Motorsport News Issue 142 - 18-31 December 1998

Issue 142

$4.50

(NZ$5.95 inci GST)

0 NEWS

18-31 December 1998

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18 December 1998

Bowe answers the Cat call

JOHN Bowe has signed a three- worthwhile fidendships, particularly year deal to drive for an aU-new TOth Dick.”

Bowe is, however, relishing his Perth-based V8 Supercar team new challenge: backed by Caterpillar.

“The main reason I am embarking The move, exclusively predicted in our last issue, comes after a record on this new venture is the challenge 11-year stint with Dick Johnson’s it represents at this stage of my Shell team and with a further three- career. To be the main focus and in charge of developing the car is some year deal on the table.

WA businessman Kevin Otway thing I am very excited about” Bowe conveyed his decision to and Steve Renshaw are the prime leave the Shell team to Dick movers behind the new team, while former DJR chief engineer Les Johnson, Wayne Cattach and Shell’s Laidlaw is moving to Perth to take Ross Brodie last Wednesday and while the team is taking a philo up the Team Manager role.

Otway is in the trucking industry, sophical view of their man’s depar while he and Renshaw are partners ture, it’s clear Bowe’s decision has in Precision Automobile left them a little sheU-shocked (sic).

We genuinely thought that John Engineering, where the team is like would be staying with us,” Cattach ly to be based. said this week, “although recently Caterpillar Australia has been tar geted by a number of teams over there were some signals that sug recent years, but it is the Perth team gested he was taking the Perth offer seriously. which has hit the buUseye: “Obviously, we’re disappointed to “With John’s outstanding racing record, we believe the Cat Racing see him go, but we imderstand at the Team is a good match on the track as end ofthe day that it’s his decision.

“It’s caught us on the back foot a bit, well as in a marketing sense,” Caterpillar MD Dick Nitto said while but we’re concentrating now on the formally announcing the project on options for a replacement...” he said.

Dick Johnson himself is also a bit Monday. disappointed at the short time ‘We’ve been impressed by the ded ication and professionahsm of the Bowe’s departure has left the team team so far. We believe they are to find a replacement: “After 11 years, I’d have thought extremely competent and have the wherewithal to be genuinely compet-' he could have said something a httle earher,” he said. itive, despite the late start to 1999.”

“It was the hardest decision I’ve “Still, there’s no hard feelings and ever had to make,” a forthright we’ll just get on vdth the job of find Bowe said this week. ing the right person(see other story).

“It’s a real wrench to leave the The PAE team will eventually run Shell team. We’ve had some great a second car for Renshaw, initially times together both on and off the using his existing EL Falcon until a track. It’s been so much more than second AU can be built.

Work has already started on build just a driver and team relationship.

I’ve built some strong and really ing the first AU Falcon, which

Cool for CATs: Bowe is moving into new coiours after a decade at DJR. Laidlaw insists should be ready for testing by niid-Februaiy: “I’d expect it in the paint shop mid-January,” he said as he filled packing cases for the move west finm his current Brisbane home.

Laidlaw was retained by Renshaw to oversee the final con struction of his new EL Falcon mid-year and it was from that early ‘consultancy’ contact that the current team plan evolved.

Laidlaw is as excited about the project as Bowe, already fielding calls fi-om prospective team staff:

“It’s a big imdertaking, but every one is very keen and enthusiastic,” he said. “We’re looking for people now who, of course, have to be pre pared to make the move to Perth...”

While the team vdll primarily be based in the west, Bowe’s engines are to be built and prepared under an exclusive contract with Melbourne engine builder John Sidney, who has already started work on the first two units.

John Bowe explains the reasons behind his move on page 5

By PHIL BRANAGAN

ing to Australia to join Wynns Racing.

As we were closing for press, European sources were telling us that Richards was on the verge of leaving Nissan’s British Touring Car Championship team - for which he is a test driver - and returning to Melbourne to resume his V8 Supercar career.

Richards left Melbourne eight months ago to join Nissan, which has Laurent Aiello and David Leshe imder contract for next sea son.

Richards’ signing by Gibson Motorsport will be a return of sorts. He first drove a V8 for the team in 1995, prior to moving into the 5-litre class full-time with Garry Rogers Motorsport the year after.

After winning the FAI 1000 Classic last month there were rumours that Richards would like to return to Australia but, at the time, he denied the reports and returned to Nissan.

Richards, who was manned last month, was in South Africa test ing with Nissan as we went to press and was not available for comment.

-PHIL BRANAGAN

As we closed for press came word that Steve Ellery has acquired one of the two Stone Brothers Falcons campaigned this season by Jason Bright.

Ellery is expected to run the ear from his own work shops. n Russell IngaU has confirmed that, despite his name being bandied around the driver market lately, he will be driving with Lany Perkins in 1999, the last year of his current contract.

However,the Enforcer will be a free agent at the end .ofthe year and can be expected to play a vital part in the next Silly Season... n The number of AU Falcons set to hit the track in the new year grows by the day. Apart fium the latest ‘headline’ car,for the all-new Cat Racing Team,at least three bodyshells are cur rently under construction at Peter Beehag’s Gold Coast facto ry for a number of privateers, including Paul Weel and the Toll Team.

Richo Jr ... but Junior is no certainty for Wynns STEVEN Richards is return

3

STEVEN Johnson’s existing commitment to the Racing for Life team holds the key to the 1999 driving linup-up for DJR. The team has been working through a shortlist of drivers for the seat which was vacated last Thursday by John Bowe and is expected to name a new driver for the Shell Helix team before the end ofthe month.

However, Steven is, accord ing to Dick, “the benchmark” in terms of a replacement and there are likely to be negotia tions under way to fi-ee Steven up.

As of Tuesday, the grapevine Big Shoes to fill: Will Johnson Jr replace Bowe? was suggesting that Paul said on' Tuesday,“but I haven’t spo He is also believed to be in con Radisich and Craig Baird were the ken to them yet.” tention along with Greg Murphy two other drivers most likely to con Russell Ingall is much-admired - for Renault’s BTCC seat along tend for the position. The BTCC by the DJR team, but is sohdly con side Jason Plato, while he is also rivals have been left without drives believed to be negotiating with a tractually bound to Team Castrol due to the pull-out of Peugeot number of European and American Perkins for 1999.

(Radisich) and new drivers for Ford A one year contract for DJR’s GT teams.

(Baird). eventual pick will suggest that the Baird, who now lives at Runaway Both New Zealanders have histo Shell team could enter the bidding ries with the team. Baird drove for Bay on the Gold Coast, actually for IngaU in 2000... announced his retirement from dri DJR as recently as last season, Recent rumours also connected ving last month. He drove in the sharing the second car at the recent TraNZam events in New Neil Crompton and Cameron Primus 1000 with Steven Johnson, Zealand but was not expecting to McConvUle with the seat. Industry while Radisich has three Bath-urst race for anyone on a regular basis soui’ces suggest that Crompton was starts with the team. offered, but turned down, the ride Radisich, 36, was non-committal during 1999.

“I’d like to be in the frame,” he earlier this week... when contacted on Monday.

n 600? The racing number likely to be attached to John Bowe’s Caterpillar Falcon relates to a popular model of Cat engine,the Cat 600...

Observant readers will also notice that our illustrator’s interpretation of how the Cat AU look features a centrally mounted rear wing. Forget any ‘wind tunnel’ pictures you may have seen elsewhere with the old end-mounted vring — while the new car must retain the original wing‘chord’ it’ll be centrally moimted,like the VN Commodore. n Next year’s Super Tourer calendar has been released by TOCA Australia. The eightround series will kick off at Oran Park the weekend after the Australian FI GP: Oran Park ® March 14 Lakeside * April 18 Calder Park “ May 2 Mallala * May 30 Winton * June 20 ® July 18 Eastern Creek ® August 1 WiUowbank l August 15 Oran Park n Larry Perkins has con firmed that the deal to bmld a VT Commodore for Alan Jones has lapsed. Jones is in discus sion with Derek Van Zehn, who built Tomas Mezera’s new machine, about acquiring a car. n Confirmation is expected shortly that Mark Noske wifi campaign an ex-HRT VS Commodore in 1999 V8 Supercar racing.

NiEW YEAR EARLY The next edition of Motorsport News will be published 24 hours early in order to miss the new year transport shut downs. Our actionpacked new year read will thus be available in metro areas from Wednesday December 30, subsequent days in outlying areas.

And Merry Christmas!

4

18 December 1998

n Ron Dickson has been appointed President ofChampCar team Forsythe Racing by tearn owner Gerald Forsythe.

The 47-year-old will be involved in all of the com pany’s racing activities but will be involved pri marily in the develop ment of the new McDonalds ChampCar team to run alongside Player’s Forsythe Racing. n Motor racing has a second knight- sort of.

Retired Honda Chief Executive Nobuhiko Kawamoto is to receive an honorary knighthood in the Queen’s New Year’s honours list. It is likely that ‘Sir Nobby’ will not use the title for mally but it will make for interesting conversation next time he sees his great mate Sir Jack Brabham. For more on Kawamoto-san’s views on Honda’s FI comeback see our exclusive interview on page 18. n We are sad to report to death of Mike Brett.

The former long-time motorsport manager of Bridgestone passed away last week,leaving behind his wife, Judy. EngUshbom Brett was 65. n CART team owner and BAR FI partner Jerry Forsythe met for half an hour with Bemie Ecclestone at Mercedes-^ Benz’s,‘Stars & Cars’ motor sport festival in Germany.“We discussed my interest in the team and Formula One, and talked about Formula One in general and his hopes for it here in the United States at Indianapolis,” commented Forsythe. n Gabriele Tarquini has tested the ’99 Honda Accord Super Tourer. The former BTCC champion shook down the car, based on the new Accord sedan, at the Vairano test track near Milan last month. The Italian will drive the car in the German STW series next season. n South American Formula Three Champion Gabriel Furlan tested one of John Della Penna’s Swift-Fords at Sebring recently. Furlan, 34, is a three-time SudAm F3 champion who has also raced F3 cars in Europe, and last week’s test was his first in a Champ car.

Like Furlan, team owner Della Penna is from Argentina. n An award for Victorian ‘Rookie’ Racer of the Year has been intro duced by CAMS in that State. The $750 award is sponsored by Jim Murcott’s Advanced Driving Centre and nomi nations(from race enthu siasts) close shortly.

Nomination forms are available from CAMS(03 9593 7777)orJMADC(03 9804 3400).

Holden slams secretive All

By PHIL BRANAGAN

HOLDEN’S racing hierarchy has been critical of Ford’s secretive develop ment of the new AU V8 Supercar.

Holden Motorsport John Manager Holden Stevenson, Racing Team manager Jeff Grech and Larry Perkins have all ques tioned whether Ford are following the ‘open-dooF policy implemented by TEGA this year and which affected the development of Holden’s Commodore VT. Grech is adamant that Ford are not obey ing the same rules as they did with the VT. “They’re being eva sive,” he said this week.

They are dragging the chain on presenting a schedule of parts to look at. I don’t know what’s happening and I’m con cerned.”

During the season HRT and Castrol Perkins developed thenrespective VTs in

According to Perkins, 'involved on June 1 and VT bodyshell while it /I s this was also done in final TEGA approval on was still being built at I part to prevent any June 15, just prior to Dencar in Melbourne, I = potential repetition of the VTs debut at Calder “We played the game.

Look, we never expected 11 what happened to Dick on June 21.

Stevenson is con to see the Ford before 11 Johnson feeing in 1993 I - when a new car was cerned that time is i-unShow ‘n’ Tell; we just buOt, only to find it did ning out for the Ford want to know what they not meet the letter of teams to follow a com are doing. As Holden the regulations and had parable timetable. teams, we are worried.” to be discarded.

“There was a three In the background of “After the amount of month lead time the matter is the poten ' absolute free access involved with the VT,” tial re-homologation of he said this week. “If the Commodore - “VT2’ Ford teams over a peri J that was granted to the Ford are going to race at - after three races in od of six months, and the Grand Prix on the Shell Championship stringent checking with March 4 - let’s say the series. < TEGA Executive GaiTy 5th,for argument’s sake While Grech would Craft with the aerody - they have to have not say that HRT namics that has has a something in place by would go ahead with a substantial influence on New Year’s.” new homologation, he our development -‘sub In fact, to make the did confirm that there stantial’ meaning we same nine and a half was already “a few weren’t allowed to week time window as ideas” that the team design new parts,” said Holden did mid-year had to redo the car’s S Perkins this week.

Ford’s ‘Show ‘n’ tell’ aerodynamics.

The Holden teams would have to take “We copped the Concerned: HRT team manager Jeff Grech. had to follow a strict place before Monday carry-over of the VS stages, with any not substantially faster schedule as they built January 4. components,” he said. advancement to the than existing ones and their cars. There was a Grech, who was ‘We wouldn’t do it (re next stage delayed until to contain potential disclosure of the sched recently elected to the homologate) now, but progressed was okayed costs in developing new ule - described by board of TEGA, points we would probably

by TEGA’s Technical models for racing by Stevenson as “Show ‘n’ out that HRT allowed reserve the right.

Committee. carrying over as many Tell” - on April. 16, fol- more access to their VT “If they’ve done a The policy was devel major components as lowed by the detailing of that was required by whole new aero kit, we oped to ensure that new possible, including aero- the cars on May 1, a the rules, including an would go and redo generation cars were dynamics. submission of the parts inspection of their first ours.” r 3

Chinese Zakspeed - Arrows deal GP take away

By JOE SAWARD

NEGOTIATIONS continue between Arrows and

THE'FIA World Council met last week in Monte Carlo and published the latest version of the 1999 Formula 1 World Championship calendar.

It features 16 races with the possibility of two others in Argentina and China.

The planned Chinese Grand Prix at Zhuhai, which had been scheduled to take place on March 21, has been pushed into reserve.

The governing body explained that: “due to the problems experienced by the organisers of the Chinese Grand Prix, the World Motor Sport Council has decided not to run the event on the date planned. There remains the possibility that the FIA can secure an agreement with the teams to run an additional race. In this case, the Chinese Grand Prix could be held in the autumn of 1999. It will definitely be held in the calendar for 2000.”

China is likely to be replaced by the Argentine Grand Prix on March 28 although the race in Buenos Aires remains a reserve until Bernie Ecclestone reaches agreement with the

matter of days.

Ecclestone previously me

S“i?rsSa,S.n .'f sorting out the

Zakspeed are continuing despite rumours in Germany that the deal has been done for US$40 million ($63 mil lion).

The rumours also suggest that Japanese driver Tora Takagi will join Mika Salo in the team next season, thanks to a sponsorship package worth US$9m.

To complicate matters former Benetton boss Flavio Briatore has managed to get himself involved in the negotiations as a consul tant to Zakspeed -but why?

The obvious explanation for this is that Arrows was loaned money by Bernie Ecclestone at the end of this season, against futui’e TV revenues.

Ecclestone is a partner in Super Performance Competition Engineering, the company which is selling Mecachrome VIO engines next season, and it seems that a deal has been suggested in which Zakspeed would get the French engines as part of the sale. This has raised the price of the purchase.

From a technical point of view, fit ting Mecachrome engines into Aitows chassis would be possible but it is unlikely that the result would be a very competitive package.

There are many different rumours

hold on to the team and buy! another fi-anchise; or he might: simply not be telling the truth ; in an effort to keep up flagging; morale at Leafield. This is unlikely as by doing so Tom. would undei-mine his credibility ; with the Arrows staff.

There are all kinds of; rumours in Europe about the i Aitows VIO engines being dif ferently badged after the Zakspeed deal is completed - j notably suggestions that they ; could cany the Yamaha name, i This is quite possible as Yamaha still wants to be; involved in FI and is willing to ; pay some money to be uwolved. i Walkinshaw was going to run Yamaha engines this year but; could not agree on a deal and so called his Hart VIO engines i Aitows instead ofYamaha. ; There has been speculation : around Europe that this may ; =hoto by Mike Cooper/Allsport tie in with Toyota’s planned' entrv into FI in the year 2001; about possible sources of extra iucome or 2002.

Toyota and Yamaha enjoy for Zakspeed - notably BAT and close finks in the development of sportToyota - but at the moment nothing is ing engines, dating back to the 1960s, ; settled, but our sources at Toyota say that Walkinshaw recently told the team’s employees that the operation is not for thei-e is no strategic plan formulated at| the moment and that a decision will: sale, not be made for some weeks.

There are three possible explana It could be that Zakspeed is antici- n tions as to why Walkinshaw would make such a comment: he may be paring that Toyota will enter FI and is ; working to fom some kind of paitner- taking the risk of positioning itself so as to be an obvious partner for the! sliip with Zakspeed which would not amount to a sale; he might be selling giant Japanese carmaker when the the Arrows franchise but planning to decision comes.

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McLean for V8s?

J8 December 1998

USGP at Indy in 2000

By JOE SAWARD CAMERON McLean has FORMULA 1 is going back to a week to settle on a America. race car for 1999- and it After months of waiting Tony George could be a V8 Supercar. and Bernie Ecclestone announced last The double Super Wednesday that there will be a United Touring Independents States Grand Prix at Indianapolis Champion has given him Motor Speedway in the year 2000. self until Christmas to get George revealed details of a 2.5-mile his program sorted out road circuit, which will include the and, having sold the famous main straight at IMS Greenfield Mowers team’s although the FI cars will be running in Opel Vectra, and having the opposite direction to Indycars - and an interested buyer in his a new series of corners in the infield BMW,he could end up in a which will run from close to Turn 4 to V8 this week.

Hulman Boulevard, which runs down the centre ofthe Speedway.

“We’re actually, serious This will become a 500m straight ly looking at it,” he said before another new section of track this week.

“It’s no secret; everyone takes the cars around the Hall of Fame knows that we’re looking. to rejoin the oval between Turns 1 and It’s too expensive to get 2. Computer predictions suggest that another (Super Touring) cars will lap the track with an average car from overseas, even if speed of around 130mph, with the top speed of aroimd 200mph. the BMW sells.”

Work will begin almost immediately McLean is willing to look at either a with the demolition of the Tower Commodore or a Falcon, Terrace grandstands which will make depending on what deal is way for 36 Fl-standard garages. The famous Gasoline Alley garages will be available. unaffected by the work. There wUl be a “We’re chasing one (a new Media Centre at the north end of deal). It doesn’t have to be the pitlane. a great deal to be better The work - which will cost around than the one we had last $16.6m to complete - will create a track season, which was two loan cars fit>m BMW.We’re with a spectator capacity of around 200,000 and should be completed by leaning towards a Ford at this time next year so that FI cars can the moment, because it’s test on the circuit before the 2000 sea something a bit different, son begins. but it could be either.”

The date of the race has yet to be set -PHILBRANAGAN tled. Bernie Ecclestone had proposed

the end of June - two weeks after the Canadian GP - but George felt that it would not be easy to switch the Speedway from oval form at the end of May into road course form and then back to oval form in time for the Brickyard 400 NASCAR race.

We would like to not have to work with that time frame,” George said.

“A Fall date would work nice.”

Whatever the case the deal means that Indianapolis will be the only race track in the world to host FI, Indycars and NASCAR.

George is understood to ffee paying Ecclestone"around $10m a year to have the FI circus at Indianapolis but with a 200,000 spectator capacity breaking even should not be too difficult,

n Damon HiE hasjust published a new book caEed “FI through the eyes ofDamon HEl” in which for the first time he accuses Michael Schumacher of deEberately crashing into him in Adelaide in 1994.

HiE says that “at the time I couldn’t beheve that he would do such a thing, but with hindsight I think I was being a Ettle naive.”

ft’s a new mountain to climb: Bowe

n

Motorsport News: How long has the Perth project been an option for you?

John Bowe: The first time they actually approached me with a view to driving for them to the time I told Shell and DJR was actually three weeks, but I actually met them prior to Bathurst. Les Laidlaw asked me to go over to Perth and just have a drive in the EL they’d built, just to see what 1 thought of it.

So I was aware of the people. How it came about, was (that) I went over there, met them and they decided at that stage that they’d probably expand the opera tion before it even started.

Then they approached me, through Les, to see if I was interested. I always lis ten to everybody’s proposi tions, have done forever, so when they first approached me I didn’t think, to be quite honest, that I’d ever move.

Over a short period of time, though, they convinced me that it was viable.

MN: Had a control tyre not been introduced, would that have made any differ ence to the decision?

JB; Not at all, it wouldn’t have made any difference.

If we were still in an opentyre situation I would expect to continue my relationship with Dunlop.

My relationship with them goes back to my very first racing car and we've enjoyed a lot of success.

MN: What at the end of the day convinced you to make a change?

JB: There’s a few rea sons. The challenge appeals to me. I've never been in motorsport for fame and glory — I’m in it for the per sonal satisfaction side of it.

Feeling like you’ve achieved something good appeals to me: being on the ground floor of the formation of a

team, trying to help mould and eventually create some thing that’s a good operation.

MN: After 11 years with Dick was it a case that you might have been in a sort of a comfort zone?

JB: I wouldn’t say a com fort zone, but another factor that entered my head (and may prove to be a bit premature) was that I thought Steven (Johnson) deserved a chance. The logical place for him to get that chance was in his Dad’s car.

He’s been driving them since 1994 and I think he deserves a full-time gig, so that had something to do with the process.

But none of those rea sons really were the motivat ing factor.

The motivating factor is that it is a challenge and I felt like it was time to have a go at it.

It’s just a new mountain to climb. But, having said that, it was without doubt the hardest decision I’ve ever made in my life. I agonised over it very, very strongly for a long time.

MN: The deal re-unites you with Les Laidlaw...

JB: That’s good, isn’t it. I’ve got a great deal of respect for Les and I’m sure he’ll be a key factor in us getting things up and running well.

MN: There’s been some press around suggesting that you’ve gone for a doubling of your salary...

JB: I wish it was. Money was not a motivating factor...

When I told Wayne (Cattach) and Dick and Ross Brodie from Shell, I said to them that this wasn’t not a money issue. I wasn’t trying to engage in some sort of Dutch Auction at all.

The salary package that I have is structured differently, but it’s not a great deal differ ent to be honest.

Contrary to what a lot of people think, Australian dri vers are paid very poorly in comparison to their Amencan and European counterparts.

n The new Leo Ressdesigned Sauber Petronas CIS is due to be launched m Switzerland on January 19 in time for an intensive series of pre-season tests for Jean Alesi and Pedro Diniz. The team’s test dri ver Jorg MuEer may not be involved in 1999 as he is being strongly linked to a job as test driver with the BMW test team. n'There is somejostling for position going on at Minardi with Shinji Nakano yet to be confirmed as the team’s second driver alongside Esteban ’Tuero.

Ferrari test driver Luca Badoer, Spaniard Pedro de la Rosa,and Argentine Formula 3000 driver Gaston Mazzacane have aE been mentioned as possible Minardi drivers.

Going to America: An artist’s impression of the track (below) and how the front straight will look.

Mbtorsport News spoke yvith John Bowe on Tuesday, once the dust had settled following his dramatic announcement...

5

MN Realistically, how long do you think it will be before you’re some where near on the pace?

JB: It depends what you call “on the pace”. I don't think there’ll be much betweert the first half dozen, the next half dozen and then the next half dozen to be quite honest.

I wouldn’t like to predict.

I am not underestimating the task at all — it’s going to be very difficult, particu larly in the first year because we are starting from scratch.

The established teams have got a six months start with their AU that we don’t have the luxury of.

It takes a while for any team to gel together, it doesn't matter who you are, so I would expect to strug gle for a while.

I would like to think that we could gradually improve and later on in the year we will start to make an impression.

Now, where that impres sion is remains to be seen because I’m not into making outrageous statements about trying to beat the world....

n In his book HEl also discusses contractual prob lems in 1998 with the Jordan team which meant that for a period he was with Jordan on a race-byrace basis-even thou^ the team had armounced him as a driver for 1999.

He came close to signing a deal with British American Racing for US$13m($20m).

At the time BAR was so convinced that it had signed Damon that press releases were drafted. n McLaren has announced a new sponsor ship deal with Schuco International. It seems likely that the windowmaker wiE help the team furnish its new factory.

Such deals are common in FI cnxiles. The WEEams factory at Grove featui’es acres of beautiful Italian tEing thanks to a simEaideal with Mirage. n Bernie Ecclestone is backing a chainty caEed Lifeline to coEect toys which wEl be sent to chEdren from the countries make up the former Yugoslavia. Ecclestone’s wife Slavica is from Croatia. n Engine designer A1 MeEing has announced plans to buEd a Formula 1 engine caEed the Powertech VIO. MeEing has been behind a series of Fonnula 1 projects in recent years but none of them has ever got offthe ground. n The Hungarian Grand Prix has been confirmed.

The oiganisers ofthe race submitted the necessaiy^ safety plan to the FIA World CouncE to prevent another track invasion. The track wiE also host a Formula 3(X)0 race.

-JOE SAWARD

n

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18 December 1998

Junior Tourer hits the track PETER Brock has under

taken the early shakedown running in the prototype Junior Tourer which cre ator Bruce Williams expects to be the founda tion for a V8 feeder categoly.

The testing, at Calder Park last Wednesday, proved “most positive” according to Brock, who thoroughly enjoyed the occasion and is thoroughly endorsing the category — to the degree that a car is planned for his own son, James.

The duo unveiled the VS Commodore the following evening in front of 120 inter ested parties at the Melbourne Airport Centra.

Williams outlined the phi losophy behind his creation and the costs in building such a car — ranging from $40,000 to $89,000 depending- upon whether the build is a “best of

everything, from scratch”, or conversion from an existing AUSCAR.

The specification proposed for the Junior Tourer has some similarities with those used by AUSCAR, suggesting that competitors in both cate gories could in.fact contest the other’s series in their off season.

Brock described the car he had driven as “just the thing for those who ideally would like to, but don’t have the resources to race a V8 Supercar.”

Brock claimed the realistic costs involved in the proposed category would encourage Ford and Holden dealers to re-enter the sport by support ing individual cars.

Response to the fledgling category was, on the evening, extremely positive and Williams is now working on tying up further component subsidies.

ftols by Tony G^,■nn

AT WORK: Peter Brock gets down to it in Bruce Williams’ Commodore Junior Tourer.

Among those present was promoter Jon Davison, who later said: “Bruce should be fully encouraged at this stage to develop the idea — and not find himself opposed by groups who, for ‘political’ reasons don’t want it to happen.

“What I’ve seen tonight is very promising.

Ford backs Stewart GP

Most recently, Holden Motorsport has confirmed its support by way of provision of Commodore VT body shells at very cost-efficient rates via Williams’ Junior Tourer organisation, with Williams hopeful of a similar deal with Ford.

He is now scheduling a similar information evening

for NSW (Eastern Creek on the evening of January 12) and subsequently SA. The target is to confirm sufficient concrete car numbers to take up the offer of a spot on the TOCA series bill next year, probably kicking off at one of the roimds in May. For more details, see our Super Speedway pages.

and there are still stories that Jaguar will

By JOE SAWARD THE Ford Motor Company last week enter FI with a new team led by Tom aimounced that it has extended, its con¬ Walkinshaw.

Even the pro-Stewart faction at Ford sees tract with Stewart Grand Prix until the that change is necessary. Ford’s Viceend of the 2001 season.

The original five-year Stewart-Ford deal Advanced Vehicle Technology, was signed on December T8 1995 and at the ^eil Ressler says that the team is making time everyone involved insisted that the deal organisational and staffing changes, placing for a solid five year period-without options.' ■ Sweater focus on design, engineering and The extension of the deal comes at a curimanagement . ous moment and is widely seen as being Ressler was one of the pnme movers in the designed tp dampen speculation about the decision for Ford to go with Stewart. His future of Stewart-Ford relationship. links with the team have strengthened in One possible explanation is that there is a recent months and he recently became a political battle going on in the final days of member of the Stewart Grand Prix board and Sir Alex Trotman’s reign as chief executive chairman of Cosworth Racing. He is, there fore, in a good position to argue for a Ford with the pro-Stewart faction trying to strengthen the Stewart-Ford relationship takeover of the team rather than a switch to before Jac Nasser takes over the running of Jaguar with another team.

“We recognise that Stewart is still a young the company on January 1 1999.

The announcement has done little to stop team with much to do,” said Ressler, “but we speculation that Ford will take over Stewart are optimistic about our future prospects.”

Pors<hes for AGP

$50 million smile: Team Kool Green boss Barry Green,

Team Greenbacks CART team

Scotsman Dario Franchitti

owner Barry Green and have ; Kool brand mmounced a deal involv

will retui-n to compete for the team in the 1999 FedEx Championsliip Series.

Tracy is signed for three years, but will sit out the first round at Homestead.

Franchitti has committed for two more years with the team.

“Haring Paul and Dario return as our drivers will make Team KOOL Green even stronger for next sea son.” said Green.

Green also announced that Irishman Jonny Kane. !

25, will truly be ‘weaiing of the gi-een.’ as he has joined the team and will compete in tlie Indy Lights progi'ara.

"Based on his past suecess and other indicators.

AUSSIE

- MdtMtll

GT-Three: Up to 28 of these weapons are heading to Albert Park in March for the AGP. THE Porsche Supercup series will make its first appearance in Australia at the Grand Prix at Albert Park.

They will be on track every day of the Australian Grand Prix progi-ara at Albert Park next March 4-7, with practice sessions on the Thursday, qualifying and a race on Friday, another qualifying session on Saturday, and a final , flat-out sprint race

Sunday morning just hours before the Foimula One race.

Twenty-eight brand new 911 GT3 Cup cars are being air-freighted to Australia for an international field of dri vers.

Star local drivers are expected to be slotted in to some cars, with the names to be announced closer to the Grand Prix. Prominent guest drivers - actors, pop stars or athletes - also are often

invited to compete in the Supercup.

Lightweight Kevlar panels, including an adjustable rear wing and a deeper front spoil er, distinguish the 911 GT3 Cup cars from regular 911 Carrera models.

Local drivers to take on the internationals are expected to be announced soon, with long-time Porsche racer Jim Richards expected to lead the way.

ing US$50 million ($78 million) sponsorship of the team through to the 2001 season.

“The amount of money which will flow to Team Green as a result of the agreement - representing the great majority of the cost of running cars - will spare the team's owners the , effort which might other wise be expended in recruit ing several eo-sponsore.

Tt is likely that only one co-sponsor will be required ' to enable the team to oper ate with full efficiency, free ; from financial concerns.” said Green.

Green also eonfirmed that Canadian Paul Tracy and

Jonny should prove to be a verv successftil addition to the team, " Green said.

n Laurent Aiello has said it was because Nissan was prepared to let him race at Le Mans (for another manufactur er), but Renault would not. The 29-year-old for mer Peugeot Germany touring car star was a member of Porsche’s 1998 Le Mans winning team and hopes to contest the French endurance classic again. Having recently tested his RML-prepared Nissan Primera for the first time and set up in Oxford, Aiello will be aim ing to add the British title to his German and French touring car crowns.

■ Ken Tyrrell was pre sented with the British Racing Drivers Club Gold Medal at the prestigous annual awards ceremony in London last week. The BRDC, owners of Silverstone circuit, rarely bestows this honour.

■ It seems Formula 1 is now strong enough to change national law....

Today’s FLA World Motor Sport Council received “formal assurances” from the government in Italy that the issue of criminal liability in dangerous sports will be addressed by a special meeting in Rome between the coun try’s Minister of Justice and the FIA during January. Evidently the Rome government had also intimated that it intends to take up the matter with the European Union, with a view to achieving a consistent law across the continent.

Currently Italian national law states that someone must be held responsible in the event of violent death during a public sporting event. This has caused problems against the principals of Team Lotus following Ronnie Peterson’s death at Monza in 1978, and against Williams person nel after Ayrton Senna’s fatality at Imola in 1994.

It was the latter incident that porompted the FIA only to include the 1999 San Marino Grand Prix as a provisional fixture.

■ The FIA has reacted to the huge entry for its 1999 FIA Formula 3000 International Championship by accept ing all the 46 entries.

However, they must undertake two qualifying sessions on the 'Thursday of each meeting. The fastest 13 cars in each of these sessions will go through. The FIA gave a boost to promoters of vari ous national F3000 cham pionships (such as the projected UK series) by announcing that, in 2000 (when only 15 teams will be admittedi. it will accept entries from the 12 best-placed teams from its own 1999 series, plus three teams from national series.

- QUENTIN SPURRING

8

18 December 1998

n Andrew Jones made his Formula Ford debut at Winton last week. Son of Kim - and nephew of Brad - the 18-year-old kept his crew on their toes with a win, a podium and a crash in his races.

Jones will make more appearances in his ’95 Van Diemen next season. n Andrew Bordin has signed to drive for Ai-ciero-Wells in the 1999 KOOL/Toyota Atlantic Championship. Bordin finished fourth in the championship this year. n Jamie Wall is heading down under to race a Super Tourer. The former BTCC Privateer will line up in either the ex-Matt Neal Nissan Primera of the ex-Winkelhock BMW which won at Macau. The tall Pom, who drove with Mark Adderton at Bath urst, is currently topping up his budget for the 1999 program. Hope he’s better than England’s cricketers. n Klein Tools has renewed its relationship with Team Green for a sixth season. The compa ny's relationship with Team Green has led to the development of prod ucts specifically designed for the motor racing industry. n Michele Alboreto and Laurent Aiello, 1997 and '98 Le Mans winners respectively, have been announced in Audi's dri ving squad for the French endurance classic. They willjoin former BTCC champ Frank Biela, Rinaldo Capello, Emanuele Pirro and Yvan Muller in the new Audi R8 open top proto type sportscar. n Simon Hardwidge has decided-to retire from motorsport. Hardwidge, who this year owned the car driven to the Australian Drivers' Championship by Scott Dixon, feels “it is time to move over and give oth ers the opportunity of achieving the same suc cess as we have had dur ing these past years”.

BAR makes the FI entries

By JOE SAWARD THERE must have been some interesting negotia tions in the course of the last few days as the FIA has included British American Racing in its official entry list for the 1999 Formula 1 World

Championship.

BAR and the FIA were in dispute over the question of whether the hew team could run two different liveries on its cars with BAR threatening to take legal action. This would have made it impossi ble for the FIA to accept the BAR entry and so one must presume that the issue has been settled and that BAR has accepted that it will only be allowed to run with one colour scheme.

BAR is planning to run its new car within a few days at Silverstone but much will

depend on whether or not teams have been able to agi-ee on testing regulations.

Jacques Villeneuve is thought to be unlikely to test as he remains under contract to Williams and the team sees no reason why it should be helpful to BAR as the new team has poached a large number of Williams employ ees.

The FI entry list was not very revealing but did raise a few interesting questions.

Performance Super Competition Engineering, the company set up to sell Mecachrome engines to teams, seems to be unsure of the name of the engine it is selling. When the deal was announced in Monaco in May the engines were called “Supertec VlOs” but on the official entry lists these have become “Supertech VlOs”.

It is interesting to see that

Williams will run with the engines badged “Supertech” as the team was supposed to have had an exclusive deal with Mecachrome rather than being a customer. Benetton is still negotiating the name to be used on its engines. It wants to use the name “Playlife” but clearly there are some problems with Performance Super Competition Engineering, which is not surprising as this is headed by Flavio Briatore, who was booted out as head of the Benetton team a year ago.

There have been sugges tions in recent days that if the Zakspeed-Arrows deal goes through, the team might use Supertech engines although on the entry list the Arrows team is listed with Arrows VIO engines.

Driver nominations may be changed up until March 4.

1999 Forrtiuiia One entries McLaren-Mercedes 1 Mika Hakkinen (SF) McLaren-Mercedes 2 David Coulthard (GB) Ferrari 3 Michael Schumacher(D) Ferrari 4 Eddie Irvine (GB) 5 Alessandro Zanardi (I) Williams-Supertech 6 Ralf Schumacher(D) Wiiliams-Supertech 7 Damon Hill (GB) Jordan-Mugen Honda 8 Heinz-Harald Frentzen (D)Jordan-Mugen Honda Benetton-TBA 9 Giancarlo Fisichella (I) Benetton-TBA 10 Alexander Wurz(A) Sauber Petronas 11 Jean Alesi (F) Sauber Petronas 12 Pedro Diniz(BR) Arrows 14 MikaSalo(SF) 15 TBA Arrows Stewart-Ford 16 Rubens Barrichello (BR) Stewart-Ford 17 Johnny Herbert(GB) 18 Olivier Panis(F) Prost-Peugeot 19 Jarno Trulli (I) Prost-Peugeot 20 TBA Minardi-Ford 21 TBA Minardi-Ford 22 Jacques Villeneuve(CDN) BAR-Supertech 23 Ricardo Zonta(BR) BAR-Supertech

Michael fastest at Jerez

By JOE SAWARD

Showing his Potenza: Even on Bridgestones Schumacher has proven fast in the latest Formula One testing in Spain.

