Motorsport News Issue 146 - 12-25 February 1999 by V8 Sleuth

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Former world champ confirms 2-car team

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r INSIDE # BAR, Ford lose appeals #The Frank Matich Stoiy this issue W-

● Willowbank gets 500 ● Australian GP latest ● Schumacher’s new car ● March’s Sprintcar ● Johnson’s new team-mate

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12 February 1999

Jones' Commodore team

New Harley Superbike?

... with a second car for Pate ALAN Jones is to head the driving line-up in another all-new V8 Supercar team, based on the Gold Coast. businessman Local Andrew Haberfield is com bining with former V8 PR man and journalist Brett Murray to form AJH Motorsport which will field a pair of Commodores for Alan Jones and former Wynns team driver Darren Pate.

The team reportedly has a primary sponsor in place and will also enjoy the sup port that Holden and Channel 9 have offered for Jones this year. Jones' primary role will be that of driver, although the team will be based in his Gold Coast workshops and utilise the transporter he had acquired late last year. Murray told Motorsport News this week that the team hoped to be able to debut at the first Shell

series round. "There's a lot to get in place, but we're working pretty hard on it," he said. "AJ’s been great. He just wants to go racing..." "We'll be starting off with existing VS Commodores, but up-grading just as and when we're able to." The team is currently negotiating with Garry Rogers Motorsport with a view to obtaining the exVS Bargwanna Commodore, although it is

unlikely to be available until after Adelaide's long distance race in April, while a second Commodore is also being sought. Murray describes the new venture as "very much a Gold Coast effort. A num ber of our secondary spon sors and supporters are based here and we hope it will all have a Gold Coast feel to it." Pate will bring some sponsorship to the team and, according to Murray,

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spies suggest that there is a brand new Superbike being shaken down on a ‘test loop’ near Hay in New South Wales. Further investiga tion revealed a V-twin, water-cooled alloy engine in a racing chassis, a plain white fairing and a lot of American accents. Could

provide solid back-up for

"He's got a lot of experi ence now. He's a good oper ator, on and off the track. His ability was squashed last year because he had to run on uncompetitive tyres. That's no longer a prob lem..." While there is still much to put into place, the AJH team expects to mount a formal launch in the next few weeks. - CHRIS LAMBDEN

QUEENSLAND Government backing has won the day for the new Willowbank circuit, which has won the battle with

Sandown for the September 19 500km V8 race. The news was formally announced on Monday by Queensland's Minister for Tourism, Sport and Racing Bob Gibbs, taking the oppor tunity the following day, along with his Premier - during a Queensland Tourism launch in Melbourne - to rub it in to the Victorian Government. Success in snaring the race comes as a coup for Motorsport Queensland and its currently-underconstruction 3.1km race track, now set to host two Shell series rounds (the other a sprint round, on July 11). For Sandown, however, the deci sion is a shattering one and the end of a traditional event stretching back 36 years. At a circuit which cannot be utilised for revenue-raising testing, promoter Jon Davison will now rely on a successful Shell series sprint round alone to retain Sundown's via bility. Late in the piece, Davison had sought the assistance of both IMG and Melbomne Major Events to re package and relaunch the Sandown event as the Melbourne 500, but the die had already been cast in WUlowbank's favour. Minister Gibbs advised that the securing of the Queensland 500 was part of a long-term strategy for the Ipswich area: "The Willowbank Motor Sport

LAST minute news: our

AJ:

Willowbank gets 500

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this be a prototype of Harley Davidson’s 2000 World Superbike contender - and could Kenny Roberts be involved?

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n Tables are filling fast for the 1999 Australian . | MotorSpoit Awards, at ! Melbourne Park, on March 2. . i Readers wishing to join motorsport’s movers and shakers for | a great evening should get in I now {see advertisement elsej where in this issue). i

With all the attention of

’I

Queensland’s new Willowbank j circuit, news comes that i Lakeside is to invest $2.5 mil- ! lion in a substantial upgrade. | The work will include a modest extension changing the circuit ' from half way around the cui-rent Karrassel, running up the hill, then right, rejoining the j current circuit near the Dunlop j Bridge. I S-Long-time DJE engine ' man Alan Draper has left the ^ Shell team. The team is, we i hear, negotiating with an over- | seas replacement. ■iGarry Rogers Motorsport { , was expected to complete and : test the first of its all-new VT j Commodores on Fiuday of this. ] week. The second car is ■ .j

The last charge: John Bowe won the start of the 1998 - and last - Sandown 500. (Photo by otrk Kiynsmith) Precinct has played an integral role in creating economic development in the Ipswich region," he said. the such as "Events Wintemationals bring in significant numbers of interstate visitors, creat ing economic activity and jobs. The Queensland 500 will ensure the con tinued growth of Ipswich as Australia's automotive centre," he concluded. Motorsport Queensland's Chief Executive Dennis Brown was equal ly upbeat:

"It acknowledges the strong V8 fan and competitor base in Queensland," he said, "and the commitment of the State Government and Ipswich City Council to encour age motor sport." The venue will also host major Super Touring and Historic meet ings in its debut season. AT the same time, over 2000 people visited the new raceway last Sunday to see progress on construction first hand.

Bathurst winner Jas on Bright was among them and he enthused about the prospects for the new track: "It's got a good variety of comers. The main straight is a bit longer than Lakeside, to the kink, and with a fast comer onto it, I reckon we'll be doing 260kph at the end, braking into a tight-ish comer. "There should he some good over taking opportunities and the specta tor banks are such that you can see the whole track."

and Sandown loses out

SANDOWN promoter Jon Davison has reacted strongly to the loss of the Sandown 500, a victim of the modem trend towards Government-backed motor sport ventures. "In years gone by there would be no question of a yet-to-be-built circuit having such an event imtil it had proven itself," he said this week. "Yet CAMS, because of its shareholding in V8 racing, is party to it now. "CAJMS, particularly its previous President who presided over it, stands convicted of derelic tion of duty in signing a contract with AVESCO which didn't contain suitable safeguards [for the existing investors in the sport]. It showed a breathtaking degree of naivete. "They are prepared to sacrifice a successful

event, with 36 years of history, at Victoria's best motor racing facility, for an event on a track which has yet to be built with organisation and infrastracture similarly untried. I ask you..." Davison had offered AVESCO a sanctioning fee of $650,000 over two years to retain the 500, hut Queensland's four year offer clearly won the day. Acting against Davison, according to AVESCO chairman Tony Cochrane, was the fact that Victoria has been seen to host more than its share of V8 races, with Queensland generally staging a single Shell round, despite it being seen as a strong growth area. AVESCO also feels that the growth of the Sandown 500 was restricted by its traditional

timing clash with AFL Football finals. While Davison plans to examine any legal recourse he has, it would seem the Sandown 500 is gone. Davison re-estahlished the event from a low of just 11 starters to something of its former glory in recent years, with sponsorship from Ford's Tickford arm, despite that increasing competition for an audience from AFL Football. Reaction from teams contacted by Motorsport News has been quite uniform, most expressing sadness that a traditional race was going by the board, but most also believing that the change would be in the longer term interests of the category and teams.

planned for completion in time i for the Sensational Adelmde i 500.

i ■: With completion of its sec‘ ond VT Commodore unlikely prior to the GP, the Wynns team is to lease Tomas Mezera’s similar car for that event and, if necessary, the opening Shell round.

■: Despite recent concerns that the Formula Holden Championship might lose its ‘' round at Eastern Creek {due-to pit overcrowding folowing the addition of GT^P to the V8 Supercar show), we bear that all has been overcome and the Gold Star field will run at the Shell series opener. A recent Neilsen survey of supporting categories, under taken for AVESCO, shows Formula Holden to be the most popular on the supporting bill... ■ Lead! ng NZ TraNZam racer Shane Drake expects to | be in Adelaide for the touring car street meeting to talk to V8 ! teams about the Willowbank/ Bathurst long distance races. The former Formula Ford hotshot is seeking a test and V8 co-drive to get into the Australian scene. ■ Don’t book your Spectrum for the ferry just yet. Our last issue had an extra date for the Formula Ford calendar. There is : no FP race at Symmons Plains ; on August 8. Apologies to all.

UFebruaiyW99

n Wamey for Indy cars? Dennis Vitolo has picked up sponsorship from Nicorette for this season.Ihe American, who quit smok ing the day he started rac ing Formula Fords 18 yearn ago, will cany the colours of the nicotine chewing gum on his Payton-Co3me Reynard. Nicorette spon sors test cricketer Shane Wame,who quit on New Years’Day. n Reach Youth is the official charity ofthe 1999 Australian Grand Prix. The charity, which is run by Brownlow Medalist foot baller Jim Stynes and film director Paul Currie, works among Victoria’s young in an effort to build selfesteem and confidence. Chequered flag motif pins are going to be sold for $5 at the event to raise money for the charity. n Team Kool Green has announced that Raul Boesel will fill in for the .suspended Paul Tracy at Homestead next month. The Brazilian, most recent ly seen in the Indy Racing League,tested at Homestead last week, post ing eighth faste,st time, faster than team-mate Dario Franchitti. B Legendary Aussie rock band The Angels will top the billing for the postSensational Adelaide 500 rock concert. The band will be joined on stage by Angry Ainderson and Ross Wilson for the show and support act will be local outfit the Zep Boys. The main race will also be broadcast to New Zealand through TVS. n Aussie Barry Graham drove in the Daytona 24 Hour race last month. The former Aussie NASCAR Champion drove a GTS Class BMW MS and was classified S6th outright. n Although it looks increasingly likely that there will be only 16 races in the World Championship this year’, we continue to hear i-umours that a 17th race might be organised at Estoril in Portugal. Given the published calendar-, however,it is difficult to see how this can happen. n Michael Schumacher was at Monza last week filming a commercial for a haircare product with French director Luc Besson. Gossip suggests that the commercial is for France’s L’Oreal company which is run by sometime spoitscar racer Lindsay Owen-Jones and last year aired commercials in France featuring Jean Alesi. n Benetton’s new B199 may face a legality ques tion when the team gets to Melbourne. Despite dislogue with the FIA during its development the‘Front Torque Transfer’ system has rival designers ques tioning its validity and, under FI rules, the whole matter cannot be sorted out until they get to a race. A similar thing happened with McLaren’s brakes at Brazil and fin- could fly in qualifying at Albert Park.

BAR loses livery case By JOE SAWARD

team declared that “we have exam-

BRITISH American Racing has lost its battle with the FIA over

^his entry form and that the information given is true, coirect

the use of two liveries on its cars. The International Chamber of Commerce’s arbitrators last week confirmed that the FIA was within its rights to dictate that teams must present their cars in substan tially the same livery. Two days after the decision came an ominous announcement from Geneva that the FIA has invited BAR representatives to appear before the World Motor Sport Council on March 12 to answer allegations of breaches of Article 151c of the International Sporting Code and of Article 25e of the FIA Statutes. This is bad news as it means that the FIA has decid ed to look at ways to punish BAR for its ill-considered challenge. Article 151c of the International Sporting Code states that penal ties can be applied to a team for “any fraudulent conduct or any act prejudicial to the interests of any competition or to the interests of motor sport generally”. This would seem to suggest that the governing body is unhappy about the entry form for the World Championship which the team filled out in November. In this doc-' ument BAR confii-med^that “we have read and understand” the various regulations and that “we agree to be bound by them”. Later in the samp entry form the

r in h-ta Statutes i i Article 25e'of the FLA empowers the World Council to apply penalties to any licence-hold er who has contravened the statutes and regulations; pursued an objective contrary or opposed to those of the FIA and who has refused to abide by decisions of the FIA. bar’s Craig Pollock reacted by saying that “we have made the point all along that we respect the full authority of the FIA to govern the sport” but his comments do not tally with some of his earlier stateni^nts, notably at the Japanese Grand Prix where he said that the FIA “has to realise that it has made a mistake” and that “a rule change is not on”. There is going to have to be some reshuffling in BAR’S money supply as the team’s income is based on two liveries, with differ ent BAT subsidiaries supporting the two different brands, BAR may try to combine both the Lucky Strike and State Express 555 brands on the same car although this is unlikely to be a popular move with BAT brand managers who want to create clear images for their individual brands, With such upheavals going on, one cannot rule out the possibility that heads will roll within BAT or even within BAR itself

Lucky 5 or 55 Strike? Now that BAR has lost its appeal to the FIA is this the next choice for Craig Pollock's team? (Photos by Sutton images, digital effects by Phil Branagan)

AGP Celebrity race takes shape Free

tyres for Supercar winners

BMW has announced the driving line-up for the Celebrity Challenge race at the Australian Grand Prix. Grammy music award winner Natalie Imbruglia heads the line-up which includes movie director Fred Schepisi, artist Ken Done and Federal MP Jackie Kelly. Also getting a guernsey will be ‘Funniest Home Videos’ host Kim Kilbey, ‘Halifax F.P.’ star Rebecca Gibney and ‘The Panel’-ist and noted angler Rob Sitch. Basketballer Michelle Timms, ex-footballer Dermot Brereton and ‘Today’ weath er guru Monty Dwyer will also hop aboard BMW Z3 2.8 roadsters, one of which will be painted pink and be dri ven by someone representing

A TYRE performance bonus is the most interest

Been there, Done that: Artist Ken Done will be joining the field for the BMW Celebrity Challenge at Albert Park and he has already painted his car. (Photobysean Hensheiwood) - and, presumably, resem bling - Barbie the Doll, which celebrates a 40th birthday this year.

Along with the well-known the field will also contain German TV personality ‘Blackie’ Fuchsberger and

competition winners from the Herald-Sun newspaper and Channel 9. -PHIL BRANAGAN

It’s time to say ^au revoir’ This my last issue as a is part-owner and Editor of Motorsport News. After almost six years starting and devel oping the publication, it is time to move on to new challenges. It has been a superb period of my life successful ly establishing this product in a previously monopolised market, but now it is time for others to continue that challenge and I know I leave Motorsport News in good hands. Taking the helm from

this issue is my deputy for the past three and a half years, Phil Branagan, who deserves the chance of stepping into the Editor’s chair and guiding the title into the next millennium. He brings to the job a deep love for the sport and has a proven support team to work with. Speaking of teams, that has always been a key to Motorsport News. There have been very few person nel changes since issue one and everyone has been dedicated to the task of pro¬

ducing a quality fortnightly motorsport publication. This will not change. To everyone in the office, thank you for your support, your loyalty, your hard work and your toler ance. I will miss you. To the many contributors whose work has helped make Motorsport News internationally respected. thank you for the dedication and keep up the good work, To the sport at large, thank you for your co-operation in the past and in the future - you haven't seen

% I

with David Has

the last of me yet. Finally, to the readers you have always been mv motivation and you have rewarded me and the magazine with your support, Long may it continue, - DAVID HASSALL

ing result of last week’s AVESCO Board meeting. While all V8 Supercar teams will buy their tyres from their team organisation TEGA this year, the margin put on the rubber by the group will provide the pool for a direct rebate to performing teams and cars. Put simply, the top 12 fin ishers at every race meeting this year wiU receive a credit on their tyre bill equivalent to the cost of their two sets of rubber for that meeting. That is, free rubber. At the same time, little change has been made to the race format. At circuits where the number of cars exceeds the track capacity, the cut will be simply made after qualifying. However, organisei-s reserve the right to make allowances for force majeure non-qualifictaion of one of the major players. Three races remain on race day, but with more time between them to allow teams extra space to repair dam aged cars. The privateer race, of 15 minutes, will be run late on Saturday afternoons, for broadcast on Channel lO’s new ‘Trackside’ programme, on the weekend following each Shell round.

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12 February 1999

HRT signs McConville, Skaife

HRT has used the unveiling of its 1999 livery to announce the signing of Cameron McConviUe. The signing - rumoured but denied by all parties a fortnight ago - sees McConviUe adopting the role filled by Greg Murphy last year. He wiU test and act as back-up driver during the sprint race part of the season and drive at the Queensland 500 and FAI 1000 races later in the year. McConviUe will also undertake a number of sponsor ship and marketing commitments with the team. “We had a great strength with Greg Murphy last year and I felt we needed to move early in the year rather than later to replace him,” HSV/HRT boss John Crennan told Motorsport News on Tuesday. “I’m rapt,” McConviUe said on Tuesday. “It’s an opportunity to get involved with the most professional team in the country, “I do plan to do more than two V8 races in the year in order to be totally prepared for the two long dis tance races...” Although he was unable to be specific, we under stand that there may be the opportunity for some dri ves with the HRT off-shoot team being co-ordinated by Tony Noske and which will occupy workshops in the same complex as HRT. At the same time, Crennan confirmed that Mark Skaife has soUdified his position within the team with a three-year contract. “We have a pretty settled team at present,” Crennan said, “and Mark is obviously a strong part of that thinking. “On the commercial front, our backers also remain very constant, although Konica is playing an increased role in the team this year.” Crennan also took the opportunity to welcome Ford’s increased input into V8 racing, with its formal ‘factory’ hnk with Glenn Seton; “To some degree, as the only factory team in the sport, we’ve been out on a limb. Ford’s presence with a factory team balances out the role we play in the sport. It’s flattering that in announcing the new ini tiative they referred to HRT as the benchmark. We’ll be working hard to keep that title and look forward to the contest... '

n Former Onyx FI team boss Mike Earle has been out of the spot light in recent years, running a variety of design and supply com panies but he is return ing to the sport this year with a new organisation called Arena International Motorsports which will run a Renault Laguna in the British Touring Car Championship. Earle will work closely with Williams which runs the official Renault cars. The big number 1; Craig Lowndes’ car will look a little different this season. (Photo by sean Hensheiwood)

but Ford teams are still waiting for wings

Volvo’s 2 cars

VOLVO has confirmed that it will run two

cars in this year’s BOG Gases Super Touring Championship. Jim Richards will step into a 1998-spec Volvo S40 to try and add a championsliip to his 1998 Bathurst 1000 victory. Joining Richards in the squad will be Mark Williamson. The 34-yearold from the Blue Mountains in New South Wales will drive the exRichards ’97-spec S40, which has been updated. Both cars will be run by long-time Volvo team manager George Shepherd. Williamson is a new name to many touring car observers. After spending most of the 1990s in England pursu¬

ing open-wheeler and sportscar drives, the Sydney native returned to Australia last year. His first drive in the

local Super Touring scene was at Bathurst when he co-drove, with Tony Newman in an exworks Peugeot 406. Despite having some mechanical problems during qualifying and the race Wilhamson was fairly impressive in his first drive in a FWD Super Tourer. Richards’ new car will be one which was used by the TWR-run Volvo team for testing in the latter half of last season and the veteran is confi dent of a good showing in the series, which starts at Oran Park on March 14.

n Esteban Tuero is refusing to say why he quit Formula 1 but he seems content to go on with his career at a lower level. He has just signed to drive for Volkswagen in the Argentine Touring Car Championship.

It’ll never fly without wings;. Paul Weel’s Falcon AU is the first to break cover this week, leaving the paintshop in Brisbane.The young Queenslander will start testing as soon as the wings are ready, FRUSTRATION is building up among Ford teams as delays in manufacture of the first aero kits for the AU Falcon now delay team launches and important testing. Completion of the first set of wings is still some days

away and threatens the official launch of Ford’s AU race car, Glenn Seton’s Ford Tickford Racing machine, next Thimsday. The Shell team has a launch scheduled for the following Tuesday and has already cancelled planned testing.

Latest suggestion from within team ranks as they begin to sweat on pre-GP testing is a rafflestyle draw to see who gets their aero packs first! This has been rejected, but Ford Motorsport faces a sticky problem in deciding priorities among its teams.

“There’s no doubt it’s a fiasco,” one Ford team manager told Motorsport News this week. “It should never have been this late — but at least we’re all in the same boat. We just have to make the best of it. “The Holden guys must be laughing...

Larry's happy

LARRY

Perkins

and

Russell Ingall have com pleted their first test on Bridgestone’s new control tyre. The Castrol duo completed a day’s running at Winton on Monday and, despite playing down the results and not

very grippy,” he said. “But they went well. The characteristics of the tyre were as I expected and they performed well with absolutely no problems.” During the test neither Commodore VT was adjusted greatly from the set-up they ran with Dunlop tyres. “We found that there was

revealing times, Perkins was clearly pleased with the results. “The track has a brand

very little in the way of tech nical adjustments needed for the car. It would be a matter

new surface all the way around and, as such, was not really lending itself to being

of just bolt them on and go racing, if you wish.” - PHIL BRANAGAN

■I The Super Nova Racing Formula 3000 team has announced that it has signed Danish dri ver Jason Watt and 20year-old Brazilian Ricardo Mauricio, This is interesting as Watt was previously lead driver of the Den Bla Avis team also run by Super Nova Racing. It seems that Watt’s sponsor Den Bla Avis is going to move to SuperNova which will open the way for the sec ond team to take on a 'new identity. The word on the street is that this will be a Petrobras-supported Williams Junior Team for Brazilian dri vers Max Wilson and Bruno Junqueira. ■ Action Performance Inc continues to expand its Formula 1 merchan dising operations with the acquisition of Goodsports which has licences with Mika Hakkinen, David Coulthard, Williams, Jordan and Minardi and controls the merchandis ing rights to the Australian Grand Prix. Action Performance already controls German company Minichamps. ■ Peugeot Sport is planning two develop ments of the A18 engine this season. The first will arrive in time for the San Marino GP at the start of May, the second is planned to be ready for the French GP at the end of June. Peugeot Sport has already completed considerable research for the all-new A20 engine which is due next year. ■ Having a famous father has never been a disadvantage in motor racing. This year the British Speedsport Formula 3 team is look ing to run the sons of two former Formula 1 World Champions: Toby Scheckter, son of 1979 winner Jody Scheckter the last Ferrari FI World Champion - and Derek Hill, son of 1961 World Champion Phil Hill.

IMEVU

12 February 1999

n The potential for new tyre companies in Formula 1 would appear to be shrinking with the news from Japan that Michelin is trying to buy Yokohama while Goodyear continues its plodding merger talks with Sumitomo Rubber, which makes Dunlop tyres. n It is clear from the com ments of the two McLaren drivers in Barcelona last week that the race to the first corner in Melbourne will decide which of them is to be the team leader in 1999. It sounds like the per fect recipe for a collision... n There have been rumours for some weeks

have been rumours that Honda might like to grab Salo in preparation for the 2000 season... n Mika Hakkinen - who is rumoured to be making

The Big Guns wheel

around $14m this year has just signed a $1.75m personal sponsorship deal with the German sweet making company Haribo. The company, which was foimded by Hans Riegel in Bonn(hence the name HaRiBo)in 1920, makes

mm w

JBCMUCC

WAfumuNen

WgiU.

around 70m teddy bear shaped gums every day. It has been involved in FI

before - as a personal spon sor of Didier Pironi in the early 1980s.

that Mika Salo may be released from his Arrows contract because the team cannot afford to pay for his services and would prefer to do a deal with pay-drivers Pedro de la Rosa and Tora Takagi. Both drivers are believed to have around $8m for the season while Salo is costing $2-3m. In order to get rid ofthe Finn, however. Arrows would have to pay a $5m buyout fee stipulated in Sale’s con tract. This means that in addition to losing the tal ented Finn the team would not save that much money. Unless, of course, a third party decided to pay the buyout penalty to secure Sale’s services. Ferrari paid a similar sum to Jordan some years ago to get hold of Eddie Irvine and there

n While Prost Grand Prix continues to blow the French trumpet it is worth noting that ofthe four full time British employees of the French team (not including the staff of John Barnard’s B3 Technologies) one is in charge of aerody namics(Ben Wood), one is a race engineer(Hinnphrey Corbett) and a third is head

McLaren Mercedes has

the new season in the same

unveiled its new MP4-14, the car in which Mika

way we approach every sca son - totally focused on the

Hakkinen will defend his

winning races,” stated Ron Dennis, Managing Director of the TAG McLaren

of composites(Terry Green).

World Championship. The car appeared in the familiar colour scheme intro

n According to The Financial Times in London

duced two years ago by the partnership of West, McLaren and Mercedes-Benz.

there are po car nianufacturers in the top 25 compa nies in the world, based on market capitahsation. Toyota is the wealthiest car company with a capital value of$86bn. Ford is' worth only $57bn. -JOESAWARD

The team is looking to build on the achievements of last year’s MP4-13 which won the drivers’ and the con structors’ world champi onships taking victories in nine of 16 races. “The West McLaren Mercedes team is approaching

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All change; Despite the success of the MP4-13 the new McLaren is substantially different and will carry a brand new Mercedes-Benz engine. (Photos by Mercedes-Benz Motorsport)

Group. 'The team had to accommo date a number of technical and safety modifications in the design ofthe MP4-14. The most significant change is the fourth groove to the front tyres, which now must not exceed a specified tread width of270mm. Because of the consequent effect on grip levels. Technical Director Adrian Newey and his aerodynamic and design teams have been focusing on how to increase downforce in order to com pensate for the inevitable loss of mechanical grip. There are nine safety relat ed changes introduced in the rules by motorsport’s govern ing body FIA which had to be incorporated into the design of the new car: 'The driver’s seat is remov able with the driver still in

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place to allow medical teams to extract a driver from the chassis in a controlled manner in the event of a serious accident; wheel uprights are tethered to the monocoque at the front. the gearbox at the rear, via a high-strength polymer braid running through the wish-

bones; nosebox impact resis tance increased by 17 per cent; inclusion of FIA-defined standardised fixings for dri ver’s headrest; rear roll hoop provides greater clearance to driver’s h6ad; construction of fuel cells improved; inclusion of FIA pressure relief valve in water system to prevent use of high-pressure systems; neutral finder switch reposi tioned for better access of stewards retrieving the car. The Mercedes-Benz POIIOH VIO engine is a completely new design. The engine which ran on the dyno for the first time on 4 November 1998, just three days after last year’s final j-ace at Suzuka, optimises development work made dur-

ing last season. The design target was to build an even more compact and lighter engine and further improve the driveabihty and power. “The challenge in the 1999 season will be even greater than in 1998,” commented Norbert Haug, Head of Mercedes-Benz Motorsport. “It is expected that the com petitors will be closer. In com parison to last year, our engine has been improved in terms of better performance, consumption and weight. Concerning the MP4-14, I have no doubt that our part ner McLaren has built an even better and faster race car than last year’s title winner.” David Coulthard (27) and Hakkinen (30) will drive in their fourth season together as team mates.

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THE RAT HAS A RIDE; To celebrate his upcoming 50th birthday (on February 22) former world champion Niki Lauda had a drive of McLaren’s 2-seater F1 car at Barcelona last weekend. The triple title winner, who took his last title with McLaren 14 years ago, thoroughly enjoyed his chauffering duties but there are no plans to launch a ‘Senior’s Tour’ for retired FI drivers. Now, where’s Keke ... (Photo by Sutton Images)

12 February 1999

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out their 1999 weapons By JOE SAWARD

THE Ferrari Formula 1 team launched its new F399 car at Maranello on January 30 and, having told the world last year that it was going to win the World Championship, decided to adopt a more humble approach this

n Jean Alesi took time off from Fomula 1 at the weekend to compete in the Chamonix 24 Hours ice racing. This is not a 24hour race but rather a series of events in the course of a 24 hour period. Alesi teamed up with his childhood friend Philippe Cache and former Minardi FI driver Jean-Marc Gounon to share a device called a Mega Club and the trio enjoyed consider able success in their class. n In the course of the winter Frost Grand Prix driver Jamo TruUi spent much of his free time learning to speak French and perfecting his English. The Italian impressed everyone with his com mand of the two languages at the launch ofthe Frost AP02.

year. “This is a sport,” said Michael Schumacher, “and you cannot predict anything.” But that doesn’t stop the team hoping that it can end its dearth of World Championship success, which how stretches back 20 years to Jody Scheckter’s title in 1979. The team did manage to win Constructors’ titles in 1982 and 1983 but since then Ferrari has not won a cham pionship, faced by the domi nation of the British teams Williams, McLaren and -to a lesser extent- Benetton. The team hopes that this year it can provide a suitable car for its ace card - Michael Schximacher. “The fundamental thing that the drivers want is grip,” says chief designer Rory Byrne. “If you give them grip they will make use of it especially Michael. He’s quite remarkable. If the car is not veiy well balanced and diffi cult to drive but it has basic grip he will find a way to drive it.” For the last three years the team has won races but there have been problems which have meant that a full title challenge has not been possi ble. Schumacher has kept himselfin the running for the World Championship with virtuoso driving and incredi ble opportunism. Ferrari Sporting Director Jean Todt recognises that the team must be properly prepared at the start of the year if it wants to beat McLaren. “The team is stable, deter mined and motivated,” he says, “and I hope that the days of losing the title at the last race ai-e over.”

