having a meeting a fortnight ago to discuss the proposal, the group ulti mately deciding to do anything within reason to help advance the sport, but earnestly hoping that this will only be a short-term solu tion implemented by the track’s management. “The Sportsmans had seventeen cars racing at the November round

Sportsman Champion Graeme Gilliland has his sightsfirmlyfixed on a third title in his V8 Commodore. GRANT NICHOLAS spoke with the reigning Champ.

1998 WINSTON CUP SEMES RESULTS NAPA S00 - Atlanta, GAo November 8th, 1998o I.JeffGordon,#24 DuPont Chev Monte Carlo Z Dale Jarrett,#88 Ford Credit FordTaums 3. Mark Martin,#8 Valvoline Ford TaifitJS 4.Jeff Burton,#99 Bode Batteries FordTaums S.ToddBodine,#9l Uttie Joe's Auto Chev Monte Carlo

11. Chad Uttte,#97john Deere Tractors Ford Taurus 11 Dkk Tridde,#90 HeiligMeyers Ford Taurus 13. Dale Earnhardt;#3 GM Goodwrench Chev Honte Carlo 14.Ward Burton,#72 MBNA Pontiac Grand Prfac

Final Standings I. Jeff Gordon ......5328 2. Mark Martin .....4964 3. Dale jarrett .....4619 4. Rusty Wallace ....4501 S. Jeff Burton ......4415 7. Bobby Labonte ...4180

6.Bobby Hamilton,#4 Kodak Chev Monte Carlo 7. Ken Schrader,#33 Skoal Barest Chev Monte Carlo

lS.)eremyMayfe!d,#12Mob0 1 FordTaums 16. Kentiy Irwin,#28 Texaco HavoSne Ford Taurus 17.Steve Park,#1 PenraoH Chev Monte Carlo

8.Terry Labonte,#S Ke#o^s Chev Monte Carlo 9. Mike Skinner,#31 Lowe's Hardward Chev Monte Carlo

18. Kevin LaPage,#l6 PrirnestarFordTaurus 19.Ted Musgrave,#13 First Plus Financial Ford Taurus

6. Jeremy Mayfield ..4IS7 8. Dale Earnhardt ...3928 9. Terry Labonte ....3901

10. Geoff Bodine,#7 Phfflips Ford Taurus

20. Rusty Walace,#2 Miller Ute Ford TaiatJS

|0^Bobb^_Hamilton_j_j3786

36 4 December 1998

Shell Helix for Skinner cleans up Gene’s T-Bird

in Japan again MIKE Skinner won the Japan non-points NASCAR race at the Twin-Ring Motegi 1.5-mile oval on November 22. Skinner held off newly-crowned Winston Cup Champion Jeff Gordon for the win by a whisker in what turned out to be a very com petitive race. Gordon shared the front row with pole-sitter Jeremy Mayfield, but Skinner soon showed his hand, those two and Gordon spending the majority of time up front and Gordon even suffering some side damage after contact with one of the Japanese.

Darrell Waltrip, subbing for Dale Jarrett in the Yates Ford, received a tap from Bobby Hamilton, sending the veteran hard into the wall rearwards and ending his day early. “I guess Bobby forgot we’re flying back on the same plane,” remarked a jovial Waltrip, who again showed signs of his old self, battling hard with Dale Earnhardt at one point. The race also marked the first time Earnhardt had raced with his son. Dale Jr, the younger Earnhardt coming home in front of Dad at race’s end after some good fighting between the two.

With four laps remaining, Gordon passed a strong-running Jeff Burton for second and set his sights on Skinner, who had lead since final pit stops on lap 160. Gordon challenged Skinner, with Mayfield also closing, but Skinner held on for his second Japanese win a row, following a victory at Sukukainl997.

Final results: Skinner (Chevy), Gordon (Chevy), Mayfield (Ford), J Burton (Ford), R Wallace (Ford), Earnhardt Jr (Chevy), Elliott (Ford), Earnhardt (Chevy), Marlin (Chevy), M Waltrip (Ford). - MARTIN D CLARK

19, but the vertebrae problem he has is healing and an operation is not now needed.

iiA

By Martin D Clar Cale closed Yarborough it’s doors Motorsports on November 20 - team members, including crew chief Michael ‘Fat Back’ McSwain, were released and, if no sponsor is found, the triple champion will not campaign the 1999 season.

Mattel Motorsports hassponsor not yet signed its primary Phillips and, although associate backers have been contracted for 1999, it could be another team to close. The team is planning to switch to Chevrolets for 1999 with driver Michael Waltrip, who takes over the helm from Geoff Bodine - the latter was negotiating for Phillips to go with hini to another team.

ale Jarrett underwent suc cessful surgery to remove his gallbladder on November 16 in a Phoenix hospital - the problem had hampered his health in the final three 1998 races.

ark Martin went to hospital for back sijrgery on November

Mike Beam, long-time crew chief for Bill Elliott, parted company from Awesome Bill on November 16 to become crew chief for rookie driver Elliott Sadler next year at the Wood Brothers. Beam had been team manager with Elliott more recently, having started as crew chief for Elliott in 1990 with Melling Racing and then moving with Elliott to Junior Johnson’s Budweiser team. He then followed Elliott again to start the new Elliott-owned operation.

he new 2000 model Chevrolet Monte Carlo went on its first test at Talladega Motor speedway recently. Built by Hendrick Motorsports,. the car was driven by Busch Series regular Mike McLaughlin. NASCAR apparently feels con fident it will give the new body the OK at the latest by midDecember, allowing teams to start building for the new model’s pos sible debut as early as May 1999.

ale Inman, cousin of Richard Petty, will retire from Petty Enterprises at year’s end. Inman has been with the team since 1962 and is credited for much of Richard’s success with the selfowned team and the success of the sport.

VETERAN Gene Cook has

1998/99 AUSTRALIAN SUPER SPEEDWAY POINTSCORES

entered into a new agreement with the Shell Company of Australia to run his Ford Thimderbird at the third round of the Australian NASCAR Championship series at the Calder Park Thunderdome on December 20 in Shell Helix Racing colours. " Cook has had a close association with the company for the past eight years, four of those running his super speedway race cars under the AustOil Lubricants banner. “Black Beauty has gone and now I’ll he climbing into a Shell Helix racer with similar markings to what Dick Johnson and Brooke Tatnell have on their machines,” commented a delighted Cook. “I believe that Shell have made an ongoing commitment to our team due to the NASCARs racing at the Grand Prix meeting at Albert Park in March - it will be a great opportunity for the NASCAR boys to show their stuff.

“I’ve also purchased a second TBird that US hero Ken Schrader raced for Robin Best some years ago. The car’s been stripped and it’s gone to Tom Smith’s race shop for a complete front-end and body update, as I plan to debut it at Albert Park. “That car will be a dedicated road ras^ car and it will be one hundred pounds lighter than the super speedway version.” Early in the New Year, Shell will be introducing a wide range of new products under the Shell Helix ban ner and they vrill be utilising Cook and their other two race teams in promotional and marketing pro grams. “Gene Cook and NASCAR racing are synonymous with power and performance and we have devel oped the products with Gene’s input and testing,” stated Michael Tate, Shell’s Consumer Lubricants Marketing Manager. “1999 will be a big year for Shell Helix and Cook, as we learn from his 300 kmh test lab.” -GRANT NICHOLAS

NASCAR 515 1. K Jane 505 2. T Wyhoon 500 3. R Ingall 456 4. M Brewer 446 5. N Lance 443 6. K James AUSCAR 175 1. M White 170 2. L Watkins 165 3. N Pretty 160 4. T Malley 155 5. A Leitch 150 6. N Pretty SPORTSMAN 175 1. G Gilliland 0 17 2. A Gillespie 165 3. R Saves 16 0 4. G Raleigh 155 5. M Vereker 150 6. T Rowlett

Yep, the DART: Neville Haley (left), David Amor and Bob Wright.

DART Racing HQ team

DAVID Amor’s Korumburra-based DART Racing team is attack ing the 1998/99 HQ Holden Championships with an expanded new-look three-car team for the super speedway season. In an ambitious program. Amor has retained the services of both his regular drivers - John Spencer and Bob Wright - and has further strengthened his team by signing HQ road race Champion Neville Haley as the third driver for this season (Haley contested the final two meet ings last season in a Dennis Panels entry). DART Racing has secured additional sponsorship support from Autotrac Advanced Automotive and James Race Engines and will con tinue to enjoy support from Fuchs Oils, Echlin, Raybestos Brakes, SAAS Wheels, Aussie Rod and Custom, Ice Radiators, Gladstone Park Hotel -GRAHAM DARKE and Coal Creek Historical Park. \

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4 December 1998 CALIFORNIAN star Randy Hannagan swept past Perth youngster Ryan Farrell on the tenth lap to score consecutive non-stop wins on successive nights, the touring American winning Round 3 of the 1998/99 World Series Championship at Bunbury City & Regional Raceway on November 28 after having taken out the previous night’s round at Perth’s Claremont Speedway. Twenty four year-old Fan-ell had earlier won the right to start the AFeature event from pole position, after having held Hannagan at bay for six laps in a thrilling Goodyear Eagle Trophy Dash. The ultra-consistent Skip Jackson maintains a slender points lead ahead of Hannagan in the overall standings. Despite a less than perfect THE/ Icore/Oztrac Maxim, Hannagan said afterwards that “we used the Dash as an experiment for our set up in the feature, making sure we had the right tyre combination. “I didn’t think the track would dry out that much, but it seems we guessed better than anyone else. “I knew that Ryan would be tough, so I waited for him to make a mistake.” Farrell explained, “I was banking on the track staying moist, so we went with what was successful in

Skip tops WSS pointscore

the Dash. When Randy blew by me on the bottom, I had to move down to protect my position - but, when I did, the car got too loose. Skip (Jackson) showed his nose to me a couple of times, so I rolled the wing back and hung on.” Defending champion Jackson fin ished a close third place, but was dissatisfied, saying, “We simply haven’t been able to adapt to this new chassis - it is a points-winning car, rather than a race-winning car. “We made changes all night, but I have to admit that we are strug gling - it is pretty frustrating, as the team is contemplating putting last year’s winning car back togeth er for Adelaide next week.” A close fifth was Brooke Tatnell, his best finish of a disappointing Western Swing, while Geraldton’s Mark Wells overcame Brisbane’s Dean McComb for sixth. Fellow Queenslander Andrew Scheuerle was next at the head of a queue of cars which included national Speedcar cheunpion Robert Farr, local hero Ron Krikke and Kalgoorlie winner Garry Brazier. Eighth-starting Brazier conced¬

ed, “I got a bad start where I got pushed up onto the highline and lost four spots straight away. After that I got blocked and couldn’t go anywhere.” Hannagan won at Claremont on November 27 from Jackson, National Champ Max Dumesny, Priolo, Brazier, Krikke, McComb, Farrell, Darren Jensen and Kerry Madsen. Brazier won the series-opener at Kalgoorlie on November 25 from Krikke, Jackson, Trevor Green, Farrell, Farr, Priolo, Scheuerle, Jensen and Chas Calandro.

POINTSCORE AFTER ROUND 3 of 15

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

Skip Jackson Randy Hannagan Garry Brazier Ryan Farrell Ron Krikke Trevor Green Max Dumesny Pino Priolo Brooke Tatnell Dean McComb Robert Farr Andrew Scheuerle

2160 2130 1630 1560 1430 1115 1015 1000 850 780 750 710

Series leader: Skip Jackson holds a narrow WSS lead.(Tony Loxley) 13. Darren Jensen 670 435 17. Ant Kinley 14. Mark Wells 560 17. Peter Smith 435 510 390 15. Kerry Madsen 19. Marty Perovich 16. Chas Calandro 465 370 20. Jamie Maiolo

Biyans spoils Logue's winning streak Close victories by FSOO's Darryl Willsher and Super Rod's Nelson at Premier's season-opener

SUPER Sedans headed the bill

south worthwhile with a fine third

at the opening meeting for on Premier Speedway

pl^e. Darryl Nelson took a fine win in the Super Rod event and Lindsay trotter took out the Limited Sportsmans - Anthony Bear was the winner in the Juniors. Feature number one for the Super Sedans saw Logue off pole and off to the first feature win of the night, keeping his car’s perfect record intact, Steve Murphy made a smoky exit while third and Paul Tindal brought his Falcon home in second, ahead of Dave Gartner, Aussie Champ Mick Nicola and Geoff Trewin. In the second feature, the track was a bit slicker and there was more action. Bryans and Gavin McEachern were off the front row, with Steve Stewart just behind - Logue was last. McEachern led the opening lap before Stewart assumed the lead.