MOST of the Formula 1 teams were in action last week at Jerez in southern Spain, where the weather was dry and sunny.

Ferrari ran two cars on all three days with test driver Luca Badoer completing around 250 laps of the track with a best time of lm26'.26s as he worked on developments for the 1999 car.

Eddie Irvine did the first two days of the test in the second car, coihpleting 130 laps with a best of lm25.34s before handing over to Michael Schumacher for the final day. The German did 76 laps and set a best time of lm23.86s, which turned out to be the fastest lap ofthe test.

McLaren also had two cars with David Coulthard again being partnered by the team’s test driver Nick Heidfeld. Coulthard completed around 150 laps testing components which will be used on the new MP4-14 and managed a best lap of lm24.75s, while Heidfeld got down to a lm24.98s in the course of his 150 laps.

Williams was also in action with

(Photo by RaceAccess}

Marlboro

two cars with Ralf Schumacher and Alex Zanardi running side-by-side for the first time. The German managed a best of lm24.93s - the third fastest time of the week - after 120 laps while Zanardi continued to play himself in gradually, completing 150 laps withabestoflm25.62s.

Jordan had only one car for HeinzHarald Frentzen. He completed 130

laps without major incident, although he had one off when he had to avoid Badeer’s Ferrari. His best lap was a lm24.94s - the fourth fastest time of the week.

Sauber ran both Pedro Diniz and test driver Jorg Muller but the tests were disrupted by problems with the electronic system the team is developing for next season. This meant that

Muller completed only 28 laps in two days with a best of lm26.78s while Diniz managed 200 laps with a best of lm25.92s.

The only other team in action was Prost which ran two cars for Jarno Trulli and test driver Stephane Sarrazin. As in Barcelona, Tralli used the interim APOIB while Sarrazin continued with an APOl fitted with the team’s new gearbox. Trulli completed a promising 175 laps with a best of lm26.19s while Sarrazin did 100 laps with a best of lm26.67s.

Benetton - which has not tested since the post-race test in Suzuka stayed at home again, deciding to concentrate on the construction of the new B199, which is due to be ready by the middle ofJanuary.

PerkinS VALE l MIKE BRETT 1933-1998

ENGINEERIN G

Last Thursday, 10th December, 1998, we at Glenn Seton Racing lost a dear friend and a wonderful supporter of motor sport and our team. Mike’s friendship, encouragement and professional advice will be sadly missed.

The successes of this Team may have been very different throughout the ‘90s is it wasn’t for his insight.

To his wonderful wife Judy, we extend our deepest sympathies.

We admire your devotion and caring for Mike during his illness and hope that his many, many friends throughout the motor sport industry will be there to support you in the future.

requires thefollowing people

Glenn Seton and all at GSR

l Mechanics l Machinist

Race car experience essential Must be experienced with lathe & mill work (third or fourth year apprentice may be suitable) l Truek Driver Race car mechanic skills and organisational skills an advantage l Spray Painter Mechanic skills an advantage For details please contact Larry or Kim onl phone 03 9587 6199 orfax 03 9587 6807

18 December 1998

No, our man Marty Craggill has not disappeared; he’s been busy negotiating a contract to ride Superbikes for Suzuki in the UK. The double Australian Superbike Champion can’t get the grin off his face ...

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Photos b/jamie S<tuire/A!tepo4

Emergency: Medical staff tend to the injured at the Michigan Motor Speedway last July. A lawsuit from the families of the three spectators killed at the race was dismissed.

Michigan suit dismissed AN American judge has ruled that the estate of one.of three fans killed while watching a race at the Michigan Speedway cannot seek punitive dam ages in a wrongful-death lawsuit.

The Fox family contended Michigan Speedway was negligent when a July 26 crash caused a tyre and other debris to fly into the stands during the U.S. 500 race, killing three spectators and injuring six.

“As a matter of law, Michigan does not recognise claims for exemplary damage in negligence cases,” Michigan Speedway attorney Steve Galbraith of Southfield told The Jackson Citizen Patriot.

Punitive damages generally are awarded in cases in which someone is intentionally

harmed, he said.

Fox’s estate is also seeking at least US$1 million for expenses, pain and suffering and losses.

Lansing attorney James Groves, who rep resents the Fox family, was granted the option to amend the lawsuit to also seek $10 million under pain and suffering.

Groves said he intends to do that.

The wall was 4 feet high and topped with an 11-foot fence that angles over the track to deflect debris. Before the last race of the' season in August, the speedway extended the fence by 4 feet to 15 feet.

The Tautkus family also filed a wrongfuldeath lawsuit against the speedway. The estate is seeking damages “in excess of $25,000,” but not exemplary damages.

ell, here I am in Bournemouth, on the Southern Coast of England, signing with Suzuki GB to contest next years British Superbike Series before we head over to Spain to carry out some pre-Christmas testing - this is like a dream come true after winning back-to-back Australian Superbike titles.

In addition, to racing in the British series I’ll be the reserve rider for new Corona Beer Alstare Suzuki Team headed by Francis Batta as well as their test rider. They have signed ex factory Ducati runner Pierfrancseco Chili and Katsuaki Fujiwara as there 99 series riders.

So the additional experi ence that I get as the test rider will certainly help me when I eventually contest the full world championship series.

M

y team-mate next sea son is Englishman James Haydon, who has plenty of experience on the local circuits, I believe we will be using Thruxton asour test-track. Well be rac ing in twelve rounds in the local series as well as the

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two British rounds of the World Superbike series and hope fully I might get to partici pate in several of the European races with the Corona All-Star Suzuki team. had another fi nanciallyrewarding ride offered to me in the USA for next sea son, but I decided that I wanted to do be in the British and World Superbike scene -1 guess that I can always look to the US after my goals in Europe have been achieved.

I’m looking forward to spending some time on the Suzuki Superbikes after rid ing Kawasaki machines for the past six years. It should be fairly similar to the Kawa as it is an in-line four and they have basicaily the same bore and stroke, so the engine performance should be pretty close - it wont be like jumping on a Ducati or Aprilia.

Once again I’il be using Dunlop tyres which is good as I’m used to them and their handling characteris tics, plus well have their engineers from the produc-

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tion plant working with us at the testing sessions and the race meetings which hopefully will provide us with an advantage over the Michelin runners.

Last week I was mea sured up for new leathers, boots, gloves plus helmets and other team gear plus I had a bit of a look around for some cycling routes as I have been training hard around home on my GIANT road bike - I'll have to source another bike when I shift to England in mid-January. ’m glad to see that Peter Goddard has got himself a good WSC ride with Aprilia.

I hear that the bike is already going Ducati-fast in testing and Peter should give a good account of him self in the series. guess that’s about all for now, I’ll provide you with an update in the next edi tion of Motorsport News as I’m preparing to blast of for some more testing before both of the '99 Superbike series start in earnest. Until then have a happy and safe Christmas.

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World of Sport

Motor Raiing Calendar

>

Rdl Mar 21 . . .Miami, FL Apr 10 . . . .Motegi, Japan . . .Rd 2 Apr 18 Long Beach, CA .Rd3 May 2 Nazareth, PA Rd 4 ,Rd5 May 15 . . .Rio, Brazil

R

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 . . .BkartLake,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 Oct 31 . . . .Fontana, CA . . .Rd 20

1999 World SOOcc Championship

Rd 1 Apr 18 Malaysia ,Rd2 Apr 25 Japan . . ,Rd3 May 9 Spain . . . ,Rd4 May 23 . . .France . . ,Rd5 June 6 . . .Italy — ,Rd6 June 26 . .Catalunya ,Rd7 July4 . . . .GB July 18 . . .Germany Rd 8 .Rd9 Aug 22 . . .Czech Sept 5 San Marino Rd 10 Sept 19 . . .Valenciana —Rdll Rd 12 ●Australia Oct 3 Oct 10 South Africa . . .Rdl 3 Rd14 Oct 24 . . . .Rio Rd15 Oct 31 Argentina . . .

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

%

31

, i

SILVER DREAM RACER: Paul Dumbrell gets to know his new mount in testing for the 1999 Gold Star.

And the Wynner is

PAUL Dumbrell has started testing his Wynns Racing Formula Holden prior to an assault on the 1999 Australian Drivers Championship.

The 16-year-old has set aside his schoolbooks for the summer and shook down his Reynard 94D

lastThe weekcar at Calder. will be run out of Gibson Motorsport’s Melbourne premises alongside two Wynns Commodore VT V8 Supercars.

The former karter, who has raced in Commodore Cup and GT Production events so far this

years, is not expecting great results in his first full season.

I feel that next year Paul will turn a few heads and bring home some good results,” said team boss Fred Gibson last week, “but I think you will find he will really come on strong in 2000.

AS if winning at Bathurst was not a big enough thrill for Jason Bright, he recently took to the clay in a sprintcar for the first time.

The FAI 1000 Classic-winning Pirtek Falcon star accepted an invi tation to drive Skip Jackson’s cur rent Sprinter at Parramatta City Raceway last Monday.

Jackson and Bright share a spon sor in Skilled and the current World Series Sprintcar points leader was impressed with Bright’s

driving.

Bright was soon lapping like he had been sideways all his life and said he is looking forward to repeat ing the effort in the future.

No word yet on whether - or should that be when? - Jackson gets the keys to the new Stone Brothers Racing Ford Falcon AU...

(Photo by Tony Loxley)

I

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and go

Rd6 Rd7 Rd8 ●Rd9

Series or events telecast on Network Ten are marked with an asterix.

Check your local guides for screening details.

Besnard plays the firsts

U.S. F2000 National

Champion David Besnard has been named to the presti gious American Auto Racing Writers and Broadcasters AllAssociation ●American First Team,

Speedway World Series Sprintcars

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

battle going on over tyres with the FIA, the team bosses and Bridgestone representatives meeting in London to find a compromise over testing restric tions.

Bridgestone asked for a cutback in testing in order to ease its pro duction and supply problems, call ing for a limited munber of tests at which all the teams would be pre sent. Ferrari has refused to agree to this because it wants to go on test ing at Fiorano and Mugello.

Last week Bridgestone wrote to the FI teams saying that it would make no more tyres available until arrangements had been agreed and a meeting was organised to solve the problem. The teams agreed to accept a limitation of testing to just 50 days a year, but do not want to be forced to go testing where Bridgestone dictates.

While it looks as though a solu tion wdU be found for the immediate testing problems, there are also expected to be discussions about the long-term direction of tyre develop ment with Bridgestone arguing that there should be aU-weather tyres to cut costs.

Bright gets down and dirty

Six race series held at Bathurst, Calder Park Thunderdome and Adelaide International Rway.

Dec 30 . . .Nyora . . .

Jan 1 . . . .Premier .

Jan 2 Borderline

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●CalderT’dome . .Rd6

Dec 28 . . .Adelaide .

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GOODYEAR may be gone from Formula 1 but there is still a

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Reserve date - August 8

Australian NASCAR Series*

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Mar? . . . .Albert Park . . . .F1GP Mar 28 . . .Eastern Creek . . .Rd 1

1999 FedEx Champ Cars Worid Chon^ionsh^ Series

By JOE SAWAIRD

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1999 Shell Championship Series*

Apr 11 Adelaide 500 . . .Rd 2 ,Rd3 May 2 Barbargallo ,Rd4 May 16 . . .Sandown .

June 6 . . .Hidden Valley . . .Rd 5 June 27 . .Phillip Island Rd 6 July 11 . . .Willowbank Rd 7 July 25 . . .Calder Park Rd 8 Aug 8 Symmons Rd 9 .RdIO Aug 22 . . .Winton . . , ,Rd11 Sept 5 . . . .Oran Park .TBA Oct 3 .Rd 12 Oct 17 . . . .Gold Coast . . . .CART Nov 14 . . . .FA11000 Bathurst. .Rd 13

' if -

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More F1 tyre wars

tih; 616ZU 1666 6t 6160 fm

joining such stars as Jeff Gordon, Mark Martin, Alex Zanardi and John Force.

Besnard is the first U.S. F2000 driver to ever be nominated to the ballot and received enough votes to make the First Team in the At Large category.

other First Teamers include; Kenny Brack, and Dale Earnhardt Jr. The top vote-getter on the First Team will be awarded the Jerry Titus Award — the equivalent of College Football’s Heisman Award for American motor sports.

The Titus Award will be kept secret until the AARWBA All-American ban quet, January 16.

Besnard’s scheduled Indy Racing League test with AJ Foyt was rained out last week. The test will be rescheduled for a later date.

INI

JJCK

18 December 1998

The burgers are on Gerry

GTs put on weight

A WORLD Motor Sport Council meeting held on December 11, sounded the death-knell in its new-for-1999, mixed-class FIA championship for the latest outra geous GTl racecars, such as the Toyota GT-ONE. The governing body revealed a toal ban on carbon-chassis GT-1 cars, effective 1 January 2000.

For good measure, it also ruled that the manufacturers of cars currently' homologated cannot apply for reho mologation after 1 January 1999 (less than three weeks away). Additionally, it has ruled that the minimum weight in GT-1 will be raised a whopping 200kg to 1100kg.

For the record, the Toyota weighed 921kg when it raced at Le Mans in 1998, against the Porsche 911 GTl (967kg), the Mercedes CLK-LM (973kg), the Panoz Esperante GT-Rl (961kg), and the Nissan R390 (1014kg).

These new moves will surely ensure that such close-cockpit cars do not venture out to compete with the open-top-sports-prototypes in the new series, which was announced in October as the FIA Sports Prototype Championship, but has already been renamed the FIA International Prototype Cup. Furthermore, the World Council has ruled that the series will not go ahead unless it receives, before 15 February 1999, “firm undertakings” that a minimum of 20 cars will partic ipate - QUENTIN SPURRING

11

McDonalds will back

Endangered species? Tobacco advertising may be in the sights of the governmental authorities around the world but the FIA is not in any hurry to deal with a proposed ban on sponsorship. (Photo by Nigei Snowden)

FIA delays tobacco ruling

THE FIA World Council spent some time last week discussing what the organisation’s attitude towards tobacco sponsorship should be.

It approved the decision to ban all forms of tobacco sponsorship by October 1 2006 in line with the agreement reached with the European Commission but added that a world-wide ban could come sooner if there is convincing evi dence showing that FI sponsorship encourages people to smoke.

The FIA set a deadline of July 1 1999 for evidence to be submitted to the FIA - a good way of adding six months to the process.

This evidence will be handed over to an independent judge (or judges) who will consider the evidence which is likely to be a lengthy

process. They will decide whether the FIA should ban tobacco spon sorship. That decision is still depen dent on a decision by the FIA World Council - and then by the FIA General Assembly - which means several more months.

The earliest one could expect a world-wide ban on tobacco advertis ing in FI would be for the 2002 sea son.

and as a result taking action against it would be ineffective since FI races “would still have been shown in the UK”.

The White Paper notes that the FI industry is worth a lot of money to Britain, describing the sport as “a national asset”.

The government did, however, draw attention to the fact that the FIA has agreed to act to eliminate It is worth noting that the British tobacco sponsorship if presented with evidence of a direct link government last week issued a pro posal - called a White Paper - enti between tobacco sponsorship and tled “Smoking Kills” in which smoking.

“We look forward to the outcome Health Secretary Frank Dobson outlined plans to ban all tobacco of that process,” said the White sponsorship in Britain by the year Paper, “and would welcome the 2003. complete elimination of tobacco The White Paper concluded that sponsorship from FI events any Grand Prix racing is “different in where in the world”.

- JOE SAWARD structure to other global sports” n

Gerald Forsythe’s new one-car ChampCar team for ’99.

The owner of Player’s/ Forsythe Racing said:“We are extremely proud to have formed a strategic partnership that brings McDonald’s into Champ Car racing while allowing our operation to expand.

“The global profile that will come with this team will be great for everyone involved, McDonald’s, the series and our associate sponsors.”

“We are looking for ward to working with McDonald’s to maximise the benefits of the spon sorship for all involved,” he added.

The team is expected to run a Toyota engine though full details of the technical package and driver are yet to be announced.

The deal had been con nected to a possible buy out of the Tasman Motorsports team but an announcement regarding Tasman is stUl pending.

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MOTORSPORT AUSTRALIA would like to wish everyone a very safe Christmas break and a Happy New Year.

We’ll be back bigger than ever with some good news for our customers in 1999.

12

18 December 1998

Birrana in pyjamas: Simon Wills celebrated his union with Birrana Racing with a strong victory in the New Zealand Grand Prix. With the cherished NZGP Trophy he is joined on the podium by Scott Dixon (r) and the France-bound Greg Murphy. Wills’ Reynard (leading, right) was the class of the field.

(Photos by Euan Cameron]

By JOHN HAWKINS

.

able improvement when some new ratios arrived for SIMON Wills stepped out the car’s sequential gearbox of the shadow cast by his and was able to transform two more highly vaunted the handling from under steer to oversteer. Efforts to contemporaries Scott dial a little of the oversteer Dixon and Greg Murphy out in the second session by winning the New resulted in a car less to his Zealand Grand Prix in liking, so the suspension was confident fashion at put back to the original set Ruapuna Raceway on tings a Wills matched December 6.

Dixon’s times during race Wills, driving Birrana day morning warm up.

Racing’s Reynard 94D, came Dixon’s blistering pace had from behind to oust Dixon him on pole for the prelimi from the lead during the nary race at 1.15.746, 2s Grand Prix which was held . undei; Murphy’s four-yearon a track made shppery by old lap record. Wills was next intermittent showers. up on 1.16.325, then Murphy Wills also won the day’s on 1.16.824.

“We prepared ourselves a preliminary race, the third in the four race Tasman lot better for than for Express Series, to clinch the Teretonga. We’ve had no title. He also carried away problems as yet and its one the Bruce McLaren Trophy of those tracks I’ve come to and the historic NZ Motor like. It’s got a lot of testing comers whereas Teretonga is Cup. more of a commitment track,” said the quietly-spo Practice was alland about qualifying Scott ken Dixon.

In the second session, Dixon. Dixon’s advantage on the time sheets was usually which determined grid posi around Is on the 3.4 km cir tions for the Grand Prix, cuit.

Dixon again set the pace Wills always looked likely with a 1.15.782, from Wills to be Dixon’s closest rival. (1.16.633) and a tired Team owner Malcolm Murphy shpping to 1.1 7.093.

“I’m lost and I’ve no idea Ramsay said that the team was in the midst of a learn why. I don’t know what it is but its (the car) just not ing process with the new 94D. Wills found a consider- happy,” said Murphy, who

NZ Grand Prix admitted he would rather have been somewhere else and cringed at the thought of another long flight (to London) after the Grand Prix.

In the race, over 18preliminary laps, the benefits of the Birrana team’s hard work were immediately obvi ous. Dixon made a bad start and Wills shot to the front with Murphy also grabbing his opportunity. As Wills moved clear, Dixon was all over Murphy, whose 92D was obviously a handful.

At the start of lap four, Dixon made a decisive move past Murphy on the tighten ing left hander at the end of the front straight. Although he set out after Wills, the older driver was able to maintain the gap and these two pulled well clear of Murphy, who in turn was untroubled by fourth place man Wouter Van Eeuwijk.

Then it was back to Ralt Australia drivers Jason

Leifting and Chris Staff, fol- no’,” said Murphy, gone, his car set up for dry lowed by Brenton Ramsay.

Dixon’s car was set softly conditions, he stretched the Roger Oakeshott, Les for the wet and during the lead to 8s by the end.

Murphy set the fastest Crampton, Graham Sims" first part of the 35 lap Grand and Damien Digby were aU a Prix he pulled away, eventu- race lap at 1.17.031, at last lap down at the finish. ally getting as far as 8s reasonably happy with the ahead of Wills. Murphy was car after the crew “changed ixon vowed to make a turning some good laps in everything.”

Leifting was fourth a lap better start in the Grand third, but had to pit on lap Prix, but his efforts were to nine to clear debris which down, with his team mate Staff a further lap down no avail. On the slippery was causing his car to over track aU the runners started heat, after several spins in his first on slicks, but as an indicaAround lap 20 the track taste of a Formula Holden in tion of the conditions, started to dry and the top wet conditions. Crampton Murphy and Asai both spun kiwi trio look turns at setting was a further lap in arrears, on the warm-up lap. \ fastest laps. While Wills the 43-year-old the winner of Wfils powered to the ftnnt dosed on Dixon, Murphy the Australasian Cup for the highest placed non-New at the green, but Dixon indulged in a spin on the sec slipped by as the cars tinned ond S bend after diving Zealand driver. Digby and Ian Peters rounded out the at the end of the front inside the lapped Crampton. finishers, Suddenly, the gap between straight. Meanwhile, Dutch F3 driver Van Eeuwijk Dixon and Wills narrowed at AFTER two third places moved up to third, but was an astounding rate and, in the sprint races Craig punted out by Murphy on the rather than wasting any notorious fast left hander time. Wills dived down the Baird overcame a pitlane start to win the feature into the back straight. Van inside of Dixon at the hairTraNZam race in his Eeuwijk was out on the spot, pm.

Dixon tried to fight back, Chevrolet Camaro. while Murphy took to the The former BTCC driver grass, filling his intakes with but struggling with a fogging visor, ran off the track while won from Shane Drake grass and dirt.

“I was a bit ambitious, he lapping Leifting. He quickly (Camaro) and Mark Porter turned in and I thought, ‘oh recovered but Wills was (Camaro).

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18 December 1998

Bernie’s Christmas Letter M

erry Christmas. Hello. I don’t usually like to write those Christmas Letter things because I am not a great literary man as you may know and I think they’re boring.

All you ever get is people drib bling on about how their kids are doing at college and how their wife has just won the Melbourne Cup and all that. A bit tiresome.

But this year- now I am a pub lic figure and all - I thought I’d have the secretary in and dictate a few chosen words for my friends around the world. I would ring you w all up but it takes a lot of time and n i A’ one has to look out for the tele phone bills.

Well, Queens, Kings, Presidents, Prime Ministers, Lords and Ladies - and all you other lot - I am having a lovely time. The business is going very well and according to The Sunday Times in London I am now the sixth richest person in Great Britain. Very nice.

I don’t know where they get their figures from. If you ask me Photos by Mark Thompson and Pascal Rondeau'Ailsport I’m no richer than your average Ecclestone bloke?”

Rothschild, Rockefeller or Getty and that Bill Gates makes me look As you all know, I don’t like like a beginner. And he’s so young. being high-profile. It used to be a I shall have to get him involved in lot easier when that Flavio Briatore Formula 1 somehow. It would be a was still about in Formula 1. Every shame to see all that money going time there was a TV camera to waste. around he would jump in front of it I have had a lucrative year but it and start talking and making faces has been a little bit too political for . so I could get on with my work. I do my taste what with all the squab hope Flavio comes back soon so I bling with the team owners over get on with it again. the Concorde Agreement and sort All this publicity means that ing out all kinds of stuff with politi there are now people wanting to cians here and there. I’ve met lots make a soap opera about Formula of famous people. I had a very nice 1 with a character like me in it. time with that Nelson Mandela in That’s like making a documentary South Africa in the summer and about the organ-grinder rather than that Carlos Menem came over from about the monkeys. I suppose I Argentina and paid me a visit'^ shall have to dissuade them with a before he even went to see the nice big bill. That usually works.

Queen at.Buckingham Palace.

What a nice man. Still, according to The Sunday Times, I am rich er than she is so I suppose it makes sense for him to come to me first.

I didn’t get to see that Bill Clinton this year but I hear he’s been a bit busy -1 don’t read the newspapers much - and poor old Boris Yeltsin has been rather sick so I haven’t been to Russia f recently. I keep meaning to go racing there but it’s all a big of a blame him, can you? Some one mess at the moment.

The biggest problem I have of money those City stiffs are playcomes along and offers you $30m faced this year has been with ing with, for nothing you might as well sell it. did see that nice whatsisname those Suits in the City of London. from Australia. Howard? Yeah. You would not believe how difficult what happens. If they don t want to That is my kind of a deal. Still, Ken made a tidy sum which is probably He came to the Grand Prix and it is to get them to give you a load bonds I suppose I shall more than he deserved. I cannot he seemed like a very nice chap. A of money. The flotation didn’t work have to look around and find some lot better than that Tony Blair in because all those merchant entrepreneur like myself who condone people leaving the sport money.

England. I’m sure you have read bankers were scared about taking would like to buy the sport. I am withI shall have to do some more about it but let me take a quick risks with the European sure they could tidy it all up and *hen float It at a profit. I shall have business with those British moment to explain. When you give Commission someone a million quid you expect That Max Mosley has been to have a word with that Rupert American people as they seem keen on investing in the sport. I a little discretion and diplomacy. I causing me a lot of trouble recent- Murdoch, I oxpoot I could squeeze make a nice donation to the new ly. I am very happy to talk to that a hill and a half out of him. He paid see a lot of potential in American government and suddenly there Is nice Mr Van Miert of the European $600m for one football club the things at the moment and I recenta big scandal because they think Commission but Mosley keeps on other day. ^ *u- n .u * n ly did a very nice deal with that nice Tony George at Indianapolis I’m trying to buy the Labour gov making a fuss and stirring things 'am beginning to think that I Motor Speedway. He is going to ernment. Next thing you know I’m up. I’ve told him to shut up but he would like to take life a little easier give us a great pile of money every in all the papers all the time and keeps saying that he is the presi- and I have considered buying a dent and all that stuff. I’m going to nice Third World country and set- year and we are going to try to bang goes my knighthood for ser convert the great American public. vices to the motor racing industry. I buy him a blazer from Christmas tiing down to write my mernoirs I do like a challenge but we so he feels at home with the old The big problem I have is that I didn’t do nothing wrong. have a bit of a big job in the United hnvqatthpFIA cannot think of a good title.

I suppose he had the decency Doys at tne i-ia.

“Memoirs of a Capitalist” is not States. I saw the press cuttings to give me the money back after after we announced the Indy deal wards - although I don’t suppose nyway, after the flotation got very exciting, is it?

I have to admit that I do not and the FI race got slightly less he had much choice after the press sunk I figured that I would coverage than an item about Iowa borrow the money against enjoy Ft as much as I used to State University hiring a new assisstarting hounding him. when I was with my old mates.

I used to have a nice quiet life. I the income which is going to come These modern team bosses aren’t tant coach for its football team. in from Ft over the next 25 years. could walking In the park and shop as much fun as the old boys like Still, I do like America. The land ping at Harrods but nowadays I Asking for $2bn was really not that of opportunity. I had a very nice “Chunky” Colin Chapman and now much considering how much cannot do a thing because there is we have gone and lost old trip there in the Spring. I went to money they could make. It's not always some oik who says: “Chopper” Tyrrell. You cannot see those nice casino owners in asking a lot when you see the sort “Hey, ain’t you that Bernie ' n n

1

Fm going to buy Max Mosley a blazerfor Christmas so hefeels at home with the old boys at the FIA

j

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Las Vegas and then popped over to San Francisco to see Mayor Willy Brown. After that I wetit down to Long Beach to watch the Indycar race and see some old friends. Did you know that Long Beach is the biggest single-seater event in the United States these days after the Indy 500? I shall have to have a think about that... guess I must have a lot of fre quent flyer miles these days.

Who knows? Maybe I can get a free flight sometime. That is the big disadvantage of having your own private jets. You don’t get no frequent flyer miles no matter how much flying you do. 1 don’t think it’s fair. I think the civil aviation people should offer some perks for the rich. That would be a nice gesture.

As part of my masterplan for America, I’ve been working a lot this year with that Sylvester Stallone. He’s a very nice chap when he doesn’t have all those guns in his hands and bullet belts around his chest. Sly has been to a lot of races this year. He keeps turning up with all sorts of produc ers who have flowery shirts and big cigars. They all talk a great game but 1 haven’t seen the colour of their money yet so I reckon they are just bags of wind.

I have been having a little look at football because I reckon there is some money to be made in that sport but I am still working to build up Grand Prix racing a bit more before I go. We will have 20 races a year before too long and so I can send those team bosses off to horrid places like India and Beirut and I can stay at home and count the money. That’s a good revenge. I am also building up Formula 3000 because I reckon that we can build another F1 out of it in a few years and so we can double the money. That will get the Suits in the City hot under their stiff little collars.

I must say that all this wheeling and dealing has meant that I don’t get as much holiday as I would like, The occasional trip to the fancy ski resort of Gstaad - you pronounce it Stad in case you don’t know - in Switzerland keeps the girls happy and as a bit of a joke I just started the Gstaad Yacht Club with a bunch of Kings and people like that. It’s just a bit of a giggle because the Swiss are not famous for their naval history but I suppose we could win the America’s Cup or something boring like that, The kids and Slavics are doing fine. I do feel a little sorry for them having to grow up with all that money but I dare say that they will be sensible about it.

We are just off to buy Concorde ^ . to go shopping in New York. I do like a bit of shopping... I think ! II buy tennis, Have a nice year j ^ jdL

14

18 December 1998

iilt’s winning it(the World Championship) thatfeels great; thaCs whaCs important.

Being it or not being it any more doesn^t make a difference ^ J

Idmitte

After winning the World Drivers Championship in 1997 Jacques Villeneuve is leaving Williams -for an uncertain future at British American Racing.

He reflected on the past and the future with ADAM COOPER

S

Up in the air?: Jacques Villeneuve admits that the move from ’Williams to British American Racing could be a risk but, in typical fashion, he will be kicking as hard as he can when he stalls testing for the team next month.

ince he left Italian F3 and stepped Into the Japanese series in 1992, Jacques Villeneuve has faced few career setbacks.

He was always In good carsoften the best in the field - and he won races every season. Until this year, when his progress came to a grinding halt.

After being a serious contender from his first Formula One drive remember his debut at Aibert Park in 1997, when he almost won?Villeneuve has struggled this sea son. He finished his reign as World Champion with 21 points to his name, with just thirds (in Germany and Hungary) to show for his efforts.

Worse, he only came close to leading one; at home in Montreal where, with the McLarens out and Michael Schumacher penalised, he led the restart into the first corner.

But even then, with Giancarlo Fisichella challenging, he seemed to forget what leading a race was all about, sailing across the turn one grass into oblivion.

On November 1, his title reign came to an end, after a year and five days. Was he sad to lose the honour?

“It’s winning it that feels great; that’s what’s important,” he insists.

“Being it or not being it any more doesn't make a difference. I can hardly notice it, because I haven’t been winning this year. That’s what matters. It’s not about carrying the title with you the whole year. That had very little impact on me.”

So being World Champion didn’t change his life?

“I just had a big party and that felt good. But, apart from that, it didn’t change much, because that was the plan, it’s what I wanted to do. I felt happy because I felt full, I had achieved one goal and it felt great.

“I suppose it changed my life for a little while because more people recognised me and PR wise it was more hassle. But then you get back into testing and the season starts.

“I had number one on the car, but that didn’t mean much. It’s just a number. You’re still out there to race, not to be out there saying, ’Look, I’m the World Champion.’

I’m out there to try and win. That’s what I’m paid for.”

Jacques knew from very early in the season that defending his title was a forlorn hope and even win ning a race was going to require some luck.

“It takes the pressure away because you don’t have the gener al eye on you, you’re not expected to win. But I’m a perfectionist. I don’t accept being there and I’ll just work harder and harder and harder, because I don’t want to be there. I’m a very positive person, so I always believe we can get better.’

Having been in good cars for so longj was there a risk of becoming a little bit complacent, too used to success coming easily?

“There could be, but last year the championship was so hard to fight for in the second half we didn’t get complacent. We had no time to get complacent this year because even from winter testing we were behind.

“I also knew I was getting in a very good car, which I why I signed with Williams, which is why I came to FI. “yVhen you make decisions in your career you look at all these things, where you want to be. Had 1 not been in a position like that I would have stayed in CART. It wasn’t like, ’Oh wow, I’ve got a great car. I’m on pole, it’s so easy’.”

At least Jacques deserves full

marks for getting stuck in and giv ing it a go this year.

“The racing has been fun because I had to fight so hard. We worked hard with the whole team.

Even for Suzuka there were new bits on the car, so nobody gave up.

And, if anything, 1 drove better than last year.

“I think the basic design of the car started on the wrong note. We were the first team to test the new tyres and they weren’t putting any effort into the tyres at that point.

The car was well into the design process once the tyres got better and when it arrived it wasn’t good on the latest tyres.

“It took us a while to react; it took us a while to understand why we weren’t quick. By the time we started working, it was a little bit iate.

“We managed to make progress with the car, but once we did so did everybody else, of course. And everybody else made progress with the engines. We spent the first three or four races just going round with the set-ups, trying so many different things. In the end it allowed us to learn a little bit about the car.

“It’s been an up and down sea son, but mostly down! The high points on paper don’t look very good, even if coming back from a weekend we knew that we’d done the best that we could and we were proud of the way we worked as a team.

“Monaco was good. It was the first time I’ve finished and I was in the points after I started 14th!

Hockenheim and Monza were the two races where, speed-wise, we were level with the opposition.

“At Hockenheim we were nearly as quick as the McLarens, which was a great feeling, especially as it was the race where I’d been use less for the two previous years.

Common dominator: Last time Villeneuve drove an Oastler-designed, Reynard-built. B.AT-backed car was in 1995 when he won the CART title and, pictured here, the Indy 500.(PhotobySK%^s»oFe-.Aiiipon)

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15

18 December 1998

d to the BAR This year, that’s where we were at our best. But it was only one in a year...

“We made better strategy calls during the races than last year. In Spa when it was wet we were on the right tyres at the first start and not many people were. At Nurburgring we were on the right strategy and then the fuel didn’t go in at my stop.

“Being behind and having to fight suits us, but you still want the results at the end. It’s been a learning year. Well, not learning ... but perhaps improving, getting bet ter at things, because we were in at the deep end.”

It’s no secret that Frank Williams and Patrick Head are tough,guys to \work for, especially when the year isn’t going well. How was Villeneuve’s relationship with his bosses?

“It’s actually been better every year. I guess the respect has grown. There’s been pressure, there’s been some heated argu ments with Patrick, but at the same time I said what I thought. It was a two-way conversation and that’s always good.”

Heinz-Harald Frentzen clearly had a tough time, but Villeneuve seemingly coped better with the delicate situation.

“You need to be extra strong.

I’ve got my own ideas and my own n Continued on page 16 Printed by Motortaiiiment

Send in another Scotsman

S

tarting a new FI team is not the work of a

place,” Pollock explains. “The design office has been pretty full for quite a while. They’ll be the last people to move to the new facility fi’om the temporary office, because they’re flat out all the time. Where we have to put more people as we expand, is obviously the production side, because that facility is just coming into action. We probably need another 50-60 people, mostly in the construction side ofthe car.”

moment. For British

American Racing securing

its massive budget really represented just the first step on a very rocky and hazard-strewn road to next season.

“If we’d known it was going to be this hard,” says commercial direc tor Rick Gome,“We would proba bly never have started it...”

At least there is now light at the end of the tunnel. October marked a significant landmark, as JeanChristophe Bouillon gave the team’s test hack - known as the ‘BARreH’- a first outing. Since the location was Santa Pod, the day consisted of blasts up and down the dragstrip, interspersed with long bouts oftinkering.

The activity was conducted behind closed doors, away from the prying eyes of cameras, but alert security guards managed to spot a photographer hiding in a tree. It probably wasn’t worth the effort, because outwardly the car was identical to the Tyrrell 026 we see at eveiy GP, down to the PIAA liv-

Out of the shadows: BAR chief Craig Pollock (Photo by Michael cooper/Aiispon) ery - although the Ford sticker on the engine cover was missing! No sign yet of Lucky Strike, 555 or any other ciggie.