Schumacher knows that with the new testing restrictions the team cannot afford to produce an uncompetitive or unreliable car this year. The team is ready,” he says. “There will not be a reli¬ ability problem. If we run into unforeseen problems before the start of the season then it win be more difficult to recover the situation. This is my fourth year with Ferrari and each season has been better than the last. I Want to do even better in 1999 and I think this car will give me the opportunity to do it. But while the F399 is a development of the F300 which took Schumacher to the runner-up position in the World Ghampionship last season, it is very different rmder the skin. “The F399 is a completely new car,” says Byrne. “We’ve improved aerodynamic efficiency and stability but most importantly we’ve worked on enhancing aU its components and have managed to reduce its total weight by about 20kgs.” The 048 engine is lighter and lower than last year and some of the problems encountered have been solved by Faolo Martinelli and his team

n How times have changed. Former FI ace Stirling Moss- who will be 70 this year -last week launched a research study by the Institute of Mechanical Engineers into the design of cars for the elderly. The proportion of senior citizens driving will increase dramatically m the next 20 years.

Is this the car? Ferrari’s 399 carries the hopes of many including the Italian press and, of course, Michael Schumacher. (Photos by Sutton Images)

at Maranello. The engine uses a variety of new materials which have meant a reduction in weight of 5kgs in the engine alone. The team is planning two developments this year, the first being at tbe start of the Eiuopean season. One area which will be important is how well the Ferrari can be adapted to suit Bridgestone tyres. Here, McLaren has the advantage having run on the Japanese rubber last year - although the four-groove 1999 tyres are very different to the threegroove rubber used last year. Will it all work out? Only time will tell..Ferrari has invested millions in trying to win the title, a fact that is highlighted by the continuing increase of the team’s commercial sponsorships. Marlboro and Shell continue to be the big backers but this year they are to be joined by Federal Express and confec tionery company Tic-Tac.

n Arrows Grand Prix has confinned that Mike Goughian is staying with 'the team as its technical director for the next three years. Goughian had tallcs with the Honda FI opera tion but failed to reach agreement. It is the first time that Goughian has been technical director, having spent much of his cai'eer in the shadow of John Barnard.

And the testing goes on and on ...

Tuesday afternoon. The following day he was on the Grand Frix circuit in the new 199 while Heinz-Harald Frentzen drove an older 198. Benetton was also in action with two B199 chassis and by tbe end of the two days of running Giancarlo Fisichella was fastest, having set a best lap of lm27.01s after 70 laps. Alexander Wurz ran just the first of the two days, missing the second because his car needed a gearbox changed. The Austrian’s best lap was lm27.51s. Frentzen emerged the faster of the two Jordan drivers in the old car. He completed around 60 laps with a best time of lm27.95s while Hill did 75

THERE were two Formula 1 tests last week with Williams

and Frost in action at MagnyCours and Benetton, Jordan and Arrows running at SHverstone. Williams went to Magny-Gours with two of the new FW21 chassis and so Ralf Schumacher and Alessandro Zanardi were able to work side by side in the new cars for the two-day test. Schumacher ended up fastest but completed only 50 laps because of bad weather on the second day. He set a best lap of lml7.89s on the first day of the test. Zanardi did 70 laps to record a lml8.31s on the second day. Frost stayed on for an extra day but the weather was bad on Friday. Trulli did the first two days of the test in the new AF02 and completed a promising 123 laps with a best of lml8.88s before handing over to Olivier Fanis on the final day. He did 68 laps of wet weather running and set a best lap of lm28.29s. The team’s test driver Stephane Sarrazin was in action on all three

laps in the new car to record a best of lm28.02s. Arrows ran Fedro de la Rosa on Straight into action: While McLaren had its new car out late David Coulthard wasted no time shaking it down at Barcelona. (Photo by su«on images) days in the old AFOIB and completed 101 laps with a best of lm21.26s. The three drivers completed a total of 820 miles of running during the test.

At Silverstone Benetton, Jordan and Arrows were all in action with Hill kicking off the action with three laps on the short National Gircuit on

the first day of the test and Tora Takagi on the second. The Spanish driver completed 31 laps with a best lap of lm29.85s while the Japanese rising star did only 15 laps with a best of lm31.49s. -JOE SAWARD

n Bridgestone’s Hiroshi Yasukawa says that Ferrari will not be the only team to receive extra tyres as McLaren is also expect ed to get extra sets for development work. According to Yasukawa nothing is yet settled but tbe FIA suggested that tyre development be done by the top two teams. It has yet to be settled whether or not this work will be included in the 50day testing limit or whether the teams will get extra testing. n Toy company Mattel has announced a second major alliance with a Formula 1 team, having just signed a long-term deal with Williams Grand Frix Engineering to create, manufacture and market Williams Fl-branded prod ucts. The Williams FI range will include not only toys but also collectible items for adults. The new range of goods will be unveiled in February at toy fairs in Nuremberg and New York. -JOE SAWARD

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12 February1399

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Wouldn’t you smile? Gardner; Richards and Murphy will race Persche GT3s at Albert Park.

locals named for Porsclies JIM Richards, Greg Murphy and Wayne Gardner will drive in the Porsche Supercup race at the Australian Grand Prix. The three Australian motorsport stars will take on up to 25 overseas drivers in identical 911 GT3 Cup cars on March 4-7. The race is the

third ‘single-make’ race at the GP in three years and fol lows events for Ferrari (1997) and Lamborghinis (’98). Their opposition is expected to include former FI driver Jean-Paul Jarier, FI test driver Oliver Gavin and dual Supercup winner Patrick Huisman from the Netherlands.'' “I’m really looking

MARK Larkham and Mitre 10 have

have appeared in the last few issues of Motorsport News. This issue's logo appears on page 7. Attach any four logos to an official entry form and get it to us before the closing date. n You may collect any four coupons from any issues. That's all.

renewed their partnership for 1999 and 2000. The Surfers Imdy Car race winner announced a two year extension to their deal this week meaning that, having been backed by the hardware retailer since 1991 he and Mitre 10 will have been associated for at least a decade. Larkham has also extended his cur rent deals with associate sponsors Karcher, SuperCraft, Accent Paints and Ford.

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“We’re really pleased to have this sup port,” Larkham said on Monday. “We’ve been with Mitre 10 since ’91 and it’s great to maintain a long-term association with our sponsors. For me that play a big part in getting results.” Larkham will roll out a new Mitre 10 Falcon AU at Eastern Creek’s pre-season test at the end of the month, the second Stone Brothers Racing-built car he will race.

He will stay with the SBM team for at least another season.

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forward to the race,” said Richards at the announcement. “I don’t know ifI will be able to win it against such strong opposi tion but it will be a great event.” Porsche will sup port the class with a number of engineers from Germany while Pirelli, which sup plies the control slick tyre for the class, will also send technical staff to the event.

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CondHIons of Entry: 1. Competition closes 6pm Wednesday February 17 and will bo drawn at 10am on Friday 19 February, 1999. 2, Entries must be on the official entrv form published in -Molorsport News*. 3. Contestants may enter as many limes as Ihey like, using the official entry form. 4. The winner will be drawn from all entries received The orize isarline travel and accommodation for tvw> (four nights), grandstand seats, poto shirts and esps. Ptl Walk, Formula 1 Paddock and Team Jordan pit garage tour. 5 The iurkies decision e final. 6. Wmnet will be nolified by phone and/or mail, and the result will be published in Ihe February 25 edition of Motorsport Nev/s. 7. Staff of ■Motorsport New^the Qantas Australian Grand Prix Corporation, fheii commercial partners and families are ineligtole to enter. 8. The promoter of Ihe competition is Australasian Motorsport News Pty Ud

heels after a dazzling first test at Silverstone. The 18-year-old lapped the National circuit with 0.2s of team leader Ricardo van der Ende, despite never having driven a Zetec class FF before. In fact, Courtney was ini tially brought along primar ily to observe and get the feel of the track and it was only a spur of the moment decision that put him into the car. Long-time Van Diemen engineer Micky Gaiter was full of praise for the former double world karting cham pion after the run. “It’s astonishing that he found the time so quickly,” he said. “He’s clearly a star in the making and I believe

by the time the season starts he’ll have revealed some frightening potential.” Courtney will race in the works Duckhams VD squad alongside van der Ende and Irishman Neil Shanahan. Courtney’s manager Alan

Gow has said that “there’s no pressure on James, he's just got to go out there and give it his best shot.” Courtney will continue testing this month until returning to Australia for the AGP next month.

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Agostini, here for Island

Before there ivas Mick Doohan and Honda, Wayne Rainey and Yamaha or even Barry Sheene and Suzuki there was Giacomo Agostini and MV Augusta. The 15-time world champion is coming to Phillip Island to race his famous Italian 4-strokes next week. PHIL BRANAGAN spoke to him.

Motorsport News: Tell us about the bikes you’re going to ride at the Island. Giacomo Agostini: We’ll be bringing an MV 4-cylinder and one of the 6-cylinder 350s. I think we’ll be bring ing four bikes altogether, both 500s and 350s. They’re all from the 1967, ’68, ’69 time. MN: Is it still as big a thrill to ride a bike like the 4stroke MVs? GA: Yes, sure it is. I still like it very much, even though we only do it two or three times every year.

MN: When you changed from 4-stroke to Yamaha’s 2-strokes, was it hard for you to finish your career with MV? GA: Yes, it was. It was my family and it was very hard when I decided to change. But I felt it was a better pos sibility to go with the 2strokes, so this is why I decided to go with Yamaha. It was a little sad. But after, I was very happy to be with Yamaha, i find another family; they are very nice people and I worked very nicely with them. I keep in contact with a lot of them. MN: After you stopped rid ing you were a team owner for a while. What is your involvement with the sport now? GA: Now I am promoting the MV F4, the new bike for this year. We are trying to make a team for the next year. This year we are working to prepare the whole thing and prepare the team for the future. MN: When you started rac ing did you think then that the sport would be a life long passion?

Now and Then: Red and silver bike, black leathers, pudding basin tri-colori helmet. Agostini was an Isle of Man legend. He is pictured at the TT in 1965 and, left, at an MV festival in 1997.

GA: I was 18 - in nfiy time you could not race before 18 years. Not like now! I thought so. I always loved motorcycles. When I started it was because I loved the motorcycles and when I did well, it was a bonus. Every job you love more because there is a result coming, you know?

MN: That was good for your career and for the sport but now it seenis that Mick Doohan is just a little better than everyone else. GA: Yes, true. But I hope that this year he will have a battle with Max Biaggi, so for the spectator, it is much better.

MN: You had some great rivals in your career. People like Mike Hailwood,

MN: So who will win the 500 title? GA: Your friend, Michael Doohan. Max Biaggi is still Is slower than Michael Doohan, no? I think Michael has the possibility to win, for sure.

GA: Yes, yes. When I start ed it was very difficult, because Mike Hailwood was one of the best riders and it was very hard for me to, to... When I started he had a lot more experience than me, so for me it was very hard. MN: So you learned from him and then other riders like (Agostini protege) Gianfranco Bonera learned from you. GA: Yes. Mike was very good, and then, every year, I had new emotion, someone new to race - Hailwood, Phil Read, Kenny Roberts, Barry Sheene. Before, Jim Redman, Tom Phillis, Marco Lucchinelli, Jarno Saarinen, all these people.

MN: Have you ridden a modern 500 GP bike? GA: Yes. I tried! It’s completely different now. Completely different. The tyres, the frames, the brakes ... in practice it is much different now. I follow the races all the time so, for this year, I follow the races for television as a commentator. I follow them all. MN: Well, we look forward to seeing you at Phillip Island. GA: Thank you, I am sure it will be a good weekend.

u NEW

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World of Sport

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Jordan has plans to build on itsfirst win at Spa-Francorchamps last season. ADAM COOPER was there when the team unveiled its 1999 Grand Prix car.

iMofor Raiing Calendar.

I_■

Shell Championship Series VSSupercars*

Mar7 . . . .Melb.AGP Mar 28 . . .Eastern Creek . . .Rd 1 Apr 11 . . . .Adelaide 500

Rd 2

FedEx CART Championship Series*

Mar 21 . . .Homstead, FI . . . .Rd 1 Apr 10 Apr 18

Motegi, Japan . . .Rd 2 Long Beach, Ca .Rd3

SOOcc World Grand Prix Motorcycle C'Ship* .Rd 1 ,Rd2

Apr 18 . . . .Malaysia Apr 25 . . . .Japan .

Australian

NASCAR Series*

^ Mar 4-7 . . .Melbourne (GP) .Rd 4 Nascar only

Apr 3

Calder T'dome** .Rd 5

The Feb 13 round of the Australian

Superspeedway Series scheduled to be run at the Calder Park Thunderdome has been cancelled.

Speedway - Super Sedans Feb 25

BordSrline Speedway

1999 Australian Super Sedans Title

Australian Drag Racing Series*

Feb 13 . . . .Adelaide Int. Raceway Rd 2 Top Alcohol Series

Feb 20 —Calder Park Raceway Rd 2 Top Alcohol/Rd 3 Top Bike/ Rd 6 Top Doorslammer

Feb 27/28 .Ravenswood Int. R’way Weslernalionals - Rd 7 Top Doorslammer

1999 NHRA Winston Drag Racing Series

Feb 28 Mar 21

.Phoenix . .

Rd 2 Rd3

.Gainesville

FIA World Rally Championship*

Feb 14 . . .Sweden

Rd 2 .Rd3 ,Rd4

Feb 28 . . .Kenya . Mar 24 . . .Portugal Apr 21 Spain . .

,Rd5

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Check yowf local guideswr

screen

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

Jordan confident for 1999

EDDIE Jordan is well

known for bringing a lit tle bit of showbiz gHtz to FI, and his team laimches are always among the more entertaining events of the off-season. Last year EJ took us to the Albert Hall and this time the venue was the leg endary London Palladium theatre, currently host to a production of Saturday Night Fever. Incredibly, this was the ninth such event EJ had hosted, but this time there Was a difference. Last year Jordan won a Grand Prix, finished fourth in the constructors’ battle and made genuine progress. As Eddie himself joked, it was time to throw away the old speech about this being “the best car we’ve ever made,” and all the rest of it. Instead of the usual opti mistic promises that the upcoming season will be the one when the team finally breaks through, there was a quietly confident approach. EJ is adamant that all the pieces are now in place, and there can be no excuses. “I couldn’t have better drivers, I couldn’t have a better engine, the tyres are the same for everyone. The team has grown up. We now know how to win, mentally, psychologically, and the two drivers are both winners. I couldn’t ask for more. “The pressure now is to stay where we are. You can never take the result at Spa away from us, in many respects it’s a more consis tent pressure to deliver every race, rather than spasmodically. ‘We’re good at this circuit, we’re not

good there’ - that has to end, if we’re ever going to develop into a championship winning team. That’s the next focus.” The one great unknown in the Jordan package is new driver Heinz-Harald Frentzen. There’s no ques tion that he under-per formed during his spell at Williams - all concerned admit the chemistry just wasn’t right - but Jordan is convinced that he’s the right man for the job. Yet again, EJ has re-hired someone who drove for him in the lower formulae. “What goes around comes around,” smiles EJ. “HeinzHarald is back, he’s a much more mature driver, has got a lot of experience, and he comes to us as a winner. There’s never any doubt about his speed, and I just feel that a Jordan style of team will help him greatly, not just psychologically but in terms of his overall abili ty. He’s an outstanding performer. I can see already that Heinz-Harald and Damon get on really well together. Of course, it will be a different matter on the track, but I’m look ing for the best possible car and hopefully they will be able to develop it.” “My aim is to fulfil their dreams together with my dreams,” says HHF, “be very quick, and be success ful. We are looking forward to bringing the package together, and my role is just to do the job on the race track. I’m pretty confi dent that Damon and me will be a good driver line up, and we can give the team as much help as we can.”

nd it’s a baptism of fire

MAKING a direct com parison between the Jordan 199 and last year’s car is not easy. Tthe latter changed radi cally over the course of the season; the 198 which Damon Hill took to fourth place at Suzuka was very different from the one shaken down in Barcelona nine months earlier. “Obviously a lot of it is new,” says designer Mike Gascoyne, “but it is an evo lution of last year’s car. We had a pretty good car at the end of last year. It would be silly to throw a lot of those design concepts away. We worked very hard on the aerodynamics, weight reduction, and lowering the weight in the car. We’ve got a fairly different layout of the gearbox, and we’ve moved the oil tank to in front of the engine.” Gascoyne admits the design team has not taken any big risks. “But I don’t think we have been conservative. We’ve made some big steps, but we’ve done it in a very controlled and focused way. The philosophy is if you

Hot Start: Frentzen got things off to a firey start at Silverstone. He and Hill (below) face an interesting year.

don’t need it, cut it down, minimise it.” The car certainly looks a lot smaller than last year’s, which was launched with boxy, full length sidepods which just didn’t look right. The sleek new machine fol lows the trend for low tails, and has a particularly narrow airbox. “We’ve done a lot of work in the wind tunnel follow ing on from the things that we did on last year’s car. The most significant advance we made was in constant aerodynamic updates. We’ve made some big changes to the way we do testing; the accuracy of

what we do and the type of models we test has changed a lot. We have a lot of faith in the work we’ve done.” Gascoyne says that Mugen’s latest engine, the MF301HD, has been sub stantially changed. “The engine is only a cou ple of kilos lighter, but the crank centreline height moved down 6mm, which has lowered all the weight of the internals, and that’s allowed us to get the gear box internals even lower. We’ve mounted it in the car in a very different way, and it’s got variable trumpets, which it didn’t have last year.”

U February 1999

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Commodore Cupdate? VOTE

COMMODORE Cup may update to later model Commodores in the near future. Cun-ently restiicted to VB, VC and VH Commodores (1978-84), discussions are taking place now about the pros and cons of an update. The ROH Commodore Cup series goes into its fifth season this year, with regular 25-30 cai- grids expected at its eight championship rounds and with little change in regula tion since the category started. The budget V8 category is a support act to the BOC Gases Super Touring Series, run-

at Calder Park recently, with V8 Supercar drivers Russell Ingall and John Faulkner on hand to put in a few laps in a couple ofleading cars. Both were enthusiastic about the category and its prospects as an entry-level means for potential V8 Supercar racers. The category has to date produced one V8 Supercar graduate (Tasmanian Dean Crosswell), while 1998 rookie Matthew Coleman, who fin ished fifth in the series, is still rumoured to have secured the second drive in this year’s Audi Super Tourer team. - CHRIS LAMBDEN

The Enforcer and the Fridge: Ingall and Faulkner enjoyed their outing in the Commodore, ning at all rounds, starting at Oran Park on March 14.

The category conducted something of a season launch

now

and get a year's worth of Motorsport News Who will take overPeter Brock’s mantle as

BIVIW boardroom massacre

that Rover should be radi cally reduced in size. In BMW’s chairman Bernd the end the Supervisory Pischetsrieder and the Board decided that it company’s head of sales wanted to end the feud and marketing Dr between the two men Wolfgang Reitzle had both which has been building resigned after a stormy up for some months and meeting of the BMW engineered their resigna tions. Supervisory Board to dis The new BMW chah-man cuss the future of the trou bled Rover Group, a BMW is to be Professor Joachim Milberg, a former academ subsidiary. Pischetsrieder wanted ic at Munich’s Technical to invest more money in University, who has been Rover while Reitzle, in charge of BMW produc apparently sensing that he tion since 1994. It is unlikely that the might be able to oust’ and change of management Pischetsrieder become chairman, argued will alter BMW’s plans to

enter FI, but it may signal the start of a bidding war for the company between bigger motor manufactur ers which are keen to get hold of the prestigious BMW brand name. As soon as the resigna tions were announced rumours suggested that Ford, General Motors, Daimler-Chrysler, Volkswagen and Fiat are all preparing bids for the company. While Williams has a solid contract with BMW, it will be worth watching developments in the next few weeks.

By JOE SAWARD

Boll’s flag BOB Jane has been hon oured with the job of wav ing the chequered flag at the 1999 Australian Grand

Prix. “To be asked to wave the chequered flag at your coun try’s Formula One Grand Prix, as well as to see NASCAR rac ing on the program at that Grand Prix - the first time that it has happened any where in the world - is just the greatest buzz,” said Jane. The multiple Australian Touring Car champion and Calder Park owner has been chosen to follow in the foot steps of Sir Jack Brabham and Peter Brock to wave the flag. “I’m in great company with those guys,” he said. “Like me, Brocky and Sir Jack have an enormous passion for motor sport, especially our Grand Prix.”

Lemarie

is BAR’S

test driver By JOE SAWARD PATRICK Lemarie, a 30year-old Frenchman was last week named as BAR test driver for 1999, usurping the position which had been held by Jean-Christophe Bouillon, a man with tens of thou sands of testing miles with Williams under his belt.

Goodyear grabs Dunlop By JOE SAWARD ALTHOUGH it is being presented as a merger,(joodyear has finaUy concluded its talks to take over Sumitomo Rubber Industries,the owner ofthe Dunlop brand. The deal means that Goodyear now has around 23 percent of the world tyre market and has moved clear of the battle for leader ship with Michelmand Bridgestone. 'The take-over, which takes the form of six joint ventures around the world four of which will be Goodyear-controlled will see the American company acquiring all 10 of the Sumitomo factories in the United States and Europe. It will also take control of global pur chasing and research and development. The aim of the.deal is to give Goodyear a strong position in Asia while also turning Dunlop into a more effective weapon in the battle with Michehn in Europe.

At the moment the French giant has 27 percent ofthe car tyre market. The combined Goodyear-Dunlop empire will account for 20 percent of the European sales -with cost-cutting measures creating a much more competitive Dunlop. The deal may have important conse quences for Grand Prix racing. Goodyear says it is not coming back in the foreseeable future but it would be a logical marketing move for Dunlop to enter FI tp boost sales in Europe. - This is not thought to be likely to happen until global cost-cutting measures have been imposed and could take two or three years. Goodyear might be forced to act if Michelin now decided to enter FI in an effort to bolster its European sales market. This would be a sensible move for the French company. On the other hand Michelin may simply conclude its rumoured take-over of Yokohama, which would boost its share of the tyre market to nearly 22 percent.

Pe(er Brock receives his award from Peter Barteis last year for

Your vote could decode the at the1999 Australian MotorSports Awards It’s the one major award voted by motor sport fans themselves- that’s you, the readers of Motorsport News. Six lucky voters will win a FREE year’s subscription to Motorsport News, simply by voting for their favourites! Just fill out the official voting coupon and mail it/them to us before the counting of votes on February 16. Remember, we’re looking for your view on the Australian motor sport PERSONALITY of the last year. Start voting now... You may submit more than one vote, but they must be on the official voting coupon (no photocopies). j Voting closes February 16.

Minardi's F1 unknowns By JOE SAWARD MINARDI

has

sur

prised the Formula 1 circus by announcing that it vrill go into the 1999 season with two rookie drivers: Spain’s Marc Gene and Argentina’s Gastone Mazzacane. Mazzacane is 23 and the more experienced of the two new Minardi drivers. He has spent two years racing in Formula 3000 with Astromega, although he has not scored any major results. Prior to rac ing in F3000 he raced in Formula 3 in Italy and South America, finishing

i >

Oh brother: Marc Gene (Sutton Images)

second in the South American series in 1993. We understand that much of Mazzacane’s backing comes from the sponsorship deals which had been put together between Minardi and Argentine companies around Esteban Tuero. When he decided to quit FI Minardi looked for another Argentinean driver. Gene, 24, is the brother of former Formula 3000 racer Jordi Gene. From Barcelona, he has compet ed in a handful of Formula 3000 races in the past but was more successful in last year’s Spanish Nissan-based single-seater series.

My top three nominations are: /

Name; Address:

Ph:

Please enter me in the draw for one of six FREE subscriptions to Motorsport News Post to:

^Siavona/ify pf/Ae^^ea/^ PO Box 1010 North Caulfield VIC 3161. Voting closes 16 February 1999.

U February 1999

Yamaha challeages...Doohan and Suzuki is

I-

YAMAHA is making a determined bid to wrest the 500 GP title from arch-rival Honda. But despite the efforts of the newly-reor ganised team, Honda and Michael Doohan left Phillip Island with the fastest time of the four-day long test last week. Doohan used the newly-surfaced track to his advantage, dipping under his own 1997 pole time to set a track-hest lm32.197s lap on the second day of the test. But, after all teams suffered blistering problems on the new surface, Doohan skipped the final day and a half of the test while the Repsol team packed up and headed for Malaysia. Despite the dominant form of the five-time World Champion Yamaha had plenty of good news. Max Biaggi wound up his new bike on Friday and ended the test just 0.01 behind the flying Australia. Both Biaggi and Norick Abe were on a ‘prototype’ version of the 1999 bike, while Doohan concentrated on his title winning ’98 bike. The Yamaha ace was only 0.1s behind Doohan and almost that gap clear of fourth man,Suzuki’s Kenny Roberts Jr. And, while the Yamaha times seemed encouraging, it appears that the new YZR500M is not the definitive version of the bike that will race this year. Team manager of the works Biaggi-Carlos Checa outfit Geoff Team ovmer Kenny Roberts Sr also had a Crust said that there would probably be a ride on the Wednesday of the test though he new version of the bike for the IRTA Island . was unseen for the ensuing days. It appears test on March 4-7. that the American gi’eat was ordered off the Further back in- the pack, Jean-Michel track by his insurance company ... Bayle had an encouraging test on the The BSL 500 also made its first appear Modenas KR3, missing a ‘32’ by only 0.074s. ance. The NZ team was the object of much While he was getting used to the three-cylin ^rutiny until they fired up the bike on der bilce proposed team-mate Mike Hale was Thursday morning, Mark Willis completing a less impressive, running high 35s during the number of cautious laps among the usual test, times that were beaten by 40-year-old new bike teething problems. veteran Randy Mamola on Thursday. - PHIL BRANAGAN

Cade Southall . driving the team JacerJCIi - -.winnerof the ■Victorian State Title in 1997 and 1998,

Orive an open wheeler “The Indy 500 was just like one big Formula Vee race. That ivoi' all the experience and race craft learned in Formula Vee” - Steve Knapp after coming 3rd in the 1998 Indy 500.

Buddy Lazier Indy 500 winner in 1995 and 2nd in 1998, and Steve Knapp 3rd in 1998 Indy 500, started in Formula Vee.

quick at Sepang

NEW Team Suzuki rider Kenny Roberts finished overall fastest at the new

Malaysian GP circuit at Sepang in the second offi cial IRTA test of 1999

Maximum,effort: Biaggi got awfuily close to Doohan at thO Island. (Photo by Moms/WPix)

over February 3-6. The 25-year-old Californian’s lap time of 2:06.655 was narrowly ahead of second-placed Norick Abe’s Yamaha with Max Biaggi’s similar machine more than four tenths beMnd. Team-mate Ncsbuatsu Aoki moved up to fifth fastest on the final day in front of Simon Crafar, underlining the revival of Suzuki’s in 1999 following the signing of Roberts'and former Modenas chief engineer,. Australian Warren Willing. “Last week at Phillip Island and also- for the last few days here,, we’ve been concentrating on testing and

evaluating different mechan ical options. Today was the first time I was able just to concentrate on lap times,” said Roberts. Biaggi, who had a minor spUl during the test, conced ed that the previous test in Australia, where he got with in O.OSsec of Doohan,. had been better. “I managed to improve my time by well over a second on the final day so I’m satisfied with the result of the test. I still think I could have gone faster, but we had a few problems with rear traction and stability that we were working on. “I was probably a little happier with my result at Phillip Island, but we know which areas we have to work on. Our target is to be com petitive for the first race and I am confident we’ll achieve that.” - DAKRYL FLACK

Foggy tops Kyalami tost

DUCATI’S

three-time

World Superbike champion Carl Fogarty dominated the three-day SBK test at Kyalami last week, closing the test with a stunning lap around a second under the circuit record. “For the past few years. I’ve had to start the season with a new team, new machinery and in a new environment,” Fogarty said. “This year, it’s different. I’m extremely happy with the team, the atmosphere’s great and we’re all getting on just fine. I feel fit, strong and fast, for once, we’re starting the year on a strong footing.” Australians Troy Corser and Peter Goddard both crashed dining the test with out injury. Goddard finished the first day sixth fastest on the lone Aprilia Mille RSVIOOO, but could only

improve on that time by just over half-a-second by the third day^the test to finish tenth overall, After struggling to come up with a good firont-end set up, Goddard was looking for ward to solving the problem at the SBK test at Phillip Island this week. Former world champion Corser finished third fastest, and was aiming to go even faster before be fell. The Wollongong star said he is impressed with latest Ducati 996 and is confident he can develop it in to a genuine title contender in 1999. Perennial runner-up

Aaron Slight, not surprising ly, wound up second quickest to his chief nemesis Fogarty. “At Kyalami last year we had a disastrous couple of races so it’s great to leave here having made a lot of progress. By the time we get back here for the first race, at the end of March, we’ll be

in better shape and able to challenge Carl and Ducati.” Team-mate Colin Edwards was fourth behind Corser, and appeared a little chas tened ^er recently declar ing he would win “10 races this year” after a stunning test at Suzuka earlier. “We’d tested all the parts and tyres we had to test so I decided it wasn’t worth stick ing my neck out for a fast lap,” Edwards said. “It’s the first test of the year, we’ve all got to go to PhiUip Island, so I put in a quick lap I was happy with and called it a day.” New Suzuki signing, Pierfrancesco Chib, finished sixth fastest, just 0.28sec in front of team-mate Katsuaki ' Fujiwara, while Noriyuki Haga and Vitto Guareschi continue to straggle with the all-new Yamaha R7 after carding the eighth and ninth fastest times respectively. - DARRYL FLACK

Mlk! Lauda, Larry Perkins, Emerson FittipaSdi, Keke Rosberg, John Bowe, Jason Bargwanna and Colin Bond all started in Formula Vee. If you would like to learn the skills involved and experience the thrill and excitement of driving an open wheeler racing car then join us at Calder on our next Corporate Driving Day - Thursday 4th and Friday 5th of March 1999. Whether you're a beginner or you've driven an open wheeler before, you are sure to get maximum enjoyment from driving a Cade Southall Formula Vee. In half a day we'll outline the basics to you and then you're out there doing laps for yourself! Corporate days are available to individuals or for groups of up to 15. The cost is $300. For further details call 03 9787 8250 or visit our web page on www.fvee.org.au

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God works here: Peter Goddard gets to know the new Aprilia at Kyalami’s SBK test.