November 28 and,- as we’ve come to expect, Peter Logue in the Repco/Penrite IROC Camaro was the dominant driver, winning both his heats and the first final - he then charged from the back of the second feature to be second at the end behind Gary Bryans’ BRH Enterprises \(N Commodore. Logue had no answer in the end for Bryans, having punished his tyres as he worked through from the back. Also on the bill was a screaming squadron of Formula 500s, which saw Darryl Willsher snatch the lead from cousin Ken Willsher with less than half a lap remaining. Ken Willsher had led the previ ous 19 laps, but had also burned off his tyres as the track slicked off. NSWs Ian Burrows made the trip

n The Formula 500s put on a On lap 7 in light drizzle, McEachem tapped Stewart into a great show, which included spin, Stewart restarting in the lead Sprintcar veteran Phil Johnson with McEachern second. making his debut in Steve Carter’s Just as Trewin was spinning Racetec machine - sadly, though, away his fifth place, Tindal slowed Johnson’s run ended in the first and Scott Whittle hit him, Gartner heat with engine drama. The 20-lap feature saw the spinning in the melee. Tindals car then had a barbeque Willshers, Darryl and Ken and on the infield, but was quickly Graham Mollenoyux off the front row, but it was Ken who led away extinguished. With just over half-distance to go, from Darryl and Mollenoyux. By lap 5, however, Paul Logue was eighth. On lap 13, Stewart and Campbell-had moved to third, with McEachern clashed again and Ian Burrows fifth. Lap 12 saw the race’s first cau Nicola was also caught out. This put Bryans in the lead from tion, following an incident involving Jack Willsher. Trewin and Logue. On lap 15 while trying for the ' With two laps left, Campbell’s lead, Trewin spun when a steering great run ended when he slowed as Burrows moved to third. bracket broke. Darryl Willsher had seen,that his Over the final five laps Bryan lead to the flag, actually pulling cousin Ken’s tyres were smoking away from Logue, as Nicola spun and, with a slight baulking of Ken but continued. by a lapped car, Darryl had the momentum to make the move on Bill Miller grabbed third from Andrew Keen and McEachern. the last lap that saw the pair cross

the line with Darryl’s car ahead by half a car length in an enthralling finish. n The Super Rods were down slightly on numbers, but still put on the action, with John Vogels taking the first heat in his Niki from Victorian Champion Darryl Nelson and Tony Meehan. Wayne Williams upended his Mini big time in heat 2 while dicing hard with Nelson and Vogels Williams and Nelson made slight contact, then Williams tagged the wall before the car rolled a few times. In the 15-lap feature with fastest from the rear, Vogels tried to split two cars on the opening lap and spun - David Cooke was forced to hit the waU and Nelson to spin. Nelson went on to work his way to the front and take the win from Steve Clay’s Mini, Leigh Podger and Tony and Gary Meehan - all were driving Daihatsus. -BEE'TT SWANSON

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4 December 1998

lii!4h)GWD^8m®[F0

NASR's battle for unity

Moves to get the National Association ofSpeedway Racing(NASR) up and running have caused division and consternation in a sport traditionally administered by a disparate group ofassociations. John Hughes, World Series Sprintcars principal and the General Manager ofthe NASR organisation, spoke with BRETT SWANSON about the structure of his organisation and the politics of unification. MOTORSPORT NEWS: What is the general concept behind NASR - what is its actual aim? JOHN HUGHES: To unite speed way and raise its profile and to give it credibility. The credibility of speedway is declining, the profile of speedway is declining. The tracks are all losing money, the competitors’ prize money level is dropping, the cost of the cars is going up - it’s just a sport that has declined over the last 20, or 30 years. Why should the competitors fund it? Well, if they want to be part of a sport that has credibility and any sort of a profile, then they will need to fund it and they can fond it any way they like. Theyre not funding it, theyre paying a membership fee to it. Their alternative is to keep doing what theyre doing. Cornpetitors fond a variety of organisations now that don’t serve the industry of speedway collectively at all well.

National Association of Speedway Racing Pty,Ltd'is a registered company in South Australia - correct? Nq. Well, yes. It’s incorporated in South Australia, but as such a com pany once incorporated anywhere in Australia serves the whole of Australia. NASR has got to be seen as a sin gle organisation, which it is. The legal structure of it is of no real consequence to the way it’s going to do its job and it’s of no real conse quence to its members. The fact is that there is a legal stracture there in place which pro tects its members and protects and gives it the right structure and basis to do the job that it has to do. All of this attempt to dissect the structure and suggest that there is somehow anything that’s lacking in that structure is ridiculous. It just is ridiculous. It’s not the issue. Why is there a registered name NASR Pty Ltd in Sydney? Because, the legal... the way the two entities are... actually, there ai'e more than two entities. You see, there will be a NASR in every state, which will be incorpo rated in eveiy state. There is also a NASR Incorporated, which is the national body, the association part of that. There is also a Proprietary Limited company. The whole thing will operate as one unit. The incorparated body is incorporated in South Australia because it’s got to be incorporated somewhere. Each state will have its own incorporated body - there’s a NASR NSW, a NASR VIC, a NASR SA, a NASR WA, etc. What benefits are the com petitors going to get by joining NASR? Well, what we want to do is raise the profile and credibility of the sport. Lack of unity in speedway is one of its biggest problems.

In the Incorporated associa tion, what is your position? (Pauses) Well, I’m the general manager of NASR, so part of NASRs fimctions will operate with in the incorporated association and part will operate within the compa ny - I don’t have two separate titles. You are saying the members own the incorporated associa tion and yet the company is separate. If you’re the general manager of the company, what sort of position and influence do you have on the association. I’m also the general manager of the Association, except that, as I said before, the whole organisation will operate as one unit. The reasons for having different legal entities is to address certain statutory requirements and certain legalities that exist in operating companies and other entities. I mean, there are only a few dif ferent legal structures you can use and one is an incorporated associa tion - you can have a non-incorporated association, you could have a p/1 company, you can have a compa ny limited by guarantee, you can have a family trust. There’s only a few you can use and we’re using two of them. It’s not an issue.

H l * g

l.-1

■t-

From your point of view it’s not an issue, but the competitorsare seeing these two dis tinct bodies and they’re won dering how an incorporated association can exist with a P/L company behind it. Yeah, well, if they can’t under stand it, I suggest they stop worry ing about it, because it’s not some thing they need to worry about. They just need to understand that the thing is properly struc tured and has been put together by one of Austraha’s major legal firms and is all properly incorporated, properly registered, so they have no cause for concern.

HOT SEAT: John Hughes, National Asociation of Speedway Racing’s General Manager. (Dirk Klynsmith pic) If we can achieve half of what we have on our agenda, then the bene fits that will flow to anyone who has any involvement in speedway at all will certainly justify the cost and effort of restructuring the whole of the sport. We just can’t keep doing what were doing. The way speedway’s run now, we do things because we’ve always done them and no-one examines whether what we’re doing is leading us anywhere. The decisions made by the various groups and organisations that have the responsibility for controlling speedway now are made without any reference to any other groups.

It’s totally disjointed, it has no structure, it has no proper organi sation, it has no direction - NASR intends to provide that and, in doing so, benefits will flow through to anybody that’s involved in it. Will the Government deal with NASR Incorporated, even if it has a private company behind it? Yeah, I don’t see why not. It hasn’t got a private company behind it. Thats another misconcep tion. Isn’t National Association of Speedway Racing Pty Ltd a pri-

vate company? Isn’t t hat behind, or parallel to, the incor porated association? No, the only connection is that NA SR of committee the Incorporated are the same people who are the board of directors of NASR P/L. But there’s no legal con nection between the two. The incorporated association operates as... legally, it is its own entity, it’s owned by its members, it’s not owned by the company. The NASR company does not own the incorporated body, the incorpo rated body is owned by its mem bers, who are the competitors of speedway.

A lot of people out there are saying, ^ep, this is a great con cept,’ but they are a bit con cerned over who is controlling it and, for something that’s meant to unite speedway, it’s turning out to be quite divisive. Why do you think that’s hap pening? I see the only division coming from the administrators of some of the major competitor groups. The feedback that we get is that the competitors themselves, who incidentally I don’t believe are con sulted under the current system properly, is that they very much want to see something done about the credibihty and profile of speed way and the way that it’s conducted. I use as an example several com petitor groups that have basically now told their executives to join NASR, or move aside. It’s not the mainstream speed way competitor who has a problem with it - the only problem they

Zffl®g@g’g/p®/?i7 have is getting information, as we’ve previously discussed. The problem is coming from the major organisations in speedway and I sense the reason for that is that they perceive they are going to lose some oftheir power. NASR made it absolutely clear from day one that it wants to see those organisations continue in their current roles. For some reason, when you say that to them they don’t want to hear you and hence some of them have embarked on a program spending huge amounts of time and huge amounts of their members’ funds trying to fight something that, in fact, is there to help them. I suppose the overall comment I would make on the general thrust of your question is that there isn’t any doubt, as you conceded in your question, that people want to see something like this happen. The only thing is that there’s so much resistance to this happening and that’s why it’s never been done before. People have considered it to be too hard because the very people who reckon they want it, want to fight it. The whole phase were going through is a temporaiy thing -it’ll settle down. Did you expect to face this much opposition? Absolutely. My personal opinion was that this was going to take three to five years, but I think it will take one to two. Th ere’s more acceptance for it than there might have been. You’ve got some members of NASR trying to force people to join with threats - if you don’t have NASR membership, you can’t race, or you have to pay extra. Now that reeks of a dictatorship. How do you respond to that? For a start, NASR hasn’t made any of those sorts of statements. Those sort of things are coming from track promoters who have and always have had every right to put terms and conditions on people entering or using their facilities. But what if those track pro moters are also members of the board of NASR? Okay. Well, so what. What they are doing, in my view, is showing an absolute commitment and absolute support for the aims and ideals of NASR. I don’t see any thing wrong with that. If someone doesn’t like that, they don’t have to go to that race track. l

The clubs are saying that NASR won’t concede on the licensing and insurance and so on remaining with the clubs. Their concern is that there is no need for social members to go through the individual clubs when they can go straight through NASR and therefore the financial viability of the clubs is eroded. That’s quite an incorrect assumption, because NASR’s process for getting a NASR licence is through the clubs. NASR has no intention of taking away any of the cluhs’ activi ty in that area, or their rights on that area. To obtain a NASR licence, you can only obtain it through your club. So no-one can go direct to NASR to get insurance? That’s right. You also buy insur ance through the club. Whilst you can’t join NASR without taking out FAS Insurance, you can buy FAS insurance without joining NASR. The whole conception that NASR - or the impression created by some

4 December 1998

Federation of Australian Speedway ^ -l

World Series Sprintcars Pty. Ltd. Vision for the future: One of the architects of administrative change in Australian speedway, Hughes aggressively espouses NASR’s worth.(Klynsmith pic) of NASR’s opponents - is going to take away the licensing rights away from the clubs is totally false.

I personally think that the com mon sense of the members of the VSC will prevail in that whole matter and they will still continue to take out insurance.

Xhe Victorian Speedway Council(VSC) has gone hack to own insurance, saying that Is NASR going to give some they won’t recognise FAS, that guarantee that the fees aren’t their cover is actually better - going to increase substantiaUy will that hurt NASR funding? each season? The VSC doesn’t have insurance. No. l they have an accident fund. That is a non-discretionary fund, paid out Will there be rationalisation at the discretion of the trustees of ' of classes? that fund. It doesn’t behave like an Yes, we hope so. I’ll explain that previous answer. insurance policy behaves. In my opinion, anybody that is It’s not reasonable to give guaraninvolved in something like speed- tees about things you know nothway is crazy not to insure them- ing about, Who knows where NASR is going sfelves if they can insure them selves. to go. The reality is we’ve started The benefits that FAS have pro- an organisation, we’ve got a direc¬

thetical questions about what are the costs going to be in five years time, you can’t hope to answer those questions and you can’t give guarantees. What have the people on the board of NASR done to earn the respect and trust of the com petitors who are going to fund

it?

WeU, I think that if you take the NASR board as a board, you have to give ikthe chance to earn the respect and trust ofthe industry. I believe that every single person on that board has got a level of respect and trust in their own right. Every single one of them has got runs on the board in their own way. Bring them together and you’ve

((

What NASR is is a structurefor thefuture of speedway and, ifthey don^t like some ofthe people who are involved and if they don^t like some ofthe decisions that are being made, my best advice is for them to become involved themselves and exercise their democratic right to have their say = and if, in fact, sufficient other people agree with them, then they will change the way things are being done. vided to speedway are undisputed. Ten years ago, when someone got hurt at speedway, they passed the blanket around the crowd - nowadays, things are much different and it is FAS which is a shining exam ple of what can be done in this frag mented sport by pulling together. Organisations like the VSC - and there are a couple of others who are going down the same road - trying to do their best to pull the benefit of what FAS has achieved apart is typical of the sorts of things that speedway has done over the years to destroy itself, Really, if there was a major exo¬ dus fi-om the FAS scheme, then the effect of that would be to drive pre miums up for those that are still there. It’s quite a destructive attitude to take, it gives their members reduced benefits and it’s very hard to understand the motives of the people who made the decision to attempt to do that.

tion ahead of us, we’ve got some goals we want to achieve for the whole of speedway. Who’s to say we’re going to be here in a year, two, five or ten years time. Who’s to say whether or not those goals are going to be achieved and who’s to say what the cost of achieving those goals is going to be. And who’s to say where the money to address those costs is going to come from. All of these things are unknown questions. All that we do know is that we’ve got an organisation that encom passes the whole of speedway; it’s structured so that it can encompass the whole of speedway. Everybody can have input into it, everyone can have a say. If we all get together and stop bitching and fighting and support this thing, it will take us all where we want to go~ So, in terms of answering hypo-

got a group of people who certainly understand this sport and you’ve got expertise in there capable of leading the sport in the right direc tion in the short term. It’s more than possible that, as the NASR organisation grows and as the tasks that it takes on become bigger, we may very well need to seek expertise that isn’t currently on the board to take us to that next step - and that would happen as a normal course. But, in tenns of the board that’s there now and the tasks it has to do today, I personally think it’s an excellent board. David Lander is on the board of NASR isn’t he? Yes. At a meting at Raymond Terrace (NSW), he stated that any excess funds from NASR Incorporated will go to NASR P/L and then be divided up

among any promoters who are struggling financially. What’s your comment on that? I would question that David made that statement; it’s not cor rect. I just don’t believe that he would have made that statement. The excess funds in the incorpo rated association of NASR have to stay - they belong to the members and, apart from being expended on the aims and ideals of NASR incor porated, they have to stay in that. The funds of an incorporated association can never be shared amongst the committee, or even members ofthat association. By law, the committee are pro hibited from doing that with those funds. Those funds belong to those members and they can only be spent pursuing the aims and goals and ideals ofthat association. In a recent NASR newsletter, Fm told it stated that if the SCCA doesn’t join, then NASR will make its own rules. Do you really think the sport needs a split like that and can the sport survive if that does happen? I don’t thinlc it did say that in the newsletter. I think there was cer tainly a letter from World Series Sprintcars to competitors that might have said something to that effect, but NASR is committed to doing something for speedway. If the SCCA decides that it’s not going to support it, that’s not going to stop NASR doing what it believes it has to do. So, if it doesnt have the SCCA support, it will have to put in place some sort of process or organisation to fulfil the role that the SCCA cur rently does. It’s pretty much as sim ple as that. Twelve months down the track, when NASR incorporated has a big membership, will the committee be democratically elected by the members? No. It’s democratically elected now by the shareholders ofthe com pany. The whole reason for doing that is there needs to be some stability in the overall operation of speed way and an attempt to obtain, or put in place, that stability is to limit in some way the number of people who elect the people who govern the sport. Anyone can do it, they just have to be prepared to put the money up first. Hence the structure of the oiganContinued on next page