“Actually, it wasn’t the first time we’d run-a car,” says team boss Craig Pollock, “so to me it wasn’t a big day. Tyrrell has never had a test team, so what we did was put some ofthe BAR budget into Tyrrell

to create one, so we could train our BAR guys up all through this sea son. But now we’ve switched to the BARreU. It looks like a TyrreE chas sis, but it’s enormously changed underneath.”

Since the project got underway people have been headhunted from aE comers ofthe paddock.

“The race team is pretty much in

And did getting all the other teams to agree involve some painful bartering? He’s not letting on.

“Absolutely not. It was veiy, very amicable...”

-ADAM COOPER

Winning a Motorsports Sponsor Seminar a

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Pollock agrees with Gome that it’s been a tough few months for the team principals.

“I knew it was going to be hard.

Obviously there are degrees of hai'dness; I didn’t realise that I was going to have to work so many hours. I knew nothing was going to be made easy for us, no one was going to facilitate my life. And I think that’s where Rick’s coming from. Maybe he thought people would facilitate things for us, because we’re nice people. Forget about it! ”

A practical guide to raising Motorsports Sponsorship The Motortainment "Winning a Motorsports Sponsor Seminar” series has been designed to give racers the toois tlfey-need to create successfui sponsorship strategies. The seminars

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aiso iooks at aiternative ways to find the funds to go racing and wiii inciude gust speakers to share their motorsports sponsorship secrets. Extensive research has gone into finding out Just what is required to put together a complete sponsorship package and fund raising campaign for the professional and budget racer.

What is sponsorship? And where are the sponsors?

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Find out what sponsors really want.

Marketing executives need to know how you expect to drive sales for their product whether it be a beverage drink, ice cream, an oil filter or a can of baked beans. You must also show how

SENSE”. To win a sponsor you must work out what they do and how they do it. Then help them do more of it better with your race program.

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Racers need to adapt their sponsorship strategies to the year 2000 marketing plans of the business world. Racing fans will not buy a sponsors product until they have been converted to brands fans. At the “Winning a Motorsport Sponsor Seminar” we aim to show you how to give a sponsor what they really want... “THEIR MONEY'S WORTH”.

you can prove you've done that you said you would do so that your sponsor can measure the results of their sponsorship in "DOLLARS AND

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Great value for your money The “Winning a Motorsports Sponsor Seminar” is an excellent investment for any serious racer wanting to improve their chances of winning a sponsor or funding their racing program whilst remaining affordable for the budget racer. This program is as close as you can get to having a marketing company put together a comprehensive plan for your team without the $15,000 price tag and includes a detailed booklet stacked with valuable information like sponsorship strategies, proposals,justifications and other correspondence.

WE GUARANTEE THAT YOU WILL BE BETTER PREPARED FOR THE SPONSORSHIP RACE. Special seminar offer Whilst at the seminar we will show you how our race program can get y you into your own race car with a 12 month sponsorship deal worth $350,000 and includes a special offer to seminar participants, conditions apply - details released at seminar.

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:&U(S.

18 December 1998

Continuedfrom page 15 views and I believe in them. But at the same time, if somebody comes up with something intelligent that makes sense, then I’ll listen and I’ll be willing to open my mind to it.

“You have to be stubborn, but not stupidly stubborn. If you’re not sure what you’re doing, then shut up and listen. If you’re 100 percent positive, then you should fight for what you need and what you want.

That’s all. I’m not very political, so I didn’t really go behind anyone’s back.”

Jacques left Williams on good terms and he’s got no wish to criti cise anyone in public. But now he can start to focus on next year and the challenge of helping to develop British American Racing. Although he didn’t officially sign until July, there was never any doubt in most people’s minds about would American backed him in 1993-’95 through Player’s and he’s always been central to Craig Pollock’s ambitious plans.

Jacques obviously has faith in the new outfit, but does he back Adrian Reynard’s bold claim that the team can win its first race?

“That’s a little bit too much to say, I guess,” he admits, “it’s something we want to do, but you shouldn’t say it because it’s not easy.

“I’m sure that we’re going to be on the podium and fight to win races and we’ll also have a small chance of getting our nose into the championship. As long as there’s a small chance, then we can go for it.

Jacques is convinced that the pieces are in place, especially in terms of personnel.

“Definitely. We’ve got many people from FI anyway, so we’ve got the data, we’ve got the knowl: edge. It’s not like you take a bunch . of people from university, ‘Let’s make a race car, cool, great’. It’s people that have been around and they know what they’re doing.”

He got his wish when his Williams race engineer Jock Clear - the other half of the ‘we’ Jacques often uses when discussing his races -came on board.

“That was very important, with everything else so new. I have a good chemistry with Jock and we work well together. We get along, we’re good friends and he’s very good. So it was very important to get him. I know he wanted to work with me, for the same reasons.”

And what of his new teammate, Ricardo Zonta?

“He’s very quick and he seems like a nice guy. I guess he’s young

beriS

and hungry. Well, I know he’s young and I guess he’s hungry!

“It should be easy to work together. You need a good atmos phere and you also need someone that can push you forward and I guess he can do that, so that’s great.”

Jacques is aware that not everyone in the paddock is wel coming the arrival of the new team.

“People don’t like it when some thing comes against the establish ment. They don’t mind a new team, but they don’t want a new team that can come in at the same level as the ones that have been estab lished there for a while. That’s what BAR can do, with different ideas, “They don’t like that, either.

Some of the ideas are actually very good and I guess people don’t like that someone else thought about

In my heart Fm still a big kid; when 1 work Fm older, but outside

seems to hoover up anything that tickles his fancy rather than pick and choose.

Before the Japanese GP we went guitar shopping in Tokyo and it took hours of careful plucking away before he found a model he was happy with.

At least this year he had some time to enjoy himself away from the track, to indulge in hobbies such as his music and ski-ing.

“The season’s still been fairly hectic, but without the pressure of last year. On my one or two days off I was using them better.

“That’s what you learn; you learn to use the best of the little free time you get. In the end you don’t notice that you’re so busy.

But it’s good to be busy, as you don’t have time to get bored.”

Jacques is no longer the new kid on the block. He’s been racing for 10 seasons and he turned 27 in April. But there’s been no change to the trademark scruffy look and technicolour hairdos (“... there’s a bit of calm now. But it will go back crazy, no wor ries!”).

Has he noticed age creeping

of work Fm a big kid up?No, I don’t feel older than them or had the guts to use them.”

And since Jacques has always been something of a rebel, he should fit right in.

“It’s not a question of being a rebel. I like being myself, I like breathing and feeling good about myself. If I enjoy something I’ll do it and I’ll say it and not just do what everyone is expecting you to do, or what is accepted.

“I’ll focus on my holiday first!” he jokes. “But I believe it will be a good team, with a good chance of being competitive and winning, because of the people involved, the technology involved, the bud get involved and the chemistry we’ll have.

“It’s a new challenge and every body’s in there, not to be part of FI, but to win, to be competitive.

“I’ve spent all my career chang ing ail the time; not only cate gories, but continents, so I think it’s good to change teams now.”

It’s typical of Jacques to see things in such a black and white manner. When it comes to his rac ing, he has his opinions about how things should be done and he sticks to them.

Off-duty he can be less decisive and it’s one of his endearing quali ties that he sometimes can’t make up his mind about the simplest things and usually seeks advice. In restaurants he’ll order several options and try a bit of each and when he goes to a CD store he

when I was in Japan in ‘92. More mature, yes. I understand different things. My view on life is slightly different and I’m more comfortable with myself. I’m still discovering a iot of things, but the big basics of life are much clearer in my head now than they were.

“In my heart I’m still a big kid; when I work I’m older, but outside of work I’m a big kid.

“There’s the physical age and there’s also how you feel. The day you start feeling old, that’s when in the space of two years you lose 10 years and you get that much older.

I guess as long as you’re hungry and you can enjoy life, you should enjoy it.

“Maybe the day you become afraid of dying, that’s when you become old. I don’t know. I’ve never really thought about it - am I old or am I not? It’s never crossed my mind. But I’m not trying to be young, either.”

Perhaps when he’s 50 and looks back he’ll appreciate his ‘97 title a bit more.

“Yeah, but I won’t go around bragging about it. I’ll be proud, it will be in my back pocket, it will be achieved.

“Once i stop racing I won’t be able to live without doing anything else, just thinking I’ve been World Champion and I’ve accomplished something.

“I’ll need to accomplish .something else. I can’t stop living. I need new stuff, I need to get going ...”

The Best Laid Plans: Villeneuve went into the 1998 season as World Champion and had high hopes of having a com petitive season with Williams. Will he fare any better in British American Racing’s brave new world?

t

Oh brother: Malcolm Oastler’s brother Mark may be better known to the Australian public through his TV exposure but the older of the two may soon be gathering a fan base of his own.

The Australian BAR connection J

deques Villeneuve has designs on winning races again ne^ year when his new British American Racing (BAR)team makes its debut at the Australian Grand Prix in March - and the man design ing the former world champi on’s new car is just one of sev eral Australians with key roles to play for Formula One’s newest entrant.

Sydneysider Malcolm Oastler, seen by many as the outstanding designer of Grand Prix racing’s ‘new generation’, has enjoyed huge success in North America with winning IndyCar/Champ Car designs for Adrian Reynard, the new Technical Director of BAR, and Villeneuve, who won the Indianapolis 500 in 1995 in an Oastler-designed car.

Oastler has now transferred his talents to head up the design team that will try to continue Reynard’s astonishing record of winning first time out in eveiy racing category it has entered. BAR’s Managing Director, the quietly-spoken Scot Craig Pollock, has no doubt that Oastler will play a pivotal role in the team’s success.

“To me,” says Pollock, “Malcolm is the future in Formula One. A designer is also a guy who comes up with brilliant ideas. In the run ning of a technical department of a Formula One team it would be very, very difficult to beat a Malcolm Oastler.”

Villeneuve says: “In racing, to win, it needs every team member as key to the success.”

As well as Oastler, BAR boasts two other Australian connections in crucial roles: chief engineer Steve Farrell and aerodynamicist Willem Toet. Farrell, also from Sydney, has worked his way along the time-honoured motor racing route from Formula Ford to sportscars and touring cars and now, with BAR, he is making his first move into Formula One. “To get into the start of some thing as big as this from scratch,” says Farrell, “to be able to really put your own impression on the team, has been a fantastic opportimity.”

Toet, a man with Melbourne in his background and a former head aerodynamicist with Ferrari, is widely respected in FI circles. “It’s a perfect situation for us,” says Pollock, “because he (Toet) is a good benchmark for the future; he’s bringing in a huge amount of knowledge that we wouldn’t have

had otherwise.” The Australian link doesn’t end there, either.

Villeneuve’s driving partner in 1999 will be brilliant young Brazilian Ricardo Zonta, fresh fix>ni winning the 1998 FIA Grand Turismo Championship for Mercedes - as a teammate of Australian rising star Mark Webber.

“What impresses us most,” Pollock says of Zonta, “is his intelligence and willingness to take calculated risks. When the time comes to make the move, he always does, and he is smart enough to back off when the opportunity isn’t quite there.

That shows special maturity for a 22-year-old.”

The new team’s focus will understandably be on Villeneuve, who won the world championship with Williams in 1997 then failed to win a single race - or even come close to winning - through out the 1998 season.

“It’s a new challenge,” says the Canadian star. “If you say ‘new team’ it sounds very risky, but once the figures are in play, and the people you are going to work with, then it is not very risky at all.”

Australia has played a key part in Villeneuve’s career: his first IndyCar race was in this country, as was his first Grand Prix - the 1996 inaugural Formula One event at Albert Park, where he took pole position and led brilliantly before being slowed by an oil leak late in the race.

In 1997 he again qualified on pole but his race ended at the first corner. This year he finished a lap dovm in fifth place.

Nonetheless, Villeneuve says: “I always have a good time in Australia.”

He looks forward immensely to returning to Albert Park in March and the start of the 1999 season. “Everybody (in BAR) has high hopes,” Villeneuve says.

“We’re shooting very high. FI is very difficult: you can’t just sit there and say,‘OK, we’re going to get pole and win’, but we can work towards that end - and I know it’s achievable.”

As for Pollock, he appreciates Australians for more than their technical competence. “The other thing we are trying to do is have a little bit of fim. And what we’ve found in our travels is that Australians do have a little bit of fun now and then.”

MM

JXo.

18 December 1998

17

New boy on the blo<k

CAMS recently replaced its outgo ing President of two years with a relative outsider.

WA businessman John Osborn doesn’t come from within the ranks of the CAMS Board at all. He has instead been the inde

pendent Chairman of CAMS’ more commercial arm,the Australian Motor Sports Commission for the past 12 months.

The new President shrugged off the after effects of a knee recon struction for a brief chat with CHRIS LAMBDEN...

Motorsport News: Can you tell us a little bit about your background and how you’ve come to be Chairman of the CAMS Board?

John Osborn: I guess I was approached initially by mem bers of AMSC as to whether I would have some interest in putting time into the Australian Motor Sports Commission and I had agreed that I would do that (Osborne was appoined as Chairman of the AMSC).

Prior to that appointment I had extensive experience in management here in . Western Australia and, on a national basis, I guess that I had contact with motorsports specifically through Rally Australia.

I was the inaugural Chairman of Rally Austraha and prior to that was part of the crew which went to France to tiy to get the inter national rally here in Australia.

I’ve also been on commit tees in Australia for World Swimming Championships, World Athletics, World Basketball Championships and so on.

Motorsport is one area I’ve shown more acute attention to because when we won Rally Austraia I was 'Ssked to take on the Chairmanship of the event itself

So my association has been quite strong with that partic ular category (rallying) but it also gave me an insight into of Confederation the

Australian Motor Sport as it was then, CAMS Ltd now.

I’ve run my own business here in Western Australia for 25 years and I’ve been involved a whole range of voluntary positions in vari ous organisations and fund raising and exposure for charities.

I think that my interest here (in the CAMS Board) was an extension of the things I’ve done previously, but more specifically because of what I’ve seen over the last eight or so months as Chairman of the Australian Motor Sports Commission.

I had at the time agreed that I would put a certain amount of time aside to improve the position of motorsport in Australia without quantifying what “improve” means - but cer tainly to look at how we might find a niche that was appropriate for the strength of the sport compared to the other competitive sports that were vying for sponsor dol lars and time.

Some of them have been around a lot longer and are more national in their ori gins, with Australian Rules Football, for example, crick et, athletics and rugby, and I figured that from the work that we had done through the AMSC that motorsport was not getting its fair sWe of sponsor dollars and expo sure and maybe I had some skills that could bring about better opportunities for the sport.

MN: Would you describe yourself as a petrolhead?

Have you been a follower of motor sport for some time or has yoiu* involve ment been relatively recent?

JO: I think that I’ve had a general interest for a long period of time. I would say that I’m not as passionate as many of the “petrolheads”.

but I have a specific interest.

Immediately after leaving school, I went into motor mechanics as a profession.

That did change, of course, many years ago and I’ve been a collector of vintage and veteran cars for the last 20 years, so I have interests, but not specifically at the “top end” of the sport.

MN: What issues most urgently need to be addressed by CAMS? JO: I think that it must be recognised by CAMS mem bers that we are a service organisation for the member ship of CAMS. I think that the responsi bility of the CAMS manage ment and staff is to provide the highest quality and cali bre of service that is possible to the stakeholders in the sport.

I think it’s important for us to talk continually to not only our membership base but also the other stakehold ers in the sport, who are very broad and perhaps broader than most other sports in the country.

We really need to talk to the people we supply service to and if it’s necessary in some areas we may have to lift our game.

If it requires a different approach to doing our job, well, so be it.

We need to be conscious of the volunteer aspect of the sport - the enormous input that comes in from volun teers would be hard to mea sure in terms of cost.

Certainly their contribution is imperative and important.

but nevertheless amateurs.

And then you’ve got this whole multitude of categories that need to be serviced and used as a funnel if you like to try and get young aspirants to a better quality in the sport.

I think CAMS really needs to look at fostering young people.

To encourage a high mem bership base, it needs to encourage additional skills so that we can present the sport to the media.

The media is going to be one sector that is imperitive if people are going to acquire the additional money needed through sponsorship to get themselves into the market place.

But I think CAMS’ role is constantly evolving. Another thing we’ll be doing is asking the stakeholders of the sport for some of their advice.

MN: Via the AMSC,the 10 per cent holding in V8 Supercar group AVESCO

by CAMS is seen by peo ple in the sport as a con flict of interest.

There is a view that too much time is spent on the top end of the market MN: What should CAMS’ (V8s) at the expense of, role be in the regulating say,Club and State racing.

JO: The investment in and running of the sport?

Should that be it’s role? AVESCO was prior to my Of late, it’s tended to lean involvement. to the commercial side of However, in terms of con the sport as well... flict, I think that from JO;I think that any organ CAMS’ perspective, they are better off to be aware and isation, whether it be a pub licly listed company or a knowledgeable of the oppor charity, or in the case of tunities that are presented CAMS an organisation which by an organisation such as is based on supplying ser AVESCO, than to be outside vices to a sport, must con of the loop. stantly look at it’s structure.

AVESCO brings a new You need to look at your level of professionalism to services and you need to re the sport in Austraha and I access where you’re going on think that other categories a constant basis. can learn from the profes I think that times are sionalism that’s being changing very rapidly in applied in terms of market Australia - the intricacies of ing that category. the sport are such that I would be hopeful that you’ve got very heavy-weight CAMS Executives and Board professionals in the sport, Members can learn from backed up by an enormous that, be it that the represen number of amateurs, quite tation on the Board is in fact professional some of them. through AMSC.

I think that the combina tion of skills between the historical sporting applica tions which come to the Board at CAMS level, com pared and contrasted to the level of skill from a commer cial perspective (but still with a sporting influence) at the AMSC level, is a blend I would hke to foster a closer relationship with.

I think that the combina tion of the skills AMSC has, has been underutilised by the sport itself.

MN: One other current issue is to do with perma nent race circuits: The best current exam ple is South Australia, where there’s a govern ment-backed V8 street race coming up next year, which will be a fabulous event, but which has nev ertheless happened at the expense of the local per manent race track (Malala).

There’s now chat of a similar street race in Perth.

Do you think there should be some protection for the long-term investors in the perma nent race tracks because at the end of the day, gov ernments can always change and street races can always be curtailed?

JO: I’m not in a position to comment with any knowl edge of what the best route is in that respect and I’d hke to withhold my opinion and answer for a period of time until I actually look into it it hasn’t been part of my role at the AMSC. However, I think what we do need to look at is getting closer to governments.

The governments are an important stakeholder in the sport not only Federally, but State-by-State, and we need to understand what better role or liasion the sport can have with governments to ensure that there is a com patible future for the stake holders involved in that par ticular location.

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18

I8 December 1998

lMo)OCD!7SfD®lj{j’

Tow<

Phoio by Mike Kablo

Now and Zen: Sir Jack Brabham arid Nobuhiko Kawamoto got together at the 1998 Surfers Indy Carnival after almost 35 years as friends (above). The three-time world champi on and the former CEO of Honda were together in 1965 as well, Kawamoto-san overseeing the engine development of Brabham’s Formula 2 car, seen here at Silverstone in 1965.

louitirsy Honda Australia

vers championships.

With thoseto accomplishments Prost (lOSS) five world dribehind it and a hard-won image of high technology and long-time friend and reliability that flowed on to its confidant Sir Jack^ production cars and still Brabham felt about S-emains, why would Honda Honda’s impending choose the toughest possible return to Formula One option in its return to the FI fold? racing.

For various reasons, the “They’re crazy,” the legendaiy triple world champion genial Mr Kawamoto explained had asserted earher that day. during the course of a wide“They have everything to lose ranging 90-minute interview that answered a.- lot of ques and nothing to gain.”

That reaction came as no tions being asked in FI circles. surpi-ise to Mr Kawamoto. The two men had been in a huddle 1^-st and foremost, he made over dinner the previous night, X* it obvious that the compa when motor racing was their ny’s commitment honoured the philosophy of its founder, the chieftopic of conversation.

The forthright Sir Jack - late Mr Sochiro Honda, who who brought Honda into believed in a ‘boots and all’ Formula Two racing in the approach to motor racing.

“We felt we should be more mid-1960s-had not pulled any punches in the discussion with sincere to Mi- Honda’s policies.”

Second, the decision was the recently retired president of Honda Motor Co, whose last influenced by a feeling offiristrabig decision before he handed tion among Honda’s engineers, over the reins to his successor who in recent yeai-s had been pressm-ing Mr Kawamoto - a was to approve an FI come former chiefengineer ofHondaback by the company in 2000.

Not just a comeback, but to build their own FI car rather another plunge at the deep end than revert to an engine supply as a full-scale constructor, a la role.

He emphasised that Honda Fen-ari, 32 years after Honda ended its first tilt at FI that regai-ded an FI involvement at spanned five years fi'om 1964- constructor level as an ideal 68 and yielded a mere two wins way of “educating” its engi neers, as well as encouraging from 35 starts.

Its second foray - as an the best young engineering from emerging engine supplier between 1983- brains 92 - was fai- more rewarding, Japanese universities to aspire producing a tally of69 victories to work for the company.

The benefits ultimately in separate associations with the Williams (1984-87) and would be better cars for Honda’s customers.

McLaren(1988-92)teams.

The engineers are being Honda’s turbocharged 1.5encouraged to use their own liti-e V6 and naturally aspirat ed 3.5-litre VIO engines carried initiative, with Mi- Kawamoto Nelson Piquet (1987), Ayrton saying that while he was over Senna (1988-90-91) and Alain seeing the project, he would Kawamoto Nobuhiko grinned when I mentioned what his

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“stand back at a distance” to give everyone the chance of making their own decisions, even if these involved some mistakes.

“It’s important that our young research and develop ment people have a lot of free dom to do what they consider is right. I will give them room to tty new challenges.”

Ml- Kawamoto stressed that Honda is adopting a two pronged approach to the re entry.

On the one hand,the compa ny would develop the cai-, the engine and aU the necessai-y components with the help of consultants such as Italy’s Paolo Dallai-a, who was com missioned earher this year to cany out aerodynamic develop ment.

On the other, Honda would not attempt to i-un the team,as it did in the 1960s.

“Running the teem is not the job of om- management. It’s too difScult. We need the help of specialists in that area.

The team will be based in the UK and Mr Kawamoto made it clear Honda was pre pared to spend a lot of money to lure the right people. This process has already be^n, through former FI driver Satoni Nakajima.

It win not be an all-Japanese team. ’There could be a role for example, for the likes of Ron Tauranac (Jack Brabham’s chief designer in the 1960s, who in the early 1970s founded Ralt which for many years was the world’s biggest racing car manufacturer) for whom Honda has enormous respect.

Tauranac, now in his 70s, has been helping Honda in the development of 2.0-litre Super Touring cars and Mr

1

18 December']998

19

irds 2000 After its successes with Lotus, Williams and McLaren, why does Honda want to come back to FI with its own team? The just-retired Honda CEO Nobuhiko Kawamoto gave the project the go-ahead and told MIKE KABLE why.

Kawamoto described him as “a professor”.

He said the project was pro gressing “steadily” and had reached the point where Honda already had a prototype carbon fibre monocoque.

As for the engine, several types are under consideration including a VIO,a compact con figuration Honda pioneered with enormous success in the late 1980s when naturally aspi rated 3.0-litre regulations were reintroduced by the FIA after the 1.5-htre turbo era.

Since then, VlOs have become standard wear in FI. But Mr Kawamoto, surprising ly, said he did not personally favour Honda adopting the configuration again.

“We are not pushing our engineers to choose a particu lar type of engine, ff they want to do something else than a VIO, well, they can do this. I want to tiy something new. In the past, a V8 or a V12 was the best solution.

“What we are saying is that a lot of study is needed and that the priority is bajance," bal ance and balance.”

Mr Kawamoto would not be ^ drawn on the subject of dri vers, but it’s obvious Hondasis in the market for a team leader with what it takes by way of skiU and development capabilities to achieve results, sooner rather than later.

Honda could be looking (( outside the present FI ranks,judging by specula tion about CART star Dario Franchitti’s prospects ofa contract.

that this could be an appro priate engine for Jack Brabham’s F2 requirements.

“So we carried out further development and supplied it to the Brabham team in 1964.

We didn’t know much then about racing cars and we had a disastrous year in 1965.

The engine gave close to 130bhp at 9200rpm on the test bench, but the actual per formance in racing conditions was too low. The carburettors were unsuitable and the driveabihty was bad.”

There was no alternative but to return to the drawing board, to design a second-gen eration engine. Mr Kume (later to become president of Honda) and two mechanics transferred to the UK, to work hand-in-hand with the Brabham team, while Mr Kawamoto burned the mid night oil in Japan.

“I spent more time in the company than the security guards,” he laughed. “The eight-hour time difference was terrible. Mr Kume often called me at midnight, asking for various parts. I had to go to the homes of other engi neers and wake them up.”

“In the final race of 1965, we had some encouragement when we got close to Jimmy Clark’s Lotus-Cosworth. We started to understand what

The outcome of the 1966 European F2 championship is well-documented history.

Brabham and Denny Hulme won 11 of the 12 rounds.

Brabham was runner-up to Jochen Rindt in the only race the Brabham-Honda team didn’t win, after missing prac tice and qualifying and start ing from the rear ofthe grid.

Mr Kawamoto looks back on that season in Europe as a highlight of his life. “It was another world, that opened my eyes. I began to under stand what motor racing was all about. The responsibihties that I had to take helped me a lot.

“Jack Brabham and Ron Tauranac are great men. Jack didn’t say much then. Just one or two words from time to time, but the unphcations in them were really deep.”

Despite the fruitful F2 partnership, Honda and Brabham could not reach agreement on an engine for the new post-1965 3.0-htre FI regulations, so they went their separate ways.

Brabham talked Repco into backing a project in which Phil Irving, one of the world’s foremost designers, would ultimately make a dual world championship winner out of an aUoy-based V8 block that had been discarded by Rover and picked up by the Oldsmobile division ofGM. Honda, buoyed by its 1965 Mexican Grand Prix victory, decided to contin ue as a constructor. Its V12 engine had no short age of power, but the car’s combination of excessive weight and width hampered its com' petitiveness.

The company battled the odds, achieving one win in the 1967 Italian Grand Prix, before calling it quits at the end ofthe 1968 season.

Its re-entiy to the FI arena - via the low-budget Spirit team, prior to forming an association with Wfifiams, fol lowed by a liaison with McLaren, was masterminded

by Mr Kume and Mr Kawamoto, with Mr Honda’s blessing.

'The subsequent engine sup ply assault on Champ Car racing, starting in 1994, has paid dividends and will con tinue, after back-to-back victo ries by Alex Zanardi for the Chip Ganassi team.

Now, Honda is gearing up for the ultimate FI challenge, with a determination to suc ceed where others have failed.

Its re-appearance at the 2000 Qantas Australian Grand Prix will bear watching! M

(Photo by Dirk Klynsmith) Absence makes the hMirt go Honda: Ayrton Senna storms the first chicane in Adelaide in 1990. He had a lot of success with McLaren and Honda; can Honda win alone?

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Jack didn ’t say much then. Just one or two wordsfrom time to time, but the implications in them were really deep...

Mof»r racing has been a lifelong passion for Mr Kawamoto, who joined Honda in 1963, after graduating as an automotive engineer. At that time, Honda had just started production of its S600 sports car and was toying with the idea ofan FI assault.

Jack Brabham had already knocked on Honda’s door, asking whether the company would be interested in an engine supply arrangement.

“I was asked what I would like to do,” Mr Kawamoto recalled. “I raised a hand and said I’d like to be involved with engine design. My wish was granted and I met Mr Tadashi Kume, who was the company’s top engine design er then. He had been respon sible for designing engines for Honda’s 125cc and 250cc racing motorcycles and the S600.

“The ongoing projects were SIOOO and S2000 sports cars.

These were terminated later, but we had finished the SIOOO engine and ancillaries layout. Mr Honda proposed

Jack Brabham was seeking.

“Then, Mr Kume returned to Japan and we both booked into a seaside hotel to design a new engine for the 1966 sea son. The instructions were to stay there until we finished.

We worked long into the night and slept about three or four hours a day. We did our designs on a dining table.”

Their labours were reward ed in the first bench test, when the 1.0-litre 16-valve engine, utilising Keihin car burettors, produced a remark able output of 150bhp. This compared with just under 115bhp from the contempo rary Cosworth SCA engine.

After the first three races of 1966, the two men switched roles, with Mr Kume return ing to Japan to design the N360 production car and Mr Kawamoto going to the UK, accompanied by two mechanICS.

Romeo CapHanh Australian Top Fuel and Funny Car Champion fc -.

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GREG IVIURPHY

18 December 1998

pro

Have gun will travel Greg Murphy has had a remarkable two weeks, zooming all over the world in the quest to secure a drive for 1999. The flying Kiwi kept a travel diary in New Zealand, the USA,France and England and PHIL BRANAGAN got to read it.

Sunday November 29: Things went quite weil at Teretonga for the first race in the New Zealand Formula Holden series. During Race 1 I don’t know what Scott Dixon was doing; he and his car were heaps quicker.in the second race.

In that race he proved that he has the best car; it was miles quicker than everyone else. It’s a real weapon. It’s on rails and it has heaps of horsepower.

Still, we came away with the lead in the series points.

After the race I flew from Christchurch to Auckland, then caught an Air New Zealand international flight to Los Angeles. Then it was onto a short little flight to Phoenix.

We left on Sunday night and arrived at Phoenix on Sunday afternoon -funny things hap pen when you cross the International Dateline...

struggling, comfort-wise. It’s always the same; when you sit in a stationary car everything seems okay but, once we got up to speed, it was not real good.

The cars are fairly similar to a Formula Holden in concept but they are different cars. Maybe I had a few bad habits left over from racing the Reynard on the week-

Williams-Renault touring car test is back on - at Nogaro in France, next week. That was a big sur prise: I never really expected any thing to come from it but Graham had been working pretty hard on it while I was away. He really got it together.

Wednesday December 2: It’s been raining. Great - all the rubber has gone from the track.. We had a look at all the data we got from yesterday but, when I got in the car, it was just understeering all over the place because of the changed conditions.

It rained again after my run, then it dried'up again. We just couldn’t get rid of the under steer from the car; I was going okay on a wet track but then it dried and we were still left with the understeer. We never really got to go any faster than it was on Tuesday. I was a little dis appointed about that.

But Tasman Motorsport is just an excellent team. All four drivers Geoff Boss, David Besnard, Guy n Smith and myself - have an equal amount of time in the car, and we all get two sets of new tyres to run on. The team has worked very hard and it’s a pleasure to work with people like Steve Horne and Steve Dickson, who runs the team’s Lights program.

m

It crossed my mind that it would have been

better to have gone straight to Londonfrom LA and waitfor the Renault test

Monday November 30; I got some sleep last night, which was much needed. Today I just went out to the track and mucked around, hav ing a look at the layout and the car.

I hopped in the car and it seemed okay, but...

Tuesday December 1: 1 had a decent seat fitting in the car and everything seemed okay when it was in the pits. But I was really

end; I should have been a little dif ferent in an indy Lights car, but there wasn’t enough time to really change my driving style.

The first run in the car wasn’t too bad. We ran around and got into some laps but, because of the fitting probiem, I was getting cramps in my arm and the way I was sitting in the car made it hard to change gears. I only did about 25-odd iaps and I was struggiing.

Graham Moore has just rung with some amazing news; the

i

Boss and Smith have a sea son’s Lights racing under their belts and Besnard and I put in our best efforts, but we are just a little behind on times. The team’s policy is that it may not be the fastest guy in the test who gets the drive next season. Steve (Horne) has ali the

data to examine after the test so I suppose we’li just have to wait and see what comes out of it.

Whatever, I put 100 percent into it.

After the test I fiew straight out of Phoenix to LA and, on the plane.

I was working out what I was going to do. For a while it crossed my mind that it would have been better to have gone straight to London from LA and wait for the Renault test but, with commitments and responsibilities in NZ, I hopped on the plane and headed south again.

With the jet lag and so on - and the cost of it all -1 would have been quite happy to skip the race if it was not the case that it was the New Zealand Grand Prix.

Thursday December 3: When you pick up a day crossing the Dateline, you have to give it back sometime, so I didn't get a December 3. Maybe next year.

Friday December 4: Back in NZ. I arrived at Auckland this morning at 5:30 am,feeling a bit weary. I’m careful when I fly; I try to get as much sleep as possible and i don't Ideal blend: After all the jet-lag he logged in the air over the last two weeks Nescafe Blend 37seems like the ideal sponsor as Murphy got to work at Nogaro.

(Phoio by Clive Mason/Allsport)

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18 December 1998

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just ran off at the front and we had to make a lot of changes for race two.

Things started badly: stupid me spun on the warm-up lap, trying too hard to get some heat into the tyres. Dixon and I were on the wet ter, inside part of the track and I got away better than he did but I tried to get past Van Eeuwijk. I was being a bit optimistic in the second corner and wasn’t enough in the hole. He came across, we hit and we went off. it was a chase job after than. I made it through the traffic okay and got to third but the tempera tures were well up and I had to pit to get the crap pulled out of the radiators. I got back out and bat tled away until it started to dry up.

Suddenly my car was working bet ter than theirs and I started catch ing them pretty quickly.

I had a spin when a backmarker carved me up, but the gap came down from 40s to about 16s, so I was pleased with that part of it.

Wiiis won with Dixon in second.

Then ... off we went again.

Christchurch to Auckland, then LAX again (I’m getting to know this air port pretty weli!) and off to LondonHeathrow.

Monday December 7: I’ve arrived in London. 1 had to catch a bus across town because the next flight leaves from Gatwick so I battled through town during lunchtime Monday traffic to another airport. I hopped aboard a piane to Toulouse VJ and hired a rentai car.

Er, where’s the racetrack? Ou By the time Iget to Phoenix: Murphy prepares to get down to work with est le, er, trackf I’m lost. I ended up driving down laneways until I fig Tasman Motorsport at Firebird ured out the right direction and Raceway near Phoenix. , there it was, a pretty impressive A Double Dare?: Brazilian Airton facility. I found it around 8 o’clock at Dare (say 'Dar-ray') already has his night and headed off to the hotel. At seat booked at Tasmanfor 1999 as least I don’t feel that bad; maybe Murphy tested his ’98 Lola-Buick I’m getting u^d to all this jet-lag.

Lights car (left).

eat the airline food, but I still felt pretty tired.

The little flight to Christchurch got me in around 8:00 and then I headed to the hotel for a shower and a bit of a clean up.

Todd Kelly came over from Melbourne to set the car up yester day for me and I’m quite happy for him to have a run this morning. He did an excellent job setting up the car but, when I got into it in the afternoon, I was feeling a little behind the 8-ball. I wasn’t really onto it in the session, but qualifying is tomorrow.

Tuesday December 8: Hello Williams-Renault. I got to the track at 9 and the team started a seat fit ting straight away. After the strug gle with the Tasman car last week I’m taking this quite seriously but, luckily, the seat they have for Alain Menu fits exactly. That’s lucky: I wonder if that’s a good omen?

Then we’re into it straight away.

Frederik Ekblom is here as well; he’s the current Swedish Touring Car Champion and he seems a nice enough sort of guy though we’re not here to make friends with each other.

They have two cars here for the test and we’re starting the program right away. There is no grip early on; the Michelins are really hard and the track is cold, but I’m just learning the car and there’s time for going for a time later. And the track Is very abrasive; after three laps or so the tyres are finished and I can’t get the power down.

We did that for two sessions, with no chassis changes, then we tried new tyres. That’s better; we found a lot of time straight away.