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Aerospace Alley and chocolate engineering T

he other day I went to Paris for the iaunch of the ProstPeugeot AP02. It was pretty much what one would expect from a car launch without frills. There were no acrobats, nor jugglers and no exotic animals (except Olivier Panis). There were some rather dull speeches, a few silly questions and a noisy film or two. Prost and his men tried to get everyone interested in the amazing machines they had in the factory. The car was blue. It had inter esting-looking sidepods. Then there were interviews and, for those with time on their hands, a spot of lunch, during which the journalists slopped their excess Beaujolais over the electro-erosion machines worth half a million Australian dollars apiece. The machinery aside, I think that I probably learned more about Prost Grand Prix from the journey to and from St Quentin en Yvelines than from the launch itself. It’s a great name, isn’t it? St Quentin en Yvelines. Particularly if you say it in French. “San-con-tanon-iv-leeen”. It sounds fast, like a revving engine. To me, Ferrari would not be Ferrari without the tunefully-perfect Maranello which, when you roll the ‘r’ as the locals do. sings like a Ferrari struggling to get into gear. The Formula 1 teams in Britain really haven’t mastered the idea of having headquarters in nicesounding places. Leafield sounds like a place to which Grannies retire and Woking sounds like a less-than-glamorous suburb of

Everyone is very proud that London which is exactly what it is. their ideas come from the aero I have always felt that Brackley space industry and that they have sounds like a nasty skin disease and Bicester sounds like some aerospace levels of production. When you boil it all down what thing you find living in a tin at the they are saying is that Grand Prix back of the kitchen cupboard. motor racing is an industry which Still, the name of the place translates ideas from aerospace where you build your factory is probably not important. The British into the automobile industry. The obvious link is aerodynam in FI will tell you that the only ics but where was it that advanced thing that matters is to be in composite materials came from? ‘Motorsport Valley’ which they Who developed finite element compare to Silicon Valley in California the home of software analysis, computational fluid dynamics and other amazing elec engineering. tronic programmes? I think you Motorsport Valley ranges from get the picture. Northamptonshire through the counties of Oxfordshire and Then take a look at the biogra phies of most of the top FI engi Buckinghamshire to Berkshire and neers for the last 30 years. The even as far as Surrey. Within this croissant-shaped area are located almost all of u the major racing car companies of the 1990s including Cosworth, llmor, Stewart, Jordan, Reynard, Prodrive, Benetton, Williams, TWR Arrows and McLaren. Add to this a supporting case of skilled and experienced sub-contractors and suppliers and you can older ones all started out with avi see why people think that you ation companies such as De cannot do much in motor racing Havilland and Handley-Page. The without being there. middle generation was employed at the Royal Aircraft Establishment aving visited Prost Grand Prix I and the youngsters come from am beginning to wonder if Westland Helicopters or British those people are right. Why? Well, Aerospace. In other words, a lot of follow this logic. Ask anyone impor the people in FI came from aero tant about the technology involved space. in FI and before you can say ‘Sir Some of the more intelligent Charles Kingsford Smith’ they have companies involved in F1 used the word ‘aerospace’. McLaren being the obvious example have formed partnerships to try to use some of the current aerospace thinking in the construc tion of their racing cars. But it seems to me that Prost has taken a step further. He has turned his back on Motorsport Valley and has settled in what we should probably call Aerospace Alley. If you drive south west out of Paris on the old main road to Bordeaux, you will cross the Seine on the Pont de Sevres. The road will then take you uphill into the woods of Meudon. You won’t know it but you are passing close to the wind tunnels of a France’s national aero space agency ONERA a Prost partner. You arrive in an industrial X X zone which they call Villacoublay. Once this i'' was the cradle of French aviation and the street names bear wit ness to the history. The Avenue Morane Saulnier leads away to streets with names like a Dewoitine, Nieuport, Farman, Bleriot, Garros and so on.

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Without it, Sport's you have passednoticing Peugeot headquarters. A couple of miles to the south of you are the jet propulsion centre at Saclay, the nearby centre for nuclear studies and the airfield of Toussus le Noble. There is also the ONERA research and development labo ratories in the Fort de Palaiseau. There are no fewer than four Thomson electronics establish ments within a few miles, not to mention the headquarters of Giat, which makes lots of secret military things. As you head' west past Versailles, you pass through the St Cyr L’Ecole area, home of the worldrenowned Institut Aerotechnique. Turn off and go south and just before you reach Prost Grand Prix you pass the Fort de Bouvier in which the jet maker SNECMA has a testing centre. In this part of the world, it seems, even the milkmen have degrees in aeronautical engi neering. If you are dealing with aero space technologies, Prost logic says, why not go to wh'^re the aerospace industry is concen trated. A lot of bright young engi neers will consider switching to F1 if the factory is'close to where they already working. It will be interesting to see what happens but I have a suspi cion that in the years ahead we will see a lot of innovation from Prost engineers. But who in the FI media cares about technical innovation. It does not sell newspapers and that, of course, is what pressmen are supposed to do these days. More’s the pity.

What do you do with a chocolate steering wheel? It is a work ofart, you cannot break it up, but ifyou do not eat it it will melt or go mouldy

17)

Cartoon by Allan Schofield

The Villacoublay airfield is still there but is now hidden behind the massive buildings of Dassault Aviation and Sextant Avionique.

foyer at Prost I bumped into I ann theAustrian colleague.

“Ach Gut,” he said (like all Austrians do), “I vos vanting to speak mit you about dogs.” “Dogs?” I said, “Huh, well of course I am an expert? I have four dogs at home. One of them is named after FIA President Max Mosley. When 1 get annoyed with Max’s latest tricks, I kick the dog. I used to have one called Bernie named after you know who but he was so much trouble that we had to send him away to a new home.” “Sehr gut,” he said, ignoring me.“Dogs are very gut for my business.” “I’m sorry,” I grunted. “Dogs are good for motorsport journalism? In my experience all they ever do is eat or escape and when they escape they eat the local chickens.” “But you see,” he went on, “I haf written a book about the dogs of famous sportsmen.” “Get a life!" I replied. “Hah. You may laugh but it vos number three on the best-seller list zis year in Austria. People, you know, zey really like animals ...

now tell me, vhich racing drivers do you know haf dogs.” What am I doing? I thought. The world has gone mad. “You know,” he said. “Prost has a dog named Fifi.” I went to hide. When finally it came to leave the party, thetime pretty smiling girls in Prost jumpsuits gave me a Prost steering wheel. It was made entirely of chocolate. I am not an expert in chocolate engineering but it looked brilliant to me. That afternoon as I wandered down a blowy Champs Elysses, lugging my chocolate steering wheel (which was thankfully in a wooden box), I wondered who on earth had come up with the idea. One can only presume that one day it was a bit quiet in the Prost Press Office and they began mus ing over what to give the media men at the launch. Of course, a chocolate steering wheel! It is as logical as writing books about the dogs of famous sportsmen... Perhaps, I mused, Prost had acquired a lot of chocolate and needed to get rid of it. A few months back Mid hear that a Parisian chocolate engineer had built an entire Prost AP01, using the original chassis moulds. It was to be sent to New York Jor an exhibition but on the way was smashed to pieces by the air port handlers the lowest members of the aerospace food chain. Perhaps, I thought, the bits were returned to Paris and had been melted down to make chocolate steering wheels for the press corps. Still, I had a thing of beauty although it posed a problem: What do you do with a chocolate steer ing wheel? It is a work of art, you cannot break it up, but if you do not eat it it will melt or go mouldy. Life as a chocolate engineer must be frustrating, I concluded. A bit like being an ice sculptor. Some will argue that these are perfect artists for art can only be perfect for a moment and then begins to fade. 1 have never really agreed with that theory except when it came to ‘modern art’. I always wanted that to fade very quickly. Caught in this dilemma, I sat down for a hot chocolate and I read the Prost press pack. And then it came to me. I would get the local baker to mount the steering wheel on the top of my son’s birthday cake. He and his little pals could appreciate it before destroying it. They would have no guilt. Chocolate is choco late when you are five years old. The baker was impressed. A brilliant piece of work, he said. It’s almost impossible to engineer chocolate... ... but in Aerospace Alley, it seems, everything is possible.

i I

1999

R\AI

Paul Radisich has had the successes of his career in Fordsand now he is heading to Australia to race for the Shell Helix/Dick Johson Racing Team. Can he win in V8 Supercars? PHIL BRANAGAN asked him before he left England. Motorsport News: Talk us through how you got the drive. Paul Radisich: I went home (to New Zealand) to Christmas and I heard that John (Bowe) had left. I called (DJR’s team manager) Wayne (Cattach) yp as soon as I arrived in New Zealaad, so it was kind of late December. I said, "Is it true?” He said, 'Yep,” and I answered, “If you’re looking for a driver. I’m interested.” That was about as far as it went. I was intending to be in Australia for New Year’s celebra¬ tions, so we got together to have a chat. And that’s when things started to get serious. MN: The indications were there that they were keen? PR: I knew that they were keen to

try and do something. 1 only really had to decide what to do: I had wanted to pursue other things, to try and do something to race here (in Europe) so I had to make a final decision when the team was going along and started to show more interest. But they were keen to talk pretty much from the outset. MN: Like anything else in life, moving to DJR has its pros and cons. What are the pros? PR: For me, it’s the chance to drive in a strong championship and an opportunity to win races. That’s really what swayed it for me, after a couple of years with out the right equipment. I think that DJR will be able to supply me with that and give me a chance of winning races. At the end of the day I’m a rac ing driver and, for me anyway, that’s most important. MN:So what are the cons? . ? PR: Sunshine! Though that’s not really a con ... (laughs). There is no downside. The contract I’ve got is only a 12 month deal so everything is on ’hold’ here (in the UK), it’s not like we’re uprooting and moving off for good, it’s purely just a 12 month racing contract which just hap pened to offer the best deal for me at the moment. If something else arrives, so be it. It’s not like

Monza highlight: The Radisich/Ford partnership hit the headlines when the New Zealander won the world cup at Monza in 1993. He and the Rouse Ford Mondeo team proved it was no fluke a year later at Donington in the UK when they won it again. (Photos by Bolhwell Photographic)

U February 1999

9X0^

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we're pulling up the anchor and going to live in Australia. MN: I guess a potential con, in general terms, is the compari son between what racing dri vers here are paid and what they get in the UK. There’s a fairly large discrepancy... PR: The difference is pounds and dollars. MM; Is it that simple? Are the numbers fairly similar - does it just come down to currency? Sounds like you’ve done your self a good deal, Paul. PR: Yes. mate, I’m smiling! No, we’re okay. u

Cool customer;Radisich’s last drive in Australia was for Audi at Bathurst. After an impressive build-up during the week his race ended when co-driver Paul Morris collected a tom sump at the top of the mountain.

MN: How do you compare it to the BTCC, Paul? PR; I wouldn’t compare it. They are two different championships. I think that the BTCC is the best 2-litre championship going and the 5-litre Australian touring car racing is the strongest in that part of the world. They both are very strong; they both have their good points and, I'm sure, that they both have their bad points. I think they would both be as tough as each other.

(Photo by Dirk Klynsmith)

And every relationship has its rough spots;Radisich has had his shares of ups and downs with Ford. This is one of the latter; some ‘physical’ driving at Brands Hatch in 1995 ended his day early.

MN: With some of the feedback you may have had recently, there has been a bjt more

(Photo by Bothwell Photographic)

That’s when you start to see

more bumping and barging^going on. It’s always been going on and, from that point of view, maybe I’m a couple ofseasons ahead! JJ

MN: What are your impressions of the series from the distance you’ve been watching from? PR: That it’s grown in stature and that it’s very competitive. I think that they have done a good job with it. From what you can see from the outside, there has been a big hoo-haa about the rules and so on. But, at the end of the day the cars seem to come out of it fairly square. From here it looks like it’s a very fair championship.

BTCC-style physical driving here in the last two years. PR; It doesn’t matter what form of racing it Fs. As soon as things start to get competitive, people end up taking more risks. That’s when you start to see more bump ing and barging going on. It’s always been going on and,from that point of view, maybe I’m a couple of seasons ahead! And that’s not saying that I’m Continued on page 18

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U February 1999 finish. While it was going it was going great but I think we proba bly had higher hopes that the reli ability side of things would favour the Audi, compared with Volvo and the other cars. But their reliability was excel lent and the Audi around the mountain struggled with its straight-line speed. But it was phenomenal over the top and up to the Cutting and so on. Just unbelievable.

Continued from page 17 going to come down and bump everyone out of the way; that’s not the case at all. What I am say ing is that, as the racing gets more competitive, you' have to take a few more risks to take advantage of the gaps that are available. By the time you get there, sometimes, they're not there anymore and the inevitable happens. I’m not saying that I’m going to push anyone out of the way; I’ve been a very fair and clean race driver. MN: Are 5-litre cars fun to drive compared to a Super Tourer? PR: They’re both fun to drive. They both have their strong points and weak points and you can’t really compare one to the other. There’s big differences in weight: you have a smaller car versus a bigger car and frontwheel-drive versus rear-wheeldrive and the list of differences goes on and on. MN: Does it take long to adapt in these situations? With Ford’s current situation, there isn’t going to be an awful lot of pre season testing. PR: That’s true. It shouldn’t take too long. Last time I drove one of the ‘Rolling Stone’ cars at Wellington and Pukekohe in 1996 we had no testing. I seem to recall I was on the pace straight away. I can’t see why, having done that, we should have too many prob lems this time. MN: And I guess ij’s happening at an interesting time. The opposition - well, some of them - are in the same position; adapting to new tyres with cars that have just been built. PR: That’s right. I’m coming in with a completely open mind and I’m not used to any other tyre or whatever. Whatever they give me on the first day of testing is what I’m going to start developing with and I don’t have any preconceived ideas before we start making the package that we’ve got even bet¬ ter. MN: There’s a very strong focus on our touring car series here as compared with the rest of the sport in Australia. In England there is more racing with a profile comparable to the BTCC. Does that mean that there could be more pressure on you to perform here? PR: No, I think that the interest on the BTCC from the media and the public has always created pres-

sure so I cannot see that it would be that different from anywhere else. I know what you’re saying. The 5-litre class IS the premium class in Australia but it’s not that much different: the BTCC is the premi¬ um class in Britain. Maybe some of the single-seater people may disagree with that. But, from the point of view of the media and the public, you have to say that the BTCC is right up there.

No fours, no sixes,just ‘O’s: Radisich went to Peugeot with hopes high but came away with no wins to show from a fnitrating season.

MN: You raced the cars in New Zealand and ypu.were success¬ ful there. Your opposition is going to be largely similar this time around. Have you thought much about the opposition? PR: No, not really. I don’t really know much about... well, everyone has moved on a lot since then and their circumstances change. I mean, look at Russell Ingall. He has come on in leaps and bounds from when I came across him in New Zealand. I have to stay very much open-minded about the opposition. I know most of the people there and I know what it’s like to drive against them but I haven’t thought that much about it. MN: Do you have options to do other racing during the year? is racing in Europe or, even, the USA still a possibility? PR:' Yes it is. It wouldn’t be clear for a while yet. MN: Your last race in Australia was at Bathurst in October. A disappointing result? PR: Disappointing from the point of view that we didn’t get to the

Elementry, my dear Watson: Despite cjisappointing results Radisich did not leave Peugeot on bad terms; after all, the team’s PR lady, Patricia Watson,is now Mrs Radisich... (Photos by Bothwell Photographic)

Fve had goodform before notjust with Ford but with DJR and, also, with Shell. Ijust want to win. Ifs this simple; if you take the wins, the rest will sort itself out.

Dick Johnson Racing Falcons - ELII

MN; That’s a race you’ve been close to winning over a number of years. You’ve had good results; you’ve finished second. Does it stick in your craw that you still haven’t won at Bathurst? PR: It would be a great one to win, for sure. But i don’t hanker after it. If it does come to me, that’s brilliant because it’s one of the great races. It’s a race win we’d all like to have on our CV but, what can I say; I don’t live and breathe for it. At the end of the day it’s a terrific event to win, just like the world cup was a great one to win. But it’s just another race. MN: These days, it’s another two races, is there any possibil ity that, as a driver high on a number of Super Touring teams’ shopping lists, you’d have a crack at both races? PR: We would have to see. As time goes on, we’ll see what the possibilities are and take it from there. There shouldn’t be any problem if we did do it, it would just be a matter of getting the right drive for the event. But at this point I’ve not even thought about it. MN: Speaking of the world cup, the two wins you had were in Fords and you’re returning ‘to the fold’ this season. PR: Very true. I pretty much start ed my career with Ford and, as you say, that’s where I had my greatest successes. I’ve had good form before not just with Ford but with DJR and, also, with Shell, it’s pretty much like coming home, actually. That’s where it all began; it’s pretty ironic how life goes full circle and we’ve ended up back where we began again. MN; We’re at the start of the season. What will satisfy you for the year? A top three in the championship; a certain num ber of race wins; or something further than that? PR: I just want to win. It’s this simple; if you take the wins, the rest will sort itself out.

222

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INTERNATIONAL

20 12 Februdiy 1999

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Better Lehto that Neves? Players tops Spring FORMER FI driver JJ Lehto has lost his Indy Car ride with Carl Hogan’s team to Helio Castro-Neves. The Finn, who struggled to come to grips with the ovals in the 1998 season, was released by Hogan last week to allow him to “pui’sue other drives” in Europe. In his place Hogan, who will run two Mercedes-pow ered Lolas this season, has picked up the 23-year-old Brazilian. The move comes as a sur prise after Lehto conducted much of the pre-season testing for the Lola, which is undergoing something of a racing comeback this sea son after several years in

the wilderness. Whereas only one of the Huntington-built cars ran last year, up to six B99-00s are expected to take to the tracks this year. Last year Castro-Neves finished second to Tony Kanaan in the rookie of the year standings and led impressively at Long Beach’s street race in April. “Helio has shown the skill and raw talent to be a winner and we hope together we can take each other to the next level,” Hogan said last week. Castro-Neves tested a ’97 model Lola last week at Homestead and is expected to be out in one of the promising new cars later this month.

Payton battles rare illness WALTER Payton, who with Dale Coyne co owns the Payton-Coyne Racing Champ Car team, is fighting a rare and life-threa'tening disease. Payton has a liver dis ease called Primary Sclerosing Cholangitis (PSC). “The cause of the dis ease is unknown,” said Dr. Joseph A. Lagatutta, one of Payton’s physi cians. “There is no evi dence that PSC is in any way related to hepatitis, cirrhosis of the liver, con sumption of alcohol or the use of anabolic steroids or 99 vitamin over-usage. Payton, who will run cars for Michel Jourdain

Jr and Dennis Vitolo in FedEx Series, has heen placed on the liver trans plant list and he will be evaluated for transplan tation during the next few weeks.

Prognosis^for liver transplantation for PSC is good,” said Lagattutta. “A one year survival rate is approximately 88 per cent with a long-term sur vival very promising. U We have every hope that Walter will receive a transplant and, after the operation, return to a normal, active life. Payton was a star NFL football player with the Chicago Bears before turning to motor racing after he retired.

iiilimifor Kanaan

Canadian Confidence: Greg Moore expected to be quick at Spring Training but no-one

rea//y thought that Players-Forsythe would go 1-2 at Homestead.(Photos by Sutton Images)

THE Player’s Forsythe Racing Canadian duo of Patrick Carpentier and Greg Moore have dominated the annual CART

on his 47th lap Carpentier bounced back to the top spot ^^d the time held through the afternoon session, . Carpentier turned

plained-of cut tyres. Other stoppages resulted from cars stalling or debris on the track. The only serious incident

Spring Training at the “ best time of 24 962 1- seconds he became just the 1^02 mile oval course at ^reak 25 the Miami-Uade Home- seconds at Homestead. stead Motorsports Moore was the first, when Complex. he qualified at 24.856 secThey posted the top two onds (217.541 mph) for the times, Carpentier at 24.962 1998 FedEx Championship seconds for 216.617 mph race. and Moore at 25.055 seconds That record still stands.

was early m Wednesday’s morning session when rookie Shigeaki Hattori’s ReynardMercedes made heavy contact with the turn four wall. Hattori was not seriously hurt but the car was damaged extensively and, with no spare, it ended the Bettenhausen team’s week, Robby Jordon, not driving here sinceTie’s yet to take deliveiy of the Team Gordon Swift chassis, announced that he had decided to go with Firestone tyres for the 1999 season, There will now be 20 CART teams on Firestones, the most since the tire maker joined the series in ir_ 1995. While Spring Training does not count for points in the season championship, it does let everyone see what the teams are capable of. Or does it? There’s the question of whether the teams are show-

for 215.813 mph. Third quickest was Jimmy Vasser in the Target/Chip Ganassi entry at 25.106 seconds, 215.375 mph. The top three cars were all Reynards on Firestone tyres. Carpentier and Moore have Mercedes-Benz power while Vasser runs a Honda engine. The top Goodyear time was by Gil de Ferran in the Walker Racing ReynardHonda,fourth overall. In the morning session a number of drivers improved on Wednesday’s best time, by Patrick.Carpentier, but

Carpentier felt that team work was the key this week. “The team has been together for a year now,” he said. “It makes a huge difference. The same thing happened to me in Atlantics.’' The Player’s Forsythe team supervised a few peopie since they have been testing mostly on road courses of late. “We are really using these as our test days for ovals,” said Moore. “Maybe we’ve rattled a couple of cages.” Over the two days, there were a number of yellows. many after teams com-

1999 CART Spring Training - Homestead, Fidridd

Like fries with that? Kanaan and the McDonalds crew, TO no one’s great surprise, McDonalds Restaurants announced at Spring Training that they would sponsor Tony Kanaan this season. The 1998 CART Rookie of the Year will drive a Reynard-Honda-Firestone in the series, running under the Forsythe-Tasman banner. The team has come about via a merger between Tasman Motorsport and Forsythe Racing, which will

continue to separately run two Players-sponsored Reynard-Mercedes-Firestone cars for Greg Moore and Patrick Carpentier. Kanaan’s efforts will con tinue to be overseen by Tasman Motorsport boss Steve Horne. Kanaan was 10th fastest in testing at Homestead last week and also ran a few shakedown laps in his spare 991, turning in a few slow laps to registered the 29th best time ofthe test.

Pos Driver Sponsor/Team 1 Patrick Carpentier Players Indeck/Forsythe 2 Greg Moore Players Indeck/Forsythe 3 Jimmy Vasser Target/Chip Ganassi 4 Gil de Ferran Valvoline/CumminsA/Vaiker 5 Max Papis Miller Lite/Team Rahal 6. Bryan Herta Shell/Team Rahal 7 Juan Montoya (Rookie) Target/Chip Ganassi 8 Raul Boesel Team KOOL Green 9 Al Unser Jr. Marlboro Team Penske 10 Tony Kanaan McDonalds/Forsythe 11 Michael Andretti KMart/Texaco/Newman Haas 12 Mark Blundell Motorola/PacWest 13 Kmart/Newman Haas Christian Fittipaldi 14 Mauricio Gugelmin Hollywood/PacWest 15 Scott Pruett Pioneer/MCI/ArceroWells 16 Christiana da Matta (Rookie) MCl/Arciero-Wells 17 Dario Franchitti Team KOOL Green 18 Helio Castro-Neves Hogan Racing LLC 19 Naoki Hattori (Rookie) AlpineAA/alker 20 Al Unser Jr. Marlboro Team Penske 21 Adrian Fernandez Tecate/Quaker/Patrick 22 P.J.Jones Visteon/Patrick Racing 23 Castrol/AII American Alex Barron (Rookie) 24 Michael Andretti KMart/Texaco/Newman Haas 25 Dennis Vitolo NicoDerm/Payton Coyne 26 Richie Hearn Budweiser/Della Penna 27 Michel Jourdain Jr. Herdez/Payton Coyne 28 EPSON/Bettenhausen Shigeaki Hattori (Rookie) 29 Tony Kanaan McDonalds/Forsythe

Car En T 99i MB F 99i MB F 99i HR F 99i HR G 99i XD F 99i XD F 99i HR F 99i HR F P27 MB G 99i HR F 009 XD G 99i MB F 009 XD G 99i MB F 99i TY F 99iTYF 99i HR F T97 MB F 99i HR G P27 MB G 009 XD F 009 XD F 987 TY G 009 XD G 98i XD F 009 TYF T97 XD F 98i MB G 99i HR F

Lap Time 24.962 25.055 25.106 25.126 25.202 25.313 25.423 25.439 25.454 25.462 25.478 25.544 25.599 25.617 25.667 25.741 25.754 25.784 25.977 25.993 26.033 26.056 26.162 26.273 26.598 26.683 26.801 27.460 30.318

MPH 216.617 215.813 215.375 215.203 214.554 213.614 212.689 212.556 212.430 212.364 212.230 211.682 211.227 211.079 210.667 210.062 209.956 209.711 208.153 208.025 207.706 207.522 206.681 205.808 203.293 202.646 201.754 196.912 178.349

Chassis Legend: P27=Penske P27B;99i=Reynard 99; 98i=Reynard 98; 009=Switt; T97=Lola T9700;987=Eagle 987 Engine Legend: XD=Ford Cosworth; MB=Mercedes Benz IC 108E; TY=Toyota; HR=Honda Turbo V8 Tire Legend: F=Firestorie Firehawk; G=Goodyear Eagle.

ing all they’ve got at this public session. ‘We go as slow as we can” jokes Carpentier. Vasser thinks it’s a bit of a dog-and-pony show, though until now he’s always been the quickest here. “It’s not like when you test all day by yourseU” he said. During the two-day test, 18 drivers were within one second, over 4,832 laps run. “The list of people that can win races is massive” said Moore. One of the most impres sive performances came from rookie Juan Montoya. The Colombian, who has taken the seat vacated by Alex Zanardi at Team Ganassi, was seventh fastest in his HondaReynard-Firestone, a star-

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Looking for Four; Ganassi’s Mo Nunn (right) has won the last three titles and is looking to Montoya for a fourth. Something old, something new: Herta goes into the sea son on a high while PJ Jones has a new team to get used to.

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Letters beat numbers: The R&S-Ford was too quick for Ferrari’s 333SP in the Daytona 24 Hour. (Photos by sution images)

Dyson takes second Daytona

AFTER an enthralling day-andnight battle with Ferrari, Dyson Racing won the 24 Hours of Daytona for the second time in three years. Elliot Forbes-Robinson, Andy Wallace and Butch Leitzinger, who qualified the sixth, took the chequered flag more than one lap ahead of the Doyle-Risi 333SP of Wayne Taylor in the 24:03:30.680 race that featured the largest North American prototype field for an endurance race since 1985. “Last time we won, our car started down in the field and we didn’t even think about winning until late in the race,” said Leitzinger. “This year was different because we felt like we had a chance. We were in contention the whole race. All three of us had a great time.” Team owner Rob Dyson drove the pole-sitting No. 16 Riley & Scott-Ford to an eighth-place finish in the CanAm class after a night-time incident knocked the car out of contention. Dyson Racing’s effort to push the No. 20 Riley & Scott Ford to victory was the team’s second overall win at the Rolex 24 Hours of Daytona. “This is as good or better than the first time,” said Dyson. “What an awe some experience just to compete, but winning is an awesome experience in life. This is about the whole team. These guys did a great job, and we had a lot of luck going our .way.”

From the start, the battle for position at the front of the Can-Am field was hotly contested between the Dyson Team, the Doyle-Risi team and the Doran-Matthews team. Team Dyson duelled with Taylor, McNish, de Radigues and Angelelli throughout, Saturday night and into Sunday, with neither car extending to more than a two-lap lead over the other. “A brake problem this morning cost us the race,” said McNish. ‘Tt cost us three laps, and we could never make them up. I’m happy for the team. I’m sorry we didn’t win, but it was a good result.” Leitzinger also made a lap 526 pass of Support Net Racing’s Scott Shubot to take over the lead for good as day light brought at first intemittent, and then heavy rain, causing teams to change equipment and race strategies several times throughout the final hours of the race. The No. 00 Ferrari finished fourth, followed by the No. 8 Support Net Racing Ferrari 333 SP in

fifth.