40 4 December 1998 NASR’s battle for unity Continued from previous page isation is that the board of gover nors is elected by people who are prepared to invest money in speed way through NASR. Now, it’s a different situation in the states, where the committees that run each of the states are elected purely by the members the members being the various clubs and associations in those states. Their officers are obviously elect ed by the ordinary members of thenassociation, so there is quite a democratic process there, but in terms of the overall board which runs the whole sport, they are elected by people who have money invested. Okay, but then the members of the association also have money invested in member ships and licences and so on, but they don’t really have any say. That’s not really an investment, thats a membership fee and a licence fee; it’s not really the same thing as investing money. What are the shareholders that have invested in the con cept going to get for their investment? It is intended that the company pays those shareholders, once the company is properly trading and trading profitably - those share holders would get some sort of divi dend, something in line with bank interest. Apart from that, they know that they are the people who are invest ing in the sport and enabling the sport to develop - and they are the people, as I said before, who basi cally have the right or privilege of electing the people who will govern the sport. If fhe funds of the incorporat ed association have to stay there and can’t be put back to the company, where are the dividends going to come from? The company owns all the assets of the organisation and it employs all the staff and those assets and staff will be provided to the associa tion on a fee for service basis. So the company gets paid for it’s ser vices. So the incorporated associa tion will have to pay the com mittee for their guidance and service and that’s how the com pany will make its money? Incorrect. The committee don’t

Ia&D9®[FS[D®[F9 get paid at all. The committee and the directors of the company don’t pt paid at all, but the organisation is employing full-time staff and they have to be paid and you’ve got to pay all the normal expenses of running offices, light, power, travel and accommodation, all those sorts of things. Does World Series Sprintcars P/L still exist? No, Well, yes, it still exists. Well, it’s a bit of a leading question. I couldn’t tell you positively today whether it still exists, or it doesn’t. But,if what you’re asking is ‘does the series still exist,’ yes it does. The business of the World Series Sprintcars company was bought by NASR and it will still exist as a series run along the same lines as it s been run before. But it will be administered by NASR? That’s right. Is there any thing else you’d like to say to put forward NASR’s point of view? I just can’t understand why,just from some of the questions you’ve asked... I’m very well aware of where those questions have come from, in terms of the people in speedway that are putting those sorts of things forward, but they’re coming form a very small number of people. But that whole attitude towards NASR staggers me. Those same people will also tell you that the sport needs something like NASR represents - their prob lem is they don’t like the people who are doing if. And that staggers me, because it doesn’t matter who does it - I mean. I’m'not always going to be Ijere; the current board isn’t always going to be here. These people need to look a little bit past their noses, look a little bit long term. What NASR is is a structure for the future of speedway and, if they don’t like some of the people who are involved and if they don’t like some of the decisions that are being made, my best advice is for them to become involved themselves and exercise their democratic right to have their say - and if, in fact, suf ficient other people agree with them, then they will change the way things are being done. To stand outside and throw stones on the roof is just childish and I can’t understand why the whole of speedway doesn’t take the opportunity, grasp it with both hands and support it.

REIGNING and multiple Australian Champion Peter Jacobson took a hard-fought clean sweep of the opening round of the Victorian Modified Production Associations Pointscore Series at Bendigo on November 28. The feature event was an absolute cracker after Jacobson opened an early lead, but he then faded back to the field to narrowly lead a five-car pack across the line in an exciting climax to the night’s racing. Jacobson’s Orchy Orange Juice /RepcoWalvoline VS Commodore went into the feature having won all three heats in fine style, after coming from the rear in his opening heat. Paul Salau had two wins and a second and Trevor Mills (Dunkley Panels/Cardwell Engineering VR Commodore) had two wins and a third. Canberra’s Paul Egan started off badly in his new Falcon, spinning and causing a pile-up. Mills, Darren Cockerill (Grants Auto Wreckers/Barwon Car Sales VR Commodore), Neil Watson and Russell Bent put on a show, the V6s swapping positions continually until Mills got the upper hand. Watson(Horsham Auto Wreckers VR Commodore) made amends for this heat next time around, blast ing from fifth to the win. Kerryn Thompson (Motorvator Race Engines EB Falcon) showed his form,on his home track by tak ing out the final heat. With three straight wins, Jacobson started from pole with Salau alongside. Mills, Thompson, Watson, Cockerill, Gerard Hose, Graeme

RUNNER-UP: Trevor Mills came close to victory. (Brett Swanson pic)

Mod Prod win for Jacobson West, Phil Pottage, Brendan Densley, Ron Watts, Bent, Matin Hawson, Peter Mason, Egan, Craig Gavin, Boyd Youngman and Hans Lovski completed the line up. Jacobson made the jump from pole and started to open up a gap as Salau fended off Mills for second. Cockerill, Watson and Thompson were engaged in their own battle. Mills snaring second place. Salau'was soon out of the picture, as Cockerill latched onto Mills’ tail as he hunted down Jacobson. By half-race distance, it had become a five-way battle, with Watson and Thompson also joining in the fun. With 14 laps down. Bent’s Commodore'broke a strut, bringing out the yellow flag.

With just one lap to run. Mills, Watson, Cockerill and Thompson were all over Jacobson like a rash. As he exited the last turn, Jacobson got sideways and Watson seized the chance to pass Jacobson and Mfils around the outside - but, sadly for him, he got bogged down in the loose stuff, brushed the fence and both Cockerill and Thompson snuck past. Jacobson just managed to hold out Mills for the win, with Cockerill and Thompson right there. Watson was a peeved fifth, well ahead of Densley, Hawson and the Victory Lane Racegear Hard Charger, Paul Egan - behind Egan came Mason, West, Hose, Watts and a happy Lovski. -BRETT SWANSON

Impressive effort nets m

Wayne QUEENSLAND’S Randall leads the chase for the

was instantly curtailed by the track conditions and generally

New South Wales Super Sedan . i,o. „„ ● Championship after an impres sive win in the opening round at Lismore City Speedway on November 21. Randall started his Boettcher Motors Mazda RX7 from the outside front row and moved into the lead on lap 2, when he slipped past polesitter John Leslight through tuim 3. On a track surface that was totally unsuitable for an event of this stature, Randall remained glued to the pole line throughout the 35-lap event to snare his second feature race win for the season. Any attempt from Leslight (American Truck Parts Pontiac).to utilise the high side of the circuit

’●^suited in nothing more than excessive wheelspin and an opporpursuers to slip underneath, In another good result for infoiTn Gold Coaster Jamie McHugh, he steered his Miami Suspension Camaro into third spot after starting fi-om the inside of row four, A strong opening stanza from McHugh when the track was at its best saw him move ahead of John Pyne, Alan Baker, Paul O’Neill and Tania Smith (NBN Television Camaro). O’Neill (Lismore Nissan Camaro) would eventually fi nish in fourth position, ahead of Pyne (Teterin Pontiac) and Barry Lea (Al’s Fuel Pontiac). - CimiS METCALF

NEW South Wales Super Sedan John veteran Leslight (American Truck Parts Camaro) captured his first feature race win for the season when he took out Round 3 of the Coastline Vehicle Transport Super Series at Archerfield Speedway on November 28. The 30-lap event ended in contro versial fashion when the leading cars ignored a red light/flag and continued their charge to the che quer, weaving between those cars that did stop as required and hin dering attempts to extinguish a fire beneath the bonnet of A1 Starling’s Pontiac Grand Prix. As the leading trio of Leslight, Paul O’Neill (Lismore Nissan Camaro) and Shane Paulger (Breaka Pontiac) exited turn 4 to

Hot win for Leslight

commence the final lap while attempting to lap Starling, a rup tured fuel line triggered the blaze and a red flag situation ensued. While several cars - including those of Peter Warren (North Coast Ian Concrete Commodore), Marshall (Federal Tyres Commodore) and Michael Gee (WeatheraU Smash Repairs Falcon) - stopped immediately, the leaders continued their scrap through the final lap. No action was taken against any driver and the race was declared as per the results on the previous lap, with Leslight awarded the race ahead of O’Neill, Paulger, WaiTen, Marshall, Blair Granger, Gee and

eighth-placed Jamie McHugh. ■ Toowoomba's Darryl Bonell dominated the Speedcar events, col lecting two heat wins before easily disposing of a nine-car field in the 15-lap feature event. Scott Jenkin annexed second spot ahead of Barrie Wixted, who also recorded a heat win. Grant Draney, Duke Bowman and Doug Cavell. ■ A somewhat pedestrian AMCA Nationals feature went to Russell Bonsey over Jamie Ross, Paul Smith, Jim Knight and Bob Dennis. ■ Newcomer Eddie Schwehla outgunned Peter Clauss, Ken Murray and Niall Chandler to win the Formula 500 feature. - CHRIS METCALF

4 December 1998

Kinser does Mopar deal for 1999 IT probably comes as no surprise to hear that as well as running the Mopar Sprintcar engine in his Maxims next season, Karl Kinser and driver Mark Kinser have also secured a multi-year financial deal from the Chrysler Corporation’s Mopar Parts Division. “The Kinser name is syn onymous with winning in Sprintcar racing, so we are extremely proud to have the Kinser family join Team Mopar,” said Lou Patane, Executive Director, Chrysler Motorsports Operations and Mopar Performance Parts. “This partnership will allow us to showcase the power, durability and quality of our SPECTACULAR SPEEDWAY: Toyota Soarer Sport Sedans of #67 Geoff Trewin and #27 Scott Whittle christened the Bacchus Marsh latest all-aluminium Mopar Speedway on November 18, along with Sprintcar driver Andrew Light. Promoter Trewin was more than pleased with the track, though the V-8 engine.” super-wide 500-metre oval with its steeply-banked spectator mound demands significantly taller gearing.(Tony Glynn pic) Karl Kinser is the most successful team owner in the history of the World of a Saturday night show. First of all init feels great to be back Australia and Outlaws Championship, hav racing, even though i had to ’m sure my family - which ing won 15 titles during its arrives back from the miss the first meeting at 20 year existence. Parramatta City Raceway States next Monday - won't As part of the new part because I had a bad bout of be paying any attention to nership, long-time Team BROOKE TatneU is scheduled to drive a Modified Rod bronchitis. my track activities, as little Mopar Sprintcar owner Gary at Nyora in Gippsland on December 5. AJ will be the centre of Stanton will assume all TatneU, who has not driven a Modified Rod, will be behind attention, especially with the engine-building duties for the wheel of the Barry Kipper Speed Pro Engine Centre #V12 The following we debuted ourweekend, brand-new nannas on the hill at the Wirtgen Kinser team. entry and will be arriving early at the track to set the car up Parramatta. Skilled Engineering car at “The Kinsers and 1 have and familiarise himself with the machine during hot lap's, Parramatta, but unfortunate had a 20 year relationship,”' The event format encompasses a series of heats and a fourly we didn’t get the result we Stanton said. “When they car, four-lap match race for the top point scorers leading up to My brother Paul organised a lothas of were hoping for. were driving my cars before, the reverse grid 20-lap final, However, it was a race will work for you, but this events for me that are due to they won eveiything. TatneU will face stiff opposition from Tim Morse, Lloyd that we needed to check the time it assisted American happen in the next three “Karl has always set the Hobson, Travis Smith, Trevor Perry and Tony Moule on the weeks leading up to chassis before heading off to racer Randy Hannagan. . standard of professionalism tight', hooky clay Nyora oval, Another third on last Christmas - I’ll be busy rac Western Australia for the and success in the Outlaws Support classes will see the Skybeam Antennas-sponsored opening three races of the Saturday night at Bunbury ing in the last week of series and we’re expecting to Bob Davies Memorial for Production Sedans, along with December and right through World Series Sprintcars was a solid result and I’m have a premier team that Holden Rods and a Demolition Derby, now leading the series points January. Championship. can showcase our Mopar^. The venue’s first official meeting on the newly-built bike I’ll endeavour to keep you tally. motor as the premier motor track will see Solos and Sidecars competing early in the Although we haven’t up to date through this col in the series.” evening. We’ve experienced a fair ly strong st^rt to the brought home any victories, umn and my web-site, which series. the J&J Auto Sports team is is still linked through the Knoxville Raceway site. I managed a third at working very hard to achieve Kalgoorlie and a second at a little bit more to ensure we Claremont - the latter result stay competitive for the rest nee again, it’s great to be back in Australia and of the series. was disappointing, after win We head off to Adelaide racing before my fans ning the Dasb and leading 29 of the 30 laps in the A- this Friday for the fourth hopefully, all of you will catch round and then we move on Feature. up with us at the races. Sometimes lapped traffic to Geelong’s Avalon track for

Brooke TatneU to make his Modified Rod debut

Race Car D'ansporter

Parade lap: Brooke TatneU and Skip at Parramatta.(Tony Loxley picl

1990 Scania - 93m 250hp - 250,000 kim only Air conditioneij, long range fuel tanks, high ratiro diff, Micheline tyres, alloy wheels, 30ft Pantech, tyre racks and side boxes. 12 months Federal Interstate rego. Excellent condition. Ring Gany Rush 02 9676 5355 bh

Max Dumesny Motorsport

Australian Distributors for

Xoo$irr

1998 WORLD OF OUTIAWS/SKOAL OUTLAW SERIES FINAL POINT STANDINGS

I. Steve Kinser ........9,879 2. Mark Kinser .9,786 s 3. Sammy Swindell ....9,752 4. Stevie Smith . 9,609 9,601 5. Danny Lasoski 6. Andy Hilienburg ....9,436 For more Information on Hoosier Drag and Speedway Tyres call: 7. Jac Haudenschild ....9,280 NSW; 02 9679 1990 Fax 02 9679 1187 8. Johnny Herrera 9,227 9,073 WO 03 9331 6477 Fax 03 9331 7444 9. Jeff Swindell .. 8,997 08 8332 0800 Fax 08 8364 0296 10. Dale Blaney .. SA;

^^ RACING TIRE

.8,855 11. Tyier Walker 12. Donny Schatz .......8,665 8,593 13. Joe Gaerte . 5.475 14. Lance Blevins IS. Craig Dollansky .....4,448 4,042 16. Greg Hodnett 3.564 17. Tim Shaffer . 18. Paul McMahan 3,332 3,029 19. Dion Hindi ... 2,855 20. Brooke TatneU

LAS VEGAS SPEEDWAr - IVOVE/VIHEK 4;M A-FEATURE(30 LAPS) I. Mark Kinser 11. Daryn Pittman 12. Brent Kaeding 2. Peter Murphy 13. Jac Haudenschild 3. Sammy Swindell i 4. Johnny Herrera 4. Danny Lasoski IS. Tim Shaffer 5. Steve Kinser 16. Andy Hilienburg 6. Terry McCarl 17. Dean Jacobs 7. Gary Wright 18. Jeff Swindell 8. Stevie Smith 19. Joe Gaerte 9. Dale Blaney 20. Joey Saidana i 0. Donny Schatz

42 4 December 1998 THE

final

round

TXa of the

saw Byron win from Hageman, with Carter third and the points for the title getting even closer. Byron won the final race, with Carter second and, when Hageman had problems and retired, the title was safely in Carter’s grasp - this performance capped off a great year, with the national, state and club titles. Byron won the day, with Carter and Hageman next.