Jason Piato’s arrived. He’s here

21

Wednesday December 9: A day a building on the right. It couldn’t off. I’m just catching up with the possibly be Williams GP; I don’t peopie in Australia and seeing think that NASA is this big! But the what’s going on. I popped out to the big ’W’ on the gate says otherwise, track to see what’s going on but I " This place is the size of Chadstone won’t drive again until tomorrow. It’s shopping centre! cold; about 7 degrees, only 30 or so V The friendly gateman informs down on Melbourne... me that Mr Williams will be 30 min utes iate after returning from Thursday December 10: Back in Monaco. He invites me to wait in action at Nogaro. Or so we thought: reception, which is better than most hotels I’ve been in. it’s been raining overnight and the track is pretty wet. According to the Villeneuve’s 1997 Championship team, the same thing happened winning car is in the foyer. I think last week and the track stayed wet about hopping in but I’m afraid it’s all day. probabiy hooked up to an alarm Volvo have arrived (G’day (‘Don’t move,scumbag!’)The place Rickard!) and they pounded is empty so I sit quietly for half an hour. around, trying to dry the track for us. But with no wind, the track Then Frank arrives. His assistant stayed wet and we packed up and takes him upstairs, then returns to headed for... the airport. escort me around the facility. I neariy see the 1999 car but the door was iocked. The rest of the place is just mind-blowing.

Then, I get to meet the man him self. Frank’s really pleasant, great to talk to and we talk about various things, all motorsport related. He’s really enthusiastic about all areas of the sport and very straightforward. I really enjoyed meeting him.

It was a slow trip. My Polo is not After a quiet dinner with some as quick as Jason and Didier friends it was time to prepare for another journey around the world.

Debae’s Lagunas (though I tried!).

It was the return ToulouseOnly one more to go.

Heathrow flight.

I got into a hire car and headed Sunday December 13: This time I for Wiiliams Touring Car didn’t fly through LAX. I really miss Engineering. What a facility: apart the airport. from all the Laguna gear, Frank is After a brief stop in Bangkok storing about 20 FI cars there, we’re finally heading back to stacked around three high. I won Melbourne. We get there on der if one will fit in an overhead Monday night... locker?

Monday December 14: Gee, I’m Friday December 11: A day off, so home.

I’ve been out of circulation and I sneak away to visit the guys at Triple 8, Vauxhall’s BTCC team. haven’t seen any news. Mark Waugh and Shane Warne, eh?

Hullo lads -though most of the team was off in South Africa having Cricket’s a funny game; you never a test for the new ’99 car. know. And how’s my Kiwi mates The best we could come up with Frank Nobilo and Greg Turner leading the way in the President’s was a pint or two at the local but, after the week I’ve had, it was a Cup? You can’t keep a good New Zealander down - okay, nice way to spend an afternoon.

Australasian, if you prefer.

I need a morning off. Just some Saturday December 12: An easy R&R after the two busiest weeks of morning. Today I get to meet Frank my life.

Williams so I spent most of the Then, at 8:00am, the phone morning doing my hair... rings...

Driving along, you suddenly see mjj

Frank Williams is storing about 20 FI cars there, stacked around three high. I wonder ifone willfit in an overhead locker? to have a look and goes out In the other car to set a time. He looks like hell; he’s picked up a cold or the flu somewhere along the way and he only does three or so laps before disappearing for some rest.

He’s not any quicker than me, which makes me feel all right.

Now it’s getting serious. We did a practice warm-up session, simu lating the Saturday qualifying ses sion at a BTCC race, then another new set for the one-lap qualifying sprint. Now we’re going quicker but I wasn’t on top of it as much as I should’ve been.

Then a 10 lap run on the 1-lap qualifying rubber; the clutch starts slipping in the car so I pit and I jump in the othercar and continue to the end of the run.

What a bunch of guys. It goes without saying that the WilliamsRenault team is a top outfit but the guys are terrific, really good and loose, and they’re a bit like the Vectra team from Bathurst; they enjoy what they do but they’re seri ous when they have to be.

Excellent environment.

Saturday December 5: 1 feel bet ter but the car is not that fantastic.

It feels unbalanced and does not l . want to go around corners. I just cannot get any time out of it. We’re third, but struggling.

I know that the races are tomor row but Scott Dixon and Simon Wills are going really hard and I think I might struggle to stay with them.

Sunday December 6: it’s wet and we still haven’t got the car right.

We made some changes for the warm-up and it felt better but, in the first race, we were really strug gling; we had no corner speed and were nowhere.

In the first race Dixon and Wills

Unlead (R+M/2) VP Red CI2, CI4,

Home town hero: Murphy gets a little ‘all black’ in his New Zealand Reynard at Ruapuna Park. It was not a great weekend at the NZGP.(Phco by Euan Can^ron)

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et back to the Thunderaame ‘ Sunday Deuember 20tb

Despite it being the festive season, there’s no goodwill or love lost here when Ingall, Jane, Wyhoon, Dumesny and more attack the Thunderdome on December 20. NASCAR, AUSCAR I Sportsman, HQs, Legends all battling it out for Championship glory. Gates open Sam practice starts 9am with racing from 12.20pm. For more our website at / GOODYEAR \ information, check out www.motorsport.com.au or cal l the event info & L. eilltl PSIf KfieilBUf SHS:fi>iU weatherwatch line on 1 900 937 445.*

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mm Photo by Noel Papeiera

Close together: Lowndes and Skaife were close during the season but not as close as Lowndes and Ingall were on the track.

At the end of a hectic V8 Supercar season it’s time for a quick look back at who made the grade in ’98. It’s report time for our V8 stars.

CHRIS LAMBDEN rates Motorsport News’ Top Ten drivers of the season.

Real n case you missed it, 1998 was the most com petitive year of V8 supercar racing to Ua^e While the results of the Shell Senes Sandown, Bathurst and the two demo races would suggest a year-long duel between the estabjishment” Mobilthere HRTwas andfar Castrol Perkins teams, more to It than that. n TT fuT joined the full-time circus, notably the two Jasons, Bright and

1 Russeli Ingall

Rivalry: Whether it was a VS Commodore or a VT Ingail and Lowndes were well matched all season.

The facthave thatsought two other leading teams discussions Ingall despite his solid con^ractual situation with the Castrol j^.3 in the scheme of things,

Hard times: Glenn Seton’s defence of the 1997 title was not one he will remember fondly.

gtone/Dunlop tyre contest was fhe jjpp

contest for

the Shell Australian Touring Car championship, while there were circuits that

still swung mi 1 -XT. XT- l l pendulum They, along with their increas- ^ -j . , u , f... , j Bridgestone s way, so whoever ingly competitive teams, served .f. , ,, j _ ! l xi- X XT- X1l 1 could take on the Mobil duo regunotice that the times are a changin , , «j l » j» and it’s a trend that is likely to 1“? ^ood' become even more pronounced next , J^e psycholopcal war of words year when everyone will, at last, .ff compete without a tyre described as over-aggressive but advantage/disadvantage... ‘if f come-back dnReeults obviously play a major '‘e® ^^^e that at Darwin (after a part in assessing just who is where race one op- 0). in any Top Ten Lt, again, there’s a Tfre s many a team manager little more to it. love that kind of commitEquipment level affects a driver’s “f^ from their charges ability to perform, but then again ^..Respite a little needle between part of being a top driver these f“®elf and Perkins over his Lys is the ability to get yourself f^ure, Inpll and LP still cominto the right equipment and help ^med well to extend their long dis sert the equipment into ^ ^ a race-winning package.

The best example of this in 1998 would have to be Tony Longhurst his mid-season switch of tyre brands transformed his performances.

Candidates for the Top Teh have to have raced virtually all season and this does exclude some whose brief appearances would have found them well up the ladder most noticeably Steven Richards, whose contri bution to the Stone Bros/Jason Bright Bathurst win was, by the team’s own reckoning, immeasurable.

second in the two big races.

At the end of the day, you want a racer to race.

If you had the choice of who was going to drive your car, starting

from the back of a 30-car V8 field. the 1998 evidence would clearly pick Ingall as your man, by a slim margin from...

T

he 1998 Shell series winner returned to Australia after his F3000 year in Europe to display an altogether more polished professional.

His nick-name ‘The Kid’ should now be buried, along with the occasional over exuberance and rash moment that used to go with it. The Kid has grown up.

Jason Sandwich: Is this the new world order?

Calder winner Jason Bargwanna and Bathurst winner Jason Bright sand wich SATCC winner Craig Lowndes.

(Photo by Dirk Klynsmith)

On balance, HRT retained its position for the bulk of the year as the team with the best overall package and so one of its drivers should have won the series.

Lowndes did, out-racing - if not out-qualifying, - his team-mate, only stumbling in the ‘triple crown’ with the atrocious Sandown condi tions(where they still finished sec ond) and Bathurst, when the tyres started popping, but with the race pretty much in hand.

Running at the front is all too easy when everything is going just fine and so Lowndes’ best work was seen on the rare occasion when HRT weren’t on top - notice ably at Lakeside, where he turned a struggling qualifying perfor mance (10th) into important points-scoring sixth, fourth and fourth places on race day.

He’s already won two touring car titles - and he’s only had two attempts at it.

Continued over page

24

no

18 December 1998 OfJC

Continued from page 23

3 MarkSkaife 1998 Skaife backbrought from theMark wilderness.

Two years of struggle .with the Gibson team in its postWinfield days have given Skaife an appreciation of the difference a well-budgeted and thus technically on-thecase team can make to a dri ver’s career.

This year, he was back at the sharp end, but must have been surprised at the consis tent level of performance of his comparatively laid-back team-mate.

Skaife is a speed mer chant. How many times did he out-qualify Lowndes only to blow a fair few of the opportunities with lacklustre starts? It must have driven the methodical Skaife mad...

In the end it made for the perfect combination for the long distance races. Again, his contribution at Bathurst (as it had been a year earlier in his HRT debut) was stun ning, his Top Ten pole lap as professionally and coolly exe cuted as you could ever see.

4 Jason Bright, lor a while there it looked like the Stone Brothers investment in the young exGold Star champ might backfire.

There was no doubting Bright’s pace in the well-run Pirtek Falcon, but there were a string of incidents, clashes and the like which were per fect fodder for the psychologi cal warchest of some of his more seasoned rivals.

Not quite 50: Grid sizes boomed like never before during the season. Here the field dashes into Hidden Valley’s first turn.

Mid-Shell season, though, the team turned the comer.

There were a couple of signif icant gains with the car and both the team, and Bright, started to show the confi dence and composure which eventually reaped gold in the form ofthe FAI 1000.

While Bright stiU harbours overseas openwheeler ambi tions, the relationship between he and Ross Stone looks like maturing into one of those strong engineer/driver combinations. Even the hiccup at Bathurst, when Bright creased the Falcon on Friday morning, was over come with minimal fuss.

A serious title contender in 1999 if the team can get the AU Falcon right early on.

'5 Larry Perkins Perhaps behind LP’s the wheel best year for

some time, despite the fact that he didn’t win Bathurst - which is, by all the folk lore, his own measure of suc cess.

Rather than affect his own form negatively, the presence of the speedy Ingall in the team has found Perkins digging deeper, finding renewed form. He’s even been seen regularly at a local gym! Jokes aside, LP exhibits quite impressive fit ness levels for a late 40something racer...

Analysing Perkins’ role as a driver is quite difficult, because his overall role is so wide ranging - designer, engineer, team owner, tacti cian, even politician - so that, again, results are the reliable guide.

Fourth in the Shell series, strongly backing up Ingall latterly, and a lst/2nd

Sandown/Bathurst result suggests a pretty good year.

6 Tony Longhurst

T

he revelation of the sea son hit form at Darwin and, in his own words, there was only one reason: “Tyres. I’ve been wasting my time for five years! At Darwin I got Level 1 Dunlops for the first time and we haven’t been out of the top six in qualifying since...”

It was true. Longhurst hadn’t forgotten how to set up a car or drive it and his rocketing fortunes from Darwin on became the clearest supporting evidence for the Control tyre deci sion.

At Bathurst, he embar rassed the other Dunlop runners, outqualifying them all (Shell and Castrol

Perkins teams) by a whop ping two seconds - to the extent that his peers thought he must have some other spec Dunlop...

Tony can’t wait for his Bridgestones...

Afor character-building year what would prove to be his last with the Shell team.

It started well enough, slugging it out with Lowndes for the season-opener at Sandown, but a round two disaster at Symmons Plains staUed the momentum. Like at least one more Ford team, things gradually slid away during the SATCC, although a potential home-track win at Lakeside was destroyed by a clutch failure.

After a round win at Winton things never quite clicked — at Oran Park’s

(Photo by Dirk Klynsmith)

SATCC finale, JB qualified 13th, Was this the start of events which led to Bowe’s surprise departure?

Bowe remains an analyti cal driver and as aggressive as most. Given his head in an aU-new team built around him, it will be intriguing to see (once the new team’s birth pangs are over) how Bowe rebounds.

h the end, Glenn’s season was more hke those we’ve come to expect from Larry Perkins — it all came down to Bathurst! And, but for the absurdity of a failed power steering hose, it might well have been the ultimate result...

The season started well enough at Sandown and Symmons but, like Bowe, Lakeside was a disaster -

It*s at moments like these came in. He and the team deserved it.

Many of the things hapof the pened during the that course 1998 season had immediate effects on the championship - and many had effects that were felt months after the fact. PHIL BRANAGAN muses on 10 important moments in the 1998 V8 year.

5. One of out VT Commodores is getting wet At Calder the Commodore VT debuted - and was thrashed by the older VSs. l That was not significant at the time; after all, Ingall and Lowndes spent the rest of the series domi nating in their new toys. But, with no VT Castrol-Perkins and MobilHRT would have taken their trusty VSs to Bathurst and not their newer cars. The result could have been much, much different.

1. Northern Territory government backs Darwin Shell round The trek to Darwin for a V8 Supercar round was always going to be long and hard - and it was always going to go ahead. n But the backing of the race by the NT government ensured not only would the race happen but that, in the future, governments and not individual promoters could decide where the V8 circus races.

Adelaide is already on board for 1999; who will follow in the next millennium?

6. Gimme 10 on the coast

2. Darwin #1; Russell Ingall, come on down - er, in In the heat of the battle for the first race win at Hidden Valley Russell Ingall and Jason Bright got together.

Bright ended up spun out of racing-winning contention and, in line with the race stewards' policy of “you ruin their race and we’ll ruin yours”, a Stop-Go penalty was enforced on car 8.

That moment looked to have decided the winner of the SATCC until ...

3. Darwin #2; Houston, we have a problem; no, make that two

Mr Feelgood: Larkham broke through at Surfers and was a Bathurst contender.

Ingall’s disappointment didn’t last long. While the Mobil-HRT mechanics were hard at work swapping Mark Skaife’s engine suddenly Craig Lowndes had drama too; his engine wouldn’t fire for race two.

The front row was vacant when the field took off; Ingall won from grid 13 and was back in the title hunt.

Even better for Russell, Lowndes was starting race 3 from the rear of the grid.

4. It’s not the size of the dog in the fight There’s few enough moments in the dog-eat-dog world of touring car racing that give you a warm a fuzzy feeling.

Jason Bargwanna’s win at Calder was a breakthrough for not only Bargs and the Garry Rogers Motorsport team, but for every underdog that’s dreamed of beat ing the big kids.

No wonder everyone in pit lane applauded the winner when he

Mark Larkham had been around long enough to do every thing in V8 racing - except win a race.

So it was a genuine pleasure to see him get the Mitre 10 Falcon onto the top step of the podium not once but twice at Surfers. He was under a lot of pressure from the opposition (not to mention his son Judd) but came through with the goods. Now he’s a threat to win everywhere.

7. Extra spicy wings There was an awful lot of talk about wings during the season.

Remember Winton -where the leading Commodore and Falcon had their rear wings impounded? Or the 2mm height adjustment to the VS’s rear spoiler? Or the re-homologation of the ‘EL2’, which pushed the Ford's win up into the airstream

in search of rear downforce?

Then, suddenly, the VT appeared and it didn’t seem so important any more.

8. Flood? What flood’s that?

It was really wet at Sandown; hardly newsworthy.

But Russell Ingall’s extraordi nary drive through the murk at the Tickford 500 was one of the per formances of the decade.

When was the last time anyone in a touring car race was up to six seconds a lap faster than the opposition? Impressive stuff.

9. Trying to catch the 2:09 to Bathurst The pre-Chase Bathurst lap record is held by a McLaren F5000, but Mark Skaife gave it a hell of a shake during the top 10 run-off at the mountain this year.

I know technology contributes a lot to that but the concept of a 5litre sedan catching a 5-litre open wheeler is amazing, and Skaifey’s ability to do the lap when asked is a chilling phenomenon.

10. Jason doesn’t go the distance A lot has been said about Jason Bright’s early pit stop at Bathurst. Did it really w'm him the race?

Probably not; they won the race because they had the best car, drivers and tyres on the day. But the fact that the team tried it shows that there is more than one way to win the thing. Full marks for bravado which came off.

18 December 1998 I’m outa here: John Bowe and Dick Johnson had a tough time in their final season as teammates. The decadelong partnership ended with a solo win for JB at Winton.

For next season he’s had the CAT-call ...

(Photo by Dirk Klynsmith)

Homourahle mentions some worth-There whilewere perfor mances from ring- ms or pmii-time r iirivers during [ 1998,some of : whom would have ^ slotted neatly into [ the Top Ten if ; they’d been regu-

J lars:

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} The Hichards t laandy contrdijited Ir - twoi Jim was asa Come in number 98; Greg Murphy made a splash in his I ideal partner for only SATCC appearance at Calder. i Bmgwanna at QPVI, races to settle in, the wMch put the second (■ idling Ms part in.

HRT car beMnd the payoff came at the 'Bathurst thirds Bathmst where he eight-baU. : biit his offspring was Steven Johnson put did everything that f one of the big stars of could be asked of him in some surprisingly ) that race^ — matching Seton for strong performances Steven it was who full-tank times and in the new Racing for ! found himself at the Life Falcon as he looking after the car.

I wheel of the Pirtek Deserved a result. gained V8 mileage ; Fsdcon when crunch and experience.

Greg Murphy had : time Cmne =-= the last It was evident also but one SATCC race, ; stint ^ and he hanat Bathurst, where debuting the VT ! Med it with style.

Johnson Jnr was a Commodore at I Admittedly, HRT match for Ms sea Calder, but was on I and Seton were gone, soned dad in the the pace come ; but the job had to be Shell Falcon. Another Bathurst, the former done.» one who could show race winner right in I Neil Crompton was weR in 1999, if given qualifying contention i a big asset for the until that unfortu the opportimity. i Seton team. Given a nate qualifying bingle EEl [ couple of SATCC A

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napped up by Garry Rogers to partner Steven Richards (who was Inmself later replaced by Garth Tander), Bargs’ early races were punctuated by race one incidents which, as is their wont, made the rest of the day a struggle.

Before long a “stay out of trouble in race one” policy began to reap huge divi dends and the talented new boy soon had a race win on his resume, at Calder.

From here on he was

25

almost have been seen as a negative.

But, as with Bright, gains with the Stone Brothers Racing Falcon set-up found the team, and the youngster him self, approach the second half ofthe year with confidence.

The Indy race win really was a turning point. While Larko will say he felt that they were on the case sever al races earlier, this is the point where it all simply clicked.

His Bathurst pace was thus no surprise and it was a shame that late fuel/oil pressure problems stopped the Mitre 10 car from com pleting a Stone Bros 1-2 whitewash.

taken out of one race, then crashing after a puncture in another.

And when at the next round he was a modest fourth at his “home” circuit, Phillip always likely to be a threat Island (at which he usually and put in several strong flies), the suggestion was that showings - Darwin was he was “doing a Larry” and another notable where, but using the remainder of the for a team miscalculation, he might have won the day. series for Bathurst testing...

It’s a tough old business when former champions Combining with the still such as Dick Johnson and There or thereabouts, but never quite at the front, was superb Jim Richards at Alan Jones don’t quite make Bathurst saw the duo finish his SATCC norm. the Top Ten. But that’s a strong third after shadow To be fair, there was a sugwhat it is nowadays - a ing runners-up Perkins/ gestion that with one tough old business. size/spec Bridgestone only, Ingall all day.

Both the abovementioned That sad 1997 Bathurst the choice went in HRT’s stars had moments of glory favour and that common warm-up shunt is long for - Johnson in particular at gotten. Look for fireworks in his beloved Lakeside - but front/rear sizes weren’t work 1999. ing so well on the GSR the Shell series is a differ Falcon. Whatever. ent, far tougher prospect 10 Mark Larkham There was no doubt, how than it once was. Stringing unfair that Larko together consistent results ever, that Glenn got it all back together for Bathurst. Perhaps shouldn’t be higher up. ain’t easy.

Each day he’d pop out for a ' but the luck that has Among the rest, some were single late lap and set the plagued his V8 career con- badly handicapped. fastest time. He looked tinned to make things dififi'The Gibson crew - Ellery. (along with Bright) the only cult until late season, when Pate, Hossack, with Mezera real challenge to HRT for things finally turned — and subbing on occasions as well - how! race pace.

- struggled on the wrong Foiinula Holden wins dm’It was impressive. Such a rubber. Longhurst’s spi shame that something so ing the Skaife era marked ralling form when he got off bizarre should take the Ford him as talented, but there it must give the team hope Credit Falcon out of con- have been times when his for 1999. im 'tention mid-race. level of intensity could

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The first new racetrack in Queensland in 30 years is being built at an alarming speed, ready for its first big race meeting in eight short months.

CHRIS NIXON reports on the Queensland Raceway near Ipswich

Willowbank takes shape

“With average forecast rainfall: AUSTRALIA’S newest perma nent motorsport venue, the 3.12 we’re due to be ready in the first two km Queensland Raceway, is ' weeks of April, but at the moment the constimction Schedule is even a ahead of its construction sched httle ahead. It’s looking good.” ule as up to 18 heavy earthmovThe April handover will see ing macMnes shape thousands of Queensland Raceway completed to tonnes of earth a day on a 54- stage one^ in time for one or two hectare site west of Brisbane. shakedown club-level race meetings The circuit, at Willowbank near before the Shell Championship Ipswich, is due for completion by Series round. mid-Apiil and will host round seven As well as the V8 Supercars and of the Shell Championship Series for Super Tourers, Brown is close to V8 Supercars on July 10-11. The finalising a busy schedule for the BOC Gases Australian Super track’s opening season.

Touring Championship wiU visit on The V8 Supercar sprint rounds are July 31-August 1. also confirmed for 2000 and 2001 Major earthworks for the $3.5 mil and Motorsport Queensland has lion project started the week after applied to stage a 500 km enduro before the next V8 Bathurst event. the Gold Coast Indy on October 18.

When fans arrive for the Shell By last week, pit sti-aight, the fast right-hand turn one, approximately round in July they will see in place half the spectator mounds and two the completed circuit with concrete dams were clearly fonned. and tyre banders, gravel traps, scruThe circuit is being built for the tineering shed, toilets, catering com operating club Motorsport plex, grassed mounds and landscap Queensland Ltd by Gary Deane ing.

Constmctions Pty Ltd, owned by HQ Provision of 50 bays in the racing and GT-P racer Gary Deane. pits (on the outside of the circuit) Deane’s scrapers, dozers, graders, means the same number of cars will compactors and water tankers are allowed on the starting giid.

Although there wiU be no pit-lane pushing the site into shape at an garages in the stage one plan, the impressive rate.

Two massive Komatsu dump fully paved paddock will provide a trucks from the neighbouring total of 64 steel garages in two 500 Ebenezer coal mine are delivering square metre buildings. RoUer doors more than 15,000 tonnes of fill a day front and back and modular inside walls will allow teams to configure to the site.

“People are surprised when they ai-eas to suit theh needs.

The three-storey, air-conditioned come to the site at how quickly things are happening,” said control tower will incoi-porate admin Queensland Raceway chief executive istration, timekeeping, VIP viewing and a media centre.

Dennis Brown.

TK^otmpont Hooh cc

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PO Box 6330 Shepparton 3632 Ph/Fax: 03 5827 1359 Mobile: 0I4 406 980 Email: speedwerx(gdiesel.net.au www.kartsport.com.au/akn/speedwerx.html

CHASSIS TOOLS

Where, when and how do we get there?

QUEENSLAND Raceway is approxi mately 50 kms west of Brisbane, on the out skirts of Ipswich and close to the Amberley air force base, home oftheF-111.

It is part of the Ipswich City Council’s Willowbank Motorsport Precinct, which also holds under lease Willowbank (drag) Raceway, Ipswich Kart Club, Kedron Motorcycle Club and the Ipswich West Moreton Auto Club (short circuit).

The Willowbank Speedway track is planned for next November.

The precinct is beside the Cunningham Highway, providing easy access for interstate teams without having to drive through Brisbane.

Ipswich, one of Queensland’s biggest

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and most historic regional cities, is a 15minute drive away.

For visitors flying to Brisbane, the recom mended route from the airport is south on the Gateway Arterial, then on to the Logaft Moto rway, Ipswich Motor way and Cunningham Highway. Although not the most direct, this route ayoids ail urban traffic and takes less than an hour.

Authorities are plan ning a small domestic airline terminal at the air force base, five minutes’ drive from the track.

Queensland Raceway is 3.12 km long and 12 metres wide.

Racing wiil run clockwise. There are eight comers, with six gravel traps, at least four overtaking areas under brakes and the circuit is flat except for

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a slight rise and fall on the back straight.

The circuit was designed with input from car and motorcy cle racing authorities including CAMS circuit expert Professor Rod Troutbeck.

Australian motorsport’s two peak bod ies, CAMS Limited and Motorcycling Australia, have approved the design.

The design was done to an FIA model, which shows a theoret ical top speed in a 1982 FI car of 294 kmh at the end of the 750 m back straight.

Designers also con sidered data from a leading V8 Supercar team.

Track boss Dennis Brown expects the cur rent tourers should see 260 kmh on the back straight and 160 kmh through the right-hand sweeper after pit

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straight. The track’s north-south orientation means drivers will face the late-afternoon sun only on one short sec tion between turns one and two.

The 50-car pits and public and corporate viewing mounds are all on the outside of the circuit. With no visual obstructions inside the track, spectators at any point will be able to follow cars for a full lap.

Noise won’t be a problem. The rural set ting is within a six-kilo metre buffer zone and resident koalas and kangaroos have been long-used to the sounds of the neigh bouring Ebenezer open-cut coal mine and F-111 bombers from Amberiey air force base, not to say Australia’s fastest top fuellers on the Willowbank drag strip.

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Hole in the ground: Chef Executive Dennis Brown beside the infield dam, one of two built on the site.

Public car parking will be off-site, on land controlled by the neighbour ing WiUowbank (drag) Raceway and Ipswich West Moreton Auto Cluh.

At major meetings, shuttle buses will deliver patrons to spectator points, with the entire circuit being in view fi-om virtually any position.

“Queensland badly needs a new motorsport complex so fans can see racing at its best,” Brown said.

“We aim to provide them with excellent viewing, high quahty facili ties and a degree of comfort, while also giving competitors the best pos sible conditions reflecting the grow ing professionalism oftheir sport.”

Queensland Raceway is owned and operated by Motorsport Queensland Ltd, a new not-for-profit club formed specially for the pur pose.

Thanks to enthusiasts keen to see the circuit happen, Motorsport Queensland already has grown into Queensland’s biggest CAMS-alEhat_ed club. It recently had its second annual general meeting.

Founding Life Members include V8 Supercar drivers Dick and Steven Johnson, Tony Longhurst, Mark Larkham, Wayne Gardner and Alan Jones.

The quota on $1000 Founding Life Memberships and $1500 Founding Family Life Memberships is almost fully subscribed, although standard life memberships will be offered later.

As well, nonvoting membership is available for $50 a year and voting membership for $100.

Membership privileges include reserved parking, exclusive mer chandise, discounted or fi-ee entry to all events and discounted or free track use for general practice.

Information about memberships, tax-deductible donations, sponsor ships, catering services and track hire is available from Motorsport Queensland on phone 07 5467 3555, fax 07 5467 3600 and e-mail mqldrace@queensland-raceway.org.au Local accommodation information is available fi-om the Ipswich Visitors and Tourist Information Centre, on phone 07 38210555.

How did it happen?

QUEENSLAND Raceway, the first new motor racing circuit in Queensland in 30 years, is the result of the vision of local politi cians.

Several years ago the-then Moreton Shire Council

approached Dick Johnson Racing manager Wayne Cattach for advice on its idea for a new circuit to complement the highly suc cessful Willowbank (drag) Raceway.

After another group tried to launch the project, Cattach and Johnson recommended busi nessman and former Queensland Rally Champion Dennis Brown (right) who agreed to take it on.

With Moreton merged with the Ipswich City Council, the new administration has enthusiastical ly pushed the project, providing a long-term lease of the site to Motorsport Queensland Ltd, a new not-for-profit club created to own and operate Queensland Raceway.

All profits from the club’s oper ations will be invested in further development Queensland Raceway.

The club already is claimed to be Queensland’s biggest, with many well-known drivers and enthusiasts from as far away as Britain and South Africa signing up for rounding life memberships at $1000 each.

While memberships, borrow ings and even the sale of cleared timber have supported the pro ject, by far the biggest single financial contribution has come

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and individuals also have weighed in.

'The support from every direc tion has been fantastic; people really want to see this circuit hap pen,” Brown said. ’’Ipswich City Council have done everything possible to assist us and everyone from the Mayor down is an enthusiastic supporter.’

With another promoter planning to build a speedway track on adja cent land next year, Ipswich City Council is close to its goal of com pleting a motorsport complex unmatched in Australia.

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The Coalition government of Premier Rob Borbidge granted Motorsport Queensland $1.5 mil lion last year, after approving construction and business plans.

The new Beattie Labour gov ernment, equally keen to see the Ipswich region enjoy the kind of economic benefits already earned by the Gold Coast Indy, has endorsed and continued to support the project under the direction of Sports Minister Bob Gibbs. ' Many other private companies

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30 18 December 1998

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NASCAR Ford for Dick Howe

New team for ’99: Darrell Waltrip will now be driving Fords for Carl Haas/Travis Carter.(Martin D Clark) Speedway Motorsports Inc was apparently to make an announcement on December 14 that it is to purchase Las Vegas Motor Speedway.

The 1.5-mile oval hosted its first Winston Cup event in March this year and, if the deal goes through, the purchase would give Bruton Smith’s corporation nine of the series’ 34 races.

The Las Vegas Sun reported that $250 million will be exchanged in the deal, which is $50 million more than Bill France’s International Speedway Corporation brought to the table.

SMI now owns the NASCAR sanctioned tracks at Charlotte, Atlanta, Bristol, Sears Point and Texas. fter many anxious iweeks, STP has appar ently signed back with Petty n Enterprises for the 1999 season as the primary sponsor.

PH had been talking recently to other possible backers, one of which was UPS. n Red Lobster restaurants will also sponsor the John Andretti-piloted Pontiacs.

D

an Glauz has been named the new crew chief for Derrike Cope at Bahari Racing.

Glauz, a rookie in the series, has worked with several Busch Grand National teams.

K

By Martin D Clark IJSiA crew members teams can bring to the track until at least the year 2000. ngine builder David Evans has joined Larry Hedrick Motorsports and driver David Green as the team’s head engine builder.

Stavola Brothers Racing close d its doors recently and the famous number eight that too k Bobby Allison to victory in the later stages of his career with Miller High Life sponsorship looks to be doomed.

Hut Stricklin was the last full time driver, but he was laid off earlier in the year and sponsor Circuit City pulled the plug shortly after.

Only two members remain at the teams premises and, if no sponsorship is forthcoming, cars and equipment will be sold in January.

Stavola crew chief Jim Long looks set to join Bahari Racing and driver Derrike Cope, although no announcement has been made, as Bahari is waiting to make its new sponsor ship with Bryan foods official.

AUSCAR veteran Dick Howe has purchased the ex-John Maultsaid Ford Thunderbird that Queensland Sprintcar racer Todd Wanless raced at the opening round of the 1998/99 NASCAR Championship at Mount Panorama in early October.

After destroying the front lefthand corner of his Ferntree Gully Bolts Falcon AUSCAR at the last Thunderdome meeting, Howe decided to make the move into the faster NASCAR ranks.

“I rebuilt the Falcon during the winter break and to virtually wreck on the Thunderdome was a tragedy,” commented Howe.

“The cost to repair it is a consid¬

erably larger amount when you compare it to changing a front or rear clip on a damaged NASCAR. “Along with that, the tyre bill associated with running an AUS CAR is getting out of hand as the cars go faster and with the format that is being run now. To be com petitive at the next meet on December 20, you will have to have 10 to 12 new tyres on the car that’s expensive racing if you’re out there to win.

“I plan to have the T-Bird com pletely rebuilt and on the flat track before the Australian Formula One Grand Prix meeting in March, as I’d like to get in three or four days of testing before making my NASCAR debut at Albert Park.”

- GRANT NICHOLAS

Testing time for Kim and Rodney John Sidney Racing’s Dome workout

B

Ill Elliott’s second team, El l iott-Mar ino Motorsports, looks in jeop ardy, as sponsor First Plus Financial has not re-signed for 1999 and Dan Marino’s future in the business is also not known.

A team announcement was expected during the first week of December, but things look grim.

attei Motorsports has confirmed it will switch from Ford to Chevrolets for the 1999 season with driver Michael Waltrip and will form an alliance with Team SABCO. Following negotiations, apparently Phillips will return as the primary sponsor, Busch GN champ: Dale Earnhardt Jr (Clark) although in less of a role Evans comes from Butch Mock than in 1998.

Bickle has been signed by Tyler Jet Motorsports to drive Owner Jim Mattel is a personal Motorsports, who is switching to Rich friend of SABCO boss Felix Robert Yates powerplants for the Pontiacs which were piloted later this year by Darrell Waltrip Sabates, the two having several 1999. (see news story page 31). joint business interests.

Bickle will be reunited with for Team SABCO is scaling down mer crew chief Phil Hammer, an Winston Cup director from 1980 to 1992, Dick Beaty its operation from three to two died at his North Carolina home ex-Hendrick chassis specialist cars in 1999. with whom Bickle won over 230 on November 29.

Beaty, 74, a former racer in the short track races during an 18ASCAR looks set to impose a spoiler rule change similar to fifties before joining the body as year period.

The operation is sponsor that used in the season-ending an inspector in 1958 was Atlanta and Japan races, but will replaced by current director Gary searching due to the loss of Tabasco. not apparently limit the amount of Nelson.

N

Good read: Temp sensors mounted rear of tyre reveal all.(Tony Glynn) KIM and Rodney Jane went testing last Wednesday at the Calder Park Thunderdome under the guidance of the John Sidney Racing team in Kim’s #27 Bob Jane TMarts/Goodyear Chevrolet Monte Carlo.

“Our main aim was to get the car to ride the bumps better, as we feel that the track has got rougher and dirtier and is producing less grip,” commented John Sidney.

“We were also trying some dif ferent steering combinations with the view of establishing a package that will allow us to run 60 laps and stay within half a second of our best race times.

“I’m happy to say that we

accomphshed that- we did 70 laps on one set of tyres and 60-plus on another set and the times were fairly consistent with Kim driving.

“It appears from our telemetry readings that a real fast lap around the tri-oval is almost gone now - the best real time that you will be able to run is a 27.8-second lap, even when you get everything right. We were running 165 mph down the front straight and up to 130 mph through each comer.”

Rodney, recovering from a bro ken right hand, had a drive in cousin Kim’s race car, running two fifteen laps stints in the high 28 and low 29-second region and suffering only mild discomfort on the upshifts.

- GRANT NICHOLAS

1998/99 AUSTRALIAN SUPERSPEEDWAY SERIES NASCAR I. Kim jane,#27 Bob Jane T-marts/Goodyear Chev...515 505

Z TerryWVhoon,#25 BP CarCare FotdTbnl 3.Russdbi^#34VtsionAlami9F»evvotteKiigaiev 4htariral Brewa-,#8 PBiitoiCigvveidFaatackarev 5. Neville Lance,#14 Autopro Ford Thunderbird 6. Ken James,#01 Revell/Wet Paint Chev

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4.Tony MaBy,#l6 Tramstop Garden Centre Cdore .160 5.AnthonyUetah,#66 AustraSanHeavyHaiiageCdore .155 ISO 6. Nkole Pretty,#5 DewaWGoodyear Cdore 7. Darryl Speers,#31 AC&CH Auto Repairs Cdore .146 142 8. Amin Chahda,#l8 A&P Raring Falcon 9.EdwaiTiWoocfci#S5HeadStudDe»eioptTrentCdoie..l38 134 10. Lei^ Moran,^Sheen Pane)Service Fafcon

S.Hari<Vereker.#4! VeretcerBrWSaweSFord 6.Tony Howtetf,#02 Pedders Suspenaoos 7.Sam M8tDn,#42 Chris Miteon En^ D’ments 8.ChrisHoward,i64CarTrelcAutomotive ....