PO Box 6330 Shepparton 3632 Ph/Fax; 03 5827 1359 Mobile: 014 406 980 Email; speedwerx(§diesel.net.au www.kartsporLcom^u/akn/speedwerx.html

CHASSIS TOOLS

ENGINE TOOLS

● Tube notcher ● Tube bender

● Porting kits ● Bore gauges ● Valve sprung testers ● Oil filter cutters

● Stagger gauges * Tyre pyrometers ● Durometers ● Tyre pressure gauges

fledged factory supported teams, and ultimately, a resounding performance across the GT2 and GT3 fields by the Porsches. Through qualifying and the early hours of Sunday morning, the GT2 race was shaping up as a muscle match between the factory-supported Viper Team Oreca (Dodge) and Corvette Racing (Chevrolet) teams. While the Vipers fell-off as dawn touched the Sunday morning horizon, the Corvette team of Ron Fellows, Chris Kneifel and John Paul Jr. ran strong until the 22nd hour, enjoying as much as a 12-lap lead over the Roock Racing Porsche before engine problems ended their hopes for debut win. It was the durability and tenacity of the Porsche teams that would be the difference in the class, ending with the No. 83 team of Andre Ahrle, Hubert Haupt and David Warnock finishing first ahead of the No. 99 Schumacher Racing Porsche 933. The international team was satis fied to let other teams battle for the lead early on, conserving the Roock Racing Porsche 911 GT2 for a strong push Sunday morning. They would ne.ed all the car they could muster, as the field really pushed the leaders in the final hours. “I’ve won here in GT2 before,” said Ahrle, “and I ran the final hour with a broken engine. It was an unbelievable race; the pace was unbelievable.” The GT3 race was highlighted by a dominating drive from the Alex Job Racing Team of Cort Wagner, Anthony Lazarro, Darryl Havens and Kelly Collins. After feeling heat early from the strong BMW teams, the No. 23 Porsche 911 RSR checked-out and never looked back, scoring the team’s first win at the Rolex 24.

Vette, not wet: The 1999 Daytona race marked a return to sportscar racing for General Motors. The works Chevrolet Corvetts showed plenty of pace by had to give best to the Porsches and the Vipers in the GT2 category.

half a season to learn the US way of racing before taking the Rookie title in 1996 and back-to-back drivers’ championships in 1997 and ’98.

● Camber/caster gauges ● Spring rate testers ● Scales

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In the GT category, Roock Racing won GT2 with its No. 83 Porsche 911 GT2, capturing the inaugural Daytona ‘Sports Car of the Year’ award for Porsche, which also won GT3 with the No. 23 Porsche 911 RSR. GK Motorsports won the GTT class with its No. 19 Ford Mustang Cobra. The intense competition in. the GT classes was equally impressive, featur ing the largest GT2 field ever assem bled at the Rolex 24, two new full-

We don’t need another Hiro: Shigeaki Hattori had the biggest accident of the week, creaming the wall in his first test in Tony Bettenhausen’s Reynard-Mercedes. tling run for a ‘classical’ European-educated driver unnused to American ovals. Already comparisons are being made between the driver and Zanardi, who took

●'-■<■

● Height micrometers ● Ring compressors ● Burettes ● Micrometers ● Verniers

OTHER ● Lap timers ● Pit canopies ● Exhaust gas temp gauges ● Technical videos ● Drill sharpners ● Go-kart tools

'98 Catalogue now available

Unit features a 32 tap recall memory and includes the trackside transmitter.

M](o)0(D[FSU)(o)[fO,

12 February 1999

Going into his second full season as a team owner Alain Prost has a new car, a new factory and the support of mostly French sponsors, including Peugeot. He has said that his cars can challenge the Major League Formula One teams. Can it happen this year? JOE SAWARD spoke to the four-time world champion at the launch of his 1999 program.

lain Prost did not much enjoy the 1998 Formula 1 World Championship. The Prost-Peugeot AP01 was not a good car. It had an unreliable gearbox and in order to strengthen that the weight distribution of the car had to be altered. In modern Formula 1 if you have a probiem you are left behind. It did not help that in the course of the year the team grew from 80 to 200 and that the entire operation was moved from Magny-Cours to an impressive new factory at Guyancourt, in the Paris suburb of St Quentin-en-Yvelines. Jarno Trulli saved the team the embarrassment of failing to score a single point when he staggered home in sixth place at the Belgian Grand Prix. It was a difficult year. But was it more difficult that Alan Prost had expected? Alain Prost: It is not more diffi cult than I thought it would be. It is about what I thought. Formula 1 becomes more and more difficult with each year and when you start from zero it is a long way to climb. Some people understand that, some people do not. That is the difficulty of Formula 1 and so I have not been surprised. Every day I say the same thing to myself: “Be careful. We are improving things dramatically day after day but all the teams are doing the same thing. What is true today may not be true in six months from now. We have to

always adapt”. That is a part of the FI business but there is no doubt that it is becoming more difficult. There are more competitors, more factory teams and more money. It Is not made easier when you do what we have done in 1998. MN: But, v/hatever the back ground, last year was pretty bad. AP: It was awful. But as I always consider myself as part of the group, I cannot say it was diffi cult for me in particular. It was diffi cult for everybody. I think it was very difficult to understand exactly why the car was not competitive: was it because of the technology? Or was there bad decision-making \l * or strategy? Wd built the car when we had only 70 or 80 people in the team. We had 60 people for the race and test teams aqd only about 20 peo ple for administration, research and development and so on. We had nothing. How much of the problem was caused by that? It was not easy. And at the same time we had to build a new factory, get new people. In a way I am actually more ner vous this year than I was last year. I want to see if we have made the progress I think we have made. I also think that we can achieve at least the same progress between 1999 and 2000 as we have made between 1998 and 1999 as we have a lot of things which are now ready to be used. We are beginning to have a good production capacity and we

Man in the hot seat: After a tough baptism Alain Prost is looking for a return to his winning ways this season, have a little stability now. With the 30 people who work with John Barnard at B3 Technologies we have 200 people - which is starting to be OK. Let’s see what happens on the race track. MN: Would it be right to say that 1998 was a transition year and that much of the necessary work has now been done? AP: My ambition since 1997 has been to give the team some size and the means to start play ing with the big boys.

For a year we have le'amed the laws of the jungle in FI. In my view we did what we had to do: preparing our future. We have gone through the most difficult and frustrating stage during which we had to face the consequences of our strategic choices of change in a short period of time. Today we are starting to see the first fruit of our labour. We have the necessary tools. We have a young team and thanks to better organisation we can begin to show what we can

really do. The 1999 season must bring us rewards for the work because of our intrinsic strengths and the impetus of our partners, MN: The partnership concept which you have adopted looks very similar to the philosophy which they use at McLaren. Before buying the team you spent a year with McLaren, is the concept of partnerships one you learned with them? AP: I think it is a coinci dence... No, I have more or less

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Into the blue: The Prost-Peugeot AP02 carries a lot of expecta tions into the new season. If looks are anything to go by, expect a better lot of results in ’99. (Photo by Suuon images)

12Febru3ryl999

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Le Professeur and his pupil: Prost and Panis expect good results from this season’s GPs. During the (Photo by Mike Cooper/Allsport) year that Prost has been at the helm his team has grown from 80 to 200 ...

No pain, all gain AP02 Prost-Peugeot At Olivier the launch Panisofadmitted the new that for much of last season he was worried about that if he crashed we would injure his legs so badly that his FI career would be over. Panis broke both of his legs in a huge accident in Montreal in 1997 but made a quick recoveiy to return to the Prost team before the end of that year. He now admits that despite what he said at the time he was wor ried:

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Three of the best: Next to Prost will be technical allies, Loic Bigois and longtime collaborator John Barnard. (Photos by Sutton Images) the same views in some areas and to be honest McLaren is sets a very good example in some respects. But it is different because nor mally the English teams want to do everything themselves. They have partnerships but they do not use them. They are opening up slowly but I think we are ahead of them and that could be the advantage of being of France, not perhaps in the short term because it takes time to build things up but at some point in the future. MN: The new car is aerodynamically interesting but Prost Grand Prix does not have the same kind of aerodynamic facilities as some of the other big teams. What are the plans for the future to improve this aspect of the team? %

AP; We have the windtunnel at Magny-Cours and we did a retro-fit on that tunnel throughout last year. We do have plans to build a new windtunnel here at Guyancourt and we will make the final decision in a few weeks. We have different projects under consideration but I think we will start from scratch and build a new tunnel. If we do that we will then use the two windtunnels. MN: So what are your hopes for the season ahead? AP: It is always difficult to say exactly what a team’s objectives are and I don’t want to be too specific. But if we have Ferrari and McLaren within reach, that will be reasonably good. We have a terrific team spirit now. We have made a big leap forward with the team and the car and we all know it.

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Olivier Panis: It is true that I was keeping a little secret last year. I did not always want to be seen talking about the accident but when I was operated on after the crash the Canadian Surgeon said that I would still have some pins and stuff inside my legs and that theye would be a risk that if I have another accident and hurt my legs again, my'career might be finished. I didn’t have any choice but to accept at the time because I had to get back into a car as quickly as possible. But throughout the 1998 season this was always something that was in the back of my mind. It was always wonying me a little. In fact it did not really make much of an impression on my perfoiTnance because the car was so bad. Motorsport News: As soon as the season ended you flew to Montreal and underwent fur ther surgery to remove the material and the pins in his legs. Is the problem now solved? Olivier Panis: Today everything has been taken out and I feel com pletely fit. We have a completely new car and a highly-motivated team so I hope that this will be the last time that I have to talk about the accident. I am thinking about the new car and its development progi’amme. MN: Do you think that your experiences have made you a lot tougher mentally? OP: Sure. I think that given everything I have been through I am stronger. I always had a gi'oiip

of people around me to support me wake up every morning wanting to and Alain Prost was very impor do. I had a few sleepless nights in tant. He was always there during 1998 that is true but I really my convalescence - it was pretty beheve that 1999 will be a different tough at the beginning - and he stoiy. helped me. It was good for building MN: How difticidt is it to be on my character. When things are going well there good terms with a team-mate? are always people aroimd you, but Ultimately the FI world will when things go wrong a lot of them judge you on how you do in forget you. So when you come back competition to him. It must be you have a new idea about people difficult to keep up a good rela and you become much more objec tionship. tive. You know what are the impor OP; Jarnp is quick and there is tant things in life ancknow little things which used to annoy me I always a risk''that there can be a problem between two drivers. We don’t care about any more. I am have had our mbments of doubt but looking at 1999. It is a really impor tant year for me and for the whole when that happens we have talked to Alain. If there is a decision to be Prost team. I am preparing for it 'taken he takes that decision and like I have never prepared before. we live with it. It is hard from a physical point of We are not children and so when view but I have big ambitions. I am 100 per cent free of the problem of there have been things Jarno and I my legs and now I really want to do have talked together. He is a driver of the future. That is obrious. He is well in 1999. fast but he remains objective and very correct towards me. In the MN: Can you be a little more races we fight each other like we specific about those aims? would any other driver but in gen OP: We want to do better than eral we work together for the team. last year.'That will not be too diffi ’That is veiy good to keep the team cult because last year’s perfor motivated. mance was temble.'The good thing was that despite all the problems MN: Last year at the launch of tbe team stayed together, stayed positive and concentrated on the the APOl you said that you were confident in the car and job of improving the old car and that you were looking forward building a much better one in 1999. It was also a good season because to a successful new season. the relationship between Jarno What makes you think that this (Trulli) and I was very good and we year will be any different? were able to keep a good ambience OP; Last year when I saw the in the team.'This year’s car is very new car I thought it looked good. different. It is completely different We were all hoping to produce mir to the APOl with completely new acles. Well, miracles don’t exist. technology; input from John After the first few laps we wei-e a Barnard and a great deal of work little bit disappointed but we said: which has been done by Loic Bigois OK. It’s going to be a tough year and his team on aerodynamics and but we did not give up. We went to work on the engine at Peugeot work to make the car reliable and Sport. They have all built the then tried to improve the speed. fastest car they possibly can. It was This new car is a different story. a lot of work. We have already done a lot of test ing with the new engine. 'The new MN: You talk about keeping a gearbox has done 3700 miles of good ambience imside the team, testing. We know from the figures but it must have been difficult that the chassis is more rigid, the to keep up your motivation aerodynamics are better, the given the car and the fact that engine is better and all these things mean that I am much more confi you were worried about your dent much more optimistic than I legs? was a year ago. OP: Formula 1 is my passion and -JOESAWARD I want to win races. That is what I

12 februdiy 1999

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30 years ago, Frank Matich was one of Australia's greats. He took on the best in the world in Sports Cars and Openwheelers and could easily have forged an international career But he moved on to another life, in business. Today, as DAVID HASSALL found, Matich remembers those heady days with no regrets,,.

RANK Matich could have been another" - Jack Brabham in the 1960s, leading an Austrahan charge on the international Formula 1 scene. Many of his peers on both sides of the world believed he could not only out-drive Black Jack, but out-engineer him as well.

program and Le Mans. I was to go over there and do a lot of the devel opment work on the Fords.” Although Bruce did not get his man on that occasion, he later employed Matich to develop the MIO series of Formula 5000 cars from Australia, which enjoyed phe nomenal success all around the world.

That he never pursued this route to sure fame and fortune does not bother Matich one jot. He had other ambitions, other challenges and other priorities in his life^ including a family and business interests. And circumstances conspired against such a path, Long before Alan Jones rose to the top on the world scene, Matich proved that he could match it with the best. And he did it time and time again in the Tasman Series, taking on and beating the works Lotus of Jimmy Clark or the Ferrari of Chris Amon at the wheel of his own cars.

Imagine a local driver today get ting hold of one of last year’s FI cars, doing a bit of development here and going out and taking pole at Albert Park! That’s almost what Frank Matich did in the 1960s when a number of the FI teams came here for the Tasman series... Matich had no shortage of offers to go to Europe; from Cooper (which won two titles with Brabham), from Lotus, from Rob Walker (who entered Stirling Moss and Graham Hill), and from Brace McLaren. But there was always something more interesting in Australia which kept him from tackling Europe. Instead, he contented himself with occasion al forays to America. The closest he came to accepting an offer was in 1965 when McLaren asked him to take a major develop ment role in the ultimately success ful Ford Le Mans project, but a huge crash at Lakeside put paid to that. His recovery was long and he was lucky not to lose an arm after gangrene set in. “By that time I had other plans,” says Matich matter-of-factly. “I had other commitments here, the cir cumstances had changed and I just didn’t want to any longer. I started to build the SR3s instead of going to Europe. “I’d actually been [planning on] going to drive Formula 1 with Rob Walker or Lotus or, when things settled down, with Brace. But ini tially Bruce wanted me to get involved with him in the sports car

ut if you think there would be regrets for a brilliant driver who failed to graduate to the biggest game of all, think again. Despite being regarded as possibly our greatest ever driver, Matich never rated driving that highly. “No, I’ve never had those sort of problems [regrets]. I was never dri ven by the need to drive. I was never driven to be, you know, better than him. I just drove. I never had an off day. I never had a different day. “I just had to make my car better than the other guy’s car and would try very hard to do that within the limitations of my knowledge and finances. “Driving it was what I did best. If I could have found someone better I probably would have done that. I tried a couple of times but... “I used to like driving but it was not the main thing. If I was getting a buzz in a race car it wasn’t carv ing some bastard up, it was the fact that my brakes were better than his brakes, or my car was better going into a comer, or the way my car was putting the power down. ‘Tou know, I think that is totally the secret. If I was following anoth er motor car the whole idea was to find a way that my car would go past his car, not me. You can’t drive fast unless you are confident; if you’ve got a good car you’ve got con fidence. “In motor racing you are bloody nothing if you haven’t got the car right. Concentrate on getting the car right. My only worries were to do with the car. You would never have seen our mechanics or me after practice going to the pub or whatever. We would go back and work on the car. We would want to know why things were going well or not going well.” And there is the secret to Matich. The engineer. The perfectionist. The driven man who drove all those around him. The hard task-master. He always had better equipment because that is what he concentrat ed on. Building a better mousetrap

7)(a

U February 1999

Still engineering

was always a greater challenge than driving it faster than the next man. No wonder he became such good fnends with Bruce McLaren. They had so much in common - even their wives. Before they even met they became aware that Patty McLaren and Joan Matich could pass for doubles, but after they became friends they used it to play tricks on people, most of whom are not aware of it to this day! “Bruce McLaren and I were extremely good friends. We just struck up a very good friendship and technically we had a lot in com mon and we could converse. Bruce was at Coopers and under Jack Brabham that was a pretty tough road to hoe. You know, if you got a damn good idea yourself Jack would make sure you didn’t keep it! Poor old Bruce was a really nice guy and got taken advantage of”

Leader - in more ways than one: Matich in the bewinged SR4 heads Sevan Gibson (Elfin 400). The youngster would later lose his life in a sports car crash. (Photos by Ray Berghouse/Chevron)

a body. So Matich built the rest of the car, which was known as the Lotus 19B but was, in reality, the Matich SRI. That car was also written off - in the Lakeside crash which thwarted Frank’s best European opportunity. It was after building this car that Frank convinced McLaren to build his own car.^ rather than doing it all for Cooper. The result was the MIA in 1964 and what followed was total domination of the US Can Am series in the late 1960s with the M6A and then the M8 series. “Bruce’s first sports car actually came from our sports cars. Bruce putting his name on the cars was something that I just pressed him atich made his name in sports into doing. He was still with Cooper cars and they remained his when we pushed him into doing the biggest passion. He started out sports car, which was a derivative with a Lotus 15 (taking 76 straight of the Penske Special. We got him wins) and then a 19, which was to put a car together and I supplied written off by mechanic Bruce a lot of the components for the car.”. Matich’s second car was actually Richardson at Warwick Farm when he was supposed to be just cooling known as the Traco-Oldsmobile, the body for which was built by the brakes off after bedding in. It was this unfortunate event Elfin’s Carrie Cooper, who needed to produce a big sports car for a which turned Matich into a con structor because Lotus could not customer (Globe Wheels). But it continued on page 28 provide a replacement vehicle, just

construction process first developed by Frank Matich during his car-building days in the 1960s is now providing he and his three daughters with a lucrative business, thanks to the modern trend towards recycling. Armacel is a process which produces very light, extremely strong skins for all types of prod ucts, including refrigerators, bicy cle helmets, surfboards, roofing tiles ... anything where light weight and strength in combina tion are required. Matich, 63, demonstrates his product’s capabilities by picking up a fridge and holding it above his head. Not what you would expect from a man who has clearly been in a good paddock since he retired from driving 25 years ago. Or he can give you a large ice cream container and invite you to smash it with a hammer, but you cannot even dent it let alone puncture it. This is clearly an extraordinary process, with obvious applica tions in all sorts of whitegoods, safety, building or even carmak ing industries. The Matich family company is licensing people to take the tech nology and use it in their own industries. Frank is the chief engi neer. The whole Armacel story start ed in the 1960s when Matich was building the SR3. Bruce McLaren gave Frank a piece of aluminium honeycomb materiai which had been devel Macho-man!: Frank Matich power lifts a sample of his latest technology... oped by Hawker de Havilland for its jump jet. This honeycomb formable plastics became avail to produce pallets, shipping bins material could be sandwiched able in the 1980s he began to and reusable containers for ship between sheets of aluminium or experiment with squashing foam ping fruit and vegetables. Companies all around the magnesium to produce lighter between sheets of plastic rather than metal. world are' now coming to bulkheads in racing cars. In 1988 he built his first Armacel’s door to investigate the “But the problem with it was that you could only use it in flat Armacel rriachine, which could possibilities.' Armacel has won a big con panels,” Matich explains. “You produce shepts in various couldn’t mould it or have shapes shapes, moulding the plastic at tract for the Sydney Olympics of any type, so I started to use temperatures in excess of 140- the Green Games - to produce foam and squash it between two degrees C. The concept sounded signs and even portable offices sheets of aluminium and bond simple enough, but Frank has had using recycled materials. to solve numerous technical hur And now the process is bring them together under pressure.” ing Matich back to racing. He has ' He used this .technique in the dles. Now Armacel is using all sorts spoken with FI safety chief Prof successful Matich sports and rac of materials: not only plastics, but Syd Watkins about producing ing cars, not only for the bulk heads-but for strengthening the recycled cardboard and paper for Armacel crash barriers and has various applications. The first promised to become involved in a floor and other applications. After he retired in 1974, company to sign a licensing development program. He just Matich’s business interests turned agreement was the Visyboard needs to find the time ... to tyre and helmet distribution Group, one of Australia’s biggest - DAVID HASSALL and, as a new range of thermo- companies. It is using the process

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12 February 1999

FRANK MATICH continued from page 25

was not an altogether happy arrangement as it turned out. “I wanted a snub nose but Garrie wanted a pointy nose and made it that way. I wasn’t very happy when I saw it. We finished the car and took it out to Sandown and, holy wanted to lift cow, this thing _ just _ its nose and fly. It just had this shape over the front which created a low pressure area and it just scared the pants off me down the front and back straights. “We took it backed to Sydney and got the hacksaw out and chopped off the nose so we ended up with pretty much what we originally wanted. That’s why that particular car had that shape; the SR3 was much neater, of course. “At the very next meeting, the Globe car did flip over backwards going past the water tower in pit straight at Longford...” The same thing happened a few years later, which cost a brilliant young Victorian driver by the name of Bevan Gibson his life. Gibson : Ian Smith was driving the similar Elfin 400 Just as Phar Lap was killed off Family: The McLaren'iinks are self-evident in the SR4(above) Photo resolved- all too late. The cars had which had been commissioned by by the Americans on the verge of been shipped to the US without dis Bob Jane and the youngster was was ahead of its tributors because Repco - which sweeping all before him, so was Pioneer: The rear “wing” on Matich’s Lotus 19 (below) Photo: Ray Berghouse/Chevro n time. following Matich closely when the Matich and the SR4. built the engines - wanted them fit car flipped in his wake on the final “We got the car going in about ted with the latest Mallory units. hump at Bathurst. The car landed' But throughout the series the SR3s November (1968). It was quite fan upside down and spun like a top, were woefully'down on power - tastic and quite easily able to knock killing Gibson instantly. off any lap record that was around. about 120 horsepower down - and “We had told Bob'[about the nose “McLaren knew the scene (in Frank suffered the indignity of problem], but they hadn’t changed Australia) pretty well and Teddy being passed by the no-hopers of the front of the car. Mayer was able to monitor what 1 the series.^ “Bevan was a lovely young kid. It was only when the cars was gomg on. He came up to me on the Saturday returned to Australia that they dis “When the various cars came out afternoon and said, ‘Frank, what for the Tasman series he was able to covered the problem. The US dis am I going to do? This thing is real tributors were built for the wrong relate that to lap times and worked ly scaring me going over the hump.’ rotation and over 2500rpm the out that the SR4 had a good couple He hadn’t done a lot of practice advance went way out. Once fixed, of seconds up its sleeve. And he was because he drove the transporter absolutely correct. the car was a rocket again - much “And it would have up, then had to work on the touring cars for Bob, so he gone on to even better only did a few laps things, especially on on Friday and start faster circuits. ed going faster on “Anyway, Teddy got Saturday. I told him together with Jim you had to back off Hall [who built the as you approached Chaparral] and they the hump and even managed to influence give the brakes a the SCCA that this SR4, which to the dismay of Ferrari, which sent quick dab to snap the nose down. its P4 to Australia for Chris Amon didn’t have an American motor, Even I used to do that. was going to come across and make to race thinking it had the measure “Anyway, he was following me in of the SR3. Frank wiped the floor a joke of the American series. This the SR4, which was miles faster, with him in the Tasman support brought in General Motors a little but the fuel metering pump shaft races. bit and a lot of pressure was had snapped on about the second brought to bear... lap ... which was costing me about “Just two weeks before the series five seconds a lap and making the The SR4 was the car that Matich was due to start we were all raring designed as a Can Am winner. car very difficult to drive. He was Regardless of the previous year’s to go, all packed up, and they about 50 yards behind me and close fiasco, he was convinced he could do changed the rules! They banned enough to feel the taste of it. The well and Repco, which was keen to racing engines (which had been poor little bastard was giving it a do well to launch itself in the US, limited to five litres while stock real go. To have beaten me up there blocks had no capacity limit). Two Am was struggling in America also. developed a new five-litre quad-cam That was the end of the tremen would have been a big feather in weeks!... But it was not the end for engine which would also serve as dous big banger sports car era for his cap, the poor little bugger ... “And CAMS never helped us one an Indy 500 engine for Jack Matich. There was a new challenge “It was bloody awful, but that bit. Not one bit! In fact they Matich. In fact, it was practically Brabham. the end of sports car racing in ahead and one which would finally was motor racing, I suppose. You go thought it was great that they (the The engine was very light, pro bring him success in America. n back to that era and there were a Americans) had protected their Australia and fairly soon the Can duced nearly 700 horsepower and lot of awful accidents, particularly series. ‘Look what was extremely reliable, clocking up fiery ones. Matich has done n SB thousands of racing miles without to sports car rac the need for an overhaul. However, Matich’s body builder ing here; he’s Matich at that time was the unquestioned king of destroyed it’. So had terrible trouble producing the Australian sports car racing and aluminium skin for the car and the they changed the was on the verge of doing the same rules here as well SR4 simply was not finished in thing in the United States. The Can time to make it for the start of the and banned the Am series at that time was very big SR4! ' and McLaren had convinced Frank series. Such was the way of things “We gave the in those days, Frank just decided to and the US authorities that he car to Repco to put take his time, finish the car proper would be good for the series. in their museum “Firestone invited us to take the ly and go across for the 1969 Can and two years Am. SR3 across for a limited period to later they changed That turned out to be a big mis check out the Can Am series [in the rules back take. The politics of racing never 1967]. Bruce had said we could again because by come up with some good vehicles for Frank’s strong suit - came into that time Bob the series and I had got very close to play, masterminded by none other Jane had got hold the senior engineers at Firestone on than Teddy Mayer, the brash little of the engine out tyre testing. So we took two cars American lawyer who was then the of the car and McLaren team manager and and did about four races.” That toe in the water exercise did Bruce’s partner. Unlike Bruce, was going to put it in his McLaren not amount to much because of a Mayer did not like Matich and the M6A...” technical problem which was feeling was mutual.

Just as Phar Lap was killed off by the Americans ...so was Matich and the SR4

NEXT ISSUE:The Matich open-wheelers

Dud

12 Februdfy 1999

TXa

Moss to drive C-type Jaguar

Moss at Le Mans (his best result being a 2nd place in 1953), the patriotic Brit did achieve some fine wins in other major races and he spoke in glowing terms about the car when it first appeared at Le Mans for the 1951 24-hour race: Just like the XK120 in the

By BRIAN REED

WHEN you consider the range and quality of the support events at the Qantas Australian Grand Prix carnival it comes as no surprise why Melbourne has been voted the best GP carnival in the world

previous year’s TT, I felt enor mous pride for the C-Type as we presented it for scrutineering or ready for the start at Le Mans. It was the most modern, futur istic, potent- looking device and my pride in it was doubled because it was finished in

for the past two years. The excellent Historic events have contributed in no small way to this success - and 1999 will be no exception. This year the theme will be ‘famous Historic marques,’ and great news is that the legendary Stirling Moss is again the special guest and will be seen in action on every day of the AGP carnival from March 4-7. Included amongst the famous marques taking part are massive Hispano Suizas and Bentleys, sophisticated Bugattis and thor oughbred Ferraris. Jaguar will also be well represented and

Dandy Sight: Stirling Moss whirls the Jag C-type through Dandenong Road Corner at Sandown. Stirling Moss will drive John Blanden’s low mileage, very origi-

nal C-Type in the Tattersalls Historic demonstrations.

Peugeot’s 50th ANOTHER anniversary being celebrated in 1999 is 50 years of continuous national distribution by Peugeot in Australia although the first ‘Pugs’ to come to our shores arrived well before that. imported Privately Peugeots from France first appeared on Australian roads before the turn of the century, however it was not until the 1920s that distribu tion agreements were for malised. But 1949 was the year when the world’s second old est automotive marque was first represented nationally in Australia and its continu ous presence has been main tained over the following half century. Back in ’49 the pride of the fleet bearing the lion emblem was the Peugeot 203 powered by a relatively small 1.3 litre engine and described as ‘curvaceous’ and ‘ruggedly reliable.’ It was this strength and reliability which four years later thrust Peugeot and a mild-man-

nered pharmacist from Maitland, NSW into the national spotlight. Ken Tubman, along with his navigator John Marshall took on allcomers and won the tortuous 1953 Redex Trial - a 10,000km hot lap of the continent over some of the world’s worst-roads. The diverse field of 192 entries included many of the great names of Australian motor racing and rallying Davison, Brabham, Whiteford, Stan Jones, ‘Gelignite’ Jack Davey, McKay, Antill, Sulman, ‘Possum’ Kipling and Eddie Perkins, and it was general ly predicted the winner would come from one of the 23 Holdens-(‘Australia’s own car’) entered. Failing that, the winner would surely be a big 6-cylinder or V8 - a Chrysler Customline, Plymouth, Vanguard or Humber Super Snipe, maybe? 'Tubman and Marshall had other ideas, although to say their preparation was metic ulous was perhaps an over statement. It consisted of a

grease and oil change and a valve grind, and ‘Tubbie’(an appropriate name!) threw in a few spares as well as a dozen bottles of beer and a dozen wine courtesy of the local Maitland pub to ward off dehydration on the trip. The rest is now history. Whereas many seasoned tri als crews were deadly seri ous about the event. Tubman and Marshall set out to have fun. It just so happened that along the way they dropped only 19 points to win the gruelling inaugur al Redex Trial outright. Such was the reliability of the Peugeot that a confident Tubman declared along the way that he could drive the 203 “round and round Australia until they (the opposition) all fall out.” What’s more, there were 11 Peugeot 203s entered, and all 11 finished - an amazing record that well and truly launched onto the Australian market the unlikely French car with front doors that opened the wrong way. -BRIAN REED

Although in three attempts the C-Type never brought success to

Rare Aston for AGP BRITON John Goldsmith will be bringing out a fine Aston Martin DB4 GT Zagato Aston for the Tattersall’s Historic Demonstrations. The rare Aston Martin was once owned by Australian

2 7

British Racing Green. We really did feel as if we were showing the flag, and that counted for a lot,” he said. (From ‘Stirling Moss — My Cars, My Career’ by Doug Nye, p.62). It will be a great thrill to see Moss in action when he is reunited with the Jaguar C-Type.