Victorian Superkart club cham pionships held at Winton on November 15 incorporated the annual one hour endurance race. Several drivers came down from NSW, with John Pellicano the quickest of them in his 250 cc International. Pellicano took up the challenge of Tony Rath’s lap record and put on a great display of driving to smash the record by 1.313 seconds, drop ping it to 1:22.4164. Pellicano’s outstanding effort really throws down the gauntlet to those now wishing to take the record away from him.

100cc Junior Dean Crooke in the lOOcc Junior had a great day, winning all three heats - but he didn’t get it easy. The final saw Crooke put a gap on the rest, but they came back at him and the race was a beauty, with the front group - Crooke, . Jarrod Laws, Evan Rogerson and Lee Barabasz - constantly trading positions as the gaps seesawed up and down. But Crooke won the day from Laws and Rogerson. Lee Barabasz, although not hav ing a great day, did improve greatly from last year and he had some great drives throughout the year to win the Junior title.

100CC Light

The 100 cc Light drivers were at it again, with the cut and thrust dicing of the front group again con tinuing. Darren Formosa had a'points lead in the title for this year, but can never be content.to take it easy. Rod Prickett, Jason McIntyre, Stephen Castles, John Sciaffa and Colin McIntyre all ran in' tight for, mations during the day. Formosa broke a throttle cable in ^ heat 2 and drove the rest of the dis tance operating the butterfly shaft by hand to keep in touch of the lead.

Winning streak: John Pellicano takes over from Wayne Crosswell at the Winton Enduro.(Graeme Burns pic)

Paceman Pell Sciarra sat in behind McIntyre and Prickett until the esses, when he made a great passing move to win the second heat. Formosa ran away in the final to secure the title for this year, while Jason McIntyre led the day by two poirits, with Prickett tied on points but relegated to third.

1OOcc Heavy

Gary Pegoraro made up for the last meeting in lOOcc Heavy when he won all three races by a reason able margin. Ken Knight, Rod Clarke and Dean Roberts couldn’t match the pace of Pegoraro and couldn’t keep in touch with each other as they spread out over the race distance. Knight was second on the day, with Clarke next.

Pegoraro won the title for this year and also took out a welldeserved win in the Driver of the Year (highest points accumulated) award.

80cc

Darren Dunn went into this meeting needing to finish races to keep his number one place in the 80cc class-. For the first time this year he didn’t bring his spare motor and, you guessed it, he needed it when his motor let go in practice. Peter Windhager kindly with drew and lent Dunn his kai-t and he clinched the title. Sharyn Battle and Ross Hansen both came down from NSW and showed the local drivers how to drive at the front of the field, while

Darren James was the only other driver to really pressure them at the front, taking second in the final race. Ten points separated Battle, who won from Hansen and James in third, with Dunn taking the title this year.

-125CC Troy Byron, another driver to come down from NSW, made the move from 80 cc up to the 125cc class in the kart of long-time racer Brian Stockman. Byron adapted well and could have decided the title of local dri vers Pete Carter and Peter Hageman, who were both in with a chance. Hageman won the first heat from Carter, with B3rron third. Heat 2

Oran Park win sees Cancian take title MALCOLM Cancian finally broke through for a major win with victory in the final round at Oran Park giving him the NSW 80cc Club Championship from the reigning National and State title-holder, Ross Hansen. Hansen seemed on course for the treble, until a combination of mechanical woes and a determined Cancian halted his progress. Also up for grabs in this final meeting was the 250cc National Championship, while the other cat egories had been basically decided. 125cc Champion Steven Woods had already sold his kart to ex-80 competitor Scott Matheson, while Sam Zavaglia all but ensured the lOOcc title by accepting the 1000 points on offer as a nominated offi cial for the day. Finally, John Pellicano was so far ahead he didn’t have to attend, handing the #62 Giova entry over to Mario Todarello, thus starting the inevitable Mario Kart jokes for the rest of the day.

100CC NGB

Don Collyer’s four from five kept the title out of the reach of runner-up Chris Williams, who managed one heat victory. Daniel Greenway was third on the day, swapping places with consistent Andrew Davison.

80cc

Ross Hansen only had to circu late to claim the title, his 500 point

lead over Malcolm Cancian farther extended by a race one victory from 80cc interloper Brian Stockman and Cancian third. Race two saw Cancian establish a huge early lead, only to be caught and passed by Hansen on the last lap when slowed by a back-marker. From race three, it was all Cancian, with Ross slowed by per sistent reed problems - but Malcolm didn’t have it easy, with Brian Stockman showing the nose of the new Yamaha Stockman alongside at every opportunity. In the end, it was the flying ‘toolie,’ Cancian, who won the day from Brian Stockman and Sharyn Battle, who grabbed third. Cancian was gracious in victory and later thanked close supporters Cancian Engineering, Powerflow, Bob Campbell Motorcycles and Mpix (he didn’t really thank me, though he should!).

125CC

With the Championship already sewn up, Steven 'Woods handed his machine on to Scott Matheson and then watched in amazement as the kart, in a spectacular race two acci dent, left its mark on the 250ec Inter of Craig Flanagan. Flanagan got it all wrong at Momo-Recaro corner, hit the wall and slid for some ten metres, only to be then collected by the spinning Matheson, who had locked up try ing to avoid the accident. Both drivers were okay, though

Flanagan left the circuit to seek medical attention for an injured ankle and lower leg. Roy Francescato, with the benefit of a Worrall motor, showed his full potential in a masterly display, fin ishing second on the track in heat 3 in the combined 125-250 Nat and Inter race! The race was for the minors, as Dave Smith, Scott Stockman and Dan McCue fought a war for the honour of next best, as Francesato was in a class on his own. Dave (Dl) took second on the day from D2, while Scott Stockman’s cause suffered with DNFs in the second and last races.

250cc Natiomais

Mike Crossland’s charge to grab the championship in this class started to script with dominant vic tories in heat 1 and 2 - however, an embarrassing warm-up problem meant that he would have to watch the third race from the infield at Momo-Recaro. But it would be only a momen tary lapse, as the victories returned in heats 4 and 5, giving him anoth er title on a quickly diminishing mantlepiece. Tim Britten benefited from the one stoppage to claim the other heat win, while Peter Worrall bat tled with Gary Brooks and Greg Donovan for third on the day. In the end, it was Mike Crossland who claimed both the

day arid the club championship for this category, with Britten second and Worrall third for the day, while ■yiv Coady drove well for a couple of fourth places in his last drive of the Mami kart.

250cc Jimtematoonals

With the absence of Pellicano, it was good to see the #44 PNC Stockman oL Charlie Lambous make a return to racing - dubbed the ‘Dame Nellie,’ we’ve lost count of the number of returns this kart has made to the race track. Though simply rolling up to blow out some cobwebs, Charlie soon set the benchmark for the day. Anton Stevens’ attempts to chal lenge were severely disrupted by a race two incident with Todarello, which led to a DNF and DNS in the third, while Steve Hewlett benefit ed with second in the early heats. Charlie’s day came to an abrupt end in Race Three, stopping on the entry to Momo-Recaro with what was initially thought to be a simple fuel pump problem - however, the kart was soon packed away and he was out for the day. Hewlett picked up the win for race three, before he too succumbed to problems in the last two heats. Stevens returned to grab a vrin in the final and the Mario Kart greet ed the chequered flag first in heat 4. In a day of attrition, Hewlett won from Stevens, with Lambous third. -JOHN MORRIS

250cc Matoonal Barry Bredenback from lOOcc had the opportunity to steer Mick Bakkers’ 250cc National kart and did a great job in his first drive in a gearbox kart, until a feed valve broke up, destroying the piston. Wayne Schultz set the pace in race one, with Ross Higgins next and Gary Schultz keeping ahead of Clint Thompson for third. Higgins had the gearbox mal function in race two and retired, leaving Stan Tadd to chase after W Schultz, with G Schultz chasing him. W Schultz also led the final from TTiompson, while Chris Mann was steadily getting on the pace to come home third, this also being the final order.

250CC Bntemational

The 250cc International class had a good quality field assembled, with John Pellicano, Mario Todarello and Peter Levison from NSW, Wayne Cross from New Zealand, John Coughlan (who final ly got his back together for the weekend), Peter McBride in the exChris Staff kart and Tony Rath. Pellicano, as expected, took the bait and set out after the lap record, which he got convincingly on his way to three race wins. Crossland ran a good second in race one, with Coughlan, feeling that the motor was run in enough, coming third and Todarello next, while Rath had problems with a flooding carburettor all day. Race two and Pellicano bolted away again, with Coughan giving chase while Todarello kept ahead of Crossland. The final race was the best, with a race-long duel between Coughlan and Mick Crossland (who was dri ving Todarello’s kart) and they passed and repassed each other several times until, with only a cou ple oflaps to go, they came across a slower kart in the esses and Coughlan climbed up the back of Crossland. Coughlan came very close to going over, but the kart did land okay and he finished in the wall with a badly damaged front. Crossland continued on with half the rear wing missing to finish sec ond behind Pellicano, with Wayne Crossland third.

Endurance The endurance race, scheduled for one hour, was shortened because ofa curfew at the track. Twenty one teams started the race, with a compulsory pit stop and refuel to take place. Todarello was an early retire ment when some of the gearbox tried to escape from its casing. Pellicano and W Crossland set the pace up front while successfully defending their win from last year, while Wood’s 250cc International drove into second. Byron and Stockman in their 125cc kart drove very hard to finish on the lead lap(24 laps)in third. Hansen and Battle were the first of the 80cc karts home, only two laps down, while Prickett and McIntyre were three laps down in the first lOOcc, Barabasz and Laws were the first Junior team home on the same lap. -GRAEME BURNS

sXo

4 December 1998

Bei^'o takes his third Worid Title -

Heavyweight move: Daniel Richert has elected to try his luck with a V8 Sportsman at the Thunderdome.(Sean Henshelwood pic)

Riihert to Soortsman

REIGNING double world 125 Formula C Champion Gianluca Beggio made it three world titles from three starts at the recent World Championship meeting at Charlotte, North Carolina. Beggio, who is the lead 125 diiver for the Italian Birel out fit, dominated practice and the heats to be favourite as the drivers lined up for the final. Potential threats from CRG’s Danilo Rossi and Alessandro Manetti didn’t eventuate, Beggio racing clear of the field to take his and Birel’s third straight World title. The event was also engine manufacturer TM’s fourth straight title. Finishing behind Beggio were Manetti (CRG), Biasuzzi (PGR), Gandolfi(BRM)and Laudato (Birel)- in seventh place was recently crowned World Formula Super A Champion, - SEAN HENSHELWOOD Tony Kart’s Davide Fore. Three in a row:Italian Beggio is the man to beat.(Henshelwood)

Formula A star moves to super speedway V8 Commodore tin top TALENTED Geelong youngster Daniel Richert, one of Australia’s leading karters, is making the i ‘.X n .1 ^ 1..^ „ 1 A j. r Formula A category of international level karting to the high-banked oval of the Goodyear Thunderdome.

The super-fast 18 year-old, who only this year was representing Australia at the Shell Showa World Cup at Suzuka in Japan in the Intercontinental A class, has purchased the car formerly driven by Cameron Stewart, The VL Commodore hasn’t seen action for three seasons,

but was upgraded at the end of that period by Gene Cook to 9.5:1 engine specifications - it hasn’t turned a wheel since. Daniel and his father, Henry, one of this countries leading kart engine'tuners, plan to make their debut at the forthcoming December 20 meeting and are looking

forward to campaigning the car at least until the end of the current season. “Our aim is definitely AUSCAR, but we felt we’d like to learn to walk first by stepping into Sportsman, where we can learn as we go without the major expense of AUSCAR,” Danielsaid.’' - SEAN HENSHELWOOD

\' n

Classy Mcfadyen’s ^i^ING EVENTS in KARTING Junior Inter A title WITHOUT question, the Neil McFadyen/Top Kart Junior Inter A combina tion was the class of the field at the final of the Australian Wynn’s Karting Championships at Eastern Creek, the experienced McFadyen one of Australia’s most intelligent drivers always waiting to make his move with the least risk, although as the series progressed, the strength of his opposition and the risks he needed to take became greater. Always a constant threat to the young Sydney driver was Melbourne’s James Small, who again showed the poten tial of the new Arrow chassis by taking pole (47.142) from McFadyen (47.261). Behind them series debu tante Adam Graham (Tony Kart) took third, from Peter Hamilton (Mike Wilson), Ricky Occhipinti (Tony Kart), Wynn’s junior driver Daniel Elliott (Kali), Adam Bullas (Arrow), Geoffrey Grant (CRG), Marcus LaDelle (Tony Kart) and Tim Slade (Tecno). Small took the heat 1 vic tory from McFadyen and Graham, while Elliott

Occhipinti made the move stormed through in the increasingly wet conditions from the standing start to on slick tyres to take heat 2, cut McFadyen off early, but McFadyen again second, was unable to move quickly enough and was forced to Hamilton third. After losing his strong lead battle with Graham for the in the wet. Small recovered minor placings. Small, after losing a lap in for the third heat to take vic the pre-final following his tory again, with Hamilton aborted start, forged through second, McFadyen third. The start of the pre-final the field to be sixth by lap was a nightmare for Small, 10, but was too far behind who had a rare fouled plug the leaders to go much fur ther. stalling him on the grid. He eventually claimed The ensuing battle to be fifth, behind McFadyen, first past him caused Occhipinti, Graham and immense chaos, considering Elliott, with Hamilton sixth both James Harrigan (Tony ahead of Grant, Jamie Kart) and Bullas had also Carter (Gold Kart), Andrew stalled. Hobby (PCR) and LaDelle, McFadyen made the most who looked destined for a top of the situation and stormed five finish early. off into the lead, followed by Occhipinti and Graham. McFadyen eventually took a six second victory from Occhipinti, with Graham third, ahead of Elliott and Hamilton, who had come together with the stationary 1. Neil McFaden (233 Bullas at the start. points), 2. Jamie Carter Victory in the pre-final (164), 3. James Small (143), meant pole for the final and 4. Ricky Occhipinti (130), 5. from there he was never James Harrigan (128), 6. headed on his way to four Tim Slade (123), 7. Daniel round wins from four starts Elliott (121), 8. Tony and a dominant victory in D’Alberto (114), 9. Marcus the Championships on the LaDelle (103), 10. Tim eve of his move to the senior Moylan (101). - SEAN HENSHELWOOD ranks in 1999.