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18 December 1998

31

Huge response to Junior Tourer BRUCE Williams debuted his prototype Junior Tourer at Calder Park Raceway on December 9, both Williams and Peter Brock trying their hands in the V8 budget racer which has already proven to be of great interest to the AUSCAR fraternity.

The formative outing which was witnessed by Rodney Jane, Kim Jane, Marshall Brewer, Sean Henshelwood and multiple champion Brad Jones - veri fied not only the engineering worth of the road racing pro ject conceived by Ballaratbased Williams, but also

highlighted the relevance of this new category for existing AUSCAR teams.

It was abundantly clear to all those in attendance that much of the existing V8 AUSCAlR running-gear could be transferred to Williams’ CAMS-spec caged shell built to his Junior Tourer regulations.

With the addition of some additional regulated Junior Tourer componentry relating to Harrop Engineering sus pension and brake compo nentry, existing AUSCAR teams could now complement their summer super speed way schedule with a road racing program for the rest of the year.

The Junior Tourer regula tions embrace VS and VT Holden Commodores and EL and AU Ford Falcons.

Williams’ Junior Tourer information evening on December 10 in Melbourne attracted a capacity crowd of 120-plus interested racers, the majority of which already compete in CAMS-sanctioned motorsports - but there was a strong super speedway presence, including AUSCAR competitors Keith Evers, Matthew White, Nathan Pretty, Wayne Smith, Steve Harrington, John Agosta Amin Chahda, Brewer and Henshelwood.

-TONY GLYNN

Craftsman: Junior Tourer builder, AUSCRAFT Motorsport’s Russell Caddy was more than pleased with the performance of his handiwork. Young Caddy has established an enviable reputation with his fabrication skills in the NASCAR and AUSCAR ranks.(Tony Giynn pic)

New deal: Bruce Williams and Rodney Jane (right) talk Junior Tourer.(Tony Glynn pic)

Darrell W and Haas

HAAS/CARTER Motorsports has now been formed, with dri ver Darrell Waltrip and Kmart sponsorship for the ProMotor-powered Fords in 1999.

Travis Carter, who owns the Ford team driven by Jimmy Spencer and spon sored by Winston, has teamed up with Carl Haas of CART fame.

Waltrip sold his team last year after sponsorship woes and drove successfully for Dale Earnhardt, before returning to a lack lustre end ofseason with Tyler Jet Motorsports, who pur chased Waltrip’s operation.

-MDCLARK

Mangalore Airport

Perfect Location for Race Teams Mangalore Airport Industrial Development located 1 hour north of Melbourne on the Hume Freeway.

Runways avasiabie for testing^ Lease or freehold sites.

Factory custom built to your specs.

Privacy of rural environment.

Close to Calder and Winton.

Enquiries to Stuart McCoHI at Mangalore Airport on 03 5796 2000

NO WORRIES: Bradley Radclyffe’s airborne #85 Calder Computer Management Legend Chevy Coupe will be back in action at the December 20 Thunderdome event, after being damaged at the November outing in a turn two squeeze involv ing Clive Henderson and #9 Matthew Coleman - Terry Grogan was not actually involved, his #01 Paint Shack Ford having already spun to a halt after an earlier incident.(Thimder-Pics/Agfa photos)

»uiyu<

32 18 December 1998

M]®9®170UXo)[FO

The Headlines Conti While the actual racing may have ended in the States for this season, the

reoercussions of on pniriQ noJitiroJ

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Sponsor loyalty: Twenty years of ongoing Budweiser support for Kenny Bernstein ranks the King’s brewery association as one of the sport’s milestones.(David Ostaszewski pic) THE 1998 NHRA. season closed got things together well enough to out with the running of the ' stay ahead of his nearest chalWinston Finals in Pomona, longer, noted engine builder John California, which, while an excellent race, lacked the kind

Lingenfelter. ®

of fingernail-bitmg excitement ^ that might have resulted if any Happy Holiday Season, of the pomts races were still in oh, yeah. I’ll see you next year, doubt.

What? Oh, right. I forgot. There’s Howevpr, thanks to the perfor- , STILL plenty going on that you mances turned in by the likes of "might like to know about. Let’s get Gary Scelzi in Top Fuel and John to it.

Force in Funny Car in the races leading up to Pomona, the issues had been all but decided prior to After strong rumors circulated the first qualifying session. that NHRA had landed a television In Pro Stock, Warren Johnson package that included six to eight had already clinched the title and, races to he telecast on the USA in the much-maligned (more on this cable system - which reaches 74 later) Pro Stock Truck class, Larry million households (about three Kopp had done everything in his million more than ESPN and 13 power to lose the title, hut finally more than espn2)— another wave of

NHRA’S TV package

talk said that the deal was dead, Brian Tracy, NHRA manager of television programming, confirmed this in a recent conversation.

Tracy wouldn’t go into a great deal of detail, but did admit that after “two or three pre-production meetings” with mid-level USA executives, someone “upstairs” killed the deal.

Our sources within the television industry suggest that when USA’s brass compared the costs of produc ing the shows and NHRA’s recent ratings decline and compared those numbers with what they generate from broadcasting old network offerings, drag racing lost out.

Sources within TNN, which until now has broadcast the weekly show “NHRA Today,” have also told us of abysmal ratings and shows “too repetitious in appearance and con-

tent to be of interest to our view ers.”

We’ve also heard that when TNN execs compared the ratings from a couple of the NHRA live telecasts with what they generated from showing a six week old telecast of Winston the non-points Invitational, they decided the live shows had to go.

“Boring and repetitive” was the description given NHRA’s telecasts by one TNN executive, who has since left for greener pastures at the “home'” network, CBS, which now owns’TNN. Despite the problems, NHRA does have another complete televi sion package, with broadcasts to appbar on ESPN, espn2, TNN, Fox Sports/Speedvision and ABC. There will be more tape-delayed broadcasts than ever before, but

Political savvy: Rather than take legal action after Six Flags withdrew its support. Pro Stock’s Tom Martino waited and was rewarded.(Ostaszewski)

rather than a negative, this could be seen as a positive, as the tele casts won’t be subjected to the vagaries ofrain or oildowns.

As ofthis writing,“NHRA Toda}f” has to be considered a “TBA”(To Be Announced” at best.

Tracy says that plans were imderway for a weekly telecast on Thursday evenings from a studio set to be built at the NHRA Museum in Pomona.

In Tracy’s words, the show was to be “newsworthy” and largely devoid of feature material - as to what that exactly means in terms of show content, we haven’t a clue.

We’re guessing that means video taped highlights of recent races with features generated at those events, but no more of the “shop visits” and the like that had become mundane and boring even for the hard core viewers.

A TNN executive suggested to this writer that one could plug in a tape of a race that took place four or five years ago and, unless you knew the visual differences between, say, Cory Mac’s car from 1995 to 1999, you couldn’t tell the difference in the coverage.

Wither Winston

sytartaMj L r^iRseiRD

CTjOrM'

With the national tobacco settle ment all but in place, no one is pub licly talking about the future of Winston cigarettes in NHRA drag racing.

One NHRA executive told this reporter during the Winston Finals that the board of directors was, in his words, “suffering from terminal ostrich-itis” from having their col lective heads buried in the sand so long on this important issue.

As driver of the DiFiUppo Family Racing Top Fuel dragster I would dearly like to thank my Dad & Mum, Charlie & Carole Dmtippo,for the opportunity of a life time. To place me in such a bullet must take a lot of hope, courage and trust and I thank you.

To our crew, Jim. Vickers, John McGawley, Brett McDonald, Scott Maetella and my ! sister Jodie DiFiUppo, what can Isay? It's a crew that Bernstein or Amato would be proud to have and to me, you're the Best of the BestI(PS:Sorry for the crap we give you at times!).

Words aren't enough, and it might have only taken 4.85 seconds, but I d like to thank you all for your help and support.

Darren Dirlhppo

H^®0®[FSU)®!70

18 December 1S98 ■fe' ' ■'

Although NHRA seems in denial fi. u n j j

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the actual language of the agreement was known, several American publications and television programs have already said that Winston won’t/can’t continue with drag racing.

The settlement reportedly says that each tobacco company may remain involved with sports mar keting in a single activity and, if that proves to be the case, NASCAR’s Winston Cup series would seem to be safe, with drag racing suffering the cut.

R.J. Reynolds could remain as NHRA’s title rights sponsor, but would have to resort to using the corporate name, or one of its non tobacco companies as the front.

And, no, the settlement doesn’t mean that R.J. Reynolds could shift its drag racing sponsorship to its Camel brand - one activity per company means one per corporate entity, not one per tobacco brand.

Although NHRA says their con tract with R.J. Reynolds runs through 1999, it’s possible that the tobacco settlement could make that agreement moot.

It’s also possible that if Winston does have to withdraw, Reynolds could decide to honor the agreement by switching its sponsorship to one of its other companies, most likely one of its food brands!

Team Winston (maybe)

NHRA champion Gary Scelzi will continue to race in Top Fuel with team owner Alan Johnson in 1998, but says that he and the noted cylinder head builder are very interested in running a Fimny Car in the'year 2000, if they can find the backing.

“Alan is looking right now,” Scelzi recently admitted.

What remains to be seen, howev er, is whether or not their sponsor ship from Winston wiU continue.

Like everyone else, they seem to be at the mercy of the court’s interpretation of the tobacco settlement.

Star Racing owner George Biyce and rider Angelle Seeling would seem to be in the same position.

They’re contracted through 1999, with the question being whether they receive a buyout of their contract, or continue to run in red and white lively.

Penthouse Racing

The Penthouse Magazine spon sorship of newcomer Kelly MacGrath is already creating quite a stir.

Not only the subject of considerable online conjecture, the program has many “conservatives” worried about the possibility of scantily clad Penthouse Pets cruising through the pits at the national events.

This very subject came up three years ago when K.C. “Hollywood” Spurlock was working on a similar program.

When he sought the assistance of NHRA he met with more than a lit tle resistance, but when the subject of the Pets came up he had the cor rect answer.

He pointed out that the three

Scotty Cannon, who has confirmed

be funding Cannon’s operation out

million about half what thev’re

would the Penthouse models, who had been slated to wear more conservative dress at the races.

Pro Mod crew for assistance, he’s interested in hiring one more guy. someone familiar with clutch set-

millions in for-fun activities!

We should be having that much fun!

wouldn’t run Shelly in Top Fuel vrithout backing ^ ^ While Gary Scelzi seems set, for mer Team Winston partner Whit Bazemore continues to look for backing for his Camaro Funny Car. As of the Finals, he admitted to having nothing in the works, this after a tentative deal with Tenneco (backers of Joe Amato in Top Fuel and George Marnell in Pro Stock) fell through at the last second.

Bazemore says the deal was all set until the company’s third quar ter earnings report was released, at which time a top level executive said the returns on the investment didn’t justify spending the money.

Bazemore cites NHRA’s poor television package as having played a role in that decision.

He says he’ll sit it out if he doesn’t come up with something.

That leaves his talented crew, headed by Canadian Rob Flynn, up for grabs.

The group would very much like to remain together and there’s been talk of their moving to the Exide Batteries Top Fuel car driven by Tony Schumacher and run by his father, Don. However, during the Finals, the senior Schumacher fired co-crew chief Larry Frazier and hired Eddie Hill’s guy, Dan Olson, to work with crew chief Bob Brandt - without informing Brandt of the change, When Brandt questioned Schumacher about his role with the team, it was suggested he would become the “team manager,” a title and position Brandt isn’t interested

No more smoking: Bazemore is s till wrestling with his replacement sponsor problem. (David Ostaszewski pic) In addition to the Bud girls, Spurlock also pointed to the shortshorts, bare midriff-clad young women offering Winston samples as examples of blatant sexuahty that was already evident in drag racing, MacGrath’s operation will be tuned by Jim Dunn and will utilize Dunn’s Peterbilt tractor to pull a rig for merly owned by Chuck Etchells.

The car itself

ups that he won’t have to personal ly oversee.

He has candidates in mind, but

Bud King Racing

Say what you will about Kenny Bernstein, the man is going to celebrate his 20th year with the same sponsor, so he must have done SOME THING right.

Bernstein has already taken delivery of a new Murf McKinney-built machine and will receive a second new car

before January 1.

His team remains largely intact, with Lee Steve Plueger’s P&P Fabrication Beard continuing to call the and will carry a shots with some Pontiac shell, assistance from While the car Ronnie Capps will ostensibly and the rest of carry Penthouse the guys. sponsorship, talk Two cool: Move to Funny Car in 2000 will put the heat on Scelzi.

Bernstein has within the pubreplaced three departed mechanics lishing industry indicates that any as of now hasn’t found anyone will advertiser who commits one million ing to move to Lyman, South with new hands, Ryan Tethall, Ed Carolina, where Cannon’s shop is Tyler and Aaron Brooks. dollars in advertising to the maga The car will carry all-new Bud zine will take over what’s been located.

Cannon says that as of right now King lively, including a commemotermed “major” sponsorship of the no formal sponsorship has been rative logo acknowledging the 20th race car.

If true, it would mean that rather signed for his car, but because he anniversary celebration, but it remains unclear at this point than a magazine promoting itself already has the money in hand, he’s whether or not Louie the Lizard not concerned. through racing, this program has arguably America’s favorite beverSponsorship, or lack thereof, wdl been desired to enhance the magadvertising campaign be the responsibility of primary age azine’s fiscal bottom line while “spokeshzard” - will continue to go backer Jim Jannard, president/ using racing as a means of getting for those 300 mile per hour rides.

CEO of Oakley. there.

Incidentally, following our recent While MacGrath has competed in Parked (temporarily?)

Jr Fuel, as well as in the Outlaw story on Cannon’s sponsorship Brad Anderson reports that he acquisition, we’ve come into a little Street series, he has no Funny Car additional information that seems hasn’t found sponsorship support, >n experience, so will have his hands for daughter Shelly or son Randy full making the transition to the to indicate the “group of ‘investors and without it he’s determined to Cannon has spoken of may not, in NHRA series. remain on the sidelines. fact, exist.

Anderson is offering both cars for According to a usually unim Cannon and OakSey That’s the same problem facing peachable source, Jim Jannard may the bargain basement price of $2

will be built by

in.

He would prefer to continue caUing the tuning shots, but may not get his wish,

Martlno’S Siam dunk

As the season wound down. Pro Stock driver Tom Martino received a letter from sponsor Six Flags informing him that, while he had indeed done a great job for them and certainly hadn’t done anything wrong, they would like him to remove their colours fi'om his car.

A change in company ownership had brought about the change in thinking and, since Martino had already received full payment, it wasn’t much of a problem for him, although he was concerned about how it might appear to others.

He took the letter to his attorney, who called a suit against Six Flags “a slam dunk.”

In other words, an easy victory, Wisely, Martino decided against taking action, And he was also wise in maintaining positive relationships with everyone from Six Flags, so when one top executive was let go after the change in ownership and land-

ed on his feet at Century 21 Realty

- well, you know the rest.

Martino’s Pontiac will carry the black and gold colors of Century 21 next season.

While we have a lot more news coming for Christmas, for this issue that’s aU that fits!

1998/99 ANDRA CHAMPIONSHIP DRAG RACING SERIES POINTS STAUDINGS. 98/99 ANDRA Top Fuel Championship I. Darren DiFilippo, True Flow Exhausts . 150 Romeo Capitanio, Sidchrome Proto . . . 150 3. Rachelle Splatt, Valvoline/Cummins 140 4. Steve Read, Santos Cranes/Hi-Tec Oils 100 80 5. Terry Sainty, Eagle Products Robin Kirby, Pennzoil/Keatings Trans. . . .80

03

0303

33

3333

Next round - Willowbank Raceway Jan 2nd

98/99 ANDRA Top Doorslammer C’ship 215 I. Victor Bray. Castrol '57 Chevy 160 2. David Simpson, 3. David Koop. KoopDeVille ’55 Chevy . .130 90 Lindsay Murray 5. Michael King. Castrol ’57 Customline . . .60 60 Gary Phillips .60 Robin Judd, ’53 Studebaker .40 8. Shane Bcoate, Thunder Road Race Cars .40 Peter Kapiris, Pennzoil, VPW Next round - Willowbank Raceway Jan 30th

34

%

18 December 1998

Currently, Stan Sainty is in the process of manufacturing a different '^7 design cylinder head for the alky version of ^ their impressive three valve engine n and, once that’s comMcDoriian -' plete, an engine will find its way between Ness returns the chassis rails ofthe Gatt us chassis whiz Don Ness Brothers’ Falcon. is returning to Australia next week.

Extra Calder date?

Ness and Murray Rumours persist that Anderson aren’t saying Calder Park is looking at much about the visit, but squeezing in another drag rumours persist the two are racing event into the season keen to work together follovraig a disasterous again. start to the racing year.

Word has it that the Ness was so impressed with Anderson on his last venue is trying to organise another event between their visit, he has already ordered a run ofsheetmetal January 16 and February rear housings for cars he 20 dates, with the headline currently has under con show apparently going to be struction. the Top Doorslammers.

Ness arrives on Calder’s first race meet Christmas Day and will ing ofthe year was can spend four days here on celled in October, apparentbusiness before jetting back ly due to lack ofentries, home in time for New while the November meet Year’s eve. ing was called off after three days of unseasonal torrential rain uncovered a Gatt’s alky Sainty Joe Gatt tells us that the drainage problem, which Super Flow Heads team are has since been rectified, expecting to take delivery of If the new event is going their new aU-billet alky to be added to the calendar, Sainty engine for their EA an announcement will be made within the next few Falcon Top Doorslammer just after Christmas. l weeks.^ ,

Savin' it for the $100,000 Darren DiFUippo runs Top Fuel 298.40 mph at Calder Park

Wayne ITugent photo PROVIDED the 300 mile per hour barrier isn’t broken prior, the 1999 Nationals at Calder Park in March will offer a 4100 non $100 000 bonus to the first through toe barrier after Darren DiFilippo s 298.40 mph near miss of the $50,000 on offer at the Victorian Championships meeting on December 5.

The younger DiFilippo

Nostalgia & Street Car Shootout

emulated his father Charhe’s

all the time and it’s harder second elapsed time - a justifying it when,if you win, record-setting 7.699 in quali you get $11,500, while it fying for Super Stock.

Peter and John Sammut costs you, even if you don’t anything, over $20,000 again upped the ante in a 4.85-second elapsed time. a meeting,” he said.

DD/Gas, resetting the DiFilippo dominated the “We certainly could have national record to 8.00. and took out the final done with the fifty grand. I’ll 1997 Nationals Top round over Terry Sainty’s tell you that!”

Doorslammer Champion Eagle Leads fueller - a 4.88^ Adelaide winner RacheUe Peter Kapiris unveiled his et also setting the team’s Splatt fell in the first round new Pennzoil Studebaker for first-ever official ANDRA to Sainty after experiencing the first time, with the stun national record. massive tyre shake, while ning Murray Anderson-built Speaking after the event, a the class of the Springnats, car recording a straight and proud father Charlie said Romeo Capitanio and the true 6.69/212 on its first that the team were extreme- Sidchrome Proto team, lost pass.

Kapiris later improved to a ly happy with the event win, to DiFilippo in the semi6.53, although he fell in the Mthough they hoped promot- finals, Pro Stock racer Bruno second round of Competiton er Bob Jane would feel sony for them and hand over the Cugnetto also etched his Eliminator when a fuel line name into the record books spht, almost sending the car $50,000 bonus!

“It’s getting tougher and with the VPW Olds Cutlass, up in a baO offlames! tougher running these 6ars running the class’first 7.6- GERALD McDORNAN

achievement at the Nationals '^^t March, recording the ®^^ct same speed in the final

Straight ’n true: Out of the box, Kapiris Studebaker was very impressive.(Wayne Nugent)

Friday, December 27th c.

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18 December 1998

35

Crit<hley stuns in US debut “WHO are you?” and “Have you ever driven one of these cars before?” were the most common questions being asked of Troy Critchley after he top qualified Johnny Rocca’s ‘Tin Indian’ Pro Mod Willys on his US debut at the Snowbird Nationals at

BLACK BEAST; New graphics for Top Doorslammer legend Bray's ’57 Castrol Chevy.(Daniel Wilkins pics)

Easy win for Viitor in WA series opener Victor Bray’s chances of win ning another Australian Top Doorslammer Series were given a boost when he claimed the Western Australian round at Ravenswood International Raceway on December 5.

Driving his famous ’57, Castrol Chevy, Bray won the final with a 6.67-second pass, knocking off the Falcon of WA’s Dave Simpson, which ran 7.89.

Earlier on in the day,Robin Jpdd broke the transmission in his ’53 ' Studebaker on his second qualify ing pass - heading down the strip, 'the car developed a horror tyre

shake, snapping the suspension and dumping a heap of oil.

After the first round of qualify ing, Judd was on top of the table with a 6.71, but the honours soon went to the big fella from Queensland after he belted out a 6.54/227 in the Castrol Chevy.

Ian Johns made a welcome return to racing by winning Super Stock with a series of 7.8-second passes and capturing a national record along the way, Johns taking the final with a 7.87 win over Errol Quartermaine’s 11.88 effort.

The supercharged Torana of crowd-pleaser Grant O’Rourke won Competition with a 7.43.

Bradenton, Florida, a fortnight ago.

Critchley, who won the Top Doorslammer title at the wheel of Victor Bray’s Castrol CustomJine at the Winternationals in 1996, stormed to the top of the sheets with a 6.44s/215mph run in the Willys, the quickest and fastest pass the car had ever recorded.

A delighted Critchley told Motorsport News that the reaction to his effort was, at first, quite amusmg.

“They couldn’t believe it with someone who they’d never heard of before sitting on top of the field at the end of qualifying,” Critchley said.

Geoff Chaisty and Michael Sargeant were presented with gold “When Ed Hoover and Wally ANDRA Christmas Trees after Stroupe [two seasoned Pro Mod rac gaining national titles, Chaisty top ers] asked if I’d ever driven a Pro ping the points in Super Stock and Mod car before, I just said I’d ‘done Sargeant claiming Competition a couple oflaps’,” he laughed.

Bike, his second title in three years.

“I must say that I was a little The next big meeting at worried, though, as it was the first Ravenswood is on Boxing Day, fea . time that I’d ever driven a left hand turing the Nitro Funny Car drive car on the track and the first Shootout.

Results: Top Doorslammer - V Bray (6.67) defeated D Simpson (7.89), Super Stock - I Johns (7.87) d E Quartermaine (11.88), Comp THE third round of the 1998/99 Top Doorslammer Series and the; Bike - M Sargeant (8.71) d S first round of the Pro Stock Series fell foul of Mother Nature’s!

Arthur (8.06), Modified - H Robertson (8.67) d J Craig (9.89), mood svnngs at Adelaide IntemationM last Saturday night, with' Super Sedan - G the event cancelled due to rain. ; Carter(10.02) d M Although the event was running behind schedule during qualifying,: Smith (10.35), the first round of eliminations for the country’s premier sedan categories Mod Bike N'- was about to get under way right on time when hght, but persistent, rain' Anderson (9.04) d began falling. i P Hocking (9.69), The start of the event was then delayed from its scheduled 6.00 pm ; Super Street - D start until 7.30 pm, but with rain continuing to fall past the newly nomi- i Clark (12.01) d E nated stmting time, the event promoters were left with no other option ^ Wroe (12.65), but to cancel, much to the dsappointment ofthe racers and fans.

Competition - G Only one ofthe three Top Doorslammer events scheduled,the previous 1 O’Rourke (7.43), weekend’s in Perth, has been completed, with Calder Park’s rmmd on Junior Dragster November 14 also falling foul ofthe weather. < J Bail (10.56) d C Twelve cars liad entered for Top Doorslammer, with Victor Bray’s Scott(DNS).

Castrol GP50 Chev leading the field after the conclusion of qualifying; -DO’DEA with a 6.40/222 run, ahead of Shane Elcoate’s 6.46/212. j Pro Stock only had seven cars present, although Bruno Cugnetto, Runner-up: iMdn’t hold back, taking his VPW Olds Cutlass to the top of the qualify-1 David Simpson's ing ladder with a 7.77/174, over a tenth and a half ahead ofsecond qualiPenrite Falcon - GERALD McDORNAN I fier Robert Quattrochi.

(Daniel Wilkins)

Adelaide rained oiit

IhimileT m the water

1loiiid2

car I’d run without the swing-arm rear-end, but it all seemed to go smoothly so I didn’t mind after the first run.”

The extra performance for Rocca’s back-up car came from a new engine, similar to the one with which Scotty Cannon claimed this year’s IHRA Pro Mod World Championship, along with tuning advice given to Critchley by Cannon over the last year.

“Scotty and I talk all the time, but I don’t know if he knew I was writing down what he told me. I used the information we spoke about, along with the same style of cylinder heads that he ran all year and it all came together - Johnny [Rocca]was rapt.”

The talented young Australian advanced to the semi-finals of the biggest post-championship race of the year, before he fell to Hoover on a 6.48 to 6.51 holeshot.

With Rocca currently in the process of building a new ‘Ironhorse’ Mercmy for next season, Critchley is hopefiil that he might be able to campaign the team’s sec ond car at a number of IHRA Pro Mod events during 1999.

Critchley moved to the US with his American girlfriend-now wife, Paige, following last summer’s International Doorslammer Series.

- GERALD McDORNAN

^l GP Hydros^ l Oz Hyrdiros l Oz Dis|ilaceiiieiits L * Oz Liles J

.ake lllyangan Griffith NS THE 2 January 1M9 GRANH PRIX

floundS Eppalockllic 16 February 1N9Q

For more details phone Ray on 08 8522 4800 or 0411 044 083

^BOATS

36 18 December 1998

Discreet: Brazier’s low-key Sprintcar is no slouch. (Brett Swanson pic)

Brazier spoils Brooke's WSS WSS Pointscore win streak

THE MASTER: South Australian Trevor Green, winner of the 1998 Australian Sprintcar Masters at Adelaide’s Speedway City on November 14, currently ranks fifth in the World Series Sprintcars Championship £^er last weekend’s Avalon Raceway event.(Frank Midgley pic)

After five rounds

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1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

Skip Jackson Garry Brazier Randy Hannagan Ryan Farrell Trevor Green Robert Farr .

Kerry Madsen Brooke Tatnell Dean McComb Ron Krikke

3990 2630 2570 2160 1995 1740 1725 1695 1490 1430

Avalon podium: Madsen (left, 3rd), Brazier (1st) and Jackson (2nd).(Swanson)

Shorty knocks ff Blake ‘SHORTY’ Ben Ludlow has done

what many thought he would do - he knocked off Brad Blake in a Late Model feature race at

-

Claremont Speedway on December 11.

Blake, who is in his rookie Late Model season, has dominated the tin top racing in Western Australia this season, claiming the first three feature races.

But Ludlow passed the early-season leader (who has been a proven driver in Super Sedans and Sprintcars) to take the win from Blake and Kevin Bell.

American legend Ray' Godsey, who was in the West for a short tour, fi nished fourth in a battleweary car.

It was a great drive from Ludlow, after he started the feature race on the outside of the fifth row.

The front row was take up by Brad Ludlow on the outside and Blake up near the fence.

Ludlow junior jumped straight to the front in the first lap and main tained his fresh air advantage as the leading pack reached lapped traffic with nine laps down of the 25-lap event.

He was closely followed by Blake and Bell, with a big gap back to John Cardy and Derrol Crane.

Ray Godsey’s son, Joe, who was driving the Alan Nylander #7 car, was forced to pull infield with a flat tyre at the same time.

Two laps later and Brad Ludlow opted to take the high line around a slower car.

Blake decided to hug the infield concrete in what was a better move and he took the lead.

All the time. Bell was driving a consistent race in third.

With 13 to go, Ludlow spun out in turn 4, bringing on the caution lights. This put his father, Ben, who had been threading his way through the pack, up into second, with Bell third and Cardy fourth on the restart.

Three laps later, Ivor Ladwig clouted the fence in turns 3-4, caus ing another restart.

A lap later, Ludlow senior showed his nose on the inside of Blake and, with Bell and Godsey just behind, there was plenty of action at the front of the pack.

Ludlow’s bold move to the high line on the back straight with six and a half laps to go paid off and, by the time they crossed the start/finish line, he was the clear leader. In fact, he opened up a handy buffer on Blake, unlike Godsey, who was trying hard to fin ish on the podium and working all over Bell.

Godsey, who suffered mechanical dramas the week prior and early in the night ripped the right panels away from the car when he hit a spun-out car, tried to get more grip up high, but lost ground and was unable to catch Bell before Ludlow claimed the win.

■ The Modified Rod feature race went to Dean Kappler from Peter Forbes and Chris Jones after it was declared, following an accident with a couple of laps to go.

Ross Tetlow and Colin Shepherd, with the smaller engines, started the feature out the front, but it wasn’t long before Kappler, who started on the outside of the fifth row, had moved to second behind Shepherd.

Forbes, who started in sixth, was another big mover in the early laps, moving around the outside.

With nine laps to go, Kappler was in front, with Forbes in second and Shepherd back to third.

Veteran Peter Cox, in the #24 machine, came to a sudden stop on the main straight fence with seven laps remaining, ending his night and forcing another restart.

'The only other change in the lat ter stages of the race was Jones to third. n Darren Nash/Peter Telie have continued their unbeaten nm in the Classic Hire Sidecar Sting Series., making it three from three.

They took the win from Mick Sita/Craig Hughes and Paul Pinfold/Jeff Gittus.

In the final, passenger Andy Gajek fell off the #20 machine rid den by John Low - fortunately.

Gajek was uninjured.

■The B-Main went to Bill Blakeney/Bernie Dunn from Nathan Swan/Moroney and Russell Nash/Sam Reynolds.

■ Guy Wilson took out the Solo handicap fi nal from Frank Smart and Nigel Flatman and then took out the scratch race final, with the same two riders filling the minor places.

Earlier in the night. Smart took out two wins in the A grade scratch qualifiers.

The night also featured the run ning of off-road buggies, with the feature race going to Max Pilmer from Allan Dobbs and Steve Marshall.

The #855 Jeep driven by Greg Knowles was involved in a nasty flip coming out of turn 4 in the sec ond heat of the night - while the car took a beating, Knowles and his passenger were luckily able to walk away.

-DARREN O’DEA

BROOKE Tatnell’s consecutive streak of World Series wins at Avalon Raceway ended after just twelve laps of the 30-lap feature on December 12 when the fuel pump drive broke while Tatnell was leading.

Triple Australian Champion Garry Brazier, who had shadowed Tatnell from the start, was there to assume the lead and to go on and take his second win of the series so far.

“I would rather have seen Brooke finish behind us than drop out, but so be it,” stated Brazier. “To win six in a row here would have been a big ask and someone had to beat him here eventually. I’m just glad it was us.” '' For Tatnell, the loss was a bitter pill to swallow, after having won the Dash and starting from pole position.

“Never rehearse your speech until the chequered flag drops,” Tatnell lamented. “I’m disappoint ed, but I know how fast we really are.”

Securing another podium finish and further enhancing his series points lead was defending champi on Skip Jackson.

Jackson had set fast time, but had to yield top points to Chas Calandro, who then inverted the top six cars for the dash.

“We started the Skilled/Pennzoil Jackson up front and rode around, picking up a spot when Brooke dropped out,” Jackson explained.

“You simply have to keep finishing to rack up the points.”

Sprintcar Masters Champion Trevor Green had a tough race with fellow crow-eater Peter Smith before finally gaining the ascendancy.

Smith held on for fifth, while the ever-improving Ryan Farrell made the most of a lucky break in the BMain to blast through from dead last to finish sixth, despite a spin on lap 2.

Completing the list of finishers were Dean McComb, Darren Jensen, Drew Kruck, Matthew Reed and the lapped Calandro.

Hurricane” “The Randy Hannag^ had started out of posi tion four and had jumped straight into third place, but a split oil filter saw the car belching smoke from the word go and he pulled in to

retire on lap 2, just after Cameron Gessner had retired when his driveshaft broke and hit him in the legs.

Robbie Farr retired prior to the restart and then, on lap 9, Mark Reuter scored an own goal when he clipped the turn 1 wall and rolled Tatnell had a lucky escape when he slid within inches of the wreckage.

Shortly after, Tatnell retired and late in the race Calandro spun away a solid finish.

Jensen and Reed were dicing hard when they clashed and Reed spun on lap 26, setting up a five-lap dash to the flag for the remaining eleven cars.

The 15 lap B-Main was an event in itself, with the likes of Max Dumesny, David Anderson, Jensen, Farrell and Andrew Scheuerle among the 17 cars down to start.

Scheuerle failed to start after an earlier roll and neither did Daryn Maggs, who was caught up in Scheuerle’s incident.

Fast-rising Victorian star Stephen Bell led all but the last lap of the event, when he rushed in under Ron Dalton on the last lap while trying to lap him, made heavy contact and broke the right rear wheel.

Jensen was going to make the Feature anyway, but now Farrell joined him after taking a surprise second - Dumesny, Anderson, Mike Van Bremen, Tim McCubbin, Rob Rankin, Scott Milling, Jeff Judd.

Ray Scott and Dalton completed the event.

The heats had been won by Reed, Maggs, Bell, Smith, McComb and Judd.

Gessner had actually won heat 4, but had been put back a spot after triggering a ridiculous incident before the start.

Reed had been slow getting out the gate and came up to take his position on the front row. Gessner refused to move back to his correct spot and, with the yellow lights off, but the yellow starters flag still out, charged three-wide into turn 4 and towards the start. The rest of the field thought it was a start and in the ensuing melee Scheuerle rode over the front of Maggs and rolled out of the event - Gessner went on to win the heat, but had the win stripped from him, elevating Smith to the head of the pack.

-BRETT SWANSON

i

!

oYo

Classic major sponsor

AFTER an absence of five years Premier Speedway has secured a major sponsor for the 1999 Grand Annual Sprintcar Classic.

Club president Graeme Hose announced that The Standard Newspaper located in Warmambool would sponsor the country’s most prestigious Sprintcar event to be held on January 30-31.

“We’re obviously quite pleased to finally have a major sponsor for the Classic and it has come about through long negotiations with both parties and should be good for everyone involved,” Hose said.

“It’s terrific that a good, solid local sponsor has taken on to spon sor the event and we are delighted that The Standard has got on board with Premier Speedway for the ’99 Classic.”

The last time the event was spon sored was in 1993, when New South Wales company The Bonum Sawmills in Barham secured exclu sive naming rights ofthe event. , Since that time, the club has been unsuccessful in its attempts to attract major sponsorship for the annual Australia Day weekend event.

Hose said the sponsorship deal that has been struck would make things easier for the club to now have a.clearer view of going into the next millennium with confix dence.

“This deal has been a major fac tor for the long-term future of the survival of the Premier Speedway Club... it’s just tremendous and will be at a major time of the Sprintcar racing calendar in 1999,” Hose said.

The Standard general manager Cheryl Fleming said that both the speedway and the newspaper stood to benefit from the partnership.

“This is a significant sponsorship to both the speedway and The Standard and the spin-offs to both, the City of Warmambool and the . south-west would help the economy in general,” Fleming said.

“The Standard has always had a positive attitude towards Premier Speedway and we believe that sponsoring the Grand Annual Sprintcar Classic is the jewel in the crown of the season and it will be great to be a part of it in 1999,” she said.

More than $200,000 in prizemoney and tow-money will be on offer to teams as they chase the lucrative big three events.

The annual Kings Challenge at Mount Gambler on Jan 28-29, the Classic and the Australian 'Sprintcar Championship - also to figure at Premier Speedway during February 4-6 - should entice the top Australian and American dri- GEOFF ROUNDS vers.