Laurie O’Neill and was raced at Longford by three times AGP winner,Doug Whiteford. Tour-ing car legend ‘Pete’ Geoghegan also campaigned the car for the Sydney busi nessman. Another overseas visitor to be welcomed back to our shores is Peter Giddings finm the USA who will be bringing out the second ofhis two Tipo C 1935 Alfa Romeos. Race fans

will i-ecall the sight and sound of his other Tipo C ex-Nuvolaii Alfa at last year’s Historic Winton meeting-and Albert Park will give the 8-cylinder, twin-supercbai-ged 2.9 lihe Alfa plenty ofscope to strut its stuff In all, a total of32 carefully selected racing cars will take part in the TattersalTs Historic Demonsti’ations at Albert Park on Mai-ch 4-7.

1 f 919

F E B R U A R ¥

PHILLIP ISLAND CLASSIC iSMCIft MOP e^Of^t/v moi^& witk

Brock & the VSs The meeting will celebrate the V8s in motor racing. l Peter Brock will be the patron of the meeting and will take part in his 1979 Bathurst Winning Torana A9X. l John Harvey will match him in his 1978 A9%. l NASCARS will be represented by Terry Wyhoon^^ l See and hear other classic and historic marques

—1

Raoin^ atC including Formula 5000, Lola, Repco /tsi>estaiid a 4 Brabham, Carter Corvette, The < spectacular,^ 'SPA' VL Commodore, Group A « Aerobatic ^ Commodores, MG, Lotus, Alfa ^ display. Romeo, Jaguar, Cortina, Torana, Morris Cooper, Porsche, Elfin, Mustang & more.

Tough Pug: The Peugeot 203s were in a class of their own for reliability 50 years ago.

ADMI SS ION

SPONSORED BY SHANNONS and supported by Tattersairs, Castrol and the Victorian Mini^lu^

30 12 Febwdfy 1999

David Ostaszewj n Warren Johnson’s new Firebird was the centre of controversy on Wednesday following tech inspection. It seems the NHRA was not happy with the rear quarter panels on the Rick Jonesbuilt Pontiac, deeming them illegal for competition. Johnson and crew then opted to make some changes to the car with a saw, acetylene torch and a hammer, making the bodywork conform to the cardboard template provided to the team by the tech inspectors. “The tech department said,“We don’t like the looks ofthe car, but we can’t tell you how to change it - keep changing it until we like it,” Johnson told reporters. “There are no dimensions for the area in question, but they insisted that the car was not legal. That’s ironic, because we had this car inspected last year at the race in Houston,” he claimed. Johnson and the GM Goodwrench team completed the work, patching the Firebird"with white duct tape upon completion of the cosmetic work. “The situation with the body was a situation with n NHRA, not the race car. They could not deteimine what a race car is supposed to look like. They never applied those templates to anyone else’s car, so there seems to be a problem with the application of the rules to all of the competitors. “They’re probably down at the Office Depot making more cardboard templates. If you’re going to have a rule, enforce it. Don’t come up with an ambiguous rule that can’t be enforced,” Johnson stated. “I asked them to give me a dimension to fix it, they told me they didn’t have a dimension. At $10,000 per change,I wasn’t going to keep changing the car until they liked it”. After finally passing tech, Johnson top qualified with a 6.88/200. n Andrew Cowin’s debut performance in NHRA competition fell just a taste short of making the program. Cowin and his father Graeme’s, K&N High Flow Air Filters/Auto Meter fueller smoked the tires its initial pass, then followed up with a 4.80/285 pass that temporarily put him 14th in the field. In the final session the young Cowin impi-oved to a 4.77/286 thatjust missed the 4.76 bump spot, keeping him 18th in the field. n Joe Amato failed to make an NHRA show for the first time since Atlanta in 1996. The team opted to run the ’98 car rather than debut

TXl the new McKinney car they tested in Phoenix. Amato opened qualifying with a tire smoking, shut off pass and appeared to have a good one going in the second roxmd of qualifying. The Tenneco dragster carried the front wheels as far down track and as high as it could before the risk of a blowover. The subsequent result, a shut off, 5.09/ 223 that relegated Amato and crew chief Jimmy Prock down to a final shot at making the show. In that final session, with the sun fading over the horizon, Amato overpowered the track, smoking the tires to a 9.02/89. n Cory McClenathan missed both sessions on Saturday, being treated over night at a local hospital for dehydration, along with a gastro intestinal disorder. The MBNA/Joe Gibbs driver elected to sit out and rest, looking ahead to Sunday’s final eliminations. McClenathan put the car solidly into the 8th spot on Friday with a 4.63/307. That kept his 136 race straight qualifying record \ * intact. McClenathan defeated Doug Herbert in the opening round, but lost in the second stanza to Dunn. X. n Eddie Hill, now doing the tuning on his own following the departm-e of Dan Olsen, had a good outing in the Pennzoil dragster. Hill led the qualifying after day one when he ripped off a stout 4.53/313. A first round 4.54/303 took out Don Lampus, but clutch trouble following the burnout in round two kept Hill from getting his dragster into reverse, Bernstein soloing to the win. n Defending Winston Champion and Team Winston driver Gary Scelzi lost a close first round match with Bob Vandergriff Jr. Following a third best qualifying shot of 4.57/302, Scelzi got left on by Vandergriff, had to pedal once and almost caught the JerZees dragster, his 4.65/320 trailing Vandergriffs 4.60/290 by a few feet at the finish line. n Former Rachelle Splatt crew chief Robert Reehl recorded a career best et, improving from his previous best of 4.80 seconds by a ton with a 4.59/304. Former JerZees crew chief, Rick Cassell was helping out on the Califomian-based team. Reehl lost in the first round. n John Force once again appears to have a slight edge in performance. The “new” Mustang body appears to have helped in the ai’ea of downforce. Force led qualifying at 4.83/304 and wasted little time advancing into the semis with 4.89/300 and 4.85/316 timeslips. Continued page 31

NHRA Winternats a Dunn deal in 4.5 secs Dunn, Tony Pedregon and Jeg (Coughlin win Mg at season-opener while Andrew Cowin just misses out Report by Dave Ostaszewski

After much anticipation, the season-opening NHRA AutoZone Wintemationals were held last weekend, with the wait for some more well worth it, than others. Mike Dunn, a final round victim on numerous occa sions last season, started the year off on a great note while stunning all those present with his Mopar-backed, Darrell Gwynn-owned fueller, running the three quickest times ever recorded for the quarter mile on the way to his first event victory in more than 18 months. Dunn’s Ken Veney-tuned mount, running one of the new five-disc clutch packs, top qualified with the sport’s a quickest ever pass 4.503/312 - then ran nothing less than a 4.56 in elimina tions to claim the event victoDUNN LIKE A DINNER ... Mike Dunn’s Mopar entry, top, was stunning at the Winternats, running nothing slower than a 4.56 during eliminations on the way to a great Top Fuel win. AU FALCON FUNNY? ... John Force debuted the radical new,‘Batmobile-like’ '99 Ford Mustang body, right, at the Wintemationals in Pomona and promptly set the track record at 4.83 secs. (Photos by Bob Frye)

ry over the Miller Lite, Don Prudhomme-owned entry of Larry Dixon, Dixon going up in smoke after also running a 4.54 in the semi-finals. The event, though, after recording setting perfor mances - both track and national - in all brackets was one of a little frustration for many with rain ending any chances of qualifying on Thursday and, resulting in a shortened schedule for the rest ofthe event. This left many teams on the outside looking in after the three rounds of qualify ing were completed, includ ing five-time World Top Fuel Champion Joe Amato,former Funny Car Champion Cruz Pedregon, Randy Anderson and Scott Geoffrion amongst

many others. The rain also came back to haunt the event on race day with the final rounds being washed out with just 15 min utes remaining before the end of the event, meaning that all those that were left had to wait an extra night before deciding what slice of the prizemoney they got. As mentioned, in Top Fuel Dunn wheeled the Mopar Parts dragster to the quick est passes in the history of the sport during qualifying at 4.503/312. The Mopar missile then set a new national et record in round one vrith an enginedestroying 4.51/312 dispos ing of Bruce Server’s tyre smoking effort. Dunn contin ued his streak of 4.5 second

passes en-route to the final with a 4.56/318 that stopped the 4.66/273 of Doug Herbert, then followed with a semi final round 4.54/318 to 4.60/319 win over Tony Schumacher. Dixon Jr and the Miller Lite team, led by Dale Armstrong marched to the final without the help of Bob Brooks who is currently hos pitalised, recovering from a heart attack suffered earher in the week. Dixon qualified sixth at 4.59/311 and blasted out con sistent elimination runs of 4.55/313, 4.57/274 and 4.54/318 in stopping Connie Kalitta who smoked the tires. Bob Vandergriff Jr, who traded at 4.61/293 and Kenny Bernstein, who dou-

■MHRA VlfINT

/jjj](D0®l7S[JXD[Fu’ ble-stepped the throttle and red lighted in the semis. For fans of Austraha’s two representatives at the event in Top Fuel, Dave Grubnic and rookie Andrew Cowin, they were to be a little disap pointed with neither making the tough field; Cowin quali fying 18th with a personal best 4.77/286, while Grubnic filled the 19th spot with a 4.78. For Cowin and the K&N Filters/Auto Meter team, though, it was a great learn ing experience and one which impressed many of those who witnessed their runs, one other also producing a 4.80/289. “We’re happy,” team owner Graeme Cowin said after the event. “We ran good, achieved what we wanted and almost qualified.” In Funny Car it wasn’t John Force who took the win, although the eight-time champion did set the low et of the event at 4.83 seconds, with his Castrol team mate Tony Pedregon taking home the event victory after down ing the NEC-backed Avenger of Gary Densham in the final round. Long-time Funny Car racer Densham knocked down the competition with luck rather than perfor mance. In round one facing Ron Capps, Densham appeared to have the race in hand as Capps lit the rear tires at the hit. Densham also smoked the tyres and then, while pedalling, went into a wheelstand which forced him to lift again. Capps began to get on and off the throttle in an attempt to catch the NEC Dodge and almost stole one, but ran out of racetrack, Densham advancing with a 6.88/149. In an ugly second round race that saw Dale Creasy Jr. smoke the tires and almost nail the wall, Densham was mixing up cylinders and suffered a clutch malfunction that slowed him to a winning 6.69/187. that It appeared Densham’s day would be through after the semi final round when he lined up alongside the Castrol GTX Mustang of Force, but once again luck was riding with him. Force lost traction immediately and Densham was gone, but the car drifted toward the centrehne touch ing the yellow line without crossing it, so Densham got the win, improving to a 6.59/140. In the final round, though, Densham had it all going right, running a solid 5.04/282, although Pedregon’s Castrol Syntec Mustang belted out another solid 4.97/311, after having run a storming 4.88/317 in

the semi-finals, to take a well-deserved victory and preserve Densham’s brides maid tag for, at least, one more event. A disappointed, but some what happy Densham said after the event that he was pleased to get the season off to a great start after a disasterous 1998. “Whenever our opposition ran bad last year, we ran worse and whenever we ran good, they ran better and just getting past the first round was a bonus,” Densham said. “We thought we were in trouble after burning our brand new car to the ground in testing in Phoenix two weeks ago, but this event shows you how much you need a little bit of luck on your side. “We’ll take the runner-up spot and the money and go to Phoenix and try to go one better.” Pro Stock, like Top Fuel and Funny Car, didn’t see the most dominate driver of ’98 survive with Warren Johnson falling in the second round, much to the delight of the opposition. The final round, like when the senior Johnson runs his son Kurt in the final, or like when Force runs his number two car, created a little dou ble vision with the two deg’s Mail Order cars of Troy and Jeg Coughlin Junior running off for the prizemoney and event honours after holeshotting their way through the competition^^ A bit of a shock to aU those around, though, was to see Australian chassis wizard, Murray Anderson in the Coughlin camp with the team’s current chassis builder Don Ness, with rumour having it that Anderson may build the Coughlins a pair of cars in Australia later this year and have them shipped to Ness’ shop for completion. Back to the racing and young Jeggie put his Olds into the show' sixth at 6.94/198 and scored 7.02/198, 6.99/197 and 6.91/198 victo ries over Rickie Smith, George Marnell and Kurt Johnson. Troy came from the thir teenth spot in the show at 6.97/197 and used a 7.06/197 to take out former WJ crew member, Greg Anderson. Troy then parlayed holeshots into win lights with 7.08/196 and 6.98/197 passes to stop the quicker 7.006 and 6.971 runs of Steve Schmidt and Jim Yates. In the fi nal round Troy’s Cutlass stepped out off the line, forcing him to abandon the run and allow Jeg Jr. to take another Pro Stock victoryIn the other categories run

12 Februdry 1999 In the semis he fell to the great luck that Gary Densham was enjoying, spinning the tires to a 9.53/95. ■ Cruz Pedregon was a Winternationals DNQ for the second year in a row. The Interstate Batteries Pontiac smoked the tires in the opening session. Pedregon felt a problem on his second pass and clicked it early to post a 5.71/207. On the team’s final shot at making the show, Pedregon left hard on an apparent good run but ,at the 200 foot mark, the supercharger exploded, lifting the body and sending debris fl3nng.

MISSED BY THAT MUCH ... Rookie Aussie Andrew Cowin, above, just missed the Top Fuel cut by just one hundredth of a second, although a 4.77 second best was impressive for the K&N Filters/Auto Meter team's McKinney-built fueller’s first outing. (Photo by Bob Frye) at the Winternats, Randy Daniels, engine supplier to Australian Pro Stock record holder Bruno Cugnetto, earned his first national event victory, taking the Pro Stock Truck category with a win over Winston Finals win¬ ner Brad Jeter, while Rick Santos claimed Top Alky dragster and Bucky Austin Top Alky Funny Car.

■ Six Time IHRA Pro Mod World Champion, Scotty Cannon made his much publicised debut in NHRA Funny Car competition at Pomona. The mohawked and very outspoken Cannon put his wild looking Wayne Dupuy-tuned Oakley Firebird into the program eighth at 5.09/291, but lost traction and his first race in NHRA competition to Frank Pedregon and the Jim Dunn/Penthouse Magazine Pontiac. ■ The Pro Stock field was represented by five manufacturers for the first time in quite awhile. The field consisted of nine Pontiacs (WJ, Marnell, Tmmble,Krisher, Pawuk, Yates, Smith, Franks and Schmidt), four Oldsmobiles (Anderson, Troy and Jeg Coughlin and'Nobile), one Chevy (KJ), one Ford (Patrick) and one Dodge (Alderman). A modern day record of six Mopars attempted to make the cut.

I’LL HAVE TWO ... Jeg Coughlin Junior, right. orders a two car Jeg’s final round in Pro Stock. The younger Coughlin defeated older brother Troy in the final, their Maskin-powered Olds’ running strong all weekend long at Pomona. (Photo by Keith Burgan) NITRO MATER’S KILLER SHOE... Scotty Cannon showed he’s as good a fuel coupe ‘shoe’ as anyone. despite Pomona being his first race. Cannon qualified in the top half of the field with the Oakley Pontiac, below, although tyre shake and smoke stopped him from advancing past round one. (Photo by Bob Frye)

■ The first Winston No Bull Challenge Bonus bucks were not collected in Pomona. For the $100,000 bonus for a qualified Top Fuel or Funny Car driver, Jeff Arend was picked. Ai'end was driving Chuck Beal’s Dodge and qualified tenth at 5.16/287. His chance of collecting the bonus was erased in a first round loss to Dale Pulde. The $50,000 bonus for Pro Stock could have gone to the Purvis Ford Probe of Robert Patrick with an event win. Patrick put the lone Ford in the show 14th at 6.97/198 but was defeated by Marnell in the first round.

1998/99 ANDRA CHAMPIONSHIP DRAG RACING SERIES POINTS STANDINGS - FEB 11TH 98/99 ANDRA Top Fuel Championship

PEHNWIII-

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

98/99 ANDRA Top Doorslammer Series .390 I. Victor Bray, Castrol ’57 Chevy 2. David Koop, KoopDeVille ’55 Chevy . .170 3. David Simpson, Simpson Racing Falcon .160 Peter Kapiris, Pennzoil/VPW ’53 Stude 160 5. Peter Gratz, Valvoline ’69 Daytona . . . .120 6. Shane Elcoate, Thunder Road Willys . .105 7. Colin Will, Tectaloy ’56 Ford T-bird . . .100 8. Andrew Searle, ACME "56 Ford Cusso .100 9. Les Winter, Winter’s Smash ’55 Chevy 100 7. Lindsay Murray, ’97 VS Commodore Ute . . .90

98/99 ANDRA Top Alcohol Series

I. Gary Phillips, Lucas Oils

105

2. Wayne Newby, Newby Blowers

.80

3. Steve Marker, Spectra Thermo-King

65 .60

4. Paul Shackleton, Shackelton Racing 5. Steve Reed, Reed Transport Mark Brew, BOC/Lowe Race Cars

.40 .40

Dean McLennan, Castrol/Viccor Bray Racing . .40

U Februdry 1999

Consistent Winter nails Gratz and takes Willowbank honours Bag ’em up: Willowbank winner Les Winter caught his Doorslammer peers napping with consistent performances.(Marshall Cass pics)

itV n I

section of the rules, as some of the pro We’re performing right in the Australian Top all Doorslammer posed cars will be controversial. ANDRA fixed up all of the performance Championship series, but it’s a pity that we had a couple of rain-outs, as they are packages -the blowers and overdrive ratios - and, overall, the technical part of the expensive little items for both the competi bracket is fine. tors and the track promoters. Our Castrol team won in Perth and All they have to do now is ensure that the Adelaide, then at the Willowbank round we bodies are correct, as it will be a real shame went out in the second round against Peter if this discussion on car bodies keeps going on for some time. Gratz with a red light. Les Winter won the event, so it goes to show that it is not how fast you go, it’s how event. Hopefully, the weather conditions will be We’re putting the Castrol final preparations into our brand-new ’57 Chevrolet consistent you perform on the day - Les ran consistently in the 6.70 to 6.60-second favourable, as the folk in Melbourne have burnout car, which Murray Anderson fin region and that was quick enough to beat experienced some pretty fierce tempera- ished constructing recently - hopefully, we'll , tures in recent weeks. debut it at the Newcastle Speedway on everyone else to win the meeting. It appears that we will have a strong field Saturday, February 13. This proves that the Top Doorslammer there, as some of the quick guys want to racing is fairly wide open. The body on the new Chev car has been The variety of track surfaces that we go get their first win of the series. redesigned, compared with the machine I’ve got a lot more series rounds to go that I have been racing. to lends itself to the variety of engine combi nations that exist in the category - the and, while 1 may have a nice points lead The '57 that I’m currently racing follows range of Whipplecharger, PSI and Rootes and I always love having a lead over the the shape that 1 have been dreaming about supercharger packages provide the fans on rest- the only trouble with leads is that they since I was about ten years-old (yeah, I was the mounds with plenty of strong and fast get eaten away. a kid once)- that was Victor Bray’s dream 1 only have to be eliminated in the first machine, that would thrill the crowds all over competition. Any team that does the job well will pretty round at several events and the others will the country. much win and the door’s open for anyone be in front. The whole points thing can be Later this year, or in the early part of the reversed really quickly when there are nine year 2000, I want to build a new ’57 for the that has their head screwed-on. It was great to see Old Les come out with rounds in a championship. race track, featuring the body style that is now on the burnout car. a new combination and win, as he didn’t go after the big numbers like a lot of us do I want to see what people think of it, plus category on that a real highand at the moment and I is hope ANDRA the what ANDRA thinks of the new styling. instead, he cut good lights all day and was The competitors ensure that it stays in that posi happy to be out there racing. This thing is vastly different from what is He certainly deserves a pat on the back, tion tor many years to come. on the track now, as it won’t have huge There is a lot of talk about the various wings and the shape will look more original as he didn’t run the big elapsed times, but new body styles that are destined to hit the than the car I’m racing at present - it’ll be he put us all back on the trailer. The Willowbank meeting was humid and track. sort of radical, but I’m sure everyone will hot as. Gratzy’s Dodge Daytona is fairly contro enjoy seeing it perform some great For the people who travel the most, like versial and the new '63 Corvettes that will burnouts. Peter Kapiris and myself, we were in be appearing shortly are more streamlined Melbourne one weekend and at Adelaide than the Dodge - in fact, the new Corvettes all engine probably that newfor Keith the next, where it was cool at both venues. will be as aerodynamic as a sleek You Black thatheard was destined the Then to strike the heat in Queensland, it Lamborghini, or Ferrari. new car failed to arrive at our race shop, so Gratz picked a body that was legal, but we missed the Summernationals in takes a lot to tune our engines, as well as get the power down onto the track surface controversial. He was within his rights to Canberra with the new '57. pick and race that car, but it does give him smoothly. To overcome the problem, 1 bought We’re trying to go way too fast in those some pretty stout advantages over the other another of the experimental Keith Black sort of weather conditions - and that cost competitors on the track. Indymaxx powerplants, which come with dry Currently, the body rules are very open sleeves and Siamese bores - these units Peter and myself in the end. and it is easy for someone to interpret them seal better than the wet sleeve blocks, so differently from what was laid down prior - the whole package should be extremely reli I’m looking forward 20 to for returning to Calder Park on February the next series the next big shit-fight will come from this able.

CONSISTENT passes in the 6.60-6.80-second zone and not bulk horsepower won the day for hometown hero Les Winter when he took the honours in round five of the Austrahan Top Doorslammer Championship at Willowbank Raceway’s second round of the Castrol New Year Series on January 30. The rained-out first round on January 2 contributed to the record entry at this event, with competitor numbers reaching 255 - spectator numbers were down, though, prob ably due to the extremely hot and humid conditions. Winter qualified fourth in the Pauls Ice Break Top Doorslammer field with a 6.82/207 in his Winter’s Smash Repairs ’55 Chevy, behind the Thunder Road ’41 Willys of Shane Elcoate (6.54/214), Peter Gratz in the Valvohne/Autobarn ’69 Dodge Daytona (6.67/207) and the Castrol GP50 ’57 Chevy of Victor Bray (6.80/220). Bray, along with Peter Kapiris in the Pennzoil ’53 Studebaker, appeared to have an over-aggres sive set-up and struggled to get a handle on the track, suffering severe tyre shake throughout quali fying. Eliminations began with Bray back on track with a 6.56/225 win over Rob Broadbent, while Kapiris’ The one I lost in transit is stilt probably moving around the world somewhere and, hopefully, one day it will land in my lap. Considering the millions of parcels that are handled by fright carriers, the small amount of losses is like winning Lotto - I didn’t win Lotto, but I lost the engine. It’s not a drag racing engine; it’s more for use with the high performance street rod ders, or the bracket racers - the super charged tractor-pull guys seem to like them, though they run radiators in their rigs. I've got one of Paul Weel’s aluminum radiators installed in the new machine they are such an unreal looking radiator, it’s a shame to put water in it. If you want to go to the moon, you go and see NASSA - if you want a radiator,, you go and see Paul Weel Radiators. They are the experts, as they look after the majority of the Touring Car guys and the unit they supplied to me exceeded my expectations, as has some of the innova tions that Murray has incorporated into the car. It has been a major engineering project to ensure that we have the world’s best burnout machine and the small detail items and exciting design features that have been put into it will certainly please the technical ly-minded fans. We’ve installed independent front brakes, so when you look at the driver’s foot-well there are four pedals mounted. A high-speed steering rack has been installed, plus a host of other things that will assist me in doing burnouts and I've ensured that a passengers seat was includ ed in the chassis, so there will be some exciting rides on offer. It won’t have as much horsepower as the race car on race day, but it’ll have in excess of 2000 horses on tap, so I’m sure it will have more power than any other cruisestyle car. We’re still treading on new ground with it and we have installed plenty of Autometer gauges to monitor the cooling and lubrica tion systems, but we’re all looking forward to rocking up to the Newcastle Speedway for the debut of the car this weekend. Come and say hello.

1 l^®O®[P0fJXD^O Controversial; The legality of the rear wing on Peter Gratz’s new Dodge Daytona is an ongoing contentious issue, as airfoils are deemed to be illegal under the rules - and yet the big Dodge, which clearly sports a non-stan dard rear aerodynamic device, is deemed to be legal to race. woes continued when the car moved through the beams as he brought the revs up and handed the auto matic win to Gratz, who ran an offpace 7.40/205. Elcoate took out Steve Stanic with the low ET of the night - a 6.44/213 - and Winter disposed of Andrew Searle in the closest race of the round with a winning 6.73/210 to 6.91/204. Winter moved to the final when he took out top qualifier Elcoate in the next round with his best num bers to date with this combo, Winter running 6.66/211 while Elcoate popped the blower and slowed to a 7.68/123 - and Bray handed an automatic win to Gratz in the other race with a very early - leave. Gratz then advanced to his first final in the new Daytona, but was defeated by Winter’s holeshot 6.74/211 and settled for runner-up with a 6.83/208. Gary Phillips continued his domi nation of the Top Alcohol class with another brilliant display in his Lucas Oils dragster in the first round of the Australian Top Alcohol Championship, which was also the first round of the Lucar Cargo Vans Queensland Championship. Phillips qualified at the head of the field with an impressive off the trailer 5.79/236, while Steve Harker put his Harker Transport Dodge Avenger Funny Car into sec ond spot, scoring the only other five-second pass during qualifying with a 5.94/239. Phillips progressed to the final with two solo passes, a first round 5.84/236 and an easy 10-second pass in the second when Paul Shackleton was unable to front after suffering bearing damage ear

lier.