T Victorian Ciosedt Titles Oakleigh Go-Kart Racin^HB^ Enquiries 03 3545 5551

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! 3

44 4 December 1998

Legends gather at Winton By BRIAN REED THE inaugural Australian Historic Motorfest held at Winton on November 7 and 8 will long be remem bered for the deeds of the ‘legends’(20 in all), both on and off the track. Matched up with the types of cars and motorcycles that helped make them famous, the ‘legends’ turned on a tremendous display in front of a most appreciative audi ence, and then continued to sign autographs and mingle with the crowd in a truly con vivial atmosphere. Sir Jack Brabham drove two cars - the 1960 Cooper Chmax of Ray Gibbs and his championship-winning Repco Brabham specially prepared for the occasion by Nigel Tait of ACL Products. The beautifully restored BT19 had the track to itself in order for the fans to hear what a Formula One car of the sixties really sounded like, and they gave Jack a huge ovation as he finished his solo laps. : There were also three thundering Formula 5000s on hand to remind us of the soimds of the 1970s. On full song were the Elfins of Max Floreani and Mike Glynn,the owner of the MRS in which world champion James Himt won the Rose City 10,000 more than two decades ago. Another ‘legend’ who fin ished up driving two cars was Kevin Bartlett - but not by choice. KB was reunited with one of his early openwheelers, the neat little Elfin Imp flow owned by Max McPherson. Max also had a run in the Elfin on Sunday and wrecked the engine. Bartlett breathed a sigh of relief that the owner was dri ving at the time! Fortunately John Emery came to the rescue and offered Bartlett a drive of his Alfa Romeo - the rare lefthand drive giant killer that won the first two 6-hour races at Sandown back in the mid-sixties. It was a nostalgic reunion for the Sydneysider with the ex-Alec Mildren touring car. Peter Brock cranked up the ’Les Dole Torana XU-1 show ing that he certainly hasn’t lost any of his touch. He was lifting wheels through the

esses and generally threw around the nimble XU-1 in typical Brocky fashion - and the owner had a grin from ear to ear seeing his car dri ven by the master. And speaking of lifting wheels, what about Honda ace Andrew Johnson on the back wheel along the front straight aboard the RC45 Superbike, then finishing off proceedings with some impressive doughnuts. The crowd loved it aU! Patron Norm B.eechey showed why he is still ‘king of the kids’ and Australia’s first folk hero of the race tracks. ‘Stormin’ Norman’ had his imposing Chewy Impala on hand as well as his latest toy - a 6.21itre Corvette. The crowds gathered wherever the big man appeared. Apstralian international rider of the ’50s, Maurie Quincey was always known for his impeccable appear ance and wore a new looking pudding bowl helmet at Winton with a neatly painted black kangaroo on the front his trademark from Isle of Man days. His eyes really lit up when he climbed aboard the crisp sounding Manx Norton for his turn on the track. WW2 flying ace and racing driver of the ’50s, Tony Gaze was somewhat unprepared for the occasion. Two suitable cars had been organised, and both experienced mechanical troubles in lead-up Historic

events. It wasn’t until fellow Shiraz night, and was the Count the Legends: How many of the 17 Legends in the ‘legend’ Bib Stillwell came to successful bidder for a very above photo can you name? the party with his Jaguar second-hand rod and piston XJ8 coupe that Tony was from Norm Beechey’s Chev. Black Jack: Sir Jack Brabham was in vintage form in his able to take part. He also had Impala. (Photos by Neil Hammond) Repco-engined BT19. to borrow a helmet for his Webber paid $650 for the wrecked item - Beechey how‘hot’ laps. At least he contributed ever claimed it cost him something for his preparation $35,000 to get it out! - he tucked his trouser legs More than $8,000 was into his socks just like the raised by the Shannon’s Corporation with all proceeds good old days! Diana Gaze was ^ back going to the Benalla behind the wheel of her old Memorial Hospital. MG TC for the first time in Three manufacturers cele40 years. It was also her , brating 50th anniversaries birthday, and this was Honda, Porsche and Holden acknowledged at the Jazz & went to some trouble to put Shiraz Dinner with the on special displays to note Legends on Saturday night' the occasion. Honda had Alex when she was presented with Zanardi’s championship-wina beautiful bouquet offlowers ning Indy car on show, along amidst some spirited singing with a tiny S600 sports car, of‘Happy Birthday.’ and also made available the It was great to see Prelude pace car used recent‘Stumpy’ Russell coaching 88- ly at the Surfers Paradise year old pioneer racer Keith round of the 1998 series. A Laity before he went out onto ‘tricked-up’ Integra was also the track in the Ford V8 on hand. Porsche had on display the Special. Keith’s comment later was “Those hot laps superb 1951 Le Mans class were fantastic!” winning lightweight 356 from Motoring personality Peter the collection in their Wherrett was to drive a 1915 Stuttgart museum with the American Locomobile in the latest Carrera Turbo along run, but instead arrived with side, and Holden showed off a a four-man film crew to record 1960s racing Monaro driven by Spencer Martin and Kevin the Motorfest for posterity. A surprise visitor to the Bartlett as well as the new Australian Historic Motorfest VT Calais. They were all was fast rising star Mark great drawcards with the Webber, fresh from his fine crowd. season overseas with the allAppropriate: No Falcon or Mazda this day - Allan Moffat had his first race at Winton conquering Mercedes Benz Motor Raceway and was more than happy to drive a Triumph TR3. works sports car team. Mark also attended the Jazz & US Forces: Norm Beechey stormed the 'beaches' in his beautiful Chev Impala.

4 December 1998

Geelong turns it on THE 1998 Geelong Speed Trials, held along the revamped Ritchie Boulevard course on November 21 and 22 attracted big crowds and large fields, and general ly benefited from its new two-day for mat.

Cars of all kinds: There was something for everyone at Geelong,from Porsches of all descriptions (above right) to Glenn Seton, seen above checking out the latest road tyres. They’re {Photos by Dishan Marikar) Dunlops, Glenn.

Some major changes to the Eastern Beach waterfront as part of Geelong’s Steampacket Development idn’t affect traditional ameni ties such as the terraced lawns that provide an attractive natural grandstand, but the improvements to track safety did enable the organisers to run several new and exciting claSSeS.

Most significant were the inclusion of supercars from Porsche, Ferrari, Lamborghini and Maserati clubs and the reintroduction of thoroughbred motorcycles on the Saturday program, Of special interest was the appearance of the Hunwick Hallam, and exciting new Austrahan-built bike with huge potential which wiE go on sale locally in July 1999. The Sunday program was reserved for the traditional Historic sports, racing and tour ing car classifications as well as several motorcycle classes. Another highlight on Sunday was the Shannon’s Concours d’Elegance which attracted many of the

Escort takes Adelaide Classic Report and photos by DIRK KLYNSMITH ANDREW Cavalli and Michael Dale in a Ford Escort BDA won the Classic second Adelaide in a joyous win for the locals against a myriad of exotic European cars and the best of Australian built mus cle cars. The win, however, was marred by an accident during the transport stages on Saturday that resulted in the death of a motorcychst not involved in the event. The accident occurred when the cars where moving to the third stage of the day and involved one of the rarest cars in the world, a Jaguar XKSS in which there are only 16 remaining. The stage was can celled as a result but competition continued despite the tragedy. Going into the last day Andrew Miedecke was running in second place in his Ford Falcon GT but two punctures cost him dearly and saw him finish fourth. Chris Stephen and Adrian Mortimer in a Iso Rivolta finished second some three minutes in arrears and they were followed home by the Alfa Romeo Montreal of Richard Anderson and

Bruno Fulcher a mere 12 seconds further back after the 4 days and 33 special stages. Perhaps the this years show stealers though were the Ferrari GTO valued at a cool $10m driven by Paul Vesty and the first Holden Monaro built by Harry Firth. The estimated worth of motoring’s mobile muse um was a cool $60m. There were sugges tions that Stuttgart’s finest could be sending even more of their muse um pieces for next years event making it the biggest and best yet!

country’s best restored and presented cars. This year’s theme for the Geelong Speed Trials was Ford-powered sports and racing cars - no doubt the major sponsor was pleased with this choice! - and as always, all proceeds from the event will be distributed by the Geelong Apexians to local charities. Fastest Time of Day was an amazing 12sec. run by the much modified Amilcar AC Special of Richard Stanley. His time also secured lots of silverware, for apart from the FTD Trophy, Stanley also took home the Pre-War Trophy, the Davison Shield and the Brighton Trophy.

-BRIAN REED

Geelong Speed Trials Results(Saturday) Sports/GT Cars(Pre-70) Up to 2000CC A. Foley (Morris Mini) 2000 - 3000CC R. Hewitson (Datsun 1000) Over 3000CC G. Alan (Bolwell Nagari) Post 70 up to 2000CC D. Thomey (Alfa Romeo) 2000 - 3000CC F. Capo (Lartcia Stratos) 3000-4000CC P. Ricci (Porsche Carrera) Over 4000CC J. Dutton (Lamborghini Diablo)

14.54s 15.84s 12.19s 15.23s 12.64s 13.32s 12.42s

Group Na/Nb Touring Cars B. Kelly (Lotus Cortina) Up to 2000 Over2000CC D. McLaughlin (Ford Mustang)

15.88s 13.58s

Group Nc Touring Cars A. Graham (Ford Escort) Up to 2000CC Over 2000CC G. Bell(Mustang Shelby) Invitation (rro awards) B. Timms(GBT Yamaha)

14.32s 13.61s 12.02s

Motorcycles Pre-War Post Classic Post Classic Sidecars Classic Classic Sidecars invitation (no awards)

15.36s 11.75s 12.24s 12.64s 12.62s 11.28s

G. McDonald (Rudge ^1.) P. Large (Yamaha TRX850) D & A Large (H.R.p.) G. Smith (Norton Dominalor) G. Ditchfield/D. Wain (Ariel) N. Egan (Honda Rreblade)

(Sunday)

Timely: In the same week that the Ford Escort had its final international start in the RAC rally Andrew Cavelli and Michael Dale took victory in Adelaide.

Lord, won’t you buy me a ... Dieter Ritter powers through the SA hills in the Mercedes 300SLS that won the SCCA Championship. The car was built by American Paul O’ Shea to compete in the 19b/ championship series, beating the fancied Ferraris and Maserati.

18.94s A. Tyrrell (Austin 7 Ulster) A7 Sports 15.71s G. Clark (Austin 7 Spec.) A7 Racing 18.35s Class J - up to 1500CC T. Roberts (Bugatti Type 37A) 18.79s Class J -1500-3000CC I. Barker (Alfa Romeo 1750) 17.84s Class J - over SOOOcc K. Raper (Bentley 4.5)_ _ 12.00s R. Stanley (Amilcar AC Spl.) J Racing 15.07s W. Bonning (Gypsy Spi.) JSpedai 18.18s Pre-War MG up to 11001. McLennan(MG P-Type) 15.15s OverIIOOcc L. Molina(MG TA Spl.) 19.53s Class K - up to 1500CC R. Amos(Lagonda Rapier) 16.88s 1500-2500CC M. Bishop (Alta) 18.05s Over 2500CC B. Briese (Jaguar SStOO) 20.04s T. Doyle (1929 Morgan) Morgan 3 Wheelers 16.46s B. Wells(Bedmore Spl.) Class K - Racing 17.84s K Road Reg. Specials G. Doering (Jaguar SS90) 14.95s MG T-Type Specials P. Statton(MG TC Spl.) 17.18s Class Sa l up to 1300 C. Porter (Berkeley) 14.92s Sa -1250 to 2000CC P. Mitchell (Buchanan) 13.49s Sa -over2000cc G. Smith (Allard J2) 12.84s Class Lb Sports Racing J. Dutton (Porsche RSK Spyder) 13.71s Lb Racing up to 1500cc J. Caffin (Cooper Mk.9) 12.56s Lb - over ISOOcc K. Lukey (Cooper Climax T45) 15.94s Sb Prod Sports to 1500 A. De Pina(Honda S600) 15.32s 1500 to 2000CC M. King (Lotus Europe) 13.79s 2000 to 4000CC M. Hooper (Austin Healey 3000) Over 4000CC R. Sprague (American Motors AMX) 14.29s 13.70s Clubman - Pre 1980 I Washington (Bacchus) 14.17s Post 1980 N. Newman (PRB) 12 97s Class M - up to 1500CC A. Berryman (Eifm Catalina) 13.86s K. Mrtchei!(JWF Milano) OverISOOcc 14.95s Class O-up to 1500CC M. Floreani (Elfin Mono) 14.45s J. Dutton (Porsche 906) Over 1500CC 14.18s L. Bates(Lobito) Class Q and R 13.09s invitation (no awards) G. Seton (Lamborghini Diablo) Motorcycles: 14,81s G. McDonald (Rudge Spl.) Pre-War 14.87s K. Roberts (Suzuki XR11) Post Classic 12.71s Post Classic Sidecars M. Hooper(Honda) 13.36s B. O’Neil!(Nonon JAP) Classic 14.06s R. Stoyol/S Cohen (Harley) Classic Sidecars 11.41s Invitation (no awards) N. Egan (Honda Fireblade) Other Awards: Jaguar(Wal Whiteside Memorial) P. Strause (Jaguar XKl40)15.84s Pre-War Jaguar E. Nantes(SSI00 Spl.) 16.84s Oulrighl MG P. SlaNon(MG TC Spl.) 14.95s Pre-War (Les Cooper Memorial) L Moima(MG TA Spl.) 15.l5s Fastest Female Competitor S. Hartnett (PRB Clubman) 15.14s Shannons Concours (oulnght) R. Wilson (1956 MG A) I Cave (1913 Model T Ford) Pre-War M. Denison (1954 Austin Healey) Posl-War Sports C. Robertson (1964 Jaguai Mk,2) Post-War Tounng H. Groenblal(1969 MG C GT) Show and Shtne

46 4 December 1998

Something to Crow about

row pipes, the new exhaust arm of the Crow Cams compa ny, has just released its set of stainless steel head ers and a big bore twin cat exhaust system for the V8 VT Commodore. And, according to the com pany, the system really delivers the goods:

"Anyone thinking the stan dard twin cat exhaust sys tem on the new VT V8 is the best answer for power with out illegal noise should think again," the company says. The new system has been dynoed back-to-back with the standard system at Dyno Dynamics, and shows a 10% power gain (6% with the Crow Pipes headers only)

Power party: MoTeC’s Ken Douglas (left) and Revolution’s Dale Rodgers.