18 December 1998

37

LAST Monday, Skip Jackson and Pennzoil Australia announced their long-term sponsorship partnership at Sydney’s Parramatta City Raceway, with Jackson’s team launching their first bright yel low Sprintcar to the assembled guests.

In the future, all the J & J Autosports-designed and manufac tured Jackson Chassis machines will be painted in Pennzoil’s corpo rate colorus - in addition, they will carry the lubricant company’s markings, as well as Skilled Engineering and Gibson Freight logos.

Pennzoil Australia, the nation’s leading premium lubricant manu facturer and Skip Jackson, the country’s foremost Sprintcar driver, were proud to announce a corporate partnership which will commence in January, 1999.

During the day’s activities, it was revealed that 30 year-old Jackson commenced racing Sprintcars dur ing 1990 after several seasons in Compact Speedcars, Skip racking Full Monty: Corporate look abounds with Skip Jackson’s new Pennzoil deal.(Tony Loxley pics) up 60 Sprintcar victories through out Australia and the USA in the ensuing eight years.

Jackson has won consecutive World Series Sprintcars Championships (1996/97 and 1997/98) and scored back to back Knoxville Raceway Sprintcar Track partnership with a growth company Championships (1997 and 1998) at like Pennzoil Australia-. the world famous USA venue. . “Race teams nowadays need a “Skip is certainly one of the best, formidable lubricant partner and Sprintcar drivers in Australia and we have the finest premium oil sup the dedication that the Jackson plier in the nation supporting our family has displayed to the sport is team,” Skip said. “I trust that our second to hone - everyone at association will extend beyond the Pennzoil is happy that we have end of my racing career, as I plan to formed a long-term relationship be a team-owner when I eventually with one of the most liked and hang up my helmet. respected teams in Sprintcar rac “My present goals are to win ing,” stated Neville Wilson, three consecutive World Series Pennzoil Australia’s Motorsport Sprintcars Championship titles and Manager. gain three straight Knoxville “To date, our association with Raceway Track Championships, as Skip has been product-based, as he no other Sprintcar driver has man has used a range of Pennzoil prod aged to do that. ucts in his Sprintcars plus the “In recent years. I’ve managed to team’s race car transporter and put in some strong performances at they have worked extremely well the AMOCO Sprintcar Nationals at for him, providing a strong founda Knoxville Raceway - now I’m set tion for our new partnership that ting my sights on gaining that pres we are laimching today.” tigious title, plus snaring several of Jackson thrilled the guests with the Pennzoil World of Outlaw some high-speed hot-laps around Series rounds. the PCR track, before he was joined “On the local scene. I’ve still got

by FAI 1000 Classic winner Jason some unfinished business, as I have Bright in one of Jackson’s older not won the Australian Sprintcar machines.

Title, despite being a strong con After several familiarisation laps. tender on a number of occasions Bright increased his pace in the running with Australia #1 on the Sprinter, sliding the car as it fought car would be a most satisfying for traction on the wide sweeping achievement.”

Jackson plans to debut his new corners - Bright alighted from the Pennzoil machine at Parramatta on machine with a broad grin.

Jackson stated that he was Saturday, December 19.

- GRANT NICHOLAS delighted to have established a

Pennzoil signs Skip

TIM Morse has again proved his speedway racing prowess by defeating one of the country’s top Sprintcar drivers at Nyora on December 5.

In what was billed as a virtual showdown between the 20 year-old Warmambool driver and Sydney Sprintcar ace Brooke Tatnell, the evening didn’t start well for Morse,

Max Dumesny Motorsport

Australian Distributors for

r1

^^ RACING TIRE

®

For more information on Hooser Drag and Speedway Tyres call:

NSW: 02 9679 1990 Fax 02 9619 1187 Via 03 9331 6477 Fax 03 9331 7444 08 8332 0800 Fax 08 8364 0296 SA:

Morse tofis Tatnell in Nationals with him having to start rear of field all night.

Morse, the reigning Victorian National Rod champ, powered his machine to victory in the 20-lap featiue race ahead of veteran racer Lloyd Hobson and Tony Moule.

Tatnell qualified sixth on-the n round wins at Nvora and gi-id. but could not make any real Hamilton.

The National Rods will race at impression on Morse in the feature race and retired with a lap to go Premier Speedway on January 1 as a support class to the World Series after a race altercation Morse currently leads the Sprintcars.

- GEOFF ROU’NDS Victorian National Rod Series after

We would like to wish the readers of Motorsport News and our valuable customers a very Merry Christmas and a safe and prosperous New Year.

38

18 December 1998

The r-

Deuce coupe:|f23 Jamie McHugh running in dose company with #36 Wayne Randallis proving his Vorth in Queensland Super Sedans this s^son with his Miami Smash Repairs Camatto.(Grahpm Jordan)

<8

W

hat a hectic few weeks our O’Brien Aluminium/Castrol team has had, with five races at Parramatta City Raceway before heading across the western half of the country to take in the open ing five rounds of the World Series Sprintcars Championship, where I’m in the top six in the points chase.

This is the first full WSS Championship that I have partici pated in - I have only competed in three other WSS rounds prior to this season, so I’m learning a tremendous amount as I go to the various tracks.

We knew we would have our backs to the wall compared to the other guys that have raced in the West on several occasions, but we just wanted to get out of there with a straight car and plenty of points.

WSS Manager John Hughes said that this year’s field is the best to be ever assembled in the history of the series r there are plenty of drivers that have the tal ent and equipment to win races, so we could see up to ten racers leading events during this particu lar championship.

U

nfortunately, we had to run the first four WSS rounds with an engine that was a little tired and down on horsepower, which means you give quite a bit away to the guys with big horses under their bonnets on the long tracks.

Despite being 30-40 horses down, our overall result was quite pleasing and we came out; of Adelaide in fifth place after finish ing second to defending champi on Skip Jackson.

Straight after that meeting, Ian McKee, who is the team manager and looks after the race parts for O’Briens, freshened up the engine for Saturday night’s outing at Avalon near Geelong.

I’m really looking forward to the remaining nine rounds, as I know each of the tracks and I really enjoy the shorter speedways they suit my style of racing and I’ve competed in Sprintcars and Speedcars at most of them,

o

ur season to date at Parramatta has been great, as I’ve managed to take our new O’Brien Avenger to three victories

MAITLAND Super Sedan dri ver Stu Robertson bounced back into winning contention at Wynns Newcastle Speedway, claiming victory in the third round of the Gough and Gilmour Series.

The quietly spoken veteran has been missing in action for several weeks waiting for engine parts, so it was with some gusto that he returned to burn at the Newcastle venue to win the main event.

Driving his #4 Terry Olsen Transport/O’Brien Aluminium 'Pontiac, Robertson scored his sec ond feature race victory of the 1998/99 summer, proving that when his equipment stays on track he’s still one of the fastest guys around.

“Robbo” now finds himself in the unenviable position of trailing series leader John Pyne by 53 points with only five rounds remaining - hauling back the over all win would be a sizeable effort, indeed.

Pyne’s dogged determination

and two seconds from five starts, which really helps the team stay motivated and try that little bit harder - plus our sponsors are pretty happy with those results.

We have two Avenger chassis sitting in the raceshop - only one is complete, but the other is there in case it is required. It’s good to have identical chassis, engines, body and mechanical parts, plus other related spares that can be interchanged and it sure saves a lot of time when preparing the race car.

Both of our Rodeck engines produce near identical horsepow er and all of the crew have the same goal -that is, to win.

The in-car camera that is fitted to our car has certainly provided the BBS and FOX Sports viewers with plenty of action-filled shots as I slide around.

This allows the folk at home to gain an insight into how hard the drivers work and the high speeds we experience on the different speedways - it’s certainly got a large number of people taking more notice of the sport.

I

’m hoping to run a Speedcar event at Parramatta in early January, but my program in these cars is a little restricted due to the WSS - however, I will be teaming up with Bob Woods and Steve Smith to race their Stealth Fontana.

Near the end of our summer season, I hope.to get five or six meets in with them before we head to Darwin in July to defend the Australian Speedcar title.

You don’t get the speed and the adrenaline in a Speedcar that you get from a Sprinter, but they are a competitive class that pro vides the drivers with plenty of thrills and close side by side action.

A lot of good young guys are racing Speedcars and their equip ment and presentation is first class and they are all determined to beat the rest of the pack - we will see some very good speed way champions rise from this group in the years to come.

Everyone of you have a good Christmas and I’ll catch up with you in the New Year.

X-

-V

SMASH &Pr-

Two for McHugh Runner-up Gee and Leslight outgunned at Archerfield

JAMIE McHugh recorded his second Super Sedan feature race win for the season when he took out round two of the Coastline Vehicle Transport Super Series at Archerfield Speedway on November 14.

McHugh started his Miami Smash Repairs Camaro from the outside front row and led through out the 30-lap feature, despite the best efforts of polesitter Rod Gough (Arrierican Truck Parts Camaro) who mounted a spirited challenge for most of the race before retiring with just two laps remaining.

While McHugh kept Gough’s advances at bay up front, the action back in the pack was sensational as Michael Gee, John Leslight and Shane Paulger swapped spots with some very physical exchanges.

In a stunning performance that almost overshadowed the efforts of the race winner. Gee steered his Weatherall Smash Repairs Falcon into second place, despite running over half the race with a flat left front tyre.

The tyre deflated when Gee and Paulger made contact in turn 4 on lap 12, a move that shuffled Gee, a former Australian Litre Sprintcar champion in only his second appearance in the tin top ranks, back to fifth spot.

Refusing to succumb to this set back, Gee continued on and would eventually claw his way back to third, ahead of Paulger and

Leslight, before inheriting second spot when Gough headed infield.

A reasonably good line-up fronted for the meeting, including new moimts for Geoff O’Keefe and Corey Brough.

The four qualifying heats were taken out by Paulger, Leslight, Gee and Ross Brims (Brims Bulk Haulage Pontiac).

Paulger was considerably quicker than everyone during time trials when he rode the cushion to great effect and stopped the clock at 15.16 seconds, only to invert the first three rows of the grid in the farcical pre-race lottery.

Brims, Leslight and Gee were next quickest, ahead of McHugh and Gough, who were promoted to the front row.

Opening round winner John McGeorge crashed out of contention when his AS Concrete Pumping Pontiac speared into the turn 1 wall at the completion of his run against the clock. \ Paulger’s >ace ended on lap 21, when his Breaka Pontiac was pitched into the back straight waU

by Leslight (American Truck Parts Pontiac) while attempting one of his crowd-pleasing outside passes.

Leslight, who was in a very aggressive mood throughout the

Lismore victory on Atkinson’s return RICHARD Atkinson took out a flag to flag feature race victory in his return drive at Lismore

: Stu Robertson.(EiaviciAamont)

Stu comes good once again saw him place inside the top three in the main event, which extended his lead over secondplaced John Lodge to 16 points.

Splitting up Robertson and Pyne in the main event was Maitland live-wire John Brown, who made his ’98/99 debut in the new G-Force Engines VT Commodore with a fine second place.

Brown has been somewhat of a

journey-man in the last two sea sons, with budget constraints pre venting him from racing on a more frequent basis.

John Lodge’s consistency contin ued with a strong fourth in the #21 Kurri Spare Parts Commodore, leading home Robert Carrig in the #16 Tool Specialists Firebird to round out the top five.

-WADEAUNGER

event, finished in third spot and moved to the top of the series standings as a result.

Brims finished fourth, ahead of Kelvin Hamilton (Shell Murwillumbah Camaro) and the Toowoomba duo of Brian Missen (AutoOne Pontiac) and Graeme Lehmann (Wynn’s Commodore).

Cameron Meehan (Australian Garages Falcon) and Bob Domjohn were the only others to go the dis tance.

Darryl Bonell (Lennon Engineering Gaerte Stealth) was untroubled in downing a seven-car field in the 12 lap Speedcar feature event.

Barry Wixted finished a distant second, ahead of Stan Burrow, Doug CaveU, Chris Moor and Chad Wheeler.

Heat winners were Wixted (2), Bonell and CaveU. RusseU Bonsey was victorious in an entertaining AMCA Nationals feature over Bob Dennis, Wayne Lemon, Jamie Ross and Rod Felsman.

Jim Knight had a commanding lead and was looking good to con tinue his unbeaten feature race record this season until he clob bered the concrete in turn 3 and retired.

- CHRIS METCALF

City Speedway on December 5.

Atkinson, driving the Peter Thorley-owned J&J chassis coupled with his own Holden engine took full advantage of his pole position and was never challenged in his Limited Sprintcar.

Following Atkinson home was Rod Wilson in his new Gambler and Danny Devers. #18 Atkinson and #67 Wilson used their first and second row starting positions wisely to lead the field into turn one of the 20-lap fea ture.

On lap 8, #23 David Rodgie hit the wall on the front straight, end ing his night’s racing and causing the solid red fights to be turned on - #7 Adrian O’Connell’s car failed to fire up after the stoppage and was pushed infield.

On the restart, #8 Daimy Devers

came from back in the pack and poked his nose under Wilson to take over second position, while #15 David Rochester pulled infield with a blown brake rotor.

Atkinson held on to his race-win ning lead to take victory over Wilson, who repassed Devers on the line after Devers had a beadlock break, blowing his tyre on the last comer.

Following the top three home was #5 Shane Com-adi, whose crew did a great job changing his fi-ontend after a heat race tangle, #11 Ray Devers, #03 David Andrews (the first B Grade driver home) and the remainder ofthe field.

1998-1999 Club Championship Pointscore as at December 5: Peter Thorley 194, Shane Conradi 192, Danny Devers 138, Adrian O’Connell 130, David Rochester 103, Eddie Thorley 102, David Rodgie 97, Rod Wilson 91, Phil Allen 71, Rod Loutitt 67.

SJ(o

18 December 1998

Ando's Avalon Perfect scorefor Logue's Super Sedan MULTIPLE State Sprintcar Champion David Anderson

39

Working hard: Max currently lies in twelfth place in the World Series Sprintcars Championship series after five rounds and now faces a hard slog in his #1 Valvoline J&J to become a front runner.

(Tony Loxley pic)

the opened Victorian season

in the best possi ble fashion with an emphatic win in round one of the SRA Series.

This was the first time that Anderson has com peted in a round of the SRA Series, but he had some tough opposition from the 29-car grid.

In the end, it was local young guns Darren Walsh, Stephen Bell and Tim McCubbin who took the fight up to Anderson - but sadly both Walsh and Bell succumbed to minor mechanical problems, leav ing McCubbin and veteran Phil Johnson to fill the podium.

Anderson was top pointscorer and inverted the first four positions for the feature, elevating Walsh and McCubbin to the front row, with Bell next.

Following Anderson were Tony Bartlett, Garry Chippindall, Johnson, Jeff Judd, Daiyn Maggs, Rob Rankin, Mike Van Bremen, John Shore, Cohn Bulmer, and the B-Main trio, Wayne Milburn, Ian Thomsen and Rod Matthews Walsh, using an engine boiTowed from rookie Geoff Clifford, got the jump on McCubbin at the drop of the green and t^ien Andersoti 6oon moved to second when McCubbin drifted high in turn 1.

A couple of laps later, McCubbin went high again anft Bell was through also.

Walsh, however, was doing it nicely out front, until Chippindall hit the wall and rolled on lap 6.

A few laps after the restart, Anderson used the lapped traffic to assist his jump to the lead, but Walsh was in second, with no threat coming from McCubbin after

Bell had dropped out with a broken shock pin.

Suddenly, Walsh’s great run ended when the car rolled to a stop.

At this point, Johnson had moved to third and Shore was on a charge also and had worked his way to fourth by the end ofthe race.

Bartlett came home fifth, ahead of Judd, Maggs, Bulmer, Rankin, Van Bremen, Matthews, Milburn, and Thomsen.

Anderson joins an ehte group of drivers - including American ace Joey Saldana - who have taken a clean sweep of a series round and with it he took the points lead on 370 points from McCubbin (341), Johnson (309), Bartlett(293), Shore.

(284), Judd (267), Maggs (257), Bulmer (244), Rankin (236) and Van Bremen (227).

On the same program, the Super Sedans were in action and it was Peter Logue and reigning Aussie Champ Mick Nicola who took up the battle.

These two drivers dominated in separate heats and shared the front row for the feature.

As they raced into turn 1, there was slight contact which saw Logue’s bonnet bend up and par tially obscure his vision - undaunted, he chased Nicola and made the pass.

He then sliced cleanly through traffic, despite the vision problem, to keep his new car’s perfect record intact.

-BRETT SWANSON

Well, five of rounds the World Sprintcars haveSeries been run and won and I'm not leading the pack as I had hoped - I guess our Valvoline team will just have to win the remainder of the races if we are to win the title again.

Atpretty Kalgoorlie, we time-trialled reasonably, as we started in the top half dozen in Sean’s car.

But 1 got crashed out in the first heat after someone in the frontrow got excited and drove into another competitor.

I went to the rear of the field and still managed to do alright in the heat.

In the A-Main, I finished eleventh, after Trevor Green out smarted Brooke Tatnell at the start of the race.

I thought Brooke had him cov ered, but he was sent to the reah of the field for jumping the start, which made it hard for him to get a good result with such a strong field of racers.

I got turned around'again while dicing with several others, ending up at the back of the field again before working back through to eleventh.

Garry Brazier was just awe some the way he moved around the outside of the field to score the win - it was like he was on rails and I take my hat off to him.

o

Gordon the goods in Wagga Compacts

COMPACT Speedcar legend Gordon Cardwell just seems to get better with age, the 64 yearold Victorian blitzing a quality field at Wagga on November 21 in his Black Stallion Suzuki.

The feature event saw the

Cardwells, Gordon and Brian, tak ing the top two positions from Paul Raynes, with Peter Robotham corn ing home fourth after some spfrited racing.

- BRETT SWANSON

Battlers Chance Sprintcar Raffle

THE address shown in last issue of Motorsport News for the Battlers Chance Sprintcar Raffle was technically incorrect.

While any mail sent to that address should be forwarded on by Australia Post, the correct address is actually now as Mows: SRA Battlers Chance Sprintcar Raffle, PO Box 193, Ferntree Gully Mail Delivery Centre, VIC 3156.

Tickets are still only $15 ea.

n the way to Perth, I checked out the police radar units, pro viding the Western Australian Government with another dona tion.

Melinda flew across to the West early in the week, so we spent some quality time together before Friday night’s event at Claremont Speedway.

The car was going really well and we were right up among the leading group during time trials.

The whole night ran fairly sweetly for us, as we came in third in the A-Main, which is a change for us as we don’t usually get into the top three in Perth.

I had a good close run with Skip Jackson and Randy Hannagan and we were a close bunch as the laps wound down. 'rom there, we moved down to Bunbury for the Saturday night WSS show, a track that I normally perform well at - however, this was not to be the case on this occasion.

We qualified alright and then, during the first heat, I was attempting to go around the out side of Dean McComb when I caught his right rear tyre and that sent me for a hell of fall into the concrete wall.

I’ve been told all about the inci dent by nearly all the folk that watched the three Western Australian rounds of the series on SBS, or FOX Sports, as the footage of my moment was excellent.

But that incident ruined the whole deal for us and Sean’s guys worked their butts off to get the car back out onto the track - I started from near the rear of the A-Main as we had qualified so well.

The car was still very bent and bound-up, so I ran around for series points rather than get in the way of the other racers - it would have been silly to go any faster with the car not handling correctly.

So, coming from Bunbury, I was seventh on the points table and knew that I would have to work hard in the Adelaide round on the following Friday night to catch up with Skip and the other five guys ahead of me. offthe toMonday the USmorning, to visitI flew the On Performance Racing Industry trade show held in Indianapolis.

1 arrived Monday night and spent several days there, before heading to the airport on Wednesday night to be back in Adelaide by midday on Friday.

The show was excellent and it provided me with an opportunity to see what is happening in our industry, plus evaluate some of the products being displayed.

I’ve being wanting to go over there for years, but it always clashed with either a NASCAR, or WSS round - but this year I was able to make the journey, was back in my own Valvoline _J&J chassis for the Adelaide fourth round, but during qualifying we were off the pace by a decent margin, so I thought we had better

do well in our heats to make up some points.

In the first heat, I started out of four and made a charge to the front, got to the front and then a rocker cover came loose, allowing oil to leak onto the exhaust - the next thing I had to do was retire, as the side of the engine was on fire.

In my next heat, the front row guys screwed up again, resulting in my car getting a bent wheel as it nearly turned over again - I ended up finishing last in that heat, which put us into the B-Main.

I came through that to be the first reserve for the A-Main, which wasn’t good enough on the night, the whole sequence of disappoint ments making the long haul home from the USA a little frustrating. 'e then headed over to Ballarat for the running of thirtieth anniversary of The Fireball Derby, which apparently was first run at Ballarat before being run at Warrnambool - it was an enjoyable race meeting.

We hot-lapped well with a little bit of moisture in the air and the track was super-tacky. Then the drizzle moved in and, at 10.30 PM, the organisers postponed the meet until noon on Sunday.

The officials then inverted the top six drivers - Ryan Farrell had the most points from David Anderson and myself, so we got to start out of rows two and three.

The three of us had a good| duel through the lapped traffic, with Farrell and Anderson getting by me on one occasion before I i got past Ando. ; I was pursuing Farrell when we ,■ came up onto some traffic which : was quite thick at the time. !

I managed to go around one of i the competitors, but Farrell ran j into him - he spun out and I col- j lected the chequered flag.

That victory helped our team's i self esteem a little bit on what was ●; shaping up to be a disappointing i weekend. The car went back to Ian ' Vale’s place in Melbourne to be ; prepared for last Saturday night s ; WSS activities at Avalon Raceway. ;

o

n the super speedway front, I not sure if we will be racing at the next NASCAR round at the Calder Park Thunderdome, as v/e ; are still awaiting a crankshaft for the engine in the Monte Carlo.

See you at the races.

40 18 December 1998 IM

I kh: L«J<

By Tony Millarc||^

Ittimes has been confirmed that five World Longtrack Champion Simon Wigg will be out of action for the whole of 1999.

Wigg, who collapsed at home in November and spent five days in hospital, has undergone exten sive tests and, while neurologists have found nothing amiss, Wigg admits to dizzy spells and blurred peripheral vision.

He pulled out of the International Masters in Australia a couple of weeks back, but is fly ing to Australia shortly for a holi day - ironically, it could be that he returns to the track for the first time in next year’s Masters Series after missing the whole of the 1999 season in Europe.

Another rider making a come back at Eastbourne will be Alan Mogridge, who retired from the sport at the end of 1977, but will be returning in 1999 and Czech Grand Prix rider Toni Kasper will again be an Eastbourne regular.

Itinlooks aswill, if League speedway Britain after all, be back on television on a regular basis next year.

A package involving 20 League meetings from May to September has been discussed with Sky Television and it is understood contracts will be signed shortly.

It is likely the meetings will also be made available to Fox Sports in Australia and, with so many top Aussie riders based in Britain, there may be fair interest in the battle for the League title.

Eric Boocock,in socharge often aofvisitor to Australia vari ous British teams brought over by his Gold Coast-based brother, Nigel, has found himself out of a job in British speedway.

Boocock was promoter and general manager at Hull, but new owners have taken over the Humberside track and Boocock has been made redundant.

The former international rider is expected to remain in the sport and is likely to link up with anoth er Elite League club very shortly as team manager.

Kings Lynnhas promoter Buster Chapman put a question mark against the entry of his club in the new ten team British Elite League.

Chapman did not attend the Promoters’ Conference himself and admits to losing a consider able amount of money during 1998.

Chapman says he wili be look ing carefully into the finances of the new seven-man team format Swedish club Bysarna, ly relegated at the original end of before making any decision on October, will be staying in the racing at the Saddlebow Row cir- country’s Elite League. cult.

The Gotland club is racing to Adelaide’s Shane Parker will sign new riders to bring up to be waiting anxiously to hear if his strength a team that had accept services will again be required at' ed racing in the lower League. the East Anglian track.

The Elite League will now have It is, however, certain that eleven clubs, each racing 10 Polish rider Piotr Protasiewicz will home meetings and ten away over a 22-week season on not be returning for 1999.

Tuesday nights which will have the usual mid-season four week Jason has welcomed the break. returnCrump of his parent British club, Each club will have two free Peterborough, to the top level of weeks because of the odd num racing in-Britain and the British 'V ber of teams.

Grand Prix winner will be a cer tain started in the Panthers line up after spending a year on loan The Czech Republic at Oxford. (“Extraleague”) will beLeague racing “I definitely want to go back to regularly on Tuesdays next year Peterborough,” Crump said. “It is and a massive TV deal has been where I am happiest and, even struck for meetings to be shown when they dropped down to in highlight form on Thursdays Premier League racing, I always and Sundays.

Top Czech rider Tomas hoped they would get back into Topinka - who was injured when the Elite League some time.

The Peterborough team could leading the national championship include three Australians, with rounds this year and therefore missed out on qualification by Ryan Sullivan, on loan at Poole performance - has been given a last season and Adelaide young wild card by the Czech Federation ster Brett Woodifield likely to be in the 1999 World the team, assuming Woodifield into Championship rounds. can overcome work permit restric tions.

Already Toni Kasper and Mario Jirout are in the GP series and it Topinka is one of eight riders The shuffling of riders means nominated to compete this year. looks as if Craig Boyce and But to qualify for GP entry, Mark Lemon will be the only two Aussies at Poole, while Steve Topinkae will have to win the Johnston and Todd Wiltshire will Continental Final, or reach the GP face a similar situation at Oxford.

Challenge by coming in the top Jason Lyons may be a target four of that event. for new Elite club Hull Vikings, fol lowing the decision of Belle Vue WiggGlyn hasTaylor, met up with to race in the lower Premier Simon Perth rider who is still riding in the UK at the age of League.

45. rand Prix rider Stefan Danno The two met up at a bike show and fellow Swedish rider at Donnington Park in England Stefan Andersson will be released and Taylor’s comments gave Wigg hope that he will be able to

by Eastbourne after the new for mat placed a restriction on points resume his career. limits.

Taylor had a bad crash at Alice The South Coast club will Springs eight years ago and retain Martin Dugard and David another two years ago in England Norris and former international and has also suffered epileptic Dean Barker will be making a fits, but finds riding no problem.

Wigg and his family have start comeback from the hand injury that has kept him out of the sport ed their holiday at Perth with Steve Johnston. for the last two seasons.

G

Farr close, but Tatnell the most

MANY could have argued that Brooke TatnelTs timing on the December 6 weekend was a lit tle out - until lap 28 of the fea ture race at PCR,that was.

Originally scheduled to fly home from the USA on Friday morning in time for his long suffering girlfriend Laura’s birthday before competing at Parramatta City Raceway the following night in the Shell Helix Gold Cup, the 27 year-old did the unthinkable.

Perfect timing: When it really counted Shell Helix Gold Cup winner Brooke Tatnell was in the right place at the right time.(Tony Loxley pic)

He missed his plane out of Memphis, Tennessee.

“The airport officials thought I was a terrorist,” Brooke said. “They thought my Sprintcar telemetry briefcase was a bomb, or some thing, I think, so they held me up long enough that I missed the plane.”

Instead of arriving in time for a slice of birthday cake, he arrived on the Saturday morning with eight hours to spare before taking on Robbie Farr and the Sydney sprintcar big dogs in the Shell Hehx Gold Cup. “Lucky for me I’ve got an excel lent crew who had the car ready for me when I got off the plane and aU I had to do was show up nnd drive it. That was the easy part,” Brooke said prior to engine starts.

Going into the meeting, Robbie Farr was the prime target, having already won three-mains and fin ished second in the other in his #3 needed to shp by and attempt to set O’Brien Aluminium Avenger.

Farr knew it would be a little hot up his fourth main event win of the ter in the oven, though, with Skip season.

Skip Jackson had come from the Jackson making his return in the #7 Skilled Engineering/ Pennzoil very back of the bus to break into Jackson and Max Dumensy back in the top four, but the two-time the #1 Valvoline J&J. Knoxville champ needed a restart John Walsh and Trevor Shields that never came.

With two laps remaining, Tatnell shared the front row of the 30-lap main event and it would be the Bob (who had kept Farr in his gunJane Bullet Walsh who shot to the sights for the race’s entirety) sailed front. past Farr to take the lead.

The crowd erupted.

Tatnell was glued to the tail of Farr’s car as the duo blasted from Farr looked rattled for a split sec their #16 and #13 starting spots, ond.'

With steam pouring out of the respectively.

Walsh would begin to tire late in engine, he dug deeper to prevent the race and that was all Farr Tatnell getting away, but he

bn wouldn’t have enough for the impeccable timing of the major sponsor of the race’s number one driver.

Tatnell shot across the line to win narrowly from Farr, Dumesny, Walsh, Jamie Jones, Skip Jackson, Bob Jackson, Bob Tunks, Peter Attard, Todd Wanless, Brad Heywood, Darren Saillard, Brett Leadsman, Adrian Maher, Bruce Hill and Peter Craft.

Regardless of TatneU’s win, Farr again extended his lead in the Goodyear Sydney Sprintcar Premiership - this time, he’s 44 points clear ofPeter Attard.

-WADEAUNGER

Skip's campaign gains momentum SKIP Jackson’s defence of his

World Series title took a quan tum leap forward after his record-breaking success during Round 4 at Speedway City, Adelaide, on December 4.

The Sydney star carried a slen der points lead to South Austraha after a consistent, but unremark able, effort in the opening three rounds, but he was able to charge around the 430 metre Speedway City track in a sizzling 12.43 sec onds.

This effort eclipsed his own lap record set at the same meeting last year and was sufficient to top Robbie Farr (12.71), Chas Calandro (12.75) and Trevor Green (12.76) to take out the Fast Time.

Garry Brazier had an early show er after his Maxim struck engine troubles after time trials, while Max Dumesny was also behind the eight-ball after dropping an oil line in his first heat, eventually being relegated to the B-Main.

swallowed up by Jackson, Farr, Not often an Australian champi on has to come through the Tatnell and Queensland’s Dean repecharge, such was the quality of McComb.

Mike Van Bremen was the first the 30-car entry and Dumesny had to settle as first reserve for the A- retiree on lap 9, when his car Main after David Anderson, Mike dropped a cylinder.

On his way to another record Van Bremen and Scott Milling time in the 30-lapper, Jackson gained a transfer via the B-Main. caught tailender Steve BeU by the Local Pete Smith gave the inter nationals a shake when he finished halfway mark, but was unable to a fine fifth in time trials and gained pass any slower cars until six laps sufficient points to make the from the flag.

In an all-Sydney podium, Farr Trophy Dash field.

Jackson pulled an inverted four ran home strongly behind Jackson, for the Dash, elevating Smith to with Tatnell, Madsen, Smith and pole and his Collotype Labels McComb next across the line.

An expected strong showing from Maxim made no mistake, leading in and Randy Jackson, Farr, Brooke Tatnell and Trevor Green Hannagan didn’t materialise, these Kerry Madsen to start the 30-lap drivers eventually finishing sev per from the front row.

“I don’t know how it feels to start enth and eighth but by no means from pole - I’ve never done it disgraced, considering the talent before!” he remarked to the crowd out on the track.

Jackson advanced to 3160 pts, after his stunning run in the Dash.

However, Smith’s car suffered ahead of Hannagan 2420, Ryan Farrell 1780 and Brazier 1560, brake troubles and, with insuffi cient time to rectify the problem before Round 5 at Geelong’s Avalon -DAVID MCNABB before the A-Main, he was promptly Raceway.

18 December 1998

41

Big turn-out for big Cats Historic Briefly

THE big cats were out in force for the Jaguar Car Club of Victoria’s 1998 held Concours at

Sandown Park Raceway on Sunday, November 29.

1998 is a special year for Jaguar, with the 50th anniversary of both the Mk 5 and the XK being celebrated, and not surprisingly, there was a big turnout of XKs ranging from the famous 1948 XK120 through to the latest 276 kW XKR coupe and convertible models.

Not to be outdone, there was an impressive turnout of Mk 5s, which were originally released at the same Earls Court Motor Show 50 years ago.

Several other invited clubs took part in the Sandown Concours - the biggest event

on the Jaguar Club’s annual calendar - including Aston Martin, Austin Healey, Daimler, Mercedes-Benz, Rolls Royce, Triumph and a nice collection of 'Velocette motorcycles.

As well, there were several new Jags, Astons and Bentleys on display and some C and D-type replicas.

The Jaguar Concours has traditionally been Victoria’s largest annual one-make Concours d’Elegance - more than 350 vehicles took part at Albert Park in 1997, and next year the Jaguar Car Club of Victoria plans to use the Sandown track for circuit events in addition to the sta tic displays and concours.

For further information contact Simon Roberts on 0411 872 156.

Winners Sir William Lyons Trophy Andrew Black(XJS Coupe) (Highest points) David Watson Trophy David Reidie (XK120) (Best Sports Car) Andrew Black(XJS Coupe) Kellow Falkiner Trophy (Best First-time Entry) Richard Bouris(Mk5 Drophead) Jack Whitehead Trophy (Pride & Ownership) n Richard Bouris(Mk5 Drophead) Bryson Trophy (Most Desirable Car) Ivan Stephens(SS4) The Sponsor’s Trophy Robert Parsons(XK120) People's Choice

Bob Rob Roy

At November 28-29 the Historic and Classic Rob

Roy was held with special guest Boh Jane in atten dance.

Several aggregate trophies were decided on the Sunday, the most important being the 1998 winner of the Anciens award.

Conducteurs Queensland’s Geoff Russell was crowned ‘king’, driving his Russell Morris Special which uses 1928 Lancia run ning gear in a chassis built

by Russell back in the late ’forties.

The winner is decided by the age of the driver and the age of the vehicle divided by the quickest elapsed time up the hill - a devious equation if ever I’ve heard one!

Veteran competitor Trevor Cole from Melbourne was runner-up in his Austin 7, but the message is “Hang in there, Trevor.” It isn’t possi ble to win the Anciens Conducteurs Trophy more than once, so 1999 could be your year.

Other trophies decided at Rob Roy were the Penrite Shield for pre-war cars - a consistency award based on times recorded at Rob Roy in June and November and at Mt. Tarrengower. This was hotly contested with five competitors within 3 seconds of each other, but finally it was Doug Burnip who emerged victorious in his Ulster Austin 7. It was the

second time in 3 years that Bumip has been successful.

The other aggregate award was the Old Gearbox Company Shield for post-war cars, and this went to the Alfa Romeo 1750 driven by Eric Gorr.

Fastest Time of Day was recorded by Stephen Lunn in his Elfin Mono twin-cam, although his best time was well short of the course record.

For next year. Bob Jane has offered to bring along a fleet of his racing cars for a special display, and Bib Stillwell has expressed inter est in driving, having first competed there in the 1946 Cup Day meeting in an MG TC. As Rob Roy is held very close to the end of the year, the entrepreneurial Don Kinsey has already announced that next year’s event will be the final oppor tunity to drive at the famous old hillclimb in the 20th centui-y - the last meeting of the millennium. Already entries are flooding in - he picked up nine at the Olds & Bolds Christmas lunch with the promise of more to follow.

A special medallion is to be minted for pompetitors and officials to mark the occa sion, and 80-year old Ron Rawson has already signed up to be a track sweeper - a task he first did as a volun teer back in Febraary 1946.

Jags of all kinds: There was something for every Jaguar fan at Sandown. {Photo by Simon Roberts)

lukey Museum reopens ONE of Victoria’s best known collections, the Lukey Museum at Phillip Island is about to reopen after a number of years in the doldrums.

Located within the boundaries of the Phillip Island circuit (which is also undergoing a major facelift), the Lukey Museum houses a fine col lection of racing cars and memorabilia with a strong local interest.

Cars displayed previously included the famous Ford Custom-line and Cooper Climax driven with distinc tion by the late Len Lukey, and a notable motorcycle was a fine Vincent which was the brainchild of the late Phil Irving - a man with a long association with PIARC and the Phillip Island circuit.

One car that is likely to be added to the museum

shortly is the Frank Coad recreation of the famous Vauxhall Cresta which won the very first ‘Great Race’the Armstrong 500 run at the Island back in 1960.

The Vauxhall has been faithfully built by Coad as a

reminder of the car that he and the late John Roxburgh drove over the pot-holed cir cuit to score a memorable victory.