'The other race saw a pair of 5.90s on the board from Harker and Wayne Newby, the latter scoring the win after grabbing a 0.05-sec ond advantage on the start. Phillips then defeated Newby’s slowing 7.04/122 with a wheel-

standing 5.93/237 in the final. The Wreckers Hotline Top Comp bracket drew a field of fifteen, with reigning champion Tom Coonan and Robert Mcffiterick meeting in the final. This was scheduled to be the last race of the night, but did not take place as rain fell while they were perfoi’ming their burnouts. Prizemoney was split, but the race will be held at the next event to determine a winner. Top Fuel teams up for testing included the Santo’s Cranes/Zenith Building Services team of Santo Rapisarda and the AtholwoodSmith team. With “Pommie” Steve Read at the wheel of the Rapisarda car, the crowd was treated to four passes, including two four-second ETs. The first was an early shut-off 4.97/263, followed by an even quick er 4.90/290, the latter pass produc ing a burnt piston sortie 2.7 seconds into the run. Roy Smith drove the Sainty-powered fueller to an early shut-off 5.67 at only 214 mph, after clocking 215 mph at haif;track. Other winners on the night included Kym Petterwood in Grower Performance Products Supercomp, John Parker in Morgan and Wacker Comp Bike, Bob Millett in Ken Lowe’s Drag Race School Modified, Ricky Steffens in Cragar Performance Super Sedan, Gavin Hamilton in Superformance Super Street, Trevor Sage in Whale’s Motorcycle World Modified Bike and Rick Dudek in Performance Wholesale/Lunati Junior Dragster. -KEN FERGUSON

Another win: Gary Phillips racked up another Top Alky victory. .- p*: n

Sandgroper triumph

Swper-Stpck e0MHen0K winner ©ep0jD|iais1^ PERTH drivers finished on top reduced the deficit to Trevor in her street legal Monaro. The race went down to the ware, in the East v West Super Stock Morrison by 20 points in the sea with the Bandag Bullet winning son-long competition, after he took Challenge at Ravenswood the race in a 13.3-second pass. out the Top Competition final. International Raceway on O’Rourke’s Torana reached the The finale of the night was the January 30. torching of a Volvo station wagon finish line in just 7.34 seconds. A strong field of eastern states With two rounds remaining by Rosco McGlashen’s Aussie drivers made the trek across the O’Rourke has 420 points, com- Invader jet car. border, forcing the strong field to After receiving some hot treatpared with Morrison^ 460 and, if qualify for the main round of elimi he can win the next two finals, he ment from the jet-powered afternations. will put a lot of pressure on his burner, it took f^o fire teams more One by one, the tourists were rival. than ten minutes to extinguish the knocked out of competition by the It was a night of racing that blaze. local throttle- stompers. Mandurah mother and wife Bracket winners; Top Comp - G The last one to put his car on the O’Rourke 7.34; Super Stock - G Christine May will not forget. trailer was New South Welshman Chaisty 8.89; Comp Bike - R May was invited to take on the Mario Caronna, who made it to the tyre-melting Bandag Bullet, one of Easson 7.88; Modified - M Bulley third round in his B/Gas Ford. the quickest Kenworth trucks on 9.34, Super Sedan - L Dickie 9.10, , Caronna had a bit of a fright in Mod Bike - P Shelley 10.94, Super the planet. the first round of eliminations Queenslander Frank Gaffiero Street - R Zuidema 11.96, Junior when his car changed lanes at the put on a monster burnout in his Dragster - A Adamos 13.12. top-end.of the track, nearly clean truck, only to see it copied by May - DARREN O’DEA ing up the G/Gas Top Comp victor: Geoff O’Rourke is closing on the pointscore leader. (Wilkins pics) Camaro of South Australia’s Brendon Donaldson. The Ford made a violent left turn and followed Donaldson through to the stop ping area. The final was an all-WA affair, with Geoff Chaisty’s G/Gas Commodore proving too quick for Ian Johns’ A/Gas Falcon, Chaisty tak ing the race in 8.89 seconds. Grant O’Rourke

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12 February 1999

Australian Championship Yet another major title went out of yictoria into South Australia when Phil “Quick” March Australian

won the Sprintcar Championship last Simday(Feb 7) after a rain-delayed tactical 40-lap race on a hard-baked, black track at WarrnambooTs

Premier Speedway. March narrowly defeated Sydney’s wild man Kerry Madsen by half a car length, with defending title-holder Max Dumesny third. March, in his Les March Auto’s OSl, becomes only the second dri ver, after George Tatnell, to have won both the Sprintcar and Speedcar Championships. March’s drive was even more meritorious when you consider that only March and Robbie Farr ran the whole race without changing tyres and that an early bounce through a mt and subsequent spin saw March drop to second last position. “It really hasn’t sunk in yet,” said a calm, unemotional victor. “I’ve really got to thank everyone who’s helped me over the years, not just today, especially Ashley Smith (March’s detemined and loyal crew chief). I wouldn’t be here without him. He pisses off next week (to America), so that makes it a bit hard and I’d like to thank Peter Morris from Maxwill motors; they build the strongest engines, although we weren’t using them today - only quarter throttle.” March’s crew elected not to change tyres on a I'ed light after the first fifteen laps, when David Murcott rolled after riding Scott Milling’s wheel. “I was yelling at him.(Ashley), ‘what’s the tyre like?’ But he just wouldn’t tell me,” March explained. “Just nurse it, you’ll be right, he said. Next thing I know, we’re starting out of position two.” Extremely hungry in the car, but equally humble out of it, March said about the win: “We’re quite happy, but really, remember it’s just one race. It’s not the be-all and end-all.” After a grueUing 40-lap race, the championship actually came down to a two-lap dash, as Madsen made a late charge that saw him and March cross the line side by side with Madsen only half a car length fi'om an elusive major title. Madsen’s result helped win back some of the crowd, who had jeered his antics on Friday night after an on-track situation saw him severely damage his car and then proceed to have a physical altercation with the chief steward. “I was hoping,” responded Madsen, when asked if he thought March’s tyre might not last the distance.

About the close run across the finish line, in which he was squeezed between March and the wall, he had this to say: “I knew Phil heard me and I knew he moved up (track) and I thought, ‘hell, we’re both going to go across the line, crashing, or flipping, or something.” Madsen had run a tactical race, something which proved he’s a thinking driver, notjust a fast one. “I didn’t pick up any signals; I was just trying to read the board and I just waited too long to have a go,” explained Madsen about his late charge. “All credit to Phil and his crew; it’s'really great to see him get a result, but it’s good for my team also. 'The guys had to rebuild the car last mght(Friday), after I disin tegrated it through stupidity - but that wasn’t my fault (referring to the steward’s incident) and you know who it was,” he continued to a cheer from the crowd. “I saw Phil up there and he was half a lap in front and I thought, ‘will I push and catch him? I

thought, ‘no, I’ll just wait, he ain’t going to make it.’ “Then I saw him slow right down and I thought, ‘oh. I’ll just wait until towards the end and I’ve got enough time left to have a go’- and then I saw the white (flag) come and I thought,‘aaah!’ I just started gassing it from there, but it was too late. “It was an interesting day and I hope everyone got their money’s worth,” Madsen summed up. Crowd favourite and defending champion Dumesny put on a brave show of defending his title with a hard-earned third place after start ing from position eight. “It was a tough race and a tough call to throw a tyre on at the stop page; the only tyre we had wasn’t quite hard enough, but it did the job,” was Dumesny’s explanation. “Everyone had the same problem - to guess as to what they had to do - and congratulations to Phil. He went the whole way on the one tyre, so he must have been fairly conservative, or had a very good compound tyre.

Outa luck: Pre-event favourite Garry Brazier’s luck turned sour like the weather when the feature event was run on a hard black race track, not his preferred hooky surface. The track should have played into the hands of Skip Jackson (#7 below, heading Brazier), but unfortu nately the killer surface took a heavy toll on his tyres. (Brett Swanson pics)

“To Kerry, they did a great job, they all did a great job,” Dumesny continued. “They aU left us at j;he start and I sat there and thought,.,‘I’ve got to pace myself and keep these tyres under the car, because if you don’t finish, you can’t win. “It was a good race; it was diSerent. Who would have thought we would race today, anyway?”- a ref erence to the heavy overnight rain. “It’s great to see another different Australian Champion to carry the banner for a year. It’s good,” con cluded the Valvohne J&J pilot. Completing the top five were Skip Jackson in the Pennzoil/ Skilled Jackson - the right rear of which was bald and worn down to the cords by lap 15 - and Farr in the O’Brien Aluminium Avenger. Farr had had a tough race, elect ing not to change tyres and actually looked good leading a lap. But, sadly, Farr’s front tyres gave out before the rears and he strug gled to turn the car into the cor ners. Adelaide’s Peter Smith just

missed a top five finish, with sixth place his reward. West Australian Ryan Farrell had shown a good turn of speed in the PM-FM Maxim, leading from the start until the red light, at which point he changed his tyres. Sadly, his hard-charging nature saw him blow his right rear, as did early favourite Garry Brazier, whose form on the Friday night when the track was in good condi tion was phenomenal. Of the other title hopefuls, Brooke TatneU’s luck deserted him again and he failed to make it out of the B-main after also blowing his tyre. Of the 19 heats run, Brazier and Paul Stubber won three each, Farr, Darren Jensen, Dumesny and Peter Attard won two and David Anderson, Pino Priolo, Jackson, Andrew Scheuerle and Madsen took singles. Kelly Linigan won the C-Main and David Murcott and Marty Perovich transferred out of the BMain. -BEE-rT SWANSON

Wild man: Kerry Madsen atoned for his Friday night indiscretion with a calculated drive.

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Storming Brazier holds out poleman Dumesny and settlesfor runner-up after late-race challenge BROOKE

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Helix/Phantom Comics team finally shook off the bad luck that has dogged the team in major races this season when they convincingly won the 1999 Grand Annual Sprintcar Classic at Warmambool’s Premier Speedway on January 30-31. TatneU had to overcome polesitter and local hero Max Dumesny, who eventually finished third after using an engine supplied by Sean Enterprises and assisted by Sean himself. A storming drive by Garry Brazier saw him come from a win in the B-Main to second in the feature event with just a couple of laps to go, after being nearly lapped by Dumesny early in the race. “This win is even sweeter than the first win, because no-one can say we were lucky to win this one. It’s more exciting. I didn’t win this one tonight, my crew did,” stated Tatnell after the event. “I got tired when I got caught up behind the Titan car (Dean McComb), because my race fitness still isn’t right; but, if anyone had’ve shown me their nose, I would’ve lifted my game. I knew we were faster up the top, but I wasn’t going to run up there and let someone pass me on the bottom.” Brazier, though, thought that he had actu ally won the race.

“When I passed Max,I thought I was in the lead. I didn’t even think about Brooke,” Brazier reflected. “Max and Brooke were almost lapping me after about ten laps. I got a bit sideways in the turn, looked over my shoulder and saw the Valvoline car (Dumesny) and thought I better get moving.” 58 of the 66 nominations actually made it to the 27th running of Australia’s most pres tigious Sprintcar event and, with so many cars, the program made an early start on the Saturday(January 30). With a much more sensible points format than used at the Kings Challenge over the preceding two days, it was American chance Randy “Hurricane” Hannagan that topped the time-sheets with a time of 11.08 seconds. 1995 Champion Tatnell was marginally slower at 11.10, ahead of Ohio native Phil Gressman (11.27), US compatriot Joey Saldana (11.29)and Phil March (11.31)- in a sign of the times, the first 42 cars were with in one second of Hannagan’s time and the whole field was under 13 seconds, except for Drew Kruck, whose motor went away. Dumesny and March shared the front row of the 25-lap feature, with Tatnell, Kerry Madsen, Hannagan, David Anderson, Skip Jackson, Stephen Bell, Saldana, Nathan MacDonald, Ryan Farrell, Brazier, Dean

Big night out: Runner-up Garry Brazier, winner Brooke Tatnell and thitd-piaced Max Dumesny.(Swanson) McComb, Robbie Farr, Chas Calandro and Gressman. On lap 12, Tatnell half spun, allowing Dumesny to retake the lead with Tatnell now

Jackson for the 35-lap event, with Brazier back in fifteenth. The race got away to a start on the first attempt, with Dumesny leading Tatnell, third. Jackson, Madsen and March. Then the Americans started moving up. Tatnell quickly regained second, but couldn’t do anything about the local hero, with Hannagan leading Saldana as Dumesny who went on to victory from Tatnell, then opened a slight gap. About the time that Dumesny came up Jackson, Phil March, Hannagan, Anderson, Farr, Gressman, Madsen (who half spun on towards the tail of Brazier, Tatnell closed on the last lap and was punched in the tail by the leader, After a brief battle, Tatnell took the lead, another car). Bell, MacDonald, Brazier, with Dumesny looking to come back at him McComb, Calandro and Farrell. Saldana finished on the infield, having bro- the lead two had broken away from Jackson, who now had Saldana on his tail. ken a driveline. The Kele & Associates AustralianBrazier by now was flying, running the American Challenge Cup was the final event wall and even bumping it a couple of times on of the night and saw a spirited dice over 15 his charge towards the front. With each new laps with Saldana now driving March’s QSl, l lap he passed another car, although he was later scathing in his attack on Farr as it took despite having trouble reaching the pedals. On the opening lap, Brent Antill spun and Brazier a few laps to get past him - but, then again, they were racing for position. Brazier hit him,retiring instantly. By lap 24, Brazier was up to third and, Following the restart, Tatnell clipped the turn 4 wall and fell over, at which point. with just five left to run, he was on Hannagan told his crew,“this is wicked fast.” Dumesny’s tad. On lap 33, he was through into the lead, or Gressman led the field away until Hannagan took the lead, which he held nar- so he thought, Winner Tatnell crossed the line in a new rowly till the end, Dumesny running the top into third from Jackson, Saldana, Danny record time of 7.31.33, over half a minute faster than the time set by Danny Smith Smith, Madsen and Antill. back in 1987. Tatnell’s crew worked hard changing steer Brazier was second and Dumesny third, ing boxes for the next day’s Classic feature, with Saldana, Jackson, Madsen, Hannagan, before borrowing one from Jackson’s crew Farr, March, Anderson, MacDonald, chief Tim Gleeson in time for hot laps. Dumesny’s quick and consistent nm in the Gressman, McComb, Farrell, Scheurle and heats had netted him pole for the Grand Bell aU still running at the end. -BRETT SWANSON Annual Classic from Tatnell, March and

A quiet Saturday arvo: Trevor Green rode the wheel of #2 Garry Rush Jr (left). Green rolling as #21 Garry Brazier slipped safely underneath (below left). Green and Rush then came to a smouldering halt (below), just before errant American Phil Gressman obligingly flipped onto the already mangled wrecks. (Brett Swanson sequence)

12 Fetoa/y 1999

Pittman replaces Herrera The signing of Johnny Herrera to drive Craig Cormack’s #1BK DOCC Motorsports Sprintcar has left the door open for young Daryn Pittman to pick up the ride in the Casey’s General Stores #47 of Gil Sonner. “I can’t believe it,” Pittman said. “I’m really excited. I think it’s going to be a good deal. I’m looking forward to work ing with Gil Sonner and Mik e (crew chief) Thurman." The Sonner car is a top 10 contender on the gruelling World of Outlaws schedule, as Herrera proved the past three years after finishing ninth, eighth and eighth in the overall standings. Pittman competed in 26 Outlaw events last season, 12 in his family’s own #1 IP Stealth and 14 subbing for Lance Blevins in the #21 Up Front Phone Cards J&J.

the 1999 season. “We’re all excited about this. We’re definite ly going to run full time with the Outlaws in 2000,” stated Cormack.

Pennzoil extends sponsorship

he Pennzoil-Quaker State Company and World of Outlaws President Ted Johnson announced the extension of Pennzoil’s sponsorship of the series into the next millennium. “We’re thrilled to have Pennzoil continue it’s relationship with the World of Outlaws,” Johnson said. “We have enjoyed incredible growth since Hesrera’s new ride Pennzoil joined us two ar owner and Eagle years ago and much of raceway owner Craig that is due to their sup Cormack ended weeks of port. The tremendous speculation when he exposure we get on TNN signed Herrera to drive Motorsports (The the Burger King/Dr Nashville Network) and on Pepper/Networks Bank the Internet has helped Cards Eagle. make Pennzoil synony “I met Johnny Several mous with our series. years ago and I’ve “We have been very always felt comfortable pleased with our relation with him," said Cormack. ship with the World of “Right now, our agree Outlaws,” said Tom ment is to race Knoxville Floyd, senior ViceRaceway and with the President of lubricants for Pennzoil World of Outlaw- Penzzoil-Quaker State. Series. We’ll probably be “The World of Outlaws able to run 60 or 70 races is a great marketing tool with the Outlaws while for us and we’re pleased we race for the Knoxville to continue as the series’ track championship.” title sponsor.” Herrera, who won the The three-year exten Knoxville track champi sion is worth more than onship in 1995, is happy US$4 million. driving for Cormack. “This is a good oppor Outlaws schedule tunity for me,” said he current Pennzoil Herrera, as the team World of Outlaws gears up for the start of

Winner by a nose

schedule consists of 73 events over 105 dates at 46 tracks in 25 states, commencing with the Speedway Kings (Hanford, California) opener on February 19 and concluding on November 3 at Las Vegas Motor Speedway (Las Vegas, Nevada). In between, Metra Park Raceway in Billings, MT, will run its inaugural Outlaws meeting on August 17, as will Dixie Speedway in Woodstock, Georgia (March 12-13), Kentucky Lake Motor Speedway, Calvert City, Kentucky (April 16) and Heartland Park Topeka, Kansas. Heartland Park, for years a regular stop on the NHRA drag racing tour, is iii the process of adding a semi-banked 3/8th-mile oval. World of Outlaws media-partner TNN will televise 12 races live and will repeat three of them. The Silver State Shootout from Las Vegas on March 6 is the first televised race, followed on May 21 with the Winged Thunder event from the Terre Haute Action Track. May 28 is the third annual Channellock Spring Classic from Williams Grove, followed by the Rumble on Route 66 at Route 66 Raceway on June 12. June 18 sees Heartland Park Topeka I Outlaws meeting tele vised, followed by the Duel in the Dakotas from Red River Valley

hat about Brooke Tatnell. Three weeks after having nose (not life) saving surgery fol lowing an injury received while racing Sprintcars in the US last By Tony Loxley season, he’s beaten some of the best in the business by way of win In fact, our spies tell us that ning (again) the Warrnambool ‘Gorgeous’ George was also Classic. scheduled for a little reworking in With his motor literally collaps the nose, eye, chin, cheek, thigh ing after storming across the finish line, a sweat-drenched Tatnell and tummy regions. The word is that apparently admitted to the media that he Tatnell Senior was worried about raced against his doctor’s advice, improving his already stunning but said it was all worth it. features prior to his upcoming Can’t argue there! “Goodbye Gorgeous George” The injury occurred after the farewell tour, which commences unfortunate Tatnell copped a stone later this season. through the visor which, in turn, Following the alleged body did quite a bit of damage to his tucks, the veteran racer reportedly hooter. Subsequently, Tatnell has looks 20 years younger, with fea been suffering the after effects ever since, which have affected tures bordering on those of pelvicswinging crooner Tom Jones. his breathing and driving over It’s unusual... recent months. While still a little sore from what is said to be very painful surgery, Way to go, Brian this most recent win has no doubt Chalk one up for Sprintcar team eased his pain somewhat. owner Brian Linigen. Concerned about the fact that American Sprintcar star Brad Doty Rumours, rumours only attended one Sprintcar show Incredibly, while Brooke Tatnell while in Sydney, he took it upon was recovering in his hospital bed, rumours were flying that himself to organise for Doty to father George was lying in the attend this year’s Warrnambool same room next to his son. Sprintcar Classic.

Speedway on July10. The Eldora Clash and Kings Royal from Eldora form a two-night telecast on July 16-17 and precede the Knoxville Shootout and Amoco Knoxville Nationals from Knoxville on August 13-14. As the schedule winds down, the second annual Channellock Fall Classic from 1-80 Speedway on September 25 precedes the Outlaws finale at Las Vegas Motor Speedway on November 3.

Walker In NASCAR

ile Outlaws star Jac Haudenschild tested an IRL car recently and Greg Hodnett was also set to test before rain interrupted the schedule, rising star Tyler Walker is set to go in another direction when he makes his NASCAR debut at the Phoenix “Copper World Classic.” The 19 year-old Pennzoil World of Outlaws competitor and 1996 Rookie 6f the Year will be racing the Air Sep Engineering Port City Racing/Shaver Specialties Stock Car in the NASCAR Featherlite Southwest Series event on the -onemile asphalt oval. Although best known for his dirt track exploits, he also has some impressive asphalt expe rience. Walker raced karts nationally on pave ment from age 11 to 16, winning the California state championships no less than four times. In 1996, he was Rookie of the Race at the prestigious “Little 500” Sprintcar Classic on the Anderson (Indiana) Speedway. That same year, he also raced suc cessfully with the ASA Speed (American Association) in the Late Model stock car event at Indianapolis Raceway Park.

Linigen, acknowledged as one of the biggest-hearted people in the sport, would probably feel a lit tle awkward with me saying this, but it was a completely unselfish thought and one which made Doty’s trip that much more special. It was a wonderful gesture and thanks again to all the many fans and business people who supported Doty Down Under.

Journo race jockey The journalist andracing authorcareer JamesofCockington reached dizzying heights at PCR recently when he started outside front row for an AMCA National event and actually led the first three laps! However, his remarkable return to race form (which I guess in real ity he’s never really found...) col lapsed on lap 4, when fuel starva tion problems relegated him to sixth by the completion of the eight-lap event. Previously, James’ best result in the AMCA National was an up side-down effort, again at PCR and, prior to that, a less than stun ning career in karts. Formula Vees and speedway fender benders. Still, he’s braver than I am and here’s proof. Who could ever forget his

Numero Uno: Jason Crump, Masters Series Champ.(Daniel Wilkins)

Crump wins Masters QUEENSLAND’S Jason Crump produced another devastating display to win the fifth anniver sary Series 500 International Speedway Masters tournament, which concluded at Adelaide’s Wayville Showground on January 30. '' ^ Crump, riding his O’Brien Aluminium/Speedway Racing News GM, was unbeaten throughout the heats before winning the A-Final in emphatic style^ England’s Joe Screen (Koni Shock Absorbers GM)finished sec ond in the Grand Final, while Todd Wiltshire (Skilled Engineering/Champ Oil Filters Jawa)was placed third. The meeting was marred by sev eral crashes due to a very demand ing surface.

Former Masters Series Champion Craig Boyce was taken to hospital suffering a shoulder injury, but was later released. The South Australian final fea tured a crash involving Leigh Adams and Jason Lyons, who was excluded after being deemed the cause of the accident. The series pointscore saw Crump the new Masters Series Champion with 212 points, with double win ner Adams second (168) and Wiltshire third (160)- Crump won four of the eleven rounds contested and qualified for every A-Final in the series. Pointscore (after 11 rounds): J Crump 212, L Adams 168, T Wiltshire 160, J Screen 154, R Holta 135, M Loram 118, J Jorgensen 103, C Boyce 94, A Kasper 87,R Correy 70.

efforts at the start of the World Fender Bender Championship in 1993/94? James, who was on pole in the then Caged Heat-sponsored ben der, spun at the start of the three wide, 33-car event while entering the main straight, creating one of the great wrecks in world motor racing history. And the fact that he survived to race slowly for another day is now the source of legend - yet he con tinues to come back for more year after year. To me, that’s bravery and journalistic dedication at the highest level. Peter McKay, eat your heart out...

Secondly, there was no rain date and, with the series so tight, it would have made for an anti-cli max if the show hadn’t gone ahead. And, thirdly, while the race track produced ruts so high I swear there were snow caps on some of them, most drivers were prepared to drive to the conditions and for that they have my highest praise (though I don’t blame those that didn’t). Sure, the WSS finale wasn’t the spectacle everyone hoped for, but you’ll agree the last six laps weren’t that far off the price of admission.

Fair go

Madsen famiSy bereavement

Atning the conclusion of PCR’s run of the World Series Sprintcars finale, there were plenty of people who believed the show should not have gone ahead. However, instead of pointing fingers of damnation for the deci sion to continue on with the show, we should all look at several important issues prior to fixing bayonets! Firstly, the PCR promotion stood to lose big time, as did the many fans and teams who had made the effort to attend the venue prior to the rain.

otorsport News would like to pass on our deepest condo lences to Kerry and Joe Madsen and the entire Madsen famiiy, fol lowing the loss of their loving mother, wife and best friend. I know for a fact that Kerry’s mother would have been proud to know that he continued to race on at this year’s Classic event, finish ing sixth in what must have been the hardest drive of his life. To Joe, Kerry and all your fami iy - chin up, we are all thinking of you.

12 Februdiy 1999

Krikke and Wells to MiI for AmerUans

DESPITE being described as the most successful USA Sprintcar team to hit WA’s race tracks, the tourists were no match for the locals in their last at appearance Claremont on Speedway January 29. Promoter Con Migro organised two feature races for the US trio of Dean Keith Jacobs, Kauffman and Donny Schatz on their final night, but none of their names went on the winning trophies. ’The first feature

Mot to be outdone: Ron Krikke blunted the US

race of the night went the way of Ron Krikke, who held out a determined Schatz and Jamie Maiolo. The second was claimed by Mark Wells who, after an average night of qualifying, started on the outside of the second row for the 25-lap race. The fastest qualifiers started from the rear for the second feature and it was the Americans who were the big movers, with Schatz finish ing second and Jacobs third. Wells immediately jumped to the lead, followed by Todd Kenworthy, Jamie Moon, Peter Johnson and Maiolo. Attention focused on the Americans, who formed a high speed freight train and were charg ing through the pack. Five laps down and there was a restart after veteran Ray Geneve had spun his beautiful-in-black #40 Gambler on the back straight. Krikke, whose car was handling badly, pulled infield. On the restart, Schatz, a former World of Outlaws rookie of the year, pulled off a brilliant high-line move that rocketed him fi’om sixth to second in the first lap, but it was to no avail as Maiolo spun, bringing on the orange fights again. But as soon as the lights went

green, Jacobs went high and Schatz went low and, along with Kauffman, they went ballistic, showing WA race fans what blueribbon Sprintcar racing is all about. With 15 laps to go Wells had opened up a big lead, but there was little separating the following USA trio of Kauffman, Schatz and Jacobs. 'Two laps later, Schatz was run ning higher than Kauffman and, after a number of attempts, he got past to take second as they approached the slower car of Reddings. When the time clock showed eight laps remaining. Wells had more than the length of the straight on his rivals, who put on an entertaining show. Wells crossed the fine ahead of Schatz, Kauffman and Jacobs, but officials ruled that Kauffman had passed on the infield and relegated him two places. Schatz, who only recently claimed the USA v WA Speedweek, immediately said he would like to return to racing in WA, “I really wanted to win here tonight, but I come up a bit short... I hope to come back next year,” Schatz said. Jacobs was pleased with his

result: “I ran the car as hard as it could go; it’s probably the fastest the car’s been,” he reflected. “And who knows, one more yellow and it might’ve been a USA win.” n After a limited racing programme this season, WAl Greg Freeman produced the goods when he contested the Claremont Speedway Modified Sedan Championship on the same night. Poleman Freeman has only been seen in action a couple of times, mainly at his home track of Bunbmy, but he drove consistently in the bright yellow Sigma to win the 20-lap feature race from Michael Ricetti and Ben EUement. Dave Pieces and Frank Does both charged from the back of the pack, with Pieces claiming fourth and Does fifth. Paul Briggs got the car all hooked up on the last lap, but managed to recover to finish sixth, n After an epic duel Ashley Jarvia fin^y broke through to win the Smarter than Smoking junior Sedan feature race from Veronica McCann and Warren Oldfield, 'This was the first time McCann’s stranglehold had been broken at Claremont, which also saw her win the two earlier heat races on the -DARREN O’DEA night.

t was great to be the first driver to score back to back World Series Sprintcars titles, as I wasn’t sure if Mother Nature was going to allow the series Grand Final to be held at Parramatta City Raceway as the whole of Sydney was experiencing a mammoth deluge. The track was the wettest that I’d ever seen it and it was a mira cle that the race meeting got going, let alone getting the WSS Grand Final finished, as there were storms all around - but it worked out fine for our Pennzoil/Skilled Engineering team.

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We then in didn’t doqualified anythingwell, special the heats - but I made in into the tro phy dash and finished fourth in that event. In the final, Randy Hannagan started behind us and that’s where I wanted him to remain for the whole race. I was in fourth place for the majority of the event, until race leader Kerry Madsen got caught up in lapped traffic, enabling me to move into third before I passed Phil Gressman to be second behind David Anderson. I was quicker than Anderson, but I wanted to make sure that I won the series, as'Hannagan was right there, hounding me on the outside - he had nothing to lose, so he went up top and let it all hang out. He drove a real good race and he gave it every thing that he had while trying to win both the race and the series. Finishing second to Ando gave our team three straight series titles and that was due to the great reliability that we had, as we completed every lap of the A-Main Features. We didn’t have any break downs or mechanical failures and didn’t experience any crash es - that’s a huge testament to our whole te.am, as ttie effort they put in to win was repaid again.' The series presentation night at the Parramatta Leagues Club was pretty good and it was good to slow down a bit arid thank friends and sponsors that helped us along the way.

ur next race meeting was at Mount Gambier’s Borderline Speedway for the running of the Kings Challenge. At the end of the first night, I was the top pointscorer and I went into the A-Main the next

night with the most points. American Phil Gressman and I started off the front row. We both raced into turn one and he gained an advantage that he held through to the chequered flag - despite what I tried, I could keep up with him, but didn’t quite have enough to get past him. He didn’t make any mistakes, so I wasn’t able to capitalise on anything - and it was a good clean race.

e then moved on to the Warrnambool Standard Grand Annual Sprintcar Classic 1 was the defending Champion and we were looking forward to another strong performance. I qualified pretty decently and got through the heat races okay - we started out of fourth for the main event, but lost ground as we tore into turn one. Our car set-up wasn’t as good as it should have been and I ran in third spot, keeping an eye on Brooke Tatnell and Max Dumesny in front of me. The more the race pro gressed, the more I knew I wasn’t going to be able to move forward in the late stages, when you normally want to come on strong - it was a case of survival and I ended up finishing fifth. Brooke did a good job to win the race in front of such a strong field of localand internationals.

Phil grabbed ed March number onetheatcovet the Australian Sprintcar Title for the next twelve months by running a hard tyre and pacing himseif for the distance of the event, while others experienced tyre problems. Unfortunatel, we didn’t have hard compound tyres to fit to the car - I hadn’t seen the track like that before, maybe because it was a daytime show. I ended up finishing fourth behind March, Madsen and Dumesny which was disappoint ing, but at least we finished near the front.