Crow Pipes: Twin tailpipes(above) and (left) put to the test on the dyno. along with increased torque. The twin outlets are in pol ished stainless steel and are contoured to blend perfectly with all factory skirt systerns. A set of Crow Pipes VT stainless steel headers retails at $770, with the com-

plete header and twin cat exhaust package under $1400, plus fitting. For information on Crow products, or your nearest dealer, phone Crow Cams (03 9357 0469)fax (03 9357 0001) or check their website at www.crowcams.com.au.

Hackett joins HSV team

World mer Grant Champion Hackett swimhas joined forces with HSV. The 2000 Olympics con tender, who had already pur chased a bright yellow HSV GTS-R of his own, has forged a three-year agreement with Holden’s Special Vehicle arm which includes supply of the latest HSV VT GTS - free of chargfe! And if Hackett wins gold in Sydney, the 18 year-old will get to keep the latest HSV as supplied to him dur ing the third year of the agreement. Hackett will also under take some performance dri ving training with Craig Lowndes and Mark Skaife, following which he may get his other wish - to drive a fiill-on race car.

—

A Grant Hackett range of HSV apparel is also on the books and Hackett will spearhead an HSV pro-

Pneum-sHc l

gramme to encourage more of its customers to undertake additional driver training.

Speed Trio: Hackett was at Bathurst to support his team - now he wants to have a drive ...

Revolution at MoTeC The MoTeC datalatest acquisition and display system is now available through Revolution Racegear Australia-wide. MoTeC's system, used by several touring car teams including the Bathurst winning Stone Brothers Falcon, is also utilised by Williams

Engineering in the UK. The MoTeC data log ger offers "real time” monitoring of a high number of car and engine functions via an impressive active readout. For further informa tion; phone Revolution Race-gear (03 9873 8700).

50 years on tape The Holden’s video 50th produced Anniver for sary, shown in edited form last weekend on Channel 7, is now on sale. Produced to coincide with the November 29 launch of the first Holden, in 1948, the video is narrated by that Great White pilot of things Holden, Greg Norman. The full 90 minute tape outlines Holden’s history, using rare cinema and news footage, through the 30s, 40s and 50s, more recent model development leading to the current VT, and a specula tive look into the future. Original and current engi neers, motoring critics and

Holden’s management all contribute on-screen. Icon on tape: 50 years of Holden, now available

racers Dunlop launches new Street Legal Dunlop its latest has addition announced to the Street Legal race tyre range. The Dunlop Formula RSV 98 Spec adds to the range of Formula-R tyres which have won every sig nificant tarmac event in Australia, including; Bathurst 12 Hour, Eastern Creek 12 Hour, Targa Tasmania, Three Peaks Rally, Duttons GP Rally, Indy GP Rally, Lactos " Rally, La Bordeaux Rally and the Ballarat Winter Classic. The new Dunlop Formula RSV 98 incorpo rates the best qualities of the Formula-R D93J and D98J patterns, giving simi lar dry and improved wet performance. This makes the tyre highly suitable for road ral lies such as Targa.

This was evidenced in the recent Porsche 50 Years Rally, where Greg Keene finished third overall in a standard Porsche 911. The Dunlop Formula RSV 98 spec is now avail able in a range of sizes, from 16" to 18". Enquireis; Stuckey Tyres.

T THE SAME time, Stuckey Tyres has announced the retirement of NSW Sales Manager Alan Kelly after 17 years with the business. Based at Stuckey's Blacktown shop, Alan has been directly involved in tyre development during the transition from bias ply to radial slicks in touring cars, F2, Formula Holden and Sports Sedans. A replacement is cur rently being sought (see advertisement elsewhere).

£)lKo.

sXo_

4 December 1998 Motorsport News

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48 4 December 1998

l&)9(o)[F0m®l7O

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Sedans/Sports Cars IL7.

The Bacchus Peugeot Historic Clubman sports car. CAMS Group M log book and certificate of description. Fully sorted. Lotus 7 fun and performance for half the cost. $15,000. Ph: 03 5281 5490 all hours. w Mazda RX3 Club Car. Complete rebuild in 1997,13BBP by LK, 51IDA, new SJ 5 speed dogbox (cost $6,500) by KG Engineering, LSD, 4 wheel discs, log book, strong front runner, ready to race.$12,500neg. Ph:039792 5617. 142 Toyota Supra twin tuibo. 5th outright Bathurst GTP 1998. Fully sorted, ready to race. Motec, dry break fuel system. Spare unraced engine. Numerous spares. $69,000 + spares. Ph: John Briggs 0732523933. .12 NASCAR Commodore, new paint, spare wheels. Looks good. Roller. $6,000. Ph:075578 7870. m

Vauxhall Cavaliers (2). Ex Cleland/Thompson 1995 BTCC Mallock Super Tourer cars (Cleland won 95 championship), as subsequently raced by Jim Richards, Russell Ingall, Bob Tweedie. Extensive spares inventory, one spare engine, 3 years set-up info. Still front-running proposition for good young drivers. Priced to sell at $55,000 each (spares neg.). Will consider sensi ble offer for whole team. Ph: Bob Tweedie 018 162 762 (Sydney). 142 HQ Holden, one of the best presented in Australia. Known as the Boral car, 4th NSW 1996 Div One Ch'ship, top 5 Indy 1997, NSWRRC lap record Oran Park. Top 12 Bathurst 1998. Fresh C&B, new drive train, brakes. Heaps of spares, delivery any where in Aus free. $8,500, no offers. Call Dave 0418 492 302,02

HQ race car #32. Top hp James race engine, immaculate presentation Monza red. Marsh seat, 2 sets ROH wheels,3 sets suspension. 3rd Vic pointscore 1998, currently 3rd Champion of Winton. Can be seen Winton 5/6 December. $8,500ono. Also custom-built trailer to suit: 4 wheel elec brakes, rocker susp, drop axle, winch etc. $2,750, or $10,500 the lot. Ph: Richard Gay 03 53394747,0414834630. i«

Mazda RX7 Series 4,13B, EFI, turbo. Complete oar, with 10 point 4130N roll cage. Uncompleted project., racing purposes only. $6,500. Ph:02 6734 2259,026732 3353. 142 HQ race car. Professionally built, straight car. Only used rarely. Registered tandem trailer and spares. Forced sale, $6,400ono. Ph:024754 3175,0414 641 802. .42 BMW 2002 race car. Seam wieded, cage, big brakes, braided lines, Waggot cam, extractors, strut brace, baffled sump,lightened rods, modified suspension, turbo guards, spoil ers. For racing, Targa, Classic rally, hillclimb, sprints. $12,000ono. Ph:08 9307 8070. n2

47542666, 142

Sports Car, monocoque tub, Subam 1600 motor, fibreglass body. Running but needs little work to complete. $3,600. Motor: 13B EFI, turbo and gearbox $2,000. Ph:026734 2259,026732

AUSCAR Falcon last season rookie winning car. With a spare set of wheels,fuel churn, jack etc. $22,500 ono. Will lease if required at a reasonable rate. Ph Jason 0412 779 999.42 Escort Sports Sedan,730kg, 114kW 2 litre Pinto, dry sump, Cosworth pistons, Holbay rods, 48 Webers, stainless exhaust, LSD,80% slicks, 5 speed. Top 3 car Victoria last 2 years. Ready to race.$12,500. Ph:039763 7898(BH),0413128 287(AH). 1-12 Historic Racing Car, Porsche Special, built by Alan Hamilton in 1965. Competed at Lakeland and Templestowe. Won 1965 Vic Sports Car Hillclimb Champs.GAMS log book. Eligible Group M. 1720cc mid-mount 356 Porsche motor. VW gearbox. 2 seater Clubman type body. Can be registered. $15,000ono. Ph:0417 546 973 North Balwyn. .42 1963 Holden EJ Special, unfinished restoration, 46,000kms, factory auto, heaps of spares. Reluctant sale - wife is ogrel, $2,000ono. Ph: Rick 0411 878 886,029747 6100(AH). .42

Holden '53 Group Nb,log book, trailer, spares. $15,000ono. Ph: Ken Zinner 039568 0363. .42 Capril V6 1970, one owner since 1971, hardly used since 1981. 14" alloy wheels, spare engine. Eligible for CH Rego. $7,500. Ph: 0418 554 829 all hours. .42 Commodore Cup Car 39 less engine and gearbox. Bargain at $10,500. Fresh competitive engine available. Have pur chased new car. May trade. Competitive. Ph 08 8341 6036 or 08 8346 3800 bh or 0418 857 682. .4. BMW 2002 '95 WA Streetcar endurance winner. Motec, Cosworths, Schrick cam, Getrag c/r 5 spd, LSD, Hugh brakes, carbon fibre box guards, boot, doors, bonnet: 36pt oage, Bilstein adjustable suspension etc. The ultimate 2002 - Targa, Classic Rally & Racing.$25,000ono. Ph:08 93078070. .42 Suzuki Alto 1987 2 seater, 3 oylinder, 550 cc Yellow. 149,000 kms.2 lady owners. RWC. Reg 1/99. $3790. Ph 0353391104. 141

» 9

RX7 Sports sedan 75% complete. Series 3 body. F/glass panels. Fabricated chassis/suspension. 355cl Chev, Super T10 g/box, needs internal panels and paint to complete.$13,500. FTi 0295432607. 141 Motis Cooper "S“ Group Nb. Well known Victorian car. Very light and fast. All right bits. Bery early shell. Choice of engine configurafion. $8800 neg. Ph Len Read 035977 8771 ah. ui

irock VK^ Group A. Immaculate condition. Formula blue. S spd. 16 inch HOT Momos. HOT papers/books. $22,000 neg. Ph 0882352775or0418851 341. m

Qemini 2 Hr Sports Sed^, fresh engine, 45mm Webers, T5V6 g/box,8 point alloy cage, adjustable Konis, adjustable bias, adjustable sway bars, braided hoses, 4.1 diff, nevr slicks. Heaps spares,excellent cond,$8,000 neg.Ph:0262931802. i« Thunderdome HQ, log book, new sealed motor (as new), sealed box. Can be test driven. $7,200ono. Ph:039563 7072. 140 BMW 320i Super Touring car. Built in 1994 for the World Cup. Finished lOlh outright in the 1994 Toohey's 1000. Used by Diet Coke in 1995. 3rd in Independants Cup in 1997. 7th & 1st Privateer AMP 1000 1997,. 9th Outright AMP 1000 1998. Competed in every Super Touring Car race in Aust since 1996. Is probably the most consistent Super Tourer in Aust. Car was rebuilt prior to Bathurst and has been freshened up since. Easy to maintain makes it an ideal first Super Touring Car. Is available with or without spares package. Car $70,00. Spares neg. Ph Paul Nelson 024578 3855 bh or 029620 7408 ah. u, Alfa Sports sedan 0/0-350 Chev mid-mounted roll cam/rock fuel injected, aluminium Brodex heads,9" diff, all fibreglass panels, adjustable shocks, new tyres.$11,500 ono.Ph 019 331 845. mi NASCAR Commodore. New paint. Spare wheels. Looks good. Roller. $6000. Ph 07 5578 7870 bh. mi

Monaro HTT Group 2E Club car. Muncie 9" diff, Willvrood brakes. Ready to race less engine. Lots of parts included. $8000 ono. Ph 0883889110 mi

3353. .42

EB Ford Falcon Ford eng, 5 spd, /\P brakes, new wheels all new car professionally built car, ready to race. Immaculate condi tion. $20,000. Ph 0414 499066 or 029626 1830 .4. 1963 EJ Holden special. 3speed factory auto. 46,000 kms. Unfinished restoration. Heaps of spares. $2500. Ph Rick 0411 878886.4. 1992 G102 Daihatsu Charade PRC PI Rally Car. 3 door, 1300 CG,full PRC rally spec. Rally factory adjustable suspension (front), new Bilstiens (rear), fibreglass seats, 5-pt driver harness with sternum brace plus 3 point Nav. Terra - trip with .foot remote, intercom, leather Sparco wheels. Grp A rampod filter, replaced cam and exhaust. Dulux factory paint job -1 race old Yellow and black - looks awesome,2 sets mags. Ready to race Will win class with right driver. $7500 ono. Ph 029907 4711 1-11 A9X Torana Group C touring car. Ideal Targa Tas car> Fresh 280kw motor, alloy roll cage, 4 spot callipers (front and rear), 120 Itr bladder tank. Excellent value. $35,000. Ph John 0411 649 636 or 08 8644 0283.4.