The Lukey Museum is located on the Back Beach Road at Cowes.

Back home again: The Cooper-Climax Type 45 in which Len Lukey (inset) won the 1959 Gold Star.

THE 1998 season has been memorable for Holden in this its 50th anniversary year.

The celebrations picked up when Russell Ingall scored Holden's 100th victory in the Australian Touring Car Championship - a series that had its beginnings back in 1960.

It took Holden nine years before it won its first title, but after a relatively slow start the 100th championship win has been achieved in 265 races - a very impressive strike rate.

The first Holden winner was Norm Beechey who took the title at Surfers Paradise in 1969 driving his Monaro GTS. Holden's other claim to fame is that it is the only manu facturer to have continuously supported the

In Victoria the 1998 Historic season has wound down following three major hillchmb meetings.

At Morwell on November 15 the Victorian Historic Racing Register conducted its all-Historic event in weather described as “sensational.” Although entries were somewhat down due in part to the running of Bathurst on the same day, the 29 entrants had a thoroughly enjoy able day.

With 16 categories run according to Historic class es, most people won some sort oftrophy- as organis er Roy Best said “Very few went home empty hand ed!”

It also meant that aU competitors had at least three runs following a novel practice system which saw groups of cars go onto the track six at a time for six orientation laps to familiarise com petitors with the course as well as to warm up the equipment and get the adrenaline at the right level.

Although there was no official Fastest Time of Day award (the organisers saw it as a disincentive for people to enter), a special trophy was presented to Andrew Makin for scoring the quickest time in his Formula Ford.(There’s a tricky logic in there some where!)

Classes were organised according to who turned up, which meant there was a category for classic sports cars, and a Morgan Cup for two klogs.’'There was even a ‘Speedway Categor}f as ^n ToWley appeared with his \dntage speedcEU - and he won! n Entiy forms are now available for the popular VHRR Practice Day to be held at Calder Park on Sunday Febraary 14.

The gathering is open to all financial members of the VHRR, plus the Austin 7 Club, Historic Touring Car Association, VSCC, the Sunbeam Club and the Lotus'Club. A current club membership and at least a CAMS Basic Licence is required.

'There will be no entries on the day. For details phone Brian Simpson on 9744 7309 ah.

ATCC over its entire 39-year history.

An interested onlooker at the 50th anniversary re-enactment of the launch of the first Holden on November 29 at Fishermens Bend was Harry Firth, the man responsible for guiding Holden to many of its great successes in his capacity as HDT Team Manager.

The normally agile 81-year old was tem porarily confined to a wheelchair at the fes tivities following a knee reconstruction.

Knowing Harry, it wont be long before he’s back behind the wheel of his famous super charged TC in various Historic events - he says he has a good looking physiotherapist to help him on his way!

- BRIAN REED

n Good news from the Austrahan Grand Prix Corporation is that British racing legend Stirling Moss win again be t^ng part in the Tattersalls Historic events at Albert Park in March. He’s a great drawcard, and it seems he now likes to make an annual appear ance at the Qantas AGP i carnival.

I n To all Historic race fans, a Happy and Safe | Christmas,and may your i lap times get better in the ; New Year!

-BRIAN REED

%

42 IS December 1998

/W®0®[FSm®[7[j’

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By Peter Whitt^ Editor-Australian RallysporflTews McRae Focus test Although the 1998 FIAseason World Rally Championship finished only last week, the Ford World Rally team is already testing for the 1999 season, which begins with the Monte Carlo Rally in January when Colin McRae will debut the new Ford Focus World Rally Car. McRae drove the Focus WRC for the first time on Friday at the Ford World Rally team develop ment base, clocking up around 80km of hard testing.

“Although it was the first time he had driven the Ford Focus World Rally Car, Colin didn’t hold anything back,” said Ford World Rally team director Malcolm Wilson.

“It was flat out driving from the very start - certainly the hardest test the Focus has yet undergone - and he was absolutely delighted with the performance. There was nothing that sounded alarm bells, so I was just as happy that the car had successfully come through such a rigorous test.”

The team will continue with engine mapping work in Britain this week before the Fo'cus’ first major test abroad next week, when McRae and Simon JeanJoseph will drive the car during^a five-day test in Norway.

Race'Of Champions

olin McRae beat his brother, Alister^ in the final run-offs of the Race of Champions, being faster in the two World Rally Cars, but losing out to his younger broth er in the race with Formula 2 cars.

Former World Champions invited to contest the Classic races were Blomqvist, Vatanen, Waldegard, Salonen, Biaslon and Mikkola.

In the Race of Champions races themselves, drivers faced penalties of 10 seconds for hitting guardrails on which advertising banners had been placed and five of the eight drivers suffered penal ties for this reason , including

Blomqvist, who was beaten by Sainz as a result.

In the semi-finals, Mister, who had never rallied Ford nor Toyota World Rally Cars, beat Sainz, who had rallied in both, while Colin McRae beat Auriol after the Frenchman had hit a barrier with his Toyota and had to retire.

The final ran to the three knock out runs.

Alister again suffered a penalty, but Colin had done enough to win a competition in which he had never had success before, “It was something special to compete with my brother in identical cars and it’s the first time it’s happened.

Colin said. “I couldn’t have wished for a better opponent in the final.”

Neal Bates was knocked out of the Masters event by new Ford driver Thomas Radstrom.

Bates ran wide on the final corner of his run, ruining his chances of appearing in the Champions section, Tuckett winS Jyniof

Challenge

was third in a Toyota Levin, fol lowed by Tasmania’s David Catt (Toyota Sprinter) and Victoria’s Sam Vaughan (Suzuki Swift GTi).

Both Catt and Vaughan saw their chances drown out (literally) when they dropped 15 minutes each stuck in deep creek cross ings.

Queenslander Adrian Bukmanis lead the event for a couple of stages in his tiny 1973 Honda Civic, but the Sunshine State’s leading junior slipped oft the road on the sixth stage and was unable to finish the event.

Abe Tyckett and Toni Feaver: 1998 ARN Junior Rally Challenge Champions.

estern Australian d river Abe Ww n * Tuckett beat challengers from five other states to emerge victorious in the final of the ARN vlunior Rally Challenge in Canberra on December 5.

Driving his Daihatsu Charade GTi, Tuckett and co-driver Toni Feaver finished the National Capital Rally relatively unscathed while most of their competitors suf fered problems of some sort.

Second in the 25 and under series was New South Wales finalist Mark Banyard in a Datsun 180B. The local Canberra driver was by far the fastest of the six finalists, but electrical and gearbox problems ruined his chances before the halfway mark in the eight stage rally.

A broken strut insert was Tuckett’s only problem, making the long 4500km journey from Perth worthwhile.

For his victory, the 21 year-old picks up cash and trophies worth over $13,000.

South Australian Mark Tillett

After his victory, Tuckett said he plans to upgrade his Daihatsu to Group A spec to contest the Formula 2 title in next year’s Australian Rally Championship.

due to fire danger early in 1998.

The first two-wheel drive car home was the Datsun 180B of Gavin and Eric Croker.

Champion Sandy

1. J. Mitchell, Mitsubishi Lancer Evo 3,1:22,02 2. K. Willett, Mitsubishi Galant VR4,1:22.50 3. M. Sandy, Subaru Impreza WRX,1:22.59 4. P)Qpver, Subaru Impreza WRX,'1:23.32

Third place theenough National Capital Rallyinwas to give Subaru Impreza WRX driver Miles Sandy and co-driver Michelle Murphy the 1998 NSW Rally Championship.

The event was won by the exMichael Guest Lancer Evo 3 of

the ARC.

Bates and co-driver Jenny Brittan ran the fully-supported works Daihatsu Charade in the

about it. It’s, one of the best-kept secrets in Australia.”

In his first hillclimb for nearly two decades, the Melbourne driver also won the Peter Janson Perpetual Trophy for the fastest touring car.

Craig Lowndes was also in atten dance at One Tree Hill, another impressed with the event and the 1.7 km climb.

Both he and Faulkner were enjoying the weekend, a motorsport event with a relaxed atmosphere compared with the cut-throat V8 category, as well as spending a lot of time chatting with fans.

Saturday’s practice was full of delays and incidents for the 77-car field, the largest seen in the Victorian Hillclimb Championship this year.

Ballarat driver Rod Robson was lucky to escape uninjured after his Subaru Impreza STi left the road at

5. T. Stilling, Mitsubishi Lancer Evo 3,1:24.17 6. M. Myers, Toyota Celica GT-Four, 1:24.19 Morris’ fstl6 Mitsubishi G alant VR4 driver Mike Morris is the new Victorian Champion after winning the final round of the series at Ballarat on November 28.

After the first four cars on the road retired early in the event, Morris’ biggest rival for the title, Phil Messer, had to act as gravel sweeper as car one on the road and suffered badly.

Messer had to win the rally and/or beat Morris to take the title in his Lancer GSR, but the Galant VR4 driver proved too tough an opponent in the final round of the series.

Third place in the Begonia Rally went to the ex-Graeme Wise Mitsubishi Lancer RS-E of 22 year-old Scott Redder, with Mark Rodgers fourth in a Subaru Legacy RS Turbo.

The Begonia Rally was another event being run after being rescheduled - it had been rained out a fortnight earlier.

Steve Poore won the Novice Championship in his Subaru after a consistent performance through the year.

Finai results 1. C. Morris, Mitsubishi Galant VR4,1:14.50 2. P. Messer, Mitsubishi Lancer GSR, 1.15.14 3. S. Pedder, Mitsubishi Lancer RS-E, 1.15.26 4. M. Rodgers, Subaru Legacy RS Turbo, 1.16.56 5. M. Grigg, Mitsubishi Lancer Evo 3,1.17.05 6. S. Poore, Subam Legacy RS Turbo, 1.17.27

Final results

Coote still has it urray Coote won the final round of the 1998 Queensland Rally Championship driving, of all things, a Datsun 1600.

Coote won the rally by an amazing one minute and 44 sec onds, with Steven Shepheard’s new Mitsubishi Lancer Evolution 5 in second place.

The leading four-wheel drive runners all had problems of some sort during the rally, but that’s not to take away from Coote, who showed his Australian Champion form of old to take an historic win.

Daihatsu quits ARC

DAIHATSU Australia advised Rick Bates last Friday that there was no budget available to run its 1999 rally program and that it was pulling out of

Faulkner Bellas Ihe Golden Mile JOHN Faulkner not only won the 1998 Autopro/Revolution Racegear Ararat Golden Mile Hillclimb, but also smashed the existing outright record at the final round of the Victorian Hillclimb Championship.

Faulkner, in his VSSupercar Commodore VS,took just under one second off Stan Keen’s 1993 record - set in a Formula Brabham Shrike - after clocking 44.89s on his sec ond run.

He failed by just two-hundredths of a second to repeat the dose on his third and final run.

In setting the time, he also claimed the touring car record, also set in 1993 by Bob Jones.

“The guy gave me a drink at the top of the hill and I was just shak ing,” said Faulkner after breaking the record.

“I’m really impressed with the event; more people should know

John Mitchell, who finished 48 seconds clear of the older style Galant VR4 of Karl Willett.

Sandy was third, closely fol lowed by Herald-Sun journalist Paul Gover in the Subaru Impreza WRX that Cody Crocker drove to the Group N Australian Championship this year.

The eight-stage National Capital Rally was held in dry and dusty conditions, quite a contrast to the event which was rained out in August.

In fact, the event had turned a full circle, having been cancelled

won the 1998 ARC and Manufacturers Championship and the F2 Drivers Championship after victories in four out of five rounds and scoring 170 points out of a possible 180 for the season.

Daihatsu has now given Bates the cai-, but he needs to find a budget for the 1999 Australian Rally Championship.

HIGH SPEED WILL: Jehn Faulkner blasted his way up One Tree Hill on December 6 to snare the overall record.(Pic: David Jowett)

high speed at turn two, narrowly avoiding corner marshals - unfor tunately, the Impreza was deemed to be too badly damaged to run on Sunday.

Andrew Ford’s Birrana 374 Formula Libre car took second overall, just under three seconds shy of Faulkner’s lighting-quick time.

Shane Bridges’ open-wheeler.

rotary-powered machine took third, ahead of the top sports car of Peter Bail(Mallock U2).

Ballarat Mini driver Peter Stoddart took a fine ninth overall, as well as winning the Glen Shore Memorial Trophy for the fastest Mini driver over the weekend, an effort with even greater significance as Stodds” continues his battie with cancer.

“I tell you what. I’ve got an illness, but running up here has actually half cured me I reckon!" said a delighted Stoddart.

Event director David Haddon and the loyal officials of the Ballarat Light Car Club once again put on a top quality event, of which all competitors were extremely vocal in their praise.

-AARON NOONAN

0.

FRENCHMAN Didier Auriol will, by his own admission, agree that 1998 has been a roller coaster ride, even more so than is normally the case with a World Championship Rally Driver.

Making a comeback to the World Championship - after spending much of 1996 and 1997 on the side lines testing for Toyota while TTE developed the new Corolla WRC was a for this year and beyond hard pill to swallow for the 1994 World Rally Champion, but there was little alternative.

He is France’s most successful rally driver of all time, the only Frenchman to win the World Rally Championship.

Auriol started rallying in a Simca 1000 and great results ultimately helped ensure works assistance in Renault 5 Turbos.

Victory eluded him, however, until a switch to an MG Metro in 1986, when he became French Champion.

Another switch to Ford for 1987 enabled him to dominate his national series for a second and third time, but he was eager to move up the ladder and eventually scored his first World Championship win in the 1988 Tour of Corsica.

A sensational drive to third on the usually Scandinavian-dominat ed 1000 Lakes earned him a Lancia contract.

By 1992, he had progressed from junior partner to team-leader, win ning the Monte Carlo twice, domi nating the Corsican event and win ning events as diverse as Australia and Finland.

Unlucky not to win the World Championship in 1992, he moved to Toyota for 1993.

He quickly got to grips with the Celica and duelled with Carlos Sainz’s Subaru for the 1994 Drivers’ Championship, eventually n seizing the title on the last round.

The Toyota team’s, disqualiflca''tion in 1995 meant that Auriol spent time resting and helping deyelop a new car to the new WRC rules over the next two seasons.

The team returned with Auriol for several rallies in 1997 and a fine third on the Rally Australia gave the indication that the Frenchman would be back - and hungry for more success -in 1998.

But the first few events proved a huge disappointment.

Auriol is at times brilliant, blind ingly fast, forceful and aggressive behind the wheel of a rally car, but is one of the most inconsistent dri vers at the top level.

He can run hot and cold and is perhaps the most,for want.of a bet ter term, emotional of drivers, more prone to being affected by events outside the car and therefore easily put off his game.

Then there was the incident dur ing recce for the Tour de Corse in 1995, when Auriol was involved in a contretemps with a hotel employ ee who was allegedly acting strangely toward his daughter.

The incident brought about the split of Auriol with his long-time co driver, Bernard Occelli.

Occelli was replaced by Denis Giraudet, who has been Auriol’s partner ever since.

That year, 1995, turned into a right shocker for Auriol.

World his Defending Championship crown, Auriol had one thing after another go wrong, not the least of which was the fact that the then-new Celica 205 was too big and was lacking in power, thanks to its big turbo being choked off by the restrictor which the FLA had imposed.

Auriol may have won in Corsica, but that would be his last WRC vic tory in three years.

18 December 1998

Burning ambition As his rallying career winds down, World Rally Champ Didier Auriol has his sights fixed upon one more world title.

JON THOMSON spoke with the high-powered Frenchman.

A sudden burst of speed from the Celica TTE towards the end of the year saw the uncovering of the biggest cheating incident to ever rock the sport.

TTE was found guilty of using an ingenious restric tor bypass system.

The penalty was loss of all points in 1995 and a year on the side lines in 1996.

It was the low point of Auriol’s career.

A three-event program in 1997 with the new saw Corolla Auriol take third in Rally Australia and gain some promise for the future.

But the new year would bring exasperation for Auriol.

Five rallies into 1998 and Auriol, Spook Phoioeniph ics phm«' who had done most of that This was surely the end of the developmental work on the new road for the man from southern Corolla WRC, was being written off France. by the so-called experts.

But, like many champions, he A poor showing at Monte Carlo - found the resolve to bounce back. where team mate Carlos Sainz gave He shamed the Toyota team’s Corolla its first WRC win on his decision by winning in Spain, mak first event back with TTE and ing them realise that he was a valu Auriol would finish 14th after a able part ofthe team. crash - was followed up by a poor Was he upset at his treatment by performance in Sweden, where the the team?

Frenchman was way off the pace in “Sure, I think it was a bad deci sixth and struggling. sion not based on all the facts. I These lows were followed by a was as quick as Carlos when I had distant fourth place in the Safari no problems with the car and I was and a retirement in Portugal, having plenty of bad luck and prob where Sainz took second and lems in Monte Carlo, in Sweden Belgian Toyota rival Freddy Loix and so on, but you have to keep try took third. ing,” said Auriol.

These results led TTE manage Did his treatment play a role in ment to drop him from the team’s motivating him to try that little bit official pointscoring line-up in harder?

Spain.

“I was trying hard before, so it wasn’t about trying harder - it was a matter of keeping my motivation up and, when it all came together and there were no prob lems, I was able to win,” he said.

The performance in recent events have must Of impressed Anderson and the management at TTE, because the team re-signed Auriol to work alongside Sainz again in 1999, very early in the rally silly season.

This was despite rumours that a brace of young and bold drivers was being courted to the rjfeplace Frenchman.

Freddy Loix, Marcus Grundholm ,and several others were being put for ward as potential Toyota stars, but Auriol won through and will line up for the Japanese maker in what will be the most fiercely fought battle for the World Rally Championship since its incep tion in 1979.

“It is going to be a big test in 1999, but I think the established makes are going to still be the ones on top,” he said. “The competition is so hard in WRC that success is going to be very difficult for teams like SEAT and Peugeot to taste in the first couple of years.”

Despite having a reputation as being more of a tarmac specialist than a gravel man, Auriol says that it has always been his goal to be good on whatever surface and to be able to win any round of the WRC. “It has always been my ambition to be fast on every surface - gravel, tarmac, wet, dry, snow, or ice. That

43

is the great thing about rally - it is the biggest challenge in motorsport,” said Auriol.

Auriol got started in rallying after he watched an event close to his home when he was about 18.

“I saw the drivers and I watched what they were doing and I knew I could do that and do it better,” he enthused.

“From the very first time I drove a car, my father’s car, I just was able to put it sideways and do what I wanted with it. I could play with it and make it do what I wanted.

“It is still the same now - when I play with a car when I am enjoying it, I can drive it much faster,” he added.

Auriol started his working career as an ambulance driver in France and reckons that, if he hadn’t made it as a rally driver, he would still be rushing people to hos pital - “they would get there very quickly, but also very safely, as well,” Auriol laughed.

Auriol keeps fit by riding moun tain bikes and running, but you get the feeling that he would like to spend more time doing that in his native France, where these days thanks to the unrelenting schedule of the World Rally Championship he spends less than 100 days per year.

“It is a very tough schedule and it doesn’t give you much time at home,” he said. “I try to spend as much time as I can at home and when I am there I am totally focused on my family, nothing else but my wife and my two children.”

The balding Frenchman has a reputation of being at times grumpy and short with people who annoy him.

Having just turned 40, his repu tation for a short fuse has not changed much and he agrees he is not getting any mellower with age.

“There is lots of pressure on WRC drivers today - it makes it very hard and you have to be very demanding to make it all work,” said Auriol.

The recent accident at the Australian launch of the new model Corolla, when Auriol rolled Neal Bates’ Corolla WRC and caused severe damage,is something Auriol is not keen to talk about - “these things happen; it was an unfortu nate incident,” he said curtly.

How long does Auriol give him selfin the WRC fast lane?

“I will stay there so long as I am fast and competitive and I think I have shown that, when there are no problems with the car, then I am still on the same level with all of the other top drivers,” he said. ’Who is Auriol’s toughest oppo nent?

‘Well, you know, there is not just one tough opponent in the World Rally Championship, there are sev eral who are all on the same level.

Cai-los, McRae, Tommi and Juha; I think all of them are just as tough as each other,” he added.

With Auriol’s contract recently with TTE, the confirmed Frenchman will stay with Toyota until the end of the year 2000, countering the strong rumours that he would be a possible starter in the line-up with French maker Peugeot.

Patriotism has no role when your career has a shelf-life and time is running out.

With Peugeot planning only a limited program in 1999, Auriol had to go with Toyota’s full year of competition to perhaps have one last shot at winning his second World title - after that, Auriol will most likely retire to the south of France, but the chance of some freelance ambulance driving is not a part of the diminutive Auriol’s agenda.

44 18 December 1998 OAKLEIGH Go Kart Racing Club hosted the 1998 Yamaha Victorian Closed Titles at their Clayton track on December 6, David Sera, Brent Rose, Bart Price and Matthew Blanchard all enjoying success in their respective classes.

Midgets

David Sera set the fastest time in Midgets and Jarred Madwin sat very close behind all weekend and opened up a gap on Benjamin McCashney, who struggled with set-up.

In the final. Sera got the start and, with half a lap down, Medwin tangled with McCashney, ending both their races, which allowed Ti-ent James and Jordan Lindstrom up to second and third - while Andrew McFaland was right behind, he couldn’t get through for a placing.

Dlfd

Pfenty of exdtement at Viftorian Closed titles pile-up on the corner after the start.

The pre-final was a clean start and the field quickly settled into single file before the quicker karts started to pick their way through the field.

The final saw Ben Savage, who qualified fastest, get the start ft-om Tony Pugliese and the pair pulled away from John Ippolito and Remo Luciani.

On lap 5, Pugliese made a big dive down the inside of Savage at the end of the straight and Savage had no immediate answer.

Lap 11 and Savage dived under Pugliese, but a lap later the favour was returned and Pugliese pulled away for a well-deserved win.

After a series of bad luck. Savage was next, with Luciani third.

Ciubmao Light

Clubman Light had a field of twenty two, with Bart Price setting the pace in qualifying - in the heats, he was up the front end of the field with Client Cathcart, James Small and John Merit.

The pre final saw Price and Merit pull away from the rest and, on the final turn. Merit dived imder Price and put him off the edge for a nar row win.

The final was very hectic for the first couple of corners, with every one trying to stay close.

On settling down, James Sera was in the lead, with Merit, Cathcart and Kevin Stray close behind, with the rest of the field dropping back.

On lap 4, Merit went wide at the end of the straight and the others dived under him - he was bumped off the track by a mid-fielder whenrecovering.

Matt Coleman was up to fourth, but lacked a bit of speed and, at half-distance, Cathcart and Sera had a buffer on Stray and the rest were dropping back. ' Cathcart soon pulled away from Sera, which took the pressure off him a little,and Stray was comfort ably in third.

Junior Clubman

By this much: Barbara Agrimi set the pace in RESA, but was forced to settle for runner-up status in the final.(Bums pic) The final - which at the time of The front bunch of Riddell, to go, the gap had gone and Edgar writing is under appeal - was Whittacker and Gretgrix had a gap had consolidated third.

With two laps to go, Murray put great, with Blanchard and Medwin back to Brett Arnett - who strug Stania back to second and held on swapping around at the front and gled for speed - and Steve Willing.

Jelbart got hit again as he for the win, with Edgar next in line. building a small buffer.

By halfway, Driscoll and Michael worked his way back the field and Rookies Pareira had closed up onto the front had to do it aU again.

Rookie'Shane Price showed his Riddell and Whittacker swapped pair, while Adam Bullas and ■Brooker were working away at the the lead several times and Gretrix speed in qualifying and withstood was close behind until half-distance aU challenges, especially from Ben gap behind them, eventually clos ing up and making it a four kart when the three drivers entered the Small, who was never far away aU battle for third. end of the straight three-wide, weekend and did take his turn in Medwin got' past Blanchard on Riddell and Whittacker tangling on the lead.

The final saw Price and Small the ^nal lap and, when Blanchard the exit and retiring, handing a pull away fi-om Ashley Rintoul, who large lead to Gretrix - Arnett inher tried to regain the lead, the two hit, Blanchard retiring and allowing ited second, while Jelbart finally seemed to struggle a bit all meet ing, but still kept a determined Bullas up to second, with Pereira got through for third. third.

Andrew Budge behind him to finish Clubman Super Heavy third, behind Price and Small.

Chris Skinner and Jason Stania Senior National Heavy RESA Darren Whittacker set the fastest - who was quickest - had a great Junior National Heavy Small Jn stature, but big on tal Matthew Blanchard qualified time, but a tangle in the final of battle all day, until the final of the ent, describes Barbara Agrimi in Clubman Super Heavy. fastest in Junior National Heavy Senior National Heavy put him out of contention.

Rob Macri, Philip Treloar and the RESA class when she qualified and easily won heat one.

Glenn Riddell dominated the Ben Driscoll took the lead from Skinner tangled on lap 1 in the on pole.

Heat one and Agrimi held out infield, with Skinner the only one of Blanchard in heat two, but went off heats and pre final, while Heath the three to continue, the incident Craig Shillito and Paul Grieve, Jalbart, Whittacker, Dion Gretgrix on the first lap, with Travis ● while in heat two Shilhto won from giving Stania a good-sized lead. and Rhys Gooch crossed the line in Medwin, Troy Woolston, John Adam Murray and Murray Edgar Grieve and Agrimi, who raced very Thorn and Peta Brooker bunched a very tight formation, with the close together. order changing several times in the - both coming from down the field a up behind Blanchard. bit because of an accident in heat The pre-final saw Shillito have Blanchard and Medwin swapped last thirty metres, problems and retire. two were coming on strong.

The final started badly for places several times in the pre The final and Grieve, Agrimi, Halfway saw Murray closing up final, before Blanchard pulled Jelbart when he was forced wide off on Stania and, with only four laps Marcel Fabris and Shane Fewster ' the track, although he recovered. away. got the best of the start and swapped places at the front until about halfway, when Graeme Smith and Fabris tangled at the end of the straight.

Grieve settled into the lead with Agrimi next and Fewster came good at the right time to take third.

Senior National Light

Senior National Light was anoth er class to finish under appeal, so placings are provisional only.

Bart Price set the pace, but Tim Macrow was always close by.

Matt Wall started slow, but came on strong later in the races to take a solid third place ahead of Craig Arnett.

Clubman Heavy

Heat one of Clubman Heavy saw twelve of the twenty seven starters sitting on the sidelines after a big Big boys: #43 Bemie Kelly and Jim Ramsay in Clubman Over 40, before Ramsay passed for the win. (Bums)

Adam Bullas set the pace in Junior Clubman, although Will Davison had the best set-up in the pre-final to lead Andre Morgan and Matthew Blanchard across the line.

The final saw Morgan snatch the start from Davison until lap 2, when he went off to rejoin in midfield.

Lap 5 and Blanchard dived into the lead and slowly put a gap between himself and Davison, while Travis Medwin closed up on Davison and the pair pulled away from the rest ofthe field.

Although Medwin tried, he couldn’t take second from Davison, as Blanchard crossed the fine first.

Clubman Over 40

Clubman Over 40 saw Jim Ramsey quickest, but Bemie Kelly was winning the heats and pre final.

Kelly got a good start and Ramsey followed with Peter Rodgers next, as he had been all day.

Ramsey tried an unsuccessful pass on Kelly, but lost ground, giv ing Kelly a small buffer.

Halfway and Ramsey was closing on Kelly as his handling went off a little bit.

With one and a half laps to go, Ramsey slid past Kelly to steal the title away from him, with Rodgers third.

Junior National Light

Taz Douglas was the quickest of the Junior National Light in quali fying.

Dean Foster didn’t get a good start in the final and dropped way back, but came back and by lap 4 was back up into third and chasing Brent Rose and Jace Lindstrom.

Trent Bockman and Douglas closed up on Foster and the three of them had a great race, swapping places until lap 12, when they started to separate.

Foster set off after Rose and Lindstrom, but it was too late.

Lindstrom challenged Rose on the last lap, but had to drop in behind - he made another last effort approaching the line and got beside Rose, but couldn’t take the win from him, while Foster settled for third.

As the year winds down, I wish everyone a Merry Xmas and a great New Year of racing.

-GRAEME BURNS

oYo

18 December 1998

45

FIA honours Briscoe RYAN Briscoe represented Australia at the FIA’s annual prizegiving ceremony in Monaco on December 12.

Winner of the PIA-fMK North American Karting Championships in the Formula A class, Briscoe received his trophjLfrom inter national karting supremo Ernest Buser, the FMK President.

Victory dais: Brett Hasenkam celebrates his RESA Cup triumph in fine style.(Sean Henshelwood)

Hasenkam’s RES

RUNNING in conjunction with the 1998 Wynn’s Australian Karting Championships was the PCR RESA Cup, which in the early rounds at Adelaide’s Bolivar Circuit

and the picturesque Ipswich Raceway was dominated by Orange Tony Kart driver Brett Hasenkam.

At the third round of the series in Melbourne, it was local driver Ashley Wright in his Tecno who emerged as Hasenkam’s major threat, taking a strong victory after a second in his debut series race at Ipswich.

Another driver who was emerging as a likely title contender after the second round was TibiKart’s Darren Steeden - a former Formula A driver making a comeback as a driver with the emerg ing TibiKart team.

He immediately made his presence felt in the series with strong heat runs in both the second and third rounds, but was hampered by persis tent mechanical woes during the finals.

As the drivers lined up for the final round at the Eastern Creek International Karting Raceway complex, it was two young drivers who emerged from the pack as potential future champions.

Young Victorian driver Timm Weitzel, who joined the series at Ipswich, was steadily improving with each outing and took a dominant win over Wright and the rest of the field in the pre-final. n Despite this, he was forced to line up on grid four after officials deemed he had jumped the start.

The other emerging talent was Darrell Smith’s new pro tege, Andrew Tomhnson.

Tomlinson had tested an Intercontinental A PCR facfbry team chassis with Smith after this year’s World Championships at Parma in Italy and was looking for ward to joining the interna tional ranks within Australia for 1999.

Driving a PCR chassis, Tomlinson worked his way through the field, the immensely talented 16 yearold taking victory in heat one - unfortunately, accidents

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within the pack and mechan ical woes stopped his run through the finals.

Hasenkam, meanwhile, held a 34 point lead over Wright in the series as they went into the final round and, despite being well on the pace in early practice, had dropped back to 13th qualifying spot.

He managed to work his way through to claim third in the final behind Mouat and Weitzel, who drove a bril liant race to claim the num ber one spot and take the biggest win of his career.

As first prize for winning the series, Hasenkam received a fully-funded drive in the 1999 Championships in Intercontinental A, although at the time of print ing he was still undecided as to whether or not he would compete.

The final championship score after four rounds saw Hasenkam take victory with 180 points from Wright (148), Dean Oven (119), Sydney Tecno distributor Steve Pettaras (119) and Adelaide’s Dean Nicolo (111).

-SEAN HENSHELWOOD

The 17 year-old Sydneysider wrapped up his title in the final round at Charlotte, North Carolina, after claiming the runner-up spot in the Las Vegas opener and winning the second round at Toronto.

Briscoe is graduating to Super A next year and will be competing against James Courtney, the 1997 Formula world champion and winner of the 1995 Five Continents Cup Junior category.

Both drivers have renewed their contracts with their Italian teams for the coming sea son, Briscoe with CRG and Courtney with Tony Kart.

Briscoe’s commitments next year include the Italian, European, North American and World Championship series, the World Cup in Japan and the Margutti Memorial Trophy at Parma,Italy.

More glory: Star karter Ryan Briscoe

MANUFACTURERS CUP: After a close-fought battle throughout the early rounds of the 1998 Wynn’s Australian Karting Championships, it was finally the World ^ Championship winning Tony Kart team which broke through for victory in the Manufacturers Cup from Tecno and Top Kart.

Despite not taking an FMK title for the first time in many years. Tony Kart had the; majority of entries within the series and broke away from the other 21 manufacturers at the ; final round at Eastern Creek International Karting Raceway. i The final tally saw Tony Eiart take its second consecutive title with 204 points fi'om Tecno : (154), Top Kart (134), An-ow (99), CRG (89), Merlin (62). PCR (61), Birel (51), Mirage (35), i - SEAN HENSHELWOOD Energy (25), Dino(18) and Revolution (8).

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46 18 December 1998

IM^0®178[D®I7{}

Oakley’S vision for the future

DULON LAUNCHES NEW PRODUCTS n In recent months, Dulon Australia has launched a new protector and sealant that will enhance the performance of a wide range of competition vehi cles, yachts, speedboats and air craft.

Advanced technology gives Oakley users startling clarity

The two-component polish was jointly developed by Europe’s leading Boat Care Co. Multi-Job and Dupont.

It features an acrylic base, is non-toxic, non-flammable and fully biodegradable. It contains no wax, silicone or petroleum bases and can be easily applied to all paint, plastic, carbon-fibre, chrome,timber, stainless steel, aluminium, glass and non-porous rubber surfaces.

A unique fact about Dulon is that once applied, it forms a mol ecular network over the treated surfaces, allowing flexing, bend ing, contraction and heat dissipa tion to take place while providing 100% protection.

Dulon is also sunlight resistant and prevents surface damage by UV rays.

The Williams Formula 1 Grand Prix team has already demonstrated the qualities of Dulon I and II polish and protec tion systems.

Dulon is available from LP Auto Protection plus Dulon Australia and leading automotive and marine accessories outlets aroruid Australia.

DULOffI DUUW

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SCHOOL’S A DRAG n Queensland’s Drag Racing School, run by US Top Alcohol Champion Ken Lowe,is upgrad ing its two new cars to super charged engines thanks to the support the school is receiving from sponsors and students alike.

The Drag Racing School also recently held another class with Ashley Bailey, Sean Maher and 4r^

I

n

Recently you’ve read a lot about American drag racer Scotty Cannon and his linking up with the foxmder and CEO of Oakley Jim Jaimard to take on the mi^t ofJohn Force in nitro Funny Cars on the NHRA Winston tour next year.

Reports have Jannard putting in something like $5 million a year for three years of his own money (see Jon Asher column this issue on page 33) to fund one of the finest racers in the world in their quest to topple Force and finish his incredi ble reign as the king of nitro racing.

Jannard himself is an incredible person who started his company 21 years ago with just $300 and has taken it to one of the world’s most recognisable and exciting brand labels, known for great products but, most importantly, quality products that are on the cutting edge of technology.

Knowing that, it isn’t hard to understand that, from what we’re told by people both here and in the US, Jannard’s principal in life appears to be simple - be the best at what you do and make the very best products available, developing and using the latest in know-how and technology.

We’ve always known that thb Oakley products were good, but I didn’t really understand just how good they were, that was until I was subjected to a technology extravaganza by the guys at Oakley Australia that would have made the Electric Light Orchestra (ELO) proud (My dad tells me ELO was a great band ... well ahead of their time, much like Oakley!).

Needless to say, following the demo that including words and

Debbie Courtney also successful ly completing the course.

Bailey, who owns the Oz Nitro Funny Car with his brother, ran the fastest pass ever recorded in the ‘classroom,’ topping 151 mph!

For more information on the Drag Racing School write to PO Box 77, Oxenford, Qld.,4210, or call them directly on 0411699 535.

nology and then producing such an exciting range of eyewear, Jannard aind the Oakley team haven’t been idle and have developed a brilliant new shoe, called “Shoe 1” which will be available from February, along with the just-released titanium watch, the “^me Bomb.”

For more information on the

1 can see clearly now: Oakley’s racing guru Tim Page demonstrates the new helmet visor technology on the infrared Scope, Oakley range of products, contact their Australian head office on 03 5220 5100 or visit their website at www.oakley.com.

Tyre safety <he<k a heliday must It could be the difference between a great or disastrous Christmas A simple pre-holiday tyre safety check could be the difference between a safe Christmas hohday and a disastrous one, according to Ford icon Dick Johnson.

1 ,V-

School’s out: Another class successfully completed.

machines like the ‘Scope’, Unobtainium, titanium, Plutonite, XYZ Optics and Polaric Ellipsoid Geometry ... and mind you, this was all after looking at their first efforts which were marketed with the “Thermo-nuclear protection” banner ... I was convinced that Jannard lives up to his principals.