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12 Februaiy 1999

White sizzles, Robbo rejoices

Very happy camper: Stu Robertson took the sixth round win at Newcastle in the closely-contested Gough and Gilmour V8 Super Sedan Series.(David Lament pic) GOING into the sixth round of the Gough and Gilmour V8 Super Sedan Series at Wynns Newcastle Speedway, John Pyne had a virtually unassail able lead. But Speedway is a.funny old game. No-one would have predicted mechanical dramas for Pyne’s #9 Teterin Engines Pontiac Grand Prix, but that’s exactly what hap pened. Just as he got to the lead in the 20-lap Auto One main event, the king pin of Newcastle Sedans pulled off to the infield on the main straight and the rest of the field zoomed past. Stu Robertson was so surprised that he almost drove straight into the tail of Pyne’s ailing car - as a result, Robbo got hung out to dry and two cars passed him. “You don’t expect John to have car trouble, that’s for sure, but it just goes to show you that things like that can happen to anyone. I won’t say I wasn’t pleased to see I didn’t have to pass him,” Robertson said after the race. Pyne wasn’t the only big gun to suffer mechanical disappointment. “The G-Force Jet” John Brown bent a diff tube in the #6 G-Force Pontiac before the main event, rob bing the race of some major fire works. But Brown did impress in his heats and then made an impromptu performance on the Promac Burnout Pad on the infield, borrow ing the track’s Moke. It was a night for upsets, though, mainly due to sometime Sprintcar, sometime Super Sedan driver Bruce White in the #96 Whiteys Mechanical Pontiac. Though White’s car is hardly what you’d consider “new,” he got the most out of it. Bruce led the Auto One main event for most of the way, before John Pyne rained on the parade that was only short-lived, though, as Robertson attempted a legiti mate claim at Pyne’s supremacy. Nobody told White, though, that his race for the lead was over. He sizzled back on the inside of Robbo and Pyney on the back straight and caused a major ruckus.

The race had, developed into an absolute pearler by this point. Not only was there a three-way go for the lead, but the scrap for fourth between Bob Brewer, Ron Pyne, Greg Hodges and Greg Smith was just as entertaining. That was until Brewer’s car unfortunately spun sideways and rolled onto its roof. Brewer could see fuel pouring out of the car into his cockpit, so he was understandably keen to get out officials rolled the car back over and it burst into flames. After a few seconds that seemed like much longer (it always does when fire is involved). Brewer was removed from the car and the fire was put out. Back at the restart, Pyne led the field on to the main straight, but the car slowed and White zoomed back to the lead when Robertson got caught behind John. Ron Pyne got by, too, driving the Auto One #7 Pontiac. “Rewin in Seven” eventually got by White, but as soon as he opened up a slight buffer the steering arm failed and into the turn 1 waU went the 1995 Australian champion hard. Again White led away, showing plenty of spirit, but Robertson wanted the win badly, as his Gough and Gilmour points could use a win, or two. With only a handful of laps to go, Robbo did make the pass, but to his credit White hung on like a tender to place second. Finishing third was Greg Smith (Church Air Falcon), who looked completely wrung out but entirely satisfied with his result. Smith found himself having to fight off a determined challenge from former Super Sedan President Brian Watts in the #10 Beechwood Homes Falcon. Heat wins went to Joel Carrig (Burtons Radiators Pontiac), Brown, Greg Hodges (Harvey Newcastle Pontiac), White and Keith Sims (Nomad Forklifts Falcon). n The Litre Car main event was deservedly won by Paul Cox in the Kodak Express #77 machine, from Nathan Smee in the #98 Cenovis Vitamins Pulsar and Kane Bailey in third.

Cox had a brilliant night, win ning a heat, winning the Stars Dash and along the way slashing team-mate Andrew Wright’s onelap record in the process. In the feature race Cox was sen sational, tearing away to a lead

that would be shghtly reduced, but never destroyed, by Smee. n AMCA Nationals again put on a strong showing, with a big field in attendance and plenty of depth in the ranks. Graham Lillford was victorious

in a heat and the main, driving the sleek #2 Lillford Exhausts machine to a comfortable win. n The Street Stock main event went to Mark Everleigh, from a determined Rob Maimder. -WADEAUNGER

Graham tops Avalon motor problems in recent weeks to Lambert proved that by running a solid fourth placing at Avalon run top three. stop Steven Graham when he’s Tragically, young Victorian and in doing so elevated himself to locked and loaded. fourth overall in the series. racer Haydn Bishop suffered a bro The Padstow-based QANTAS ken neck in a savage accident on Runner-up Jenkins has not fin aircraft mechanic won the fourth the opening lap ofthe feature. round of the $100,000 Speedcar ished outside the top three in his last five racing appearances and, if Bishop tried a courageous pass Super Series at Avalon Raceway in not for a wild ride at Mt Gambler’s from well back in the field up high Victoria on January 23, despite the opening round in which the rear on the back straight, but ran out of best efforts of Troy Jenkins and axle broke and he flipped, Troy track and flipped high into the Newcastle surprise packet Gerard would be giving Graham some real safety fence before eventually Burke. crashing heavily back Driving the #41 onto the track. Fox Sports/ Richard It took close to 30 Driving Petty minutes to remove Experience Gaerte Haydn from the Stealth, Graham set fast time in the wreckage and, sadly, Fontana Automotive he’ll spend some time in hospital and, it Qualifying session seems at this stage, and that was hardly at least three months surprising, as he’s in a halo to support set fast time in every his neck. round of the SSS so far this season. Haydn is the sec But the series ond bright new light in local Speedcai' rac leader may have had some strife overcom ing to suffer serious injuries in as many ing Adam Clarke’s months. challenge in the Queenslander hot main event, had the #76 Clarke’s Food shot Darryl Bonnell Stiff luck : Adam Clarke dropped a valve. (David Lament) Service Infinity not also crashed heavily ground to a halt with a dropped trouble - a win recently at in New Zealand and spent some valve one third of the way into the Parramatta proved that Jenkins’ considerable time in hospital race - this latest disappointment #6 Dominator Engines REAP Boimell is now back in Queensland has really given Clarke little recuperating. Fontana-powered Jackson is a chance at the series win. Race results: 1 Graham, 2 Troy powerful package, but he’s yet to The fourth round win now hands break through in the series. Jenkins,3 Burke,4 Lambert,5 Ian Graham a 635 point lead over Lewis, 6 Darren Jenkins, 7 Adam Third-placed Burke put in his Jenkins, but Dave Lambert appears best drive in two seasons, piloting Baines, 8 Darren Power, 9 Peter to be the big mover in the field with the self-constructed Midnight Bourke, 10 Glenn Cox, 11 Clayton only form rounds remaining. Spares Fontana-powered Infinity - Pyne and 12 Tony Moule. Driving the #4 Morton & May Burke, the designer of the Infinity, Pointscore: 1 Graham 3925, 2 Wheels/WBG Trailer Repairs has probably spent more time with Troy Jenkins 3290, 3 Darren Fontana Ellis, Lambert is showing Clarke working on the Infinity Jenkins 2730, 4 Lambert 2520, 5 enormous promise as, week by house car than his own, but some Clarke 2500, 6 Baines 2050, 7 week, he gains more experience Burke 1945, 8 Cox 1830, =9 Mark thing cheked at Avalon and Gerard ■with the additional horsepower. Brown 1505,=9 Bourke 1505. was able to get over some niggling IT seems there’s little that can

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12 Februdfy 1999

nother Title for Compact veteran Gordon Cardwell 4

Top outing: Winner Mike Van Bremen wrings the neck of his Foster chassis at Simpson.(Brett Swanson pic) Experience: Seasoned campaigner Gordon Cardwell.(Swanson pics)

In-form Van Bremen

drafting his way through from the back of the pack when he ended his race with a bone-jarring end for end after contacting another car. Neil Pevitt, in the former New the 64 year-old Numurkah Zealand championship-winning car, MIKE Van Bremen, dri-ving his Forbes (KL Modular Systems Trusses Maxim), ’Matthews, dairy farmer blitzed a 16-car had also been flying, but was forced I&V Truck Repairs/Penrite/ Stealth) and Eod Matthews Johnson, Gerard Boult(J&B Inter field to win the Victorian Frank Eamsdale (Ballarat Pallett Co JSE)both came Foster), out. Speedway Fibreglass Foster, (Pakenham Upper Licensed Store Championship at Bendigo on From the restart, Gordon had a stellar night at Simpson together. Blair Jones (D & F Eacing JSE), Maggs, McCubbin, Forbes January 23. CardweU then simply raced away to Speedway on January 23, when Products/Preston Hotel Gambler and Ian Smith (Avante’s Pizza & Sadly, a number of contenders take the chequered flag from David he took a clean sweep of round Pasta)last. drove like a demon to win comfort fell foul of mechanical woes, or and Peter Eobotham. six of the SRA series and in the Van Bremen swept around Judd n Da-vid Eobotham was the fea ably, having led every lap over crashes, but it was brothers David and Peter Eobotham who took the ture winner when the Victorian process closed to within one Judd’s Autopro Camperdown/ into the lead on the opening lap and was never headed. challenge up to Cardwell and filled Compact Speedcars returned to point of Championship leader And/s Service Station Gambler. 'Tim McCubbin. On lap 6, Milburn and Johnson Heat three saw Daryn Maggs the podium. Hamilton’s Western Speedway made contact, with Johnson ending Van Bremen, who has a hking for (HM Headers Gambler)roU into the Current Aussie #1 Ken Thomas, after a six-year break. in his Castrol/Redhne Engineering Numbers of cars have been down the tricky Victorian venue which is wall on the opening lap after light his race against the fence. The next stoppage occurred on Suzuki-Pearce, led away in the first oflate, but over a dozen cars turned celebrating it’s twenty-fifth season, contact with McCubbin. Then followed a great dice lap 14, when Jones’ great run came heat and set up a monumental bat up to run on a well-prepared track, won both of his heats, shared the tle with Brian Cardwell until both with fine weather and a good dash for cash with local hero Jeff between Eankin (Exide Batteries to an end when the left rear tyre Judd and then won the feature /Buckley’s Gaming Centre Foster) gave up and Mlbum collected him. cars succumbed to mechanical crowd. and Phil Johnson (Neville McNeil’s At this point, Judd’s left rear tyre defects - Peter Eobotham pushed Brian Cardwell, in his Yamaha/ ahead of Rob Rankin and his Suzuki fi-om sixth to the win. McCubbin, who had worked his Tyrepower/Eentsch’s Auto Salvage had deflated -while sitting nicely in Dobbin, was the standout per second and, on the restart, the car JSE). Phil Lardner was leading heat former in the heats, along with way from 13th after a torrid round As the pair diced across the hne, spun wildly twice in front of the two until he too suffered mechani Aussie #1 Ken Thomas, who of heats. With the season’s major races to Johnson didn’t see the chequer and, pack - they all managed to miss cal problems, leaving Gordon stormed from the back to follow when Eankin slowed, Johnson hit him, except Thomsen, who had Cardwell’s Suzuki to fight tooth CardweU across the line in both of take, place over the following fort and nail with David Eobotham’s the heats. night, it was not surprising that him and roUed his car onto it’s side, nowhere to go. Matthews spun on the next Suzuki-Gardner, with Cardwell In the feature, though, it was many teams elected to save their astride the front of the Kevin restart and then, on lap 20, McCallum-owned machine in a cars and, subsequently, the car Eobotham who really wowed the taking the win. count was down - but the action great'sporting gesture,' Eankin Thomsen spun again and was Jason Crawford’s Honda lead crowd with some spectacular dri hopped out of his car, then climbed incorrectly sent to the infield. Simon Amato’s network Car ving which netted his “Best was still hot. Over the six-lap dash to the flag. McCubbin had his PPG/ atop Johnson’s car to help him get Eentals Suzuki-Pearce away in Presented Compact” a new lap Van Bremen did it easily to down out. Specialised Panels J&J in trouble heat three, but some spectacular record, along with the feature tro Judd was leading the final heat Rankin, McCubbin, Boult, Maggs, driving by Peter Eobotham saw phy - Andrew Baker snared the right from the start of the night Forbes, Matthews, Milburn, him forge through to take the win runner-up position and Cardwell when the car refused to fire for from Van Bremen, until a spin on engine starts and hot laps - the lap 8 allowed Van Bremen to take Dalton, Eamsdale and Smith. from Bob English. grabbed the last podium position. After his victory. Van Bremen n -BRETT SWANSON problem was quickly rectified, but his second win - Judd recovered for Only ten cars had survived to run did a Polish lap with the chequered the flow-on effect would continue second. the title race, but Aussie Champ: Ken Thomas was outgunned. With no B-Main, the top six cars flag to celebrate. when he hit the wall on the opening the action was “It was good to take maximum turn of his first heat. ran a Dash for Cash, running three hot and fiery, points and the Hussey Performance laps in which the first and third “Not having hot lapped hurt us, with the lead engine was just going gangas I went into the first turn and laps were timed. changing hands Judd and Van Bremen then had busters,” Van Bremen explained. thought, ‘why’s everyone braking?’ on numerous “I had a moment when Ian Smith Then I found out, as the car just to split the money, as both recorded occasions. half-spim in front of me, which was pushed straight up into the wall,” laps of 13.75 seconds, followed by The Cardwells very close. It reminded me of two Wayne Milburn (Signforce JSE) on McCubbin explained. were making it a years ago here” - Van Bremen was 14.06. Ronnie Dalton was leading the family affair out leading the feature and looking for A change of format saw Van opening heat in his Dalton front by half a Tuckpointing Gambler until the Bremen invert only the first two his first feature win when a lapped lap when Brian’s car spun into his path - “and I cars, putting Judd on Pole. last lap, when Van Bremen got the Yamaha/Dobbin thought it was all going to come Rankin would start out of posi run and snatched the lead. coasted to the McCubbin’s crash into the wall tion three, with Jones, Dalton, undone, again!” infield. - BRETT SWANSON Milburn, Ian Thomsen (Apex Thomas was happened in heat two and Bob MULTI title-winning Compact Speedcar veteran Gordon Cardwell added yet another state title to his collection when

Max Dumesny Motorsport

Australian Distributors for

1998/99 VICTOMAH SRA SPRIOTCAR SpMES

PO INTS STANDINGS TO JAN 24TH. 1475 I. Tim McCubbin 2. Mike Van Bremen ... .1474 1297 3. Jeff Judd 1227 4. Ron Rankin . . . 1223 S. Phil Johnson . . . ^^ RAC8NG TIRE 1072 For more information on Hoosier Drag and Speedway Tyres call: 6. Stephen Bell .. 974 Bob Forbes ... 968 NSW; 02 9679 1990 Fax 02 9679 1187 ]■ Rod Matthews . 936 03 9331 6477 Fax 03 933 S 7444 , Ian Thomsen .. ,931 08 8332 0800 Fax 08 8364 0296 i o. Wayne Milburn

i{'oo$irr

vso

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2. 3. 4. 5. 6. 7. 8. 9. 10.

SIMPSON - JAN 23RD. Hike Van Bremen Ron Rankin Tim McCubbin Gerard Boult Daryn Maggs Bob Forbes Rod Matthews Wayne Milburn Ron Dalton Frank Ransdale

MO,

12 February 1999

ustralian riders Steve Johnston and Todd Wiltshire are both expected to sign con tracts to race again for Oxford in the British Elite League. Promoter Steve Purchase has been in Australia and has spoken with both riders to sort out a deal for the coming season. Danish rider Jan Staechmann and British youngsters Lawrence Hare and Paul Hurry have already accepted terms and two new rid ers will be recruited to get within the 40 point limit allowed for teams. Purchase has also been having talks with Dave Tapp about pro motional ideas and positive public ity and he hopes to use the ideas at Oxford this year. With scrambling get the clubs best possible team to within the points limit, two Australians who have served Poole with dis tinction for some years could be facing the chop. Craig Boyce, the Poole captain and Mark Lemon, currently in Australia but sidelined with a knee injury, could be on their way after Poole boss Peter Ansell signed former World Champion Gary Havelock and British number two Mark Loram. Boyce may still find a place at Poole, but Lemon has been trans fer-listed.

An amazing shuffle between the two East Anglian clubs in the British Elite League has seen Ipswich co-pramoter Mike Western join rival Kings Lynn, along with top Ipswich sponsors Tim Woodward and Brian Griffin. With World Champion Tony

Sullivan. New Peterborough promoter Ian Jarvis has brought the shares of Peter Oakes in the Peterborough operation and the new man may not be offering terms to Adelaide rider Brett Woodifield, for whom Oakes had successfully negotiated a work permit.

By Tony Millar Rickardsson a personal friend, it did not take much for Western to join his protege at Kings Lynn after it was decided Pole Tomasz Gollob would be staying with Ipswich. In fact, Chris Louis came close to following his sponsor, Griffin, but family ties have kept him at Foxhall Heath.

World Championship Jimmy Nilsen fromrunner-up Sweden has joined Belle Vue, after his par ent club Swindon stepped down from the Elite League in Britain. And Australian Jason Lyons, the longest-serving rider at Belle Vue, is just about to complete a deal to stay with the club, which has also concluded a deal with American Ronnie Correy. The club had also considered an approach to Mildura rider Leigh Adams, but his average is too high to fit within the team struc ture. Adams is currently without a club, but could be a target for newcomers Hitjl Vikings. David Howe, British teenag er who hasthe been in Australia to take part in Ivan Mauger’s longtrack series, has signed for Elite League club Peterborough, where he’s expected to race alongside Aussies Jason Crump and Ryan

Wolverhampton has aban doned plans to offer a new contract to former World Champion Sam Ermolenko from the USA. With Swede Peter Karlsson joining brother Mikael at the Monmore Green circuit, the door has been closed on Ermolenko and he is expected to have talks with Hull Vikings during the next couple of weeks, Another former World Champion from the USA, Billy Hamill is also thinking about his future, as Coventry is set to top its order with Greg Hancock and Brian Andersen. Hamill has signed contracts to ride in the Swedish and Polish Leagues, but still hope's to land a British club.

The Swedish doned plansLeague to racehas on aban some Thursdays during the season, which starts on April 27. The eleven-club League sees each team racing the others home and away over a 20-match programme. This has now been resched uled over 22 Tuesday dates, running until September 28 - July 13 will provide the only break in the season, with each club having two free weeks during the campaign.

Sprintcar crown nabbed by Milburn

WAYNE Milburn added yet another State title to his

impressive list of crowns when he took out the Bendigo Masters Victorian 360 Sprintcar Championship at Bendigo last month. Chasing him across the line was triple champ Garry Chippindall, with battler Blair Jones, himself a multiple state title holder in MiniSprints, home in third. Fifteen drivers from around the country converged on Bendigo for this prestigious event, all hoping to be crowned champion on a circuit which many drivers had not seen for many years - the track surface had been freshly laid ten days prior specifically for this event and, with temperatures in the high 30s, noone was sure just what it would do once the racing commenced. Milburn’s campaign got off to a good start when he won the open ing heat, lapping the big track in the low 17-second zone at a speed in excess of 120 mph from Dave Argus and Bob Forbes. Rod Matthews showed the way home to reigning champion Greg Mattschoss, with David Hall close behind for third in the second heat. The big crowd watched enthralled as Chippindall, no stranger to Bendigo, stormed home from Blair Jones and Hall in the third heat. Veteran John Doidge led local driver Ron Donaldson home from Tony Simone in heat four, showing the old Rambler-powered OTR still had a good turn ofspeed.

Blair Jones pushed the Graham Menitt-owned Gambler to the win m heat five, winning this one from Milburn with Donaldson third. The final heat saw Chippindall pick up his second heat win from Doidge, with Matthews third. The final would see Chippindall start from pole, with Milburn alongside him. On the second row was Jones after a good run in heats, sharing it with Matthews. From the third row we saw Doidge and Argus, followed by Mattschoss, Hall, Simone and Doug Christian, the latter starting from tenth position. Off the sixth row would start Donaldson and keeping him honest would be Forbes - starting from the

back of the field were Ian Thompson and Peter Knight. As the drivers brought their cars to life for the running of the Title race, the crowd rose and, when the drivers broke into the four-wide Knoxville salute, a huge roar filled the air, horns sounding and specta tors cheering, as this was the first time the majority had witnessed this magnificent spectacle. As the green flag dropped Chippindall grabbed the lead into the first turn, only to see the cau tion light come out after a spin in turn 1 which saw Donaldson and Doidge retire from the race. On the restart, it was Milburn who took the lead from Chippindall and began drawing away.

Missed the podium: Fifth-placed Ashley Parkinson.(Brett Swanson)

Mills cements points lend

TREVOR Mills continues to be the stand-out performer in the Victorian Modified Production ranks with yet another victory in the pointscore series, this time in round five at Portland’s Southern

Speedway on January 23. Right from the opening heat the action was happening, with Craig Garlick’s SG Engineering Falcon, Neil Watson’s Horsham Auto Wreckers Commodore and Jason McKinnell’s McKinnell & Goss Timber Harvesting Commodore involved in a great dice as the trio pulled away from the rest of the pack, taking the flag in that order. Heat two saw Ashley Parkinson Lane Racegear (Victory Commodore) dicing with Brian Galley (Hussey Performance Commodore) and Keryn Thompson (Motorvator Race Engines Falcon), until Mills worked his way from the back in his Cardwell Engineering/ Dunkley Panels Commodore, tak ing Thompson for second, but run ning out of laps and unable to pass winner Parkinson. Young gims McKinnell and Mark Carlin (Vickery Bros Ground Spread Cortina) put on the show in heat three, McKinnell setting a scorching pace until Carlin worked his way onto his tail and then took the win with an inside pass two Mattschoss was brilliant, taking on the field and driving around the high line to go from seventh to third in one lap and begin pressur ing Chippindall. Unfortunately, Mattschoss lost his bid for a placing on lap 12, retir ing to the infield after thrilling the crowd with some inspired driving. Placings remained unchanged until a further spin in turn 3, which saw three cars involved. The race was then on to the che¬

laps from home - Phil Pottage was third. Mills won two of the other three heats, while GaUey won the other. His two wins and a second put Mills off pole, with Garlick along side for the featxire event. Mills used his position to lead, Garlick just holding second from Carlin, who was looking high and low for a way around the Falcon this played into Mills’ hand, as he opened a big gap. Rod Smith’s Commodore suffered a flat tyre, which forced the race to a temporary halt. While Mills was once again doing it comfortably out front, Garlick and Carlin were going hard at it again, with Carlin trying inside and outside lines to get past. The pair swapped positions and Carlin managed to hold second place behind Mills - Garlick main tained third, with Watson next, ahead of Parkinson, Galley and Thompson, who won the Victory Lane Racegear Hard Charger award. Mills now enters the Victorian Championship on February 11-12 at Wangaratta as favourite, with round six of the series following that on March 6 at Bordertown, South Australia. -BKE'TT SWANSON quered flag, with Milburn leading the way comfortably from Chippind^l, Jones and Argus. As the chequered flag dropped, Milburn’s Sign Force/Leishman Panels JSR was saluted with fire works and the roar of the crowd. Chippindall held on for second, with Jones third, Argus fourth and Simone fifth. Completing the runners were Forbes, Hall and Christian. -BKETT SWANSON

Iggressive Kipling's V6 victory

BRETT

Kipling’s aggressive, but con trolled, driving took him to victory lane when the V6 Sprint class had its first major Adelaide out ing on January 23. This fledgling section was contesting the Speedway City V6 Sprint Cup and former Speedcar driver Kipling scooted off to a handy win in heat 1, fol lowed promptly with a run ner-up place in the next race. The V6 Sprints, which

resemble a scaled down but use Sprintcar Mitsubishi V6 engines, had eight starters and turned on some respectable racing. An international flavour was provided when kiwi Gary Hecker took the hehn of the Buxallen #6 car, Hecker being a former NZ2 National Minisprint cham pion. Brothers Steve and Scott Agars followed Kipling home in the opening heat, but it was Steve Agars who showed why he is the sec tion’s current SA State

Champion in heat 2 Agars blasted around the 430 metre circuit, his win ning time trimming just over one second from Kipling’s six-lap record. But Kipling was out for revenge in the next outing, the hotly-contested Trophy Dash. Steve Agars seemed des tined for the win, until Kipling drove through his opponent’s car on the final lap, leaving both of them sprawled across the track. Agars could not restart due to exhaust problems,

leaving in-form Steve Whitrow to claim the Dash honours, ahead of Kipling and Craig Fon-ester. The Agars team off the front row, just ahead of Kipling, promised fireworks in the 15-lap A-Main and, predictably, it was Steve Agars who shot to an early lead. Kipling reeled off lap times in the 15-second cate gory while stalking the leader and, by lap 4, had pulled a daring outside pass to claim the front running. The remaining distance

went incident-free, leaving Kipling a worthy Cup win ner ahead of Agars, Whitrow and Fon'ester. This class of racecar is relatively new to Adelaide oval track fans and the Speedway City promoters are hoping to run more V6 Sprint events over the cornmonths V6 mg spokesman Ian “Zeke” Agars has spoken of more than a dozen cars fronting over the next few months, adding to the section’s mar ketability. -DAVTOMcNABB

12 Februdry 1999

Taking care of business Sportsman campaigner Andrew Gillespie has only one immediate goal- a super speedway title. And, with a comfortable lead in the series pointscore to bolster his resolve, the Bacchus Marsh-based automotive engineer looks a good betfor the 1998199 gold. GRANT NICHOLAS has the story.

^or six seasons, Andrew Gillespie has been tearing around the Calder Park Thunderdome contesting the Autopro Australian Sportsman Championship series at the wheel of a Ford Falcon and, following several recent podium results, he is leading the current series. The 43 year-old Bacchus Marsh automotive engineer commenced his motor racing aspira tions on the dirt tracks for a short time in his late teens, before concentrating on his regu lar employment. In 1992, he purchased a Ford Falcon AUSCAR that Sydney’s Ian Luff had utilised on the tri-oval, converting the car into Sportsman configuration for the ’93 summer season. “During the early days, we experienced aU types of problems on the super speedway as the whole team learned to race on the banked slopes. I crashed the car trying too hard, dodging other people’s incidents and while attempting passing manoeuvres,” said a smil ing Gillespie. “It was a steep learning curve for someone that had not really raced before, as we had mechanical failures at times and just bad luck on other occasions. “We perceived it to be a cheap form of sedan racing that provided good television exposure for the amount of money invested in the operation. “I selected the Ford as we were advised that they would be the lap record holders in the near future - that was six years ago and Graeme Gilliland holds the record in a “Some days, the weather and track condi- fellow Ford racer or several others can slip 'Rpcently, there has been a tremendous Holden Commodore!” amount of discussion on the parity between tions tend to suit a particular make and it past while you’re worrying about the others. In late ’97, Gillespie nearly walked away the Falcon and Commodore camps, with doesn’t matter what you do to the set-up, “I guess that is a part of the tactics that the from the sport after his car was almost claims that the Fords have a power advan- you’re not going to go any quicker during Winston NASCAR teams use on their high totalled after hitting the concrete wall exiting speed ovals and we’re just copying them over tage while the Holdens are definitely hghter. qualifying, or in the race. turn 4 - after examining the wreckage, he here,” Gillespie added. Gillespie believes the heavier Falcons sit “Some individuals feel more confident on “As far as our team itself is concerned, our advised those in attendance that he didn’t one night, or day, better going through have the funds or the manpower to rebuild goal at the moment is to win the champi compared with the turns, while the the Ford for the next round, so he’d give the another, plus the- onship and, as we won at the previous round, Commodores can track conditions we’d like to capitaMse on that, as we know we game away. scamper away down alter a tremendous have the speed and the handling package to Fellow Sportsman competitors Mark and the straights - but, Con Vereker heard of Gillespie’s plight and amount - for exam lead the pack once again.” when the lead cars At the December Thunderdome meeting, immediately set about getting the ,car are handling right ple, when we’re rac stripped and repaired at their Kynetoning in the heat .of. the AUSCAR and Sportsman competitors Smash Repair business and, at the same tions are conducive, the day compared competed together in the feature event - but with the cooler con Gillespie wasn’t phased by the controversial time, Pennzoil Australia provided some they all tend to financial assistance. decision, even though the terminal speed dif ditions in the night. bunch up and run “It was unfortunate that I contacted the “The lighter ferential between the leading AUSCAR dri virtually identical Commodores have vers and the backmarker Sportsman competi Commodore coming out of turn 4, as that lap times with plen to retain their rac tors was significant. sent me into the wall at a great rate of knots, ty of dicing thrown “There is the potential for an accident when destroying the front of the car as well as tear- ! ing position on the m. the speeds vary so much,” GiUespie explained, ing up a lot of mechanical components,” “Some times I get banked turns as, if “but overall I don’t believe that we held up Gillespie reflected. they can t hold a good run off a cor“If we hadn’t received the support from the their desired spof any of the AUSCAR drivers, though it cost all ner and I’m able to of us some corner speed at times as we all Vereker Brothers, Pennzoil and a host of they tend to be off pass Holdens down jockeyed for position - but, in some instances, smaller suppliers and our great crew, I the straight; the pace a fair bit. we were quicker through the turns. wouldn’t be leading the series now.” next thing I know, “The heavier “I’m interested to see what is going to hap The accident cost the Pennzoil/ B&A Fords, though, are they have moved pen at the next meeting in April, if that event Automotive team any chance of winning the more stable and we under me, or round’97/98 championship series, as they spent the _ . 3,r6 3,bl6 to IT10V6 actually does eventuate, as I would prefer to pH TTip ITT) Hnwn thp be having a straight-out dice with Gilliland, balance of the races getting the car back onto Srt^strJght So the Determined: Andrew Gillespie. (Tony Glynn) ^^^und a bit more, Ron Savas, Gerry Raleigh, Tony Howlett and the pace of the front-runners. especiaUy in traffic, rules and regulaJohnny Umseher without having to worry “This season, things seem to falling our tions governing the Sportsman category have “If you get the right position, it is possible about the AUSCARs - it would be safer over way, plus we’re better prepared than in the us all very close at the moment,” Gillespie to slow the progress of a Holden competitor, past and the Falcon is handling terrificly, said. but the racing is so competitive now that a all, plus the racing would be better. commented Gillespie.