PHIE Classifieds (maximum 30 words) Category; □ Sedans □ Open wheelers □ Speedway □ Drag □ Parfs □ Engines □ Trailers □ Wanfed □ Photographs □ Other

Description;

IDatsim 1600 Cfub Car. Fuel-injected, 2.4 litre, 5 speed, big brakes, cage, harness, seats, 2 sets wheels, race rubber, diffs, spare 5speed.$10,000. Ph:0417292208,035821 7859. .40

Mazda RX7 Club Car. 13BBP, Needham, 5 spd, 4.1 LSD, disc brakes. Ready to race. $12,000ono. Ph:0418 578 970,03 57219313. 140 VR V8 5 litre Commodore, 500hp+, professionally built, Dencar, 5 speed Getrag gearbox. Racing Street Car or Sports Sedan. Spares, alloy rims. Well looked after, top condition. $37,500.Ph:Gary0418927643,0893970317. i« Mazda RX2 Sports Sedan. 13B, lightened body, new A008s, Minilite copies, low tech but effective, competitive at Club level. $5,000neg. Ph: Lance McGrath 026248 9569. 140

Pulsar GTiRs! 1 race car, full of good bits, enormous potential for GTP, Targa etc. 1 road car. excellent condition. Both never bent. W/ill separate, prefer sell both $45,000. Ph:0418995 581. .« VL Sportsman, new motor, never raced since rebuild. Cornplete with spares, radio. $7,500ono. Ph: 07 4098 5724 (AH). AUSCAR Sportsman, Ford XF Falcon, fresh 9.5 engine, excellent condition, regretful sale (moving OS). $10,000. Ph:03 98443657,0413 743573 i4o Mazda R10O 13B, SASS steering wheel, heavy duty suspensbn, 3 inch exhaust, mag wheels. Motor not going, needs completbn. Bordy ready for paint. $2,100. Ph:039314 6030. w Torana LJ Coupe, modified suspension, chassis, fibreglass front, kevlar bonnet,^ diff. With 300-rhp Chev 60 degree V6, with aluminium heads. Vehicle built to competitkxi spec. Project ready fa completion.$6,500ono.Ph:0299829654 after 6pm. .40

Send usyourclassified and we"11run them forFREE Yes! Motorsport News Classifieds are absolutely freefor readers'private car & equipmentsales. Simply post orfaxyour ad to us&we'llrunitfor 2Issuesabsolutelyfree. Please keep adsto no more than 30 words, plus a photo if required. Name: Address:

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4 December 1998

Formula 500, hi bar chrome moly chassis. 521cc Relax engine,2speed Jawa g/box, coil-over front end,torsion bar rear end. Plenty of spares, very competitive car. $12,000ono. Ph: 03 59838549.041938ai92

iv.

-1

1998 Audi A4,16" rims, full body kit, Audi Sport suspension, 10 stack CD player. One of the best A4s. $45,000 neg. Ph:0417 918 845. i«

Qpew Wheelers

Elfin 700 1976 Group Q. 1600 cc Ford. Immaculate condi tion. Very competitive. Fastest Group Q at Winton. Cheap to run and maintain. $37,500. Ph Peter Whelan 08 8373 2070 bh 08 8295 4342 ah or 08 8373 2087 fax. 141 Van Dieman RF92. Good condition. 10:31 CWP spares. $21,000. Ph 0415 435 500 for more info. «i

March DSR Cosworth IndyCar. 300 miles from new, 150 mile turbo Cosworth engine. Original and race ready 250mph. Spares, extras. $Neg. Ph: Dennis 00 11 649 232 6538 for details. H2

■ci-vv--,

1991 Reynard, ex factory car, low kms, fully rebuilt Benson RED engine, good assortment of spares $65,000 ono. Ph: Jeff 0395703683,018172889. Van Diemen RF9S, very competitive car in exc cond. Genuine low mileage top Lamer motor, various spares. Ready to race. $30,000. Ph: 0414 646 949

Lola T360 Formula Atlantic. V&H category Group Q with a good history. This quality and unique Lola has been totally rebuilt and is ready to campaign. Fresh Weissner BDD Cosworth engine and FT200 6ox. Price neg and the car will be sold. Don't miss this opportunity to own a rare and beautiful car that is extremely competitive. Ph: Bfab Sanderson 02 9953 9469. «2

V-. \_J — BarlercaTtl,

1 J

Fomriula Ford: Vector MG97 spec, unused since com plete ground-up rebuild. Includes race engine, full range of spares and 3 sets of wheels & tyres. Very cheap - $21,000. Also, F/Ford race engine, new '98, $4,500; Dorian data 1 trans mitter, as new with accessories $350. Ph: 07 5575 5001, 0414 744700. 142

Historic Racing Car - Harley-Norton Special built by Ron Ewing 1955. Competed Bathurst, Orange, Castlereagh, Silverdale, Tamworth, Warwick Farm. CAMS Lb log book for 500CC Norton single. 1340cc Harley-Norton V twin and 1340cc Harley-Norton V twin supercharged. A complete and potential worldbeater. $12,000ono. Ph: 0417 546 973 North Balwyn. 142

Top Kart, FMK Championship-winning kart with two 95 Comer engines as run by Neil McFadyen in Junior Inter A. Complete with starter and set-up info. $5,500. Ph: Gary McFadyen 02 96060191. ,42 Halt RT23 Formula Holden rolling chassis/compiete car. Huge spares package inci. Ex Murphy/Brede. Also Pi System 2, brand new, never used. Ph: 0418 295 429,0418 592888. 142

Elfin 6O0E F2 Historic Group Q,log book, 1600 twin cam Ford, Hewland Mk 9, chassis no. 7126. Immaculate, competitive car, award winner, nothing to spend. Wrth spares, moulds, jigs, and fully end tandem trailer. See at Winton Motorfest, 7&8 November. $45,000. Ph: Ivan Clencie 03 9726 7166 (BH), 03 97621732(AH). 139

Superkart, 80cc Yamaha CMP. Title and record holder. Fully overhauled to start fresh season. Heaps of spares plus fully enclosed trailer. $8,500ono. Ph: 02 4579 0880. u2 Historic Racmg Can 1965 Nota Clubman. CAMS log book. Eligible Group M. ISOOcc Ford motor. Rebuilt chassis, and all parts to complete rebuild. Can be registered. $13,000ono. Ph: 0417 546 973 North Balwyn. 142

Elfin 622 1972, Group Q logbook V8486. Car fully sorted, immaculate condition truly race ready. Probably the best and fastest ANF2 car. Eastern Creek 1:35. Hart/FT200, wets and drys, 3 sets wheels. $48,500. Ph Max 018 442 060. mi

Drag Racing

Holden Torana C.O.M.E.1 full chassis. Australian SS/A record holder. Roller $35,000 or turn key $50,000 with 383ci Holden or $60,000 with 615ci Chev, Runs 8.1s, 165mph, dead straight. Ph; 03 9571 4204, 03 9563 5678. uo

Engines Chev big block 482cu, 608hp at 7,000rpm. Comlete engine v«th Weind Dominator manifold, 1050 Holley electronic dist and waterpump. $11,150. Ph: 03 9702 9660. 142 Lotus Twin-cam motor, 'L' block, LI cams, just rebuilt. $4,500ono. Ph: Rick 0411 878 886,02 9747 6100 (AH). 142 Chev 383 suit street or strip, perfect condition. Race prepared 0-ringed, balanced, 400 crank Chev 0-rods, aluminium pis tons, crane camshaft double-row timin chain and solid lifters. Serious enq only. $200 the lot. Ph 07 32631192 mi Porsche engine, RSR 2.8. Fresh, no kms, Kuger Fisher mechanical injection. Complete with new stainless steel heat exchangers and stainless steel performance muffler. $10,750. Ph 0395557699,0418313482. i40 3 Jawa Speedway 897 motors, electrics, carbies & exhaust pipes. $3,000. Ph: 03 5983 8549,0419 388 192. w Lotus twin cam race engine: 185bhp, ful^ rebuilt & com petitive. 1558C0 with 45mm Webers, steel rods, forged pistons, FI cams. New steel crankshaft, AP clutch, flywheel, valves, valve springs, guides sleeves and buckets. New high volume oil pump and alternator. High performance bolts throughout. Ignition Developments distributor and fully baffled sump. $12,000ono. Ph: 02 9488 7886,0418188 988. i4o Formula Ford ex-works Van Diemen engine, completely rebuilt, no miles, manifold, clutch, flywrheel. Just bolt in. K.500. Ph:Jeff0418172889,0395703683. ,40 Gemini tuifao twin, 45mm Del Ortos, Superflow head, 0ringed block, cross-drilled crank, billet cam, oil cooler + hoses. All fresh and complete, unassembled for inspection. Makes 300hp at 6,000rpm. Ph 02 6296 1774 bh, 02 6242 6638, 0412 273113. 140 Small block Chev street tunnel ram, brand new. $300. Ph: 03 98443657,0413743573. 140

Speedway Speedcar, 93 Beast, 4-bar, splined diff, power steering, P&S, Simpson belts. 2.7 litre Magna, fuel injected, magneto, dry sump. Race ready with spares and frailer. Complete outfit, $15,000. Ph: 07 3204 5786. « Fender Bender, VC Valiant, proven race winner, 1 meeting since engine rebuild. Complete, ready to race, huge quantity spares. Must be sold, moved to /WICA. Giveaway at $1,000. Ph; 02 9525 3430,0418 970 646. i42 NASCAR Pontiac grand prix rolling chassis plus spares. $15,000 ono consider trade for road car. Ph 03 9444 6533. mi Speedcar 93 beast 4-bar, splined axle, JFX power steering, bladder tank, 2.7 Maona, injection, magneto dry sump. New tyres, complete and race ready with many spares and trailer. $15,000. Ph 07 3204 5786 anytime, mi Fender Bender HG Holden. One meeting old since full car rebuild with spares less window net and harness. $1200 ono. Ph 0416241 006 or 02 9628 5170 141 Super Sedan Ma»la HX7, 13B PP injection, Power head, De Jersey rack, quick change diff, 6 pin wheels, 4 bar rear, coil overs, 12 aluminium wheels. Heaps of spares. Will separate. Ph: 03 5424 1804 (AH), 03 5422 3098 (BH). 140

Super Sedan, Commodore, Dave Best chassis, quick change diff, 4 aluminium bead lock rims. Ready to race less engine and gearbox. Plenty spare parts, too much to mention. Car $11,500. Spares $2,500. Ph:0351761352. 140 Wanted: Speedcar parts - driveline, shocks, wheels, tor sion bars, steering box, etc. Ph: 02 6242 6638 (AH), 02 6296 1774,0412273113. ,« Modified Production TE Cortina, 250 xflow methanol engine, 4 speed g/box, power steering 2.1 reduction, Koni adjustable suspension, weight jackets, plenty of spares. Very competitive car ready to race. $7,500. Ph: 03 5978 7679, 0419 388 192. ,« Formula 500 chassis & panels, brand new. No further use. $1,750. Ph:0412092 020. 140

Parts Holden 258/308 Yella Terra roller rockers, YT5033 x 2 sets, one brand new in box $500, one second-hand $400. Ph: 0398730046. 142 Twin cam Lotus head Schain chest, good cond,$3,000: 6 point alloy roll cage suit Mk 1 Escort $400. Ph:0411 840 946,07 3351 6541. 142 Racewear: 2 Flamecrusher suits, size M, 3 layer, FIA approved, 1 blue, 1 red/yellow, inci nomex balaclava, under wear, socks. /\s new,$500 each. 1 pr Nomex boots and socks $120. 1 pr Nomex gloves $50. 1 Dominion 5pt harness, new, $180. Ph:039792 5617. M2 Commodore VR/VS new panels - 1 rear bumper bar $100; 1 boot lid $200; 2 rear qtr panels, $150 ea. Also Commodore VNA/P panels; 2 front guards, 1 bonnet, 1 boot lid, 1 front bumper bar, 1 rear bumper $250 the lot. Ph: 03 9873 0046,0411662197. 142 Adjustable pedal box, with all lines necessary to bolt straight in. Only used two weeks. Suit Escort. Offers. Ph: 02 62962748. w Suzuki GTi ex Cup car components: roll cages $50, Sparco seats $200, fire extinguishers $10, driver window nets $10. Ph: Luke 0418 290 629. ic Commodore competition sienp and pick-up, brand new $450. Ph:0398730046,0411 662 197. 142 Lotus-Reno transaxle. Ideal for GT40 or similar. New. $4,000. Ph: Geoff 026646 2321 (BH),026646 8100(AH), Holden 308 A94 conrods. with ARP rod bolts, $200; stan dard conrods, $100. Also 308 standard block - turbo stud pat tern and crankshaft, $350; crankshafts x 2- rope type, $100 each. Ph:0398730046,0411 662 197. « RX7 SI/11 body, abandoned project. Suit Sports Sedan or Club Car. Most parts to complete car, $1,000. Mandrel-bent main roll cage hoops, plus many metres CD tubing $500. Ph:03 97925617. w Chev 18 degree bowtie, raised runner cylinder heads. Titanium inlet, stainless exhaust valves; titanium retainers, Edelbrock manifold, matched to suit JSR, flow sheets available etc. $4,500ono. Ph:035261 4951,0417 588 535. Body rotissetie, fully adjustable, knock-dovm, store flat, on HD casters. Suit nrrast bodies.$750. Ph:0397925617. 142 AUSCAR racing seat, aluminium, $250. Ph: 03 9873 0046,0411662197. Minilite wheels (2), ISx^suit Ford Escort, Cortina. As new, very little use. Weigh 4.8kgs each. Best offer buys. Ph/fax; 02 9629 3878(home). 142 Holden 253008 high voksne oU pump,$80. Ph:039873 0046,0411662197. m Chevy Bigbore inlet manifold. Multipoint fuel injection. Includes front mounted twin 50mm throttle body with throttle position sensor and idle speed control. For engines up to 750hp.$850.Ph: Phil 039338 4133,0414 338 413. .« Mechanical McGee fuel injection, suit 2 litre or Speedcar. No manifold, 3 meetings old. Deliver PCR..$500. Ph: 0268873251. lo Prince Skyline GT parts. Doors, guards, numerous panels all rust free. Lights, tarlights, air filters, seats. Front and rear wind screens. One complete body shell. No rust. Other bits and pieces available. Ph 07 32690770.141 XUI genuine head not ported or cracked $1000 ono. Ph 96060105 or 0416025 332 141 3BBS 19 inch Snake tongue super touring car rims, centre lock nut style RX version with Michelin slicks. $2500 ono. Ph 02 66555715 or019 125 965 141 Brand new VW 2 Litre heads 48 x 38 Titanium stainless valves. Chev double springs. Suit motor virith 105. Barrels to suit. $1800 plus other VW performance goodies. Ph 02 66555715 or 019 125 965 14, Lotus Elan parts: One set front & rear alloy bolt on hubs (new)$950; one pair front stub axles (new), $190; one full set Elan Sprint Doughnuts & high tensile bolts(new)$350; one pair rear spring adjustable platforms, 2.5" ID (new) $150. Ph: 02 94887886,0418188988. ,4o Dunlop Race tyres (wets) 215/645 R18 new cond. $1500. Ph 039555 7699,0418 313482. 140 Speedway Midget parts: full power steer setup $1500; tor sion bar setup with 13 bars $700; ally Pro shocks $50 each; ally high-back seat $200:front beam axle with wheels $250. All ono. Ph: Tom 029606 9181 (BH),029607 5908. 140 Datsun 1600 parts: doors, struts, hubcaps, diff, harness, seats, tail-light, head-light, gearbox, 1800 motor, carbies, bumper bar, roll cage, boot lid. Priced from $5. Ph: Ross 03 53346364(AH)Ballarat 140 Gobra Benetton race seat, new $180; Race seat, high back with wrap around top wings. Excellent order $250. Ph 03 9555 7699,0418313482. i« Coftover shocks, McDonald Bros, suit heavy car, as new. $400. Ph:07 3288 0687. ,4o Heads: 18 degree alloy Chev V8 Superoar, complete with tita nium valves + Jessell overhead gear. Assembled, in excellent order.Ph0395557699,0418313482. i4o Touring car VR front, carbon kevlar, excellent order, $500. Ph 039555 7699,0418 313482. i4o MtemffoM, Benson with high butterfly injection, complete with distrlbutor&trumpets.Ph0395557699,0418313482. «