Using each and every bit of tech nology that Oakley’s team have developed, the company now has an incredible range of eyewear, with each product giving startling clarity across the entire swath of your field of vision while, at the same time, making you look fabulous!

Just ask Craig Lowndes, Greg Murphy and Darren Pate who are amongst a bunch of other talented superstars all wearing and endors ing the Oakley name and products.

It doesn’t stop there, though, as while all this is great for the dri ving enthusiast, or those just trying to keep up with their own image by being seen in the best eyewear on the market, the great news for Lowndes, Murph, Patey and other real racing drivers is that Oakley is currently in the process of applying its incredible vision technology to helmet visors.

And, after seeing the differences in the Oakley visors (and eyewear) to what else is available on the market, you too will be amazed at what a difference the Oakley prod uct will make to your vision.

The company is currently in the midst of signing deals with some of the world’s best helmet manufac turers and that should see their helmet visor technology commer cially available over the next six to 12 months.

Aside from developing the tech-

Johnson suggests that all car owners give their tyres a simple and no-cost check-over prior to heading off for the annual Christmas break.

“Being careful on the roads at Christmas is pretty obvious advice,”

he says, “but not too many people think about what, sort of shape their tyres are in before hitting the holiday roads.

“As far as I’m concerned it’s better to fix any potential problems before you start the holiday other-

wise your plans could be ruined.”

Johnson also recommends motorists check all tyres, not just on their cars, but including the spare, and on any caravans, boat trailer, horse floats and even motor cycles.

“Even if a tyre failure doesn’t cause an accident it can be costly in terms of lost recreation time or try ing to find a replacement tyre somewhere beyond the ‘back of Bom-ke’ on Boxing Day.” Tyre pressures should be the first step of the do-it-yourself tyre inspection, according to the five time Australian Touring Car Champion.

“Dunlop recommends checking the t3me pressures to ensure they comply with those listed on the vehicle’s tyre placard, remembering that there’s usually advice to increase pressures for constant high speed highway running or when you’re running holiday lug gage loads.

“Also, the tyre’s sidewalls need to be checked for bulges, cuts or other damage, and the tread for inbedded nails or other foreign material, and of course tread wear itself.”

Johnson says.

Full Of air: Dick Johnson checks his Dunlop tyres before heading off safely on his Christmas holidays.

DU(o.

0

W December 1998

47

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* SUITABLE FOR MOST STEERING WHEEL AND PEDDLE BRANDS

● Existing trailers and coaches refitted out Contact Geoff Pratt on phone/fax 08^8281 8722 or mobile 0417 824 613 Unit 1/1421 Main North Road ' PARA HILLS WEST S.A. Para Hills West 5096 (08) 82818722

■*

^^inning track specifications including storage m^and transportation to the track etc

* FULLY ADJUSTABLE STAND

● All types of race car trailers ● Standard box to fully enclosed 5th wheel trailers ● Coaches modified

* 7m

CROWCAMS

Ph: (08) 8363 5566

RV Trailer & Coach Restorations

ISiethano

■

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Australian importer and distributor:

r^mCRAtNE

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Call Phil Ward at the Riverwood Race Facility on 02 9533 4909 or 018 276 323

State Distributors

QLD: (07) 3808 1986

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We can do it all for you from a bare shell to race

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g^RAIME m^ams NSW: (02) 9678 9977

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● Race car preparation, driver, team & sponsor development & management ● Track testing - driver & chassis tuning ● Chassis development ● Complete historic restoration for road, race, Targa etc - Engine transplants ● Mandrel bend exhausts - Cosworth & Lotus Specialists

^ Chassis performance ●Data logging ● Simulations ● Geometry ●Race car mathematics

Phone or fax 03 9846 3189

TFT

^ ygsz- -few*

● MPD - qucil'ty torsion bars drivelines, liyd v/mg kits & suspension ● SIMPSON - helmets & safety equipment ● NOLOGY performance Ignition systems ●

QUICKCHANGE GEARS: $140 set

Ph:08 8269 2928

Fax:08 8269 5969

125 Main North Road Nallsworth SA 5083

O

Redback

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IMPORTS

Garry Rush, Victor iray, Tony loiigiiurst, Russell in§all, Larry Perkins, Peter Brock i lots UTore! Gall lor details.

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V8 Supercar Callmctian

PE€IAL

FREEMAN D I R E C T

PERFORMANCE 308-355 C.I.

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tS% ^ IHCKBASB

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1:43 Scale diecasC models

DK

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The Complete Karting Service

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124 Fairbank Road Clayton Vic 3169 Tel 03 9558 0692 ● Fax 03 9558 0693

Call 02 9967 0367 far a FREE catalogue

HARROP ENGINEERING AUSTRALIA PTY LTD 349 Oor^ Ftood VIC 3071

Telephone'(03) 949Q 7433 Fax (03) 9497 4789

Supercharge your advertising with coiour i!fiiii!imirni(^!^ih!ii|ijiHiHiiiiiil I Motorsport Race SHOP advertisements are now available in full colour.

P ● Book six colour adverts for just $450 or full year (26 issues) for only $1,560! rm Call Gerald McDornan on 03 9527 7744 today! CtM

48 18 December 1998

dug:

Sedqns/Sports Cars

Torana SL/B 5000 Club Car. 308(VL Group A), T5, 9 inch, 4x11 inch vented discs with bias, front 4 spot calipers, alloy fuel tank, log book, excellent condition. Ready to race. $12,000ono.Ph:035975 6396. m Mazda RX3. Top running car at Lakeside. Fully maintained with fresh engine for 1999 season. 13B B/P 300hp, Konis all round. Series IV front brakes and gearbox, 8 point stell cage, 4.8 Mazda diff, 51mm VVebers, new paint, ROH wheels with Falken tyres. For sale $12,500 or able to lease for 1999 season.

Car also available less motor. Ph: Tony Dunn 07 3210 0244 (BH),07 3848 6489(AH). 143 HQ race car. Professionally built, straight car. Only used rarely. Registered tandem trailer and spares. Must sell before Christmas. $5,800 ono. Ph:0414 641 802.02 4754 3175,

CLASSIFIEDS Datsun leoo, 1972. Fresh 2.1 engine, 2 x 45mm Webers.

Dafrally manifold, ceramic-coated extractors, Veto seat, fully stripped interior, custom radiator. Good body & paint. Also, 71 Datsun 1600 stock, some rust. $6,000 Ph: Jason 0416 160 021, 0296222960 m Sportsman XF Fatcon #5. This is not a worn-out AUSCAR. Walker roll cage and seat. Brand new engine, dyno time only, full Autometer dash, Harrop full floater, latest fuel tank. Car is completely ready to race. Car can/has run 33s, Genuine reason for sale. $11,000ono. Ph: Tony Ross 08 82501903(AH). 143 ‘84 Mitsubishi Starion JA. Rve speed, 2 litre turbo, a/c, p/s, power windows. Cobra car alarm, leather seats, silver duco.

2nd owner, 160,000 kms, full service history. Excellent cond.

RWC.$7,500. Ph:035256 1195. .« HQ Holden, QLD No 8. Plenty of spares: bonnets, doors etc.

Must sell, urgent. $4,200. Ph:07 5593 6368(AH),07 5530 3111 (BH). H3

E-type Jaguar. Highly developed. Great value, $38,000. Ph: Aaron 02 49901699. i« Ford Mustang GT Sports Sedan. 351 Ford dry sump, top loader, Harrop 9" floater. Big 4 spot brakes all round. Bilsteins, BBS wheels. Zakspeed suspension, Sabelt harness, wets on rims. Plenty spares. Oran Park 44.2. $32.000ono. Ph: Kevin 02 47821145,0414 822 427. 143

Mustang race car, Group N Appendix J. This log book car has all the right bits & potential to win races. Will sell with unraced new motor sep to car. 289 Windsor motor, 48 IDA Webers etc. May trade. Ph:036334 3433,0418 590 318, 143 De Tomaso 74 GTS, A1 condition. Fuel injected, ’ 490hp,Carillos, Cosworth pistons, Chev crank, Sifnmons 17" wheels. Large Harrop brakes, roll cage. Cobra seats. Ideal road/club car, Targa car. Road reg. Areal beast, drive to appre Marcos 3000GT, 1970, Essex V6 engine, very original condi ciate.$ 70,000ono. Ph: Tony Jory, 0418 130 133, 036328 1506 tion, extremely rare. Ideal for Historic racing or Targa. Terrific (AH),036326 5555(BH), 143 handling and vert reliable. $27,000. Ph: 03 9533 5535, 0413 832528. 142 'eVO 3 Gp N rally car. Fresh engine and gearbox, LSD & Ralliart viscous, Drummond suspension, underbody protection, 6pt harnesses, aluminium sump guard, headgasket. Super com petitive car. $32,000ono. Ph: Robert Ogilvie 0262413011. 143 Brock VH Grp-3. Build no. HDT 900. Excellent paint, detailed undercarriage, stainless steel exhaust, new Bridgestone tyres, spare(new)cloth seat fabric, alarm. Personally autographed by Peter Brock. $19,950. Ph: Mike 08 8270 5420(AH), m

2 X Ford Mondeos -1 x 94 chassis as raced by Radisich to win World Gup, 1 x 95 chassis as raced by Kelvin Burt in BTCC. Both cars witli MoTeC ems, x-trac sequential etc. 94 chassis $43,000 firm, 95 chassis $48,000 firm. Spares packages avail able. Ph:02 9597 6393,018117 070. 143

Space frame VH Commodore Sports Sedan, immacu late condition, this vehicle is priced for a quick sale and must go due to new car. Complete or will spjlit Ph: Danny 03 6331 2624 (BH),03 63301881 (AH). 143

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Suzuki GTi,current shape, NSW Supersprint Champion, main tained by Croydon Autosports. Dry break fuel system, factory LSD, 16 wheels/tyres, springs. Ready for 1999 GTP. Road reg.

(SEC 677).$13,000ono. Ph: Edward Gavin 029872 5134. ,43 Thunderdome HQ.All log books, new sealed motor(as new), sealed box. Can be test driven before sale. $7,200ono. Ph: 03 95637072. 143 TTiunderdome HQ rollers x 2. Both almost complete, one needs re-shell, includes almost new cage, harness, fuel cell, chambered diff etc. $2,700 the lot ono. Ph: 0418 320 673, 03 97430083(AH). 143

Historic Racing Car, Porsche Special, built by Alan Hamilton in 1965. Competed at Lakeland and Templestowe.

Won 1965 Vic Sports Car Hillclimb Champs. CAMS 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 546973 North Balwyn. 142 1963 Holden EJ Special, unfinished restoration, 46.000kms. factory auto, heaps of spares. Reluctant sale - wife is ogre!. $2,000ono. Ph: Rick 0411 878 886,0297476100(AH), 142

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The Bacchus Peugeot Historic Clubman sports car. C/W1S 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. 142 Mazda RX3 Club Car. Complete rebuild in 1997,13BBP by LK, 51 IDA, 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. i« Toyota Supra twin tiebo. 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 Briggs07 3252 3933. 142 NASCAR Commodore, new paint, spare wheels. Looks good. Roller. $6,000. Ph:07 5578 7870. 142

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Vauxhall Cavaliers (2). Ex Cleland/Thompson 1995 BTCC Malkxk 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-arnning 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 4754 2666. 142 '

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 779999142 Escort Sports Sedan, 730kg, 114kW 2 litre Rnto, dry sump, Cosworth pistons, Holbay rods, 48 Webers, stainless qxhaust, LSD,80% slicks, 5 speed. Top 3 car Victoria last 2 years. Ready to race. $12,500. Ph:039763 7898(BH),0413 128 287(AH). i42

Classifieds (maximum 30 words) Category: □ Sedans □ Open wheelers □ Speedway □ Drag □ Parts □ Engines □ Trailers □ Wanted □ Photographs □ Other

Description:

:.ata

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HQ race oar #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 V\/inton 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. ic 2JJWGWiiaJ* S'

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Mazda RX7 Series 4,13B, ER, turbo. Complete car, with 10 point 4130N roll cage. Uncompleted project., racing purposes only. $6,500. Ph:026734 2259,026732 3353. 142 HQ race car. Professionally built, straight car. Only used rarely. Registered tandem trailer and spares. Forced sale, $6,400ono.Ph:02 4754 3175,0414641 802. 1.2 BINW 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

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Sports Car, monocoque tub, Subaru 1600 motor, fibreglass body. Running but needs little work to complete. $3,600. Motor: 13B EH, turbo and gearbox $2,000. Ph:02 6734 2259,02 6732 3353. m

Holden 'S3 Groiqj Nb,log book, trailer, spares.$15,000ono.

Ph: Ken Zinner 0395680363. 142 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 cage, Bilstein adjustable suspension etc. The ultimate 2002 - Targa, Classic Rally & Racing.$25,000ono. Ph:0893078070. 142

Send usyourclassified and we'llrun them forFREE Yes! Motorsport News Classifieds are absolutely free for readers' private car & equipmentsales.

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FREE Classifieds are for the sale of private goods and vehicles only, not business advertising.

Classifieds close last mail Thursday prior to on sale date. Photos marked "proof will not be used.

18 December!998 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. 142

Formula Ford RF95. One of the best In Aust, maintained regardless of cost. Ex Webber, Bargwanna, top 10 finishes in 1998. Lamer engine, one meeting old, spares inc wheels, tyres, shockers, body panels, stands etc. Ph: 0417 335 965. 143

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Brock VKSS Group A. Immaculate condition. Foimula blue. 5spd. 16 inch HDT Memos. HDT papers/books. $22,000 neg. Ph 08 8235 2775 or 0418851 341. 141

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372 Rodeck Sprintcar engine, Cola crank. Eagle rods, Wiseco pistons, Peterson dry sump, 27/16 Hilborn injection.

Brodix heads etc. $18,000ono plus Sprintcar spares. Ph: 02 62972818,0418 630 408(AH). 143 Chew big biock 482cu,608hp at 7,000rpm. Comlete engine with Weind Dominator manifold, 1050 Holley electronic dist and water pump.$11,150. Ph:0397029660. 142 Lotus Twin-cam motor, 'L' block, LI cams, just rebuilt. $4,500ono. Ph: Rick 0411 878 886,02 97476100(AH). 142 Chew 383 suit street or strip, perfect condition. Race prepared 0-ringed, balanced, 400 crank Chev 0-rods, aluminium pistons, crane camshaft double-row timin chain and solid lifters. Serious enq only. $200 the lot. Ph 07 32631192 »i

Sr

Speedway

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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, lo

JR BMW 320i Super Touring car. Built in 1994 for the World Cup. finished 10th oulright 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. 141

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Monaro HT Group 2E Club car. Muncie 9' diff, Willwood brakes.

Ready to race less engine. Lots of parts included. $8000 ono. Ph 0883889110 mi

Escort RS2000 Modified Production. 2100CC avgas engine, power steering, Wilwood brakes, quicksteer, all fibreglass panels. Ready to race. ASCF & Board rego. $4,700ono.

Ph:029548 2227,0418 424 689. 143

Lola T360 Fomiula 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 box. 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: Bob Sanderson 0299539469. re

Formula 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 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 tvirin and 1340cc Harley-Norton V twin supercharged. A complete and potential worldbeater. $12,000ono. Ph:0417 546 973 North Balwyn. re

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. re RaK RT23 Formula Holden rolling chassis/complete oar.

Huge spares package inol. Ex Murphy/Brede. Also Pi System 2, brand new, never used. Ph: 0418 295 429,0418 592888. re

Supeikart, 8O00 Yamaha CMP. Title and record holder. Fully overhauled to start fresh season. Heaps of spares plus fully enclosed trailer. $8,500ono. Ph:0245790880. 142 Historic Racing Car: 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

Ewgiwes

Superkart: Peter Worrall's 125cc Australian championship winning kart. '97 Stockman chassis with full bodywork, '94 RS 125 Honda engine, just rebuilt. $6,500. Ph:029824 7350. re

Intercomp comer scales,2complete sets of pads,$1,900.

4 X wet weather wheels & tyres (Dunlop), 8” and 10”, $400. Ph: Ken Hastings 039480 4040. re Ford 351C 4 bolt block, 302W efi system, complete $1,200.

Carilto rods 351C $1,200;4MAB crank $^;Accel race dist, 351 Ford, $480; BBS rim sections, 16", various offsets, from $50. Ph: Kevin 02 47821145,0414822427(AH), re Hewland Mk 9 transaxle, with spare ratios, $4,000ono. Ph: 088552 4000,0419 777229. re Datsun 1600 parts:3x diffs R180; 1 x bootlid; numerous inte rior items; 1 x Datsun 1600 ohc rocker ; rare Datsun 1600 badges. Heaps more. Ph; Jason 029622 2960,0416160021. re Hewland Transaxle LG500, complete rear end, inc uprights, CVs, axles, drive flanges, hubs, discs, Harrop calipers, Chev bell housing. 30 ratios, sparer clw pinion. This unit is ex USACan-Am and will handle up to TOQtip^Ph; Mike imrie 0418 551 170. 143

T-

F/Vee Kestrel, front running oar. Raced three successful seasons NSW, wilh loads of spares plus motors, g/boxes and spare body. Enclosed trailer with annex, plus Dorian timer. $11,500. Ph:02 4889 4340. 143 Drive available, 1999 Qld Formula Ford series, with champi onship-winning team. $950 per day all inclusive. Ph: 07 5446 7611.0418 797 038,fax 07 5446 7480. re

Super Sedan, Commodore, Dave Best chassis, quick change ditt, 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:035176 1352. ra Speedcar, 93 Beast, 4-bar, splined ditf, power steering, P&S, Simpson belts. 2.7 litre Magna, fuel injected, magneto, dry sump. Race ready with spares and trailer. Complete outfit, $15,000. Ph:07 3204 5786. i.3 Fender Bender, VC Valiant, proven race winner, 1 meeting since engine rebuild. Complete, ready to race, huge quantity spares. Must be sold, moved to AMCA. Giveaway at $1,000.

Ph:029525 3430,0418 970 646. 142 NASCAR Pontiac grand prix rolling chassis plus spares. $15,000 ono consider trade for road car. Ph 039444 6533. wi 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. U1 Fender Bender HG Holden. One meeting old since full car rebuild with spares less window net and harness. $1200 ono.

Ph 0416241 006 or 029628 5170 141

Parts

744 700. 143

Mondiale M87 Formula Ford converted for hillclimbing.

Lotus twin cam 1876cc, 220hp on methanol, 200hp on avgas.

Steel crank, forged pistons, 45mm Webers, Mandel extractors, twin plate clutch, Quaiff diff, Mk 9 Hewland. $15,000ono. or $5,000 for engine. Ph:024996 4129. re Go Karts: 1995 Tony Kart Esprit + 1994 Sirio Rugel Port Reed engine. 1997 Geelong Club Champion, 1998 runner up.

Unbeatable Sportsman kart, c/w many spares Support provid ed. $3,000ono. Dino 295 chassis -r 2 vriast KT100J engines.

1997 Geelong Club Champion, 1998 runner up. Suit Jnr or Snr National Classes, c/w many spares. Support provided, $3,500ono. Whole set-up(2 karts 3 engines + trailer + many spares)$8,000ono. Ph:039570 7589. re

Minilite wheels (2), 13x8 suit Ford Escort, Cortina, As new, very little use. Weigh 4.8kgs eaoh.'Best offer buys, Phflax: 02 9629 3878(home).

Holden 253/308 hi^ woiume oil punp,$80. Ph:039873 0046,0411662197. 142 Chewy 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. 142 Mechanical McGee fuel injection, suit 2 litre or Speedcar. No manifold, 3 meetings old. Deliver PCR.$500. Ph: 026^73251.

PiwKSs Skyline GT parts. Doors, guards, numerous panels all rust tree. Lights, tarlights, air filters, seats. Front and rear wind screens. One complete body shell. No rust. Other bits and pieces available, Ph 07 32690770. «i XUI genuine head not ported or cracked $1000 ono. Ph 96060105 or 0416025 332 i.i 3BBS 19 inch Snake tongue super touring car rims, centre lock nut style RX version with Michelin slicks. $2500 ono. Ph 02 66555715 or 019125965 141 Brand new VW 2 Litre heads 48 x 38 Titanium stainless valves, Chev double springs. Suit motor with 105. Barrels to suit, $1800 plus other VW performance goodies. Ph 02 66555715 or 019125965 141

Trqmsperlers/Trqiief's

1991 Reynard, ex factory oar, low kms, fully rebuilt Benson RED engine, good assortment of spares $65,000 ono. Ph: Jeff 0395703683,018172 889. ic Van Diemen RF95, very competitive car in exc cond.

Genuine low mileage top Lamer motor, various spares. Ready to race. $30,000. Ph:0414 646 949. 143

EB Ford Falcon Ford eng,5 spd, AP brakes, new wheels all new car professionally built car, ready to race. Immaculate condi tion. $20,000. Ph 0414499 066 or029626,183a 141 l

Opeira Wheelers

49

Chev 6 litre race car engine, built USA by Ryan Falconer, genuine 600hp. 4 bolt, Butler dry sump,6" Carillos, JE pistons, steel crank, roller rockers -r cam, rev k4, alloy heads. Falconer fuel injection inc race injectors, loom, MoTeC ecu, carbon fibre air boxes. Only 2 races old. Ex Sports Sedan $12,500. Ph: Mike Imrie0418 551 170. re

Twin 45 DCOE Weber cartjs, with bellmouths, $400 each.

Ph: 07 3207 9410,0418 717 929. re Holden 253/308 Vella Terra roller rockers, YT5033 x 2 sets, one brand new in box $500, one second-hand $400. Ph: 0398730046. re n .

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. 143 Racewear: 2 Flameorusher suits, size M, 3 layer, FIA3 approved, 1 blue, 1 red/yellow, inci nomex balaclava, under wear, socks. As new, $500 each. 1 pr Nomex boots and socks $120. 1 pr Nomex gloves $50. 1 Dominion 5pt harness, new, $180. Ph:039792 5617. re Commodore VR/VS new panels - 1 rear bumper bar $100; 1 boot lid $200; 2 rear qtr panels, $150 ea. Also ComnxxJore VN/VP panels; 2 front guards, 1 bonnet, 1 boot lid, 1 front bumper bar, 1 rear bumper $250 the lot. Ph; 03 9873 0046,0411 662197. re Adjustable pedal box, with all lines necessary to bolt straight in. Only used two weeks. Suit Escort. Offers. Ph; 02 62962748. re Suzuki GTi ex Cup car components; roll cages $50, Sparoo seats $200, fire extinguishers $10, driver window nets $10. Ph: Luke 0418 290 629. re Commodore competition sump and pick-up, brand new $450, Ph:0398730046.0411 662 197. re Lotus-Reno transaxie. Ideal for GT40 or similar. New. $4,000.

Ph: Geoff 026646 2321 (BH).0266468100(AH). 142 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;0398730046,0411662197. re 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. re 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. re Body rotisserie, fully adjustable, knock-down, store flat, on HD casters. Suit most bodies, $750, Ph;0397925617. re AUSCAR racing seat, aluminium, $250. Ph; 03 9873 0046,0411662197. re

Motorsport 24ft enclosed trailer. Tri /\iko torsion axles, elec tric brakes, nose cone, electric door winch, 12v lights, full lined work bench. New condition. 5 months old. $15,000. Ph 03 5447 1232or0417 106 711. 143 Fully enclosed 10x5 kart trailer. Low profile, brilliant white colour,5 spoke mags. Holds 2 karts plus heaps of storage space. Fully lined with int. lights. Fully lockable, very secure. $1,900. Ph:039570 7589. 143 Race car transporter 30', fibreglass, fiat-sided, inc large enclosed annex. Tyre racks, work bench, kitchen, Iridge, sink, stove etc. 12 months reg. Goose neck type, suit FlOO/Chev.

Ommac.$19,500. Ph: Mike Imrie 0418 551 170. i«i Fully enclosed car trailer, 22ft long, 8ft wide, 6ft high, aluminium/steel frame, lockable doors both side & rear. Elec winch.

240v/12v lighting, workbench, tyre rack, reg, excellent condition. $7,500. Ph/fax:02 44761992. 143 Brand new Daytona 12.8 car trailer (used once).

Tandem wheel with tilt action, metal ramps. 9 months rego. $3,000ono.Ph:Jason0416160021,0296222960. 143 Cfiev 38 Sihrerado-Dually 6 seater. 454 efi auto, p/steer, air, electrics, custom bars. Ideal tow vehicle, set up for goose neck trailer. $29,000. Ph: Mike Imrie 0418551 170. w Tandem pantech: fully enclosed with ramp and low ground clearance, suitable for Multiple karts or Formula Ford/Vee. Side access available and plenty of room for storage. $2,500. Ph:07 5571 5894,0419660 408. w Trailer, 30ft, ex F/Holden 2 car. recently used by Pirelli M/sport as its tyre-fitting facility. Gooseneck, elec crane, fridge, micro, compressor, new springs (dual axle). Living area, 240v/12v. Reg. Ph: Rod Wilson 039872 4522,0417 511 911. U2 Dual axle trailer, 14ft tray, tyre rack, winch. Good rego, tool box.$2,500ono. Ph: Rick 0411 878886.02 97476100(AH). 143

Wantesi Old (60s) single seater race cars - Lotus, Brabham, Merlin. Anything, any condition. Good prices paid. Check your bams and sheds for dust-covered classics.., Ph: Rick 0011 643 312 6615. re Mechanic/Manager ( and crew) for Group A team, 1999 & 2000 seasons. Mechanic/Manager: Experience & good attitude vital; excellent remuneration and conditions. Crew; Experience not necessary, but must have enthusiasm and be reliable. Expenses paid. No know-alls please! Confidential enquiries to Western Sydney Motorsport, P.O. Box 100, St Marys South, NSW 2760. 143 Mazda’10A/12A peripheral ported engine. Must be in good cond. Ph; David 03 9682 2466(BH). re Wheels, 3 piece or mag, 7" and 8" rim width, 3" offset, 4 of each size, 4.25” 4 stud PCD. Also, 5 point seat belt harness, 2 of, and 45 DCOE s/d Weber.Ph;039846 6348. re Full floater diff,suit Mazda RX7. Ph:0419 897 983. re Inlet manifold for small block Chev V8. To suit 4 Weber 48 IDA, downdraft carburettors. Ph:039569 8225. re Crankshaft suit Ford 1200, 113E, Escort 1100 or steel replacement for Historic car. Ph: Chris 02 9724 4541, 015 065 302. re For Cheetah Mk8, original blade-type rear bar set-up.

Complete or bits. Ph: Geoff 02 6646 2321 (BH),02 6646 8100 (AH), re

Other Boat: Stephens 15'6" Tunnel Runner, complete turn-key, on dual axle trailer. 308 Holden ski engine. Autometer gauges, at competition arnning gear, argo-v-drive. Menkens prop. Make excellent ski or 42 Oz Boat. $9,900. Lifeline Race Products life jacket with carry bag, as new. with ballistic pants. 31.000: Superwinch 2500 pound, 12v elec winch, new in box.$600:253 Holden block, crank. Group A rods and ACL flat top pistons to suit, all balanced etc. $300; 308 Holden cylinder heads com plete iwith s/s valves, springs etc $800. Ph: Ctvis Kenner 0408 322096. re 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. reFI memorabilia: genuine team gear. Racesiits, strrts. ets, sweaters, shorts, bags. Subaru rally jacket Caps aru oo-wsigned items. Must cull huge private collection. ReasC'-eJale prices. Ph-018 312526. re Sparco race suit, ex Nicola Larini Ligier F11991 Blue, y"-;:' cond,$500ono.Ph. Richard Fowter029963 TbTC(BH) 02996C8228(AH) re

50 18 December 1998 LA

mtwsm&rt NEWS

n

Editorial Editor David HassalB TecJBnicat Editor Tony Glynn Assistant Editor Phil Branagan Graptsics Co-ordinator VIv Brumby

Advertising Advertisis^g Bvsamiager Gerald McDornan

Administration

Paper Trail Dear Sir, L I was reading your last motorsport mag just like the rest I have read this year and in your last issue no 1411 too would like a pic ture of the two HRT cars.

But, unfortunately, you don’t have one, but the picture of them on page 50 coming down the moun tain at Bathurst I would like an enlarged or copy of them please, as I am an enormous fan ofthem,too.

So, if you would have a copy of them, could you please send them to me, or let me know what I can do to get one.

Also, I would like to know why the last two issues numbers 140 and 141 have been printed in paper instead of gloss paper?

Managing lOirector Chris Lambden

Contacts 89 Orrong Crescent Caulfield North VIC 3161 (PO Box 1010 North Caulfield 3161) Phone: 03 9S27 7744 Fax: 03 9S27 7766 Email: msnews@corplink.com.au

CompuServe: iooz37,ii6s

Contributors General: Mike Kable, Jon Thomson.

Brian Reed, 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 Lament, 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), Nick Nicholas, Steven White, Ken Ferguson, Scott Jug ^ Super.Speedway: Martin Clark (USA), Brett Swanson, Grant Nicholas Karts: Ipn Salvestrin, Allan Roark,' Graeme Burns, Sean Henshelwood Photographers: Sutton Motorsport Images, Dirk Klynsmith, Neil X Hammond, Nigel Snowdon & Diana Burnett, Brad Steele, Tony Glynn, Thunder-Pits, Marshall Cass, Mike Harding, Brisbane Motorsport, Frank Midgley, John Bosher, Phil Williams, Mike Patrick (UK) Tony Loxley, Daniel Wilkins, Wayne Nugent MOTORSPORT HEWS is published by Australasian Motorsport News Ply Ltd ACN No 060 I 79 928 Directors: C Lambden (Managing), D Hassall, A Glynn Publisher: C Lambden Printed by: Wilke Color 37H9 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.

Paul Field fieldfamily@fastlink.com.au ASST ED: Open slather for our photographers; e-mail away chaps ...

We did explain in a publish er’s note two issues ago that we were changing paper because we were including more colour and colour reproduces better on the new stuff. By the way, the response has been very good, with 51 positive com ments and only three negatives.

'Thanks.

the same car again.

Surely the Richards’ successes at our premier circuit over the last 13 months must qualify them for an award at the annual Motorsport News Motorsport Awards next March?

Send letters to Talk Converter to PO Eo:< 1010 Notiit Caulfield Vic 3161, our E-.Tiail address, or fax to 03 9527 77.56 Tne staff of Motorsport News does not necessarily agree vath opinions express tij readers

I

that “real race fans” don’t want two Bathursts, they want one, a V8 race. If the fans at Bathurst don’t convince him, the overall support for th® cars should - NT race, Adelaide etc.

Maybe CAMS could take some leadership by telling the 2-Litre boys to pack it up and put it away, ‘cause the game’s over.

Glenn Milne Mildura, VIC

Dear Santa Ingali Dear Sir, Could you let me know where I can get an autographed picture of Russell Ingall’s NASCAR. Philip Jones Ballarat, VIC ASST ED: If you write to Rusty at PO Box 127, Mentone 3194, I’m sure the Enforcer will get all warm and fuzzy and arrange something.

1

l

A right Charlie Dear Sir, Charlie Cox (issue 141) needs a reality check re V8s and 2-Litres.

To call the 2 Litre event/series a “top-level” series is a joke. The cars might be of a high level, but the crowd support certainly isn’t.

As for CAMS, I don’t think CAMS can stop the war. V8 fans don’t like 2-Litres because they stole the race built on the Holden vs Ford battle and claimed they were part of the legend.

The V8 races have proved who has the support of the crowds. 2Litres should wake up and seek to be a support series to the V8s. This may give them some hope of a real crowd and some'TV coverage.

A 3hr race for 2-Litres and a 3hr production race on Saturday would be good support for the real race on a Sunday for next year’s Bathurst.

Charlie seems to have missed the

Doom ’n gloom:-Jason Whittaker isn’t convinced that Bowe’s split from Dick Johnson is a smart move for the #18 Ford driver.(Tony Glynn pic)

Credit where it’s due Dear Sir, While having hved in Sydney for 20 years, I originally came from a small New Zealand town called Manurewa.

I have continued to follow the career of my favourite and most respected sportsman, Jim Richards, who is also from the same town.

From when he started winning in a Ford 105E Anglia and Hillman Imp to now, he has proved that he is the most versatile of the ‘winningest’ drivers.

Jim must also be very proud of his underrated son. No commenta'tor has ever mentioned that Steven is the only driver to win both the 2L & 5L privateers championships in the same year, While watching the 2L Bathurst 1000 was great, it was annoying when the ‘out of date Ch 7 com mentators refused to mention Jim and Steven’s great second place in the 1997 V8 Bathurst 1000.

Equally as annoying, the Ch 10

4

o.

4

. \ L"

I li '/7^

03 9527 7744

Stuart Wilson Alexandria, NSW

Ford Credit where it’s due Dear Sir, I’m hoping you can help me. I’m a big fan of the V8 touring cars and I’m trying to get hold of the Glenn Seton Racing team merchandise catalogue. If you can give me a phone number and address where I can get in touch with Seton, it would be much appreciated.

Boweing out

Subscriptions

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

commentators refused to acknowl edge that Jim and Steven finished first and second, respectively, in the 2L Bathurst 1000 held just six weeks earlier and that Jim finished second in the 2L championship.

The only credible comments dur ing the Ch 10 coverage came from the drivers themselves, the best when Jim Richards, during Bargwanna’s final stint, said that the ’98 V8 1000 was the most com petitive race he had ever driven in.

KimRelf Gloucester, NSW ASST ED: Easy - just ring 1800 819910.

Opinions expressed in Motorsport News are not necessarily those of Australasian Motorsport News Ply Ltd or its staff. ●Recommended and maximum price only.

(I year - 26 issues) $1 10 Australia Overseas (Air Mail) A$I70 New Zealand, PNG AS 180 Malaysia, Indonesia AS 190 Phillipines, HK, Japan AS 200 US, Canada AS2I0 Europe Post or fax to address above.

Bankcard, VISA Mastercard, Amex accepted

Jim: 2nd ’97 V8 1000, 2nd ’98 2L Championship, 1st ’98 2L 1000, 1st ’98 GTP 3 hour, 3rd ’98 V8 1000.

Steven; 2nd ’97 V8 1000, 2nd ’98 : 2L 1000,1st’98 V8 1000.

/

t.. I'F.IG

I

An honest comment from a full time 2L driver.

It’s great that we have true ‘elder statesmen’ drivers like Jim Richards and, previously, Peter Brock, who have never become bit ter and twisted over the years, unlike Dick Johnson and Larry Perkins, who have lost the respect of many because of their scathing, ignorant and single-minded commentq, especially about younger drivers. ’Thanks to Centrebet and TAB for giving fans the opportunity to put our money where oxir mouths are; I will be going to the AGP at Melbourne in March for the second year, thanks to the Richards family and the two Jasons.

It was bad luck for the other per fect pairings of Bowe/McConville, Seton/Crompton, Larkham/Jones, Gardner/Stokell and Tander/ McLean.

When will HRT learn? You don’t break up a winning combination. If HRT want to win the V8 1000 in 1999, put Murphy and Lowndes in

●:

●

Dear Sir, I am writing in regards to your article (Issue 141) and the recent announcement that John Bowe had quit DJR to join a new team in Perth. It is an announcement that frankly I cannot comprehend.

I understand that a driver of the calibre of John Bowe needs new challenges in his fife, but to leave a team that has served him well for over a decade is a decision Bowe could live to regret.

Next year, Bowe would have been the pilot of a brand-new AU Falcon with Bridgestone rubber, as part of a top, established team, a package that would have given him his best chance to take out the series in a very long time.

Joining a new team is an enor mous risk. History has shown that a new team takes at least three to four years to establish itself as a competitive force in the V8 ranks, as we saw with teams like Stone Brother’s Racing and Wayne Gardner Racing, to name just a few.

At 44, Bowe is no spring chicken and this is three or four years that Bowe simply does not have.

As fantastic as it is to welcome a new team into the current dimin ished ranks of the blue oval brigade, it would be the greatest shame to see one of the all-time V8 greats finish his career at the back of the pack.

Good Luck, JB, I think you may need it!

Jason Whittaker

Elimbah, QLD

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