Ford crossflow 250ci, complete $300; Ford FIDO crossflow 250ci complete $300; Cleveland short mota $400:302 Windsor complete with auto, $450; 302 Windsor block $200; Cleveland block $200; 2 x 600 Flolley carbies $300 ea: 289 Windsor aar* $150;302 short Cleveland $200; Set 460 heads bare $150; 351 4-barrel manifold $100; crossflow head ported & polished, screw in studs & roller rockers. $500. Ph:0397435160(BH),03 9743 3275(AH). 140 Calipers, Brembo monobloc x 2, brand new, original price $6,500, sell for $3,500. Ph 039555 7699,0418 313 482. 140 Mazda Speed 5 speed gearbox, close ratio, suit BFMR Mazda/Laser. One rally since professional rebuild. $1,000ono. Ph: Bryan 029844 5232. 140 Porsche RUF body kit, with large Kramer rear wing. New cond. $2,500. Also front guards, steel, wide body turbo type. Very good cond. $1500 the pair. Ph 03 9555 7699, 0418 313 482. .« Lotus Elan/Escort parts; T/C dry sump(new)$250; CXaife LSD(new)$1,150; Oil cooler & fittings (16 rew 11'x5' as new) $125; 3.9 diff ratio in carrier $350; 4.4 &4.1 diff ratio $350 ea; L1 cams $250; 6 bolt 1558 crank $200; 711M 1600 crank $100; Escort Mkl fibreglass bubble flairs $250; Ph: 02 9488 7886, 0418188988. i« Penske Racing shockers x 4. Latest spec, 3-way adjustable, used on Formula Holden. $5,000. Koni two-way adjustable also available, $2,000. All graphed and ready to race. Ph: Damien 0412868 988. w Gearbox, M21, V8 Commodore box and shifter. Fully recondi tioned. $600. Ph:039769 9936. ;«

Traiisporters/'fffaiiers Trailer, 30ft, ex F/Holden 2 car. recently used by Pirelli M/sport as its tyre-fitting facility. Gooseneck, eleo crane, fridge, micro, compressor, new springs (dual axle). Living area. 240v/12v. Reg. Ph: Rod Wilson 039872 4522,0417 511 911. 142 Dual axle trailer, 14ft tray, tyre rack, winch. Good rego, tool box. $2,500ono. Ph: Rick 0411 878 886,02 97476100(AH). Fully enclosed Formula Ford trailer with 14ft x 14ft free standing canvas annex, no pegs or ropes required. Mag wheels, trailer brakes, loads of overhead storage area, $5,500. Ph:Jeff0418172889,0395703683. .<o

, FOflSAtf.

Motorsport 24ft enclosed trailer. Tri lAlko torsion axles, elec tric brakes, nose cone, electric door winch, 12v lights, full lined work bench. New condition. 5 months old. $15,000. Ph 035447 1232or0417106 711. 141

II HSV Maloci 11-96 10,000 km 5 spd V8. Showroom condition. Suit new buyers. $38,000 ono. Forced sale. Ph 02 67620996 or 0413064 185 Tamworth NSW 141

Wamteci Inlet manifold for small block Chev V8. To suit 4 Weber 48 IDA, downdraft carburettors. Ph:039569 8225. (42 Crankshaft suit Ford -1200, 113E, Escort 1100 or steel replacement for Historic car. Ph: Chris 02 9724 4541, 015 065 302. 142

po, Cheetah Mk8, original blade-type rear bar set-up. Complete or bits. Ph: Geoff 02 6646 2321 (BH),02 6646 8100 (AH). 142

Wheeis 5 x 13 x 7 5 stud Holden pattern to suit Torana. Ph 96060105 or 0416025 332 141 1996 or 1997 Williams Sparco jacket or 1997 Williams Transfix microfibre jacket, or 1997 Holden Racing Team jacket Sizes L-XLPh:0249826038. 14,

Pjietaggqpiis

Historic photos 70's, 80's, Brock, Johnson, Serma, Manseil etc. BAv. colour. Tourers, sports, ROOO, F2 etc. Search service also available. For details fax 0299606552,41

Other Two-way scanner,car set, open helmet set, mike and relay, Dorian timer, battery chargers, as new in own carry case Ex NASCAR team.$4,500. Ph:029636 4447.0418637454. 'c FI memorabilia: genuine team gear. Racesuits, shirts, jar*ets, sweaters, shorts, bags. Subaru rally jacks. Caps and other signed items. Must cull huge private colleclion. Reasonable prices. Ph:018312526, 142 Sparco race suit, ex Nicola LariniUgier FI 1991. Bkte. good cond,$500ono.Ph: Richard Fowler029963 7877(BH),029960 8228(AH). 142 Motor Racing The Australian Way(1972) by Brian Hanrahaa Race Year 1985 and Bathurst 1986 by Barry Naismilh. Grandprix International(1980)nos 17.21.23, Autosport(vaoous 1965). Offers. Ph 0393871660. mi Poster featuring 1998 Bathurst Volvo S40's signed by Jim Richards . Good quality paper. 56 x 40 cm. $39 Inc tube & postage.Ph 029456 5090. Ml Motorsport News issue 2to 132 $40. Ph Brett 0242622743 aft 6pm. Ml

50 4 December 1998

Mh(?(DO^SUXoXFff

MM&t&rmp&ri n

NEWS

Editorial Edntoir David Nassau TecllMiBca9 EtSitor Tony Glynn Assistant Editor Phil Branagan Qrapfaies C®-«>rdinat«sr Viv Brumby

Advertising Adwertising PHanager Gerald McDornan

Administration B'lanagimg Director Chris Lambdein

Contacts 89 Orrong Crescent Caulfield North VIC 3161 (PO Box 1010 North Caulfield 3161) Phone: 03 9527 7744 Fax: 03 9527 7766 Email: msnews@corplink.coni.au

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Contributors General: Mike Kable, Jon Thomson, Brian Reed, Aaron Noonan, Darryl Flack FI: Joe Saward, Adam Cooper Europe: Quentin Spurring, US: Bruce Smith, Phil Morris NZ: John Hawkins Speedway: Dennis Newlyn, David McNabb, Wade Aunger, Geoff Rounds, David Lamont, Chris Metcalf, Sue Hobson, Michael Attwell, Tony Millard (UK), Darren O'Dea Rally: Peter Whitten, Jon Thomson Drag Racing: Gerald McDornan, Greg Ward, Jon Asher (USA), Dave Ostaszewski (USA), . l . Nick Nicholas, Steven White, Ken Ferguson, Scott Jug Super Speedway: Martin Clark (USA), Brett Swanson, Grant Nicholas Karts: Ian Salvestrin, Allan Roark, Graeme Burns, Sean Hensjielwobd Photographers: LAT, Dirk Klynsmith, Zoom Photographies, Neil Hammond, Nigel Snowdon & Diana Burnett, Brad Steele, Tony Glynn, Thunder-Pics, Marshall Cass, Mike Harding, Brisbane Motorsport, Frank'Midgley, John Bosher, Phil Williams, Mike Patrick (UK) MOTORSPORT NEWS is published by Australasian Motorsport News Pty Ltd ACN No 060 179 928 Directors; C Lambden (Managing). D Hassall, A Glynn Publisher: C Lambden Printed by: Wilke Color 37-49 Browns Rd Clayton 3168 Distributed by: NDD Ltd Material published by MOTORSPORT NEWS is copyright and may not be reproduced in full or in part without the written permission of the publisher. Freelance contributions are welcome, and while all care will be taken. Australasian Motorsport News Pty Ltd does not accept responsibility for damage or loss of material submitted. Opinions expressed in Motorsport News are not necessarily those of Australasian Motorsport News Pty Ltd or its staff. ●Recommended and maximum price only.

When onSy the Bes wll! do

Adam Macrow says Ta Dear Sir, L Now that the FAI 1000 Classic has been run and won, I would like to take the opportunity to thank a lot of people for the help I’ve received in what has been the most exciting year of my life so far. Send letters to Talk Converter to PO Box 1010 No.^h Caulfield Setting out on a motor racing Vic 3161, our E-mail address, or fax to 0^9537 7766 career is not an easy thing, as I’m The staff of Motorsport News does not necessariy agree with sure the likes of Jason Bright and readers opinions ex Jason Bargwanna will tell you. Without the right people giving you the right breaks it can be pretty problems were fixed allowing safe of the mountain. I found the atmos and easy access to the best viewing phere very friendly and sociable, tough, which is why I feel so indebt areas on the track. also very noisy. For the amount of ed to a lot of people. Firstly restricted access on the people on the mountain and the Firstly I would like to thank road allowed for a smooth and imin- amount of alcohol consumed I Motorsport News for the great sto ries you wrote about me throughout terrupted trip. There were some- thought everyone was very well behaved and I plan on going back the year and for keeping me in the . thing like 15 buses operating con again next year, as I had such a public eye. By the way, I love the tinuously on race day and the wait wonderful time. new format! ing lines were well organised and I would also like to respond to I would also like to thank Tony even supervised. Even confronted Longhurst, Komatsu and Castrol with what was a very long line, only Cate Cord-Udy (Talk Converter for giving me the opportunity to ful fil a dream of driving at Bathurst, and Brett, Phil, Danny, Peter and Ross from Longhurst Racing for all their help since winning the Bathurst drive. Greg Harbutt and Ford Motorsport also deserve a lot of credit for giving young guys like me a go through Generation XR, and providing such a fabulous prize for the Formula Ford Champion. The road to Bathurst really began with all of the people who helped me win the Australian Formula Ford Championship, par ticularly George and Liz Stockman, Warwick Long, Borland Racing and Lamer Engines. Of course I would not have been able to compete in Formula Ford, PhQio by Phil Willtsms let alone win, without the help of Margaret Hardy and the Formula 1 into60 won’t go: Reader Trevor Osborn wants a shot of the two HRT Commodore VTs at Bathurst. If only we had one ... Ford Association. Finally,!would like to thank took about 15-minutes to clear. You issue 135). I am also a Gerhard Mum and Dad, and my grandfather Don, for all of their sacrifices, not don’t mind waiting for a service if Berger fan and would like to have a just this year, but with everything you know that everyone gets a fair copy of the book and video men tioned in MN. The first reference to goI’ve done so far. Congratulations to the organisers an officially-authorised biography was in The Box Seat (issue 94, Feb for getting it right. Adam Macrow, Perhaps now a video screen ’97), titled ‘Portrait of a Senior Ormond, VIC mounted on top of the pit garages Citizen’. In issue no, 117, pages 15 & 46, for the thousands of spectators on No drama at Mt Panorama Pit Straight would make it even there is an article which refers to a better! documentary about Gerhard’s 14 Dear Sir, year career being shown at the launch of his new book. The article After attending Bathurst in 1996, Paul Winter I wrote to your magazine expressing lbswint@riverland.net.au does not give the name or the pub lisher of the book but it states that concerns about accessibility to the the"book will be translated into sev top ofthe moimtain. Safety was an issue as loutish Dear Sir, eral languages. I wrote to Gerhard Berger’s man behaviour was permitted on the I am writing to thank you for a access road to the top. great Motorsport magazine.I am a agement about the book and they The number of buses available regular subscriber and recently replied that it was only available in German. I tried several book shops was too few, and I couldn’t blame gained a pen friend from your clas but am still none the wiser as to them for not continuing the service sified ads. once the behaviour got out of hand. Then I was lucky enough to win when this book will be translated into English, or hpw to obtain a I even made some suggestions of tickets to Bathurst in your competi tion. copy of the video. Can MN or any what could be done to fix the prob lem. So I got to go to my first Bathurst readers help me out with this prob and met my pen friend, who let us lem please? Well, what a different two years can make! camp on their campsite for the Sue West What a treat it was to attend weekend. Bathurst in 1998 and all of these I had a great weekend up the top Wangaratta Vic

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DearSir, Hi my name is Nadeem Zreikat and a reader of your publication every fortnight. I was wondering if you could offer me any contact details for David Besnard such as email. I’m supporter of his and just want congratulate him on a great season. I am a huge supporter of Aussies overseas and hope you could provide me with some details. Nadeem Zreikat zreikat@campbells.aust.com ASST ED: Besnard has had a great season and is getting quite a number offans. You can e-mail him on besrace@tpgi.com.au

Four cams is the answer Dear Sir, One of the things that has been overlooked in the discussion about other manufacturers running V8s is NASCAR. They have run in Japan want to expand to Europe if they can, but they will run into the same problem as with our V8 Supercars. Japanese and European manufac turers are not interested in running any pushrod V8, let alone one from another manufacturer. A new class for V8 sedans with quad cam engines on spec-chassis like the NASCAR concept could be used for the new-breed touring cars and oval track racing. As far as I know the following manufacturers all have suitable engines: GM, Ford (Jaguar), Mercedes/Chrysler, BMW, Audi, Porsche, Ferrari, Toyota & Nissan. This can only be a good thing. Compagnoni Phillip phiHip.compagnoni@tafensw.edu.au

8x10of2FAn00OVTs? Dear Sir, I am an avid Motorsport News reader and Holden fan. Are your photos of the FAI Bathurst 1000 available for purchase ? Also, did you happen to get a photo of the two VTs doing a lap together in practice? I am desperately seeking a shot of that lap as I was there but did not have a camera at the time. I unfortunately didn’t get any good shots that are suitable for enlargement. Any assistance would be much appreciated. Trevor Osborn trevor.osbom@eds.com ASST ED: We have passed your details onto lens jockeys Dirk Klysnmith, Phil Williams and Marshall Cass.

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