1998/99 AUSTRALIAN SUPERSPEEDWAY SLRIEES AUSCAR

NASCAR 1. 2 3. 4 5. 6. 7.

.670 Teny Wyhoon,#25BP CarCare Ford Third Kim Jane,#27 Bob Jane T-marts/Goodyear Chev645 Marehal Brevver,#8 PenrizoJ/CigvvEkJFastrackChev.331 RiBselk^#34Vision Alamis/Freworks King Chev.324 Neville LarK;e,#l4Autopro FordThunderbird ..606 353 Terry Byere,#26 Byers Motorsport Chev Bob Middleton,#95 Whiteline Transport Chev.331

RocheyJane,#3BobJaneTeleoommiiiications Chev 530 9. GeneCook,#4IShefl Helix Ford Thunderbird ..444 .443 10. Ken James,#01 Revell/Wet Paint Chev

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

Leigh Watkins,#47 Watkins Radng Falcon.. MatthewWhBE,#28MaxiCibe/fiei^ibErCdore

320 .305

I. 2

Nathan Pretty,#2 Dewalt/GoodyearCdore ....495

Tony Malley,#16 Tramstop Garden Ctr Cdore .470 .454 Darren McDonald,Christian Holden Cdore

Andiofiy Latch,#66 Atet Heavy Haula^ Cdore...435 Nicole Pretty,#3 Dewalt/GoodyearCdore .....422 394 Shane Houlahan,Houlahan Radng Cdore Leigh Moran,Sheen Panel Service Hastings ....391 389 Edwatd Woods,#S5 Head Stud Devd.Cdore

5. 6. 7. 8.

SPORTSMAN

Andrew Gillespie,#09 Pennzoil/B&A Auto 320 Graeme Gilliland,#!8 Repco/G&G Engineering .478 ,469 Ron Savas,#00 Balnarring Panels

.461 Gerry Raleigh,#2 PPG Solar Warrior.., .452 Tony Hewlett,#02 Pedders Suspensions Sam Milton,#42 Chris Milton Engine D’ments...447 .438 John Umseher,#89 Union Steel .412 LeanneRoss,#! Bob Jane T-marts..., .411 Chris Robinson,#54 Tyre Seal

9. 10. Dallas Crane,#30 Dallas Crane Radng

398

/]E(o)0(o)[?SfJXD[?0

12 Februdry 1999

Winston Cup still number 1

By Martin D Clar n SBIII Motorspoi-ts and driver Ricky Craven will be sponsored by HoU)rwood Video rentals at Daytona. Although the announcement has not officially been made. Motorsport News spotted the sign-written car during the first week of February. No word yet on whether the deal will continue through the 1999 season. n Travis Carter and Carl Haas have formed an alliance with Melling Racing to share test and development information, both teams using engines supplied by Pro-Motor. n Dick Triclde will be sponsored by Nations Rent, an equipment rental company based in Florida for the Da3dona SpeedweeksTi-ickle will drive the #13 Bill Elliott-owned Taurus. □ NASCAR has changed the pro visional starting rule slightly for past Winston Cup'champions. Last year, Darrell Waltrip used it in 20 races ^ this year, that will be limited to eight. The only other time a past champion can use more than eight will be when they are in the top 25 in owner points. 0 Skip Eyler has been hired as crew chief for Steve Grissom and the still unsponsored LJ Racing. Eyler was to chief a car co owned and driven by Morgan Shepherd, but Pinnacle Motorsports’ future now looks uncertain, with several employ ees being released without pay ment.

Eddie goes Busch: IRL’s Eddie Cheever is apparentiy looking at a possibie run in the Busch Series and has expressed an interest in trying some races this season. Cheever wil compete in this years IROC series which kicks off in Daytona-the two Earnhardts, Dale and son will also meet in the 1999 IROC series.(David Taylor/Allsport pic) - MARTIN D CLARK

GOODYEAR carried out it’s last survey of US motorsports attendee figures in 1998, it’s 27th year of providing the ser vice, citing that crowd atten dance numbers are becoming more difficult to obtain and research. According to their data, 17,079,004 people attended the major motorsports events in 1998, Winston Cup again attracting the most at 6,301,027, which is a growth of 3.4%, while the Busch Grand National Series grew 8.2% with a 2,102,000 attendance to rank fourth. CART and NHRA drew the sec ond and third highest numbers, with the IRL dropping 4.1% to 1,291,653. The World of Outlaws Sprintcar series numbered 1,575,200. -MAETMDCLAKi;

Daytona shocks February 13 rule unchanged Dome caiueHed

NASCAR will not tamper with shock absorber rules for the Daytona 500, it was revealed after Daytona testing. Shocks are being designed to lower the rear-end at high speed, thus

reducing drag on the rear of the car. ^ Engineers have taken this practice further and the shocks now take a long time to rebound, making the car sit lower for longer periods of time. However, when the cars are inspected post-practice, or race, the car has risen to the required height. Although NASCAR is concerned that this makes the cars unsafe and the drivers teeth get a shattering ride, it has decided that a rule change would be difficult to police. Some drivers have even resorted to using boxers’ teeth guards for qualifying and even while racing on the super speedways, where the shocks do not rebound. - MARTIN D CLAEIK

CALDER Park has^ancelled its ment team’s decision to run on December 20 at the Thunderdome February 13 meeting, citing low could also be considered to be competitor interest for the flawed, as past management ^ , satisfactorv event and less than satisiactoiy realised very quickly that the crowd figures at this season s weekend prior to Christmas pro earlier rounds as the reasons duced a less than satisfactory gate for the abrupt removal oi the and, accordingly, resolved not to meeting from the 1998/99 super run on the last shopping weekend before the December 25 festivities. speedway schedule. But the available options were A press release confirming the announcement also indicated that rather limited for a Victorian super the final round on April 3 - which speedway date, as the WSS had runs head to head with the tradi rounds scheduled for nearby tional and hugely successful three- Avalon on December 12 and round Easter Sprintcar Trail - was Horsham on December 27 - so now considered to be a rather dubi Calder Park was caught in a real ous prospect for exactly the same bind and had to run on either reasons. December 20, or the absolutely unviable Bearing in mind the fact that a financially Christmas/Boxing Day December significant proportion of super speedway fans are drawn from the 25-27 weekend, or not have a dirt track speedway spectator December round at all. ranks, there’s no denying the fact Consideidng the ramifications of that clashes with significant speed the schedule changes, real and way events in Victoria during the pending, it’s perfectly clear that, last 10 years have always had a whenever the season does con detrimental effect upon attendance clude, the NASCAR section will have enjoyed at least a four round figures at the Thunderdome. Nonetheless, the April 3 event series as some sort of consolation, was pencilled in against arguably but the support classes have been the biggest speedway event for the left with very little to raise their season - it hardly comes as a sur spirits. As the November season-opener prise, therefore, to now find the Calder Park administration recon was a NASCAR-only show at sidering the advisability of running Bathurst and the March round is also a NASCAR exclusive event at an event on that date. the Australian Grand Prix (AGP), Competitors, sponsors and spec tators vrill recall that this season’s the November and December December 5 Adelaide event was Thunderdome rounds may well be also cancelled, as the all-conquer the only outings for the AUSCAR, ing World Series Sprintcars (WSS) Sportsman, HQ Holden and travelling circus was running on Legends categories this season. On that basis, the current the previous evening at the adja pointscore leaders will automati cent speedway facOity. Rather than run a two-night cally become the 1998/99 ticket in conjunction with the Champions - Leigh Watkins (AUS Andrew Gillespie Sprintcar show in a positive effort CAR), to boost numbers at its super (Sportsman), Glen McDonald (HQ speedway show at Adelaide Holden) and Matthew Coleman International Raceway, when the (Legends). Calder Park management realised Naturally, the outcome of the that a clash was inevitable it elect AGP event would determine who ed to pull the pin on their event becomes the NASCAR Champion. We’ll keep you posted about any and simply drop the round from the schedule. fui-ther developments - stay tuned. -TONY GLYNN The latest Calder Park manage-

UFebrudry 1999

Focus out!

FORD’S appeal against the FIA’s exclusion of its new Ford Focus from the Monte Carlo Rally has failed. The new Focus was excluded from starting the Monte Carlo, but was able to run under protest with the support of other works teams. Colin McRae had finished a superb third and now, with his exclusion, Didier Auriol in his Toyota Corolla is elevated to third place However, Ford says that both McRae and Thomas Radstrdm will definitely start the Swedish Rally on February 12. The company confirmed that both McRae and Radstrdm will start the Swedish round in its press release issued immediately after the FIA announced the decision to dismiss the protest last Wednesday. “We’re disappointed that the FIA has rejected Ford’s appeal against exclusion from the Monte Carlo Rally, but that is a decision we accept,” said Martin Whitaker, director of Ford Racing Europe. “However, we’re heartened that the FIA recognised that Ford never intended to compete unfairly and that its good faith could not be called into question and no fine has been imposed.”

The FIA backed the decision by the stewards of the Monte Carlo Rally to exclude both Focus cars from the opening round because they did not meet the existing FIA technical regulations regarding the size and location of the engine water pump. “It’s widely acknowledged that the water pump used on the Monte Carlo Rally did not give any perfor mance advantage,” added Whitaker. “Since then, we’ve been working on a solution to the problem and we w ill have to develop this in the short space of time between now and the start of the Swedish Rally. “It’s disappointing to lose our points from Monte Carlo after Cohn’s superb drive. Every member of the Ford Martini World Rally Team worked so hard, both before and during the rally, to claim a podium place on the competition debut ofthe Ford Focus. “Nobody can take away the fact that the car was ultra-competitive on its first appearance. That’s a remarkable achievement by every one concerned,” he added. Whitaker was at pains to point out that the FIA handed out no penalties against Ford, declaring the exclusion a matter of interpre tation.

“Ford has been active in rallying and other forms of motor racing for many years and has always demon strated the highest levels ofintegri ty,” Whitaker said. “At no stage in the development of the Focus rally car did Ford believe that the water pump system

would be outside the scope of the technical regulations for the 1999 FIA World Rally Championship.” Ford originally said that it would take at least two months to develop a new water pump,, but it now appears to have decided that a quick fix is possible.

Pressure @i for IVUddet®! to be readf

TOYOTA’S Neal Bates has added to the woes of tyre supplier Dunlop by defecting from the Japanese rubber to French Michelin tyres for the 1999 season. The Bates Corolla will almost certainly be shod with the same rubber used by the factory Toyota Team Europe on its Corolla WRCs, bridging the tech nology gap that throughout 1998 handicapped the Canberra-based driver. It is believed Bates broke the news to Dunlop last week, making the move with some regret after working intensely with the tyre company during 1998 to develop new rally rubber for the WRC Corolla. But, with arch-rival Possum Bourne securing his third straight title on PireUi t3rres similar to those used by Prodrive’s Subaru WRC team, running tyres which don’t have a fullscale World Championship development program is no longer a viable proposi tion for Bates. Bates said the decision was highly political and was unwilling to comment on the switch, after cam paigning on Dunlops virtu ally since he started rally ing in a Datsun in the early 1980s. It is believed that Bates will be supplied Michelin tyres directly through Toyota Team Europe, which has produced some complications for the local Toyota driver in terms of local distributors of the French rubber. The local Toyota factory driver has been contracted to Dunlop since he started raU3dng Cehca GT Fours in 1990, winning all three of his Australian titles on

With no turbocharged engine available in road-going Focus mod els, Ford did not have a high capac ity water pump available on its standard Zetec engines in the same way that Subaru, Toyota and Mitsubishi did on their road cars. -JON THOMSON

Michelin for Bates them as well as running on Dunlop rubber during his circuit racing forays. Neither Bates, nor co driver Coral Taylor, would comment initially, denying the move. But the fact that Dunlop Motorsport tyre distributor Russell Stuckey removed the caption “Neal’s Choice” from his ads in Motorsport News last week was a good indicator that the Canberra driver had definately made the switch. Stuckey confirmed that Bates would not be using Dunlop in 1999 and said

that he had broken the news Dunlops had cost him time with in comparison to the Japanese last week. “It is a pity, but life goes Bourne’s Pirellis last sea on. Neal has given us three son, it is thought that in Australian Rally many stages it cost him up Championships and a very to half a second a kilometre. However, Bates did fruitful relationship over the last ten years, but I can defend the Dunlops, point understand why he has ing to the Rally of Melbourne last year when done it,” said Stuckey. Stuckey conceded that he beat Bourne mainly not having a World through choosing the right Championship Rally pro- Dunlops for the job. But, throughout the rest gram meant Dunlop could not match the rally tyre of the season it was clear development programs of that, despite having the latest Corolla WRC, Bates Michelin and Pirelli While Bates would not was straggling. One particular handicap concede that running the

was at Rally Australia where, unlike the ARC Super Series, competitors are able to use anti-punc ture mousse. Despite the fact that Dunlop had a mousse tyre. Bates wasn’t able to use it because it was too heavy compared with the Michelin versions and would have badly affected the car’s handling - as a result. Bates suffered two punctures, which ended any chance he had of dicing World the with Championship teams. -JON THOMSON

FORMULA TVo rally front nmner Brett Middleton is worried that his Honda Civic may not be in top form for the opening round of the ARC Super Series, despite the fact that it is still seven weeks away. Middleton was still waiting on the arrival of a new engine from Japan and had the car down to a shell when Motorsport News spoke to the Sydney driver last week. The 1997 Australian Formula Two champion said that, even though some of his main opponents from 1998 may not be able to com pete in this year’s title, he believes that he is no shoe-in for the title. “We may have lost Dean Herridge to the UK Championship and the Daihatsu factory team may have folded, but F2 is still going to be a real battle this year,” said Middleton. “On top of that, Simon Evans and Jason Slot have a pair of VW kit cars and you’d reckon they’re going to be pretty quick, if they’re reli able,” he said. “And, even if Rick Bates and Ross MacKenzie run as privateers, they’re going to be bloody fast, so it is going to be a tough year. “I am a bit wonded at this stage, as Coffs Harbour is only seven weeks away and there is an awful lot of work to be done between now and then, particularly with the new engine,” he added. Middleton’s Honda Civic will boast an all-new colour scheme and is being updated with the lat est panels, as well as receiving a post-Christmas diet. “It is down to the absolute bare minimum; I would defy anyone to get mord weight out of the car - it just can’t be done,” he said. The Middleton Honda will again run on Falken tyres, with backing from Sanyo and Strathfield Car -JON THOMSON Radios.

H'!B®o®mp(Di7D

12 February 1999

RALLY competitors who run cars on Avgas are at risk of heavy fines if they continue to use the fuel on road-based events, the NSW Environment Protection Authority saying they could test cars at any time. The many Formula Two and PRC/Group A cars currently using the aviation fuel to ensure good power and reliable performance are operating outside the rules and outside an unwritten agreement between the EPA, the Roads and Traffic Authority and CAMS that rally cars would not use the aircraft fuel. This was part of the agreement which was struck enabling cars to be registered under special rally car registration rales. NSW EPA spokesperson Kylie Cochrane stated that inspectors can attend rallies and sample

Avgas users face fines rally car exhausts to. detect the use of avgas if it is being used. “If inspectors detect that cars are miming on avgas, they can issue on the spot fines of up to $600,” said Ms Cochrane. “The EPA has an agreement with CAMS and the RTA and that includes an agreement to phase out the use of high lead fuels such as avgas from motorsport events.” CAMS Rally manager Andy Clark wasn’t aware of the situation with the EPA, but told Motorsport News that the use of avgas in rally cars, or any road events, will not be allowed under CAMS rules after

January 1, 2000. “CAMS has agreed to phase out avgas and rallies and other road events will be the first to see a ban on the use of avgas,” said Clark. “Other types of motorsport, such as hillclimbs and road racing events, will have avgas phased out over the next couple of years. “Supercar V8s have used envi ronmentally friendly premium unleaded fuels for some time and it is important that motorsport is a responsible citizen in all of this.” Leading Formula Two competitor Brett Middleton, whose Honda Civic currently runs on avgas, said

he was unaware of the situation with both CAMS and the EPA. “It is nice of them to tell us here we are, thinking we are run ning legally and now we are liable to fines and have just a year to find alternatives,” said Middleton. The impending problem was flagged by action taken in Canberra over the New Year weekend, when ACT Environment officers raided the SummerNats and fined partici pants using avgas in their streetmachines. But while the National Capital environment police went after the wild hot rods, a spokesperson for

ACT Environment said that rally cars would not be targetted in the foreseeable future. “We will not be testing rally cars," said the spokesperson, when quizzed about the possibility of overseas competitors finding them selves in strife at the upcoming Rally of Canberra, round two of the Asia Pacific Rally Championship in early May. Leading local competitors Neal Bates and Possum Bourne run on special Elf racing fuel which is understood to have a low lead con tent and is inside the EPA guide -JON THOMSON lines.

27 with the 320km Race and Rally Narooma Booma 984 World Rally champion Stig Blomqvist Rally. has been confirmed as an entry for the Promoted by the Sydney1999 Queenstown Gold Rush International based Mini Car Club of Auto Hillclimb. NSW, the rally is round one The Swedish superstar driver will be at of the NSW Gemini Series, the controls of a radical, purpose-built round one of the ACT Rally British Ford RS200 Group B rally car, churn Championship and round ing out a massive 850 brake horsepower. one of the Group 7 Rally Event promoters Grant Aitken and Chris Series. Joblin are enthusiastic about the . Starting at 2pm from the UK/Swedish entry. Narooma Bowling Club, the “Last Easter’s inaugural Queenstown competitors will face five Gold Rush attracted the world’s two fastest daylight stages totalling exponents of the sport, Rod Millen (USA) 57km, before heading back and “Monster” Tajima (Japan),” said Joblin. to Narooma for a service. “Now, Mach 2 Racing of Britain have At 6.30pm, the rally developed the only other car in the world heads back into the forest with the potential lo match these two stars for the five night stages over the 15 kilometre, 3500-foot climb.” (96km), with the first car “We now have a'^truly global perspective back at the Narooma for the event,” added Aitken, ‘With a head to Bowling Club around 10pm. head showdown between the best of the Two exciting spectator USA, Asia and now Europe, in addition to points will be provided for New Zealand’s own Possum Bourne.” those who want to watch Inaugural winner Tajima is keen to retain the fast and furious action. the 1998 title earned with his 900 bhp A guide to these points Suzuki, while California-based expat Kiwi will be available from the Rod Millen is carrying out extensive suspen Narooma Bowling Club from sion modifications to his 1000 bhp USA Lee Peterson has more Silverstone Tyres support and new sponsor Finemores.(Paul Mollison) 10am on the day of the rally. Pikes Peak-winning Toyota in an effort to Clerk of Course Darryl Easton believes than they were in 1998, so for the first time avenge last year’s narrow defeat. the route will be fast, with roads in the area in my career I’ve got more than enough Expect a few surprises from Kiwi Possum only used once a year for rallies. tyres,” he said. Bourne also, as he seeks to close the gap “Narooma is a great area to run a rally. “We’ve also got good support from freight to the two front-runners in his Subaru The town is very supportive, the roads are company Finemores, which is a big help Impreza. great and with the support of Race and when you’re based in Tassie.” All three drivers, however, have an eye Rally we should be able to put on a first The Nissan Sunny GTi which Peterson firmly on the new UK/Swedish challenge. class event,” he said. drives has been gradually up-specced since They know that the combination of Further information and Supp Regs can he debuted it early in 1997. Blomqvist and the Ford RS200 will be formi By Peter Whitte be obtained from event secretary Joan Over the off-season, the car has been fit dable. ted with state of the art Brembo 305mm Vaughan on (02)91537635. Editor --Australian Rallysport N The British-based team has thrown the vented front brakes and a pedal box, while gauntlet down to their more established Nissan GT-R brakes have been installed on McRae Scholarship Brisbane SCC new home opposition, openly stating their intention to the rear. take the double crown at what they are dub Peterson’s main rivals for the Formula 2 With the recent resumption of the Colin McRae is to help up and coming Scottish rallyencourage drivers with the bing “The Twin Peaks Challenge,” the Brisbane Sporting Car Club’s property Championship will be Simon Evans in a VW at Woolloongabba to make way for the launch of a scholarship in his name. Queenstown Gold Rush and its USA sister McRae and the RSAC will provide a prize Golf Kit Car, the Honda Civic of 1997 F2 planned busway, the club set up temporary event, the Pikes Peak International Hillclimb winner Brett Middleton and possibly the fund of £10,000 over three years. in Colorado Springs. operations at a nearby office. Winners of the scholarship will be Daihatsu Charades of 1998 Champion Rick The Board of the BSCC recently The British team has good reason to be assessed on the eight rounds of the Bates and team-mate Ross Mackenzie announced the relocation to newly pur confident. (budgets permitting). UK PR Manager Rowland Jobson stated: Scottish rally championship. chased premises at 1/206 Montague Road, After the final round, the RSAC will Dean Herridge is expected to embark on West End, Queensland 4101. “When we rolled our car out for testing on a limited campaign, depending on how his award one driver on the basis of his/her per the cold morning of Qctober 24, we expect The move was completed on January 29 British Rally Championship aspirations go. formance during the year. and the new location boasts a considerable ed some phenomenal results. We were Two scholarship runners-up will also be stunned! increase in space over the old church hall, awarded. Middleton aims for F2 which served the club well since the seven“Running at only 80% power, our Ford 997 Australian Formula 2 Champion Brett ties. The scholarship is open to anyone under RS200 Evolution ultralightweight accelerat Middleton will embark on a full-on assault ed from 0-140 mph within 200 yards in only *1^® 25. six seconds. That’s quicker than an FI car!” The winning driver will receive £1500 in on the championship again this year, using Buis V8 stays put ggj^ the form of entry fees to events which the the same Honda Civic that took him to suc famous Holdenthe Commodore ute, Pedder’s “While outright acceleration is only part of organisers believe will develop his or her cess two years ago. “Bull V8,” will contest Victorian Rally career. Middleton has completely rebuilt the the package necessary to win Queenstown Championship this year, not the Australian The remaining £1500 per annum will be Honda, including sandblasting the entire car and Pikes Peak, I think we can confidently used to fund the hire of a venue and other to try to reduce the weight to the absolute Rally Championship as previously predict that nothing will touch us on the announced. expenses related to advanced tuition, which minimum. straights! Driver Mark Redder said that escalating Along with a new engine from Honda in “In the coming months, Stig will be will be provided to the winner and two run work and family commitments and a desire ners-up by Colin’s father Jimmy and his Japan, the car will feature rebuilt suspen putting the car through its paces in the other to finish as the first rear-wheel drive car in areas necessary to get it to perform to its brother Alister, both former British rally sion and gearbox for the 1999 season. The Honda will feature the new 1999 his local championship have caused him to maximum potential during both hillclimbs champions, specification bumpers and grille and will rethink his plans for 1999. and he can’t wait to run at full power,” Brian Asher, longtime rally competitor carry the same sponsors as last year, added Jobson. More Peterson support and Pedder’s team manager for the past The Silverstone Tyres-sponsored “T”asmanian Nissan driver Lee Peterson although a couple of big irons are in the fire years, will co-drive. with other potential sponsors. has received increased support from Queenstown Gold Rush International Auto I Redder says he is looking forward to Hillclimb “Race to the Sky” will take place Silverstone Tyres for his attack on this 1999 and has suggested that his Australian Narooma Booma over Easter weekend, April 2-4, in the year’s Formula 2 title in the Australian Rally Championship experience will give him an Cardrona Valley, Central Otago, New Championship Super Series. edge over his competitors. “Silverstone have become more involved Round 1 of the 1999 Clubman Rally Series heads to Narooma on February Zealand.

Blomqvist for Queenstown

DLf®[FSrp(^

12 Februdry 1999

Report and photos by SEAN HENSHELWOOD

7V_4

THE stunning 1999 Oceania Championships have been run and won, not only by the dri vers, but by Eastern Creek International Karting Raceway and Australian karting. The international spectacular at Eastern Creek’s superb facility on January 30-31 for the Formula A, Intercontinental A and Junior Intercontinental A classes was billed as “Australia vs The World” and, despite a clash of dates in Europe limiting the number of overseas entries, the event saw some of the closest and fastest action ever seen in Australian kartmg. After early setbacks in the final, Finnish champion Toni Vilander clawed his way back after starting from the pole to snatch victory from early runaway leader Troy Hunt and 1997 Australian champion David Clark. In Intercontinental A, pole-sitter Alan Gurr was never headed in the new Kosmic kaid in the first major championship victory of his career. Early heat challenges by fastest qualifier Brendan Dive and reign ing Australian Champion Jamie Whincup didn’t eventuate in the final, with reigning Australian JICA Champion Neil McFadyen fig uring as Gurr’s only threat - final podium finisher was Tony Kart’s Barclay Holden. In Junior Intercontinental A, fastest time trialler and the man who dominated all three qualifying heats, Regan Payne suffered from a major delay at the start of the pre final which saw a DNS and had him relegated to the rear of the field for the final. Despite the setback, he stormed his way to a brief lead in the closing laps of the final, eventually claim ing second to JICA sensation Adam Graham and finishing just ahead of another of the major threats for the 1999 Wynn’s Series, Daniel Elliott.

V©Dv© Formula A Despite the conflicting dates with some major European races, the list of entrants for the elite Formula A class was nonetheless impressive. Leading the charge was an origi nal Formula Super A entrant, Toni Vilander from Finland. Vilander was a regular European Super A driver and was one of three drivers, along with Australia’s Ryan Briscoe and 1997 Super A Oceania Champion Rickard Kaell, who were entered for Super A at Eastern Creek. Unfortunately, however, due to the lack of numbers, the decision

7 ; ^^Australia vs The World^’ In at Eastern Creek a resounding succ^s n

The only way to fly: Intercontinental A winner Alan Gurr, on his way to his well-deserved first major championship victory, was made to run only Formula A,so Vilander stepped down for a one-off. was Vilander Alongside England’s Luke Hines, a former British Champion and son of World Superkart Champion Martin. Luke was the third round winner of the 1998 European Championships in Formula A, while 1998 round two'Euro vramer Bruno Vroomen also joined the field, having moved from Fullerton to join Top Kart. Missing was Austria’s Victoria

ensure he had his measure in the final, although Wlodzinski, to his credit, ensured a run at the front with a couple of excellent passing moves which caught the Finnish driver completely by surprise. Vilander took the win, Wlodzinski second, Hunt third, Gary Dann fourth and Brendan

Dive fifth.

debut for TibiKart. May was imme diately on the pace, emulating the talent his older brother, Wes, has for qualifying - although a broken header pipe cost him a lap of quali fying under the strict noise emis sion rules, forcing him to start from grid five. McFadyen took the pole (47.976) from Whincup (48.288), Gurr (48.306), Simon Richardson and May. May took first blood by winning heat one, while Matthew Wall stormed through from the back to take heat two in the wet, but drying conditions and McFadyen took heat three. -N By virtue of his better finishing record, May had pole for the pre final and led early, but was faced There were two revelations that with constant attacks from emerged from the reed class at McFadyen, Gurr and Whincup, the Oceania, one was the speed and tal-^ four drivers trading places all the way to the flag, with Gurr eventu ent of Alan Gurr, the other the ally claiming victory in the closing emergence of TibiKart as a new force in international class karting laps. McFadyen took second, May in Australia in the hands of third, Whincup fourth and the Gold Brendan May. From the outset, it appeared that Coast’s Barclay Holden came home 1998 Australian Champions Jamie fifth. The 25-lap final final was a Gurr Whincup (Inter A) and Neil benefit. McFadyen (Junior Inter A) would May held second briefly, before be the main contenders, along with Gurr in his all-new Kosmic Kart his tyres went off, as did Whincup. and May, who was making his Continued on next page side on the super-fast Eastern Creek sweeper. Despite this, with one lap to go, Vilander made a sti-ong move up the inside of Hunt at the end of the sweeper to claim the first major vic tory of his career. Hunt followed the ecstatic Finn home, with Clark(CRG)third. Hines (Zip) capped off a miser able weekend with a comfortable fourth, over five seconds in arrears, with Vroomen fifth. Caruso (Tony Kart) fought back for sixth, ahead of Dann (Tecno), William Yarwood (CRG), Joshua Pontello (Revolution) and Mark Winterbottom (Kosmic).

From the outset in the 25-lap final, Hunt took the lead and set about breaking away from the pack. But Clark, who was off position Schniederr b^t making the trip for PCR was Mexico’s Carlo Avila and 12, soon took up the nmning in sec ond place and put in another of his Italy’s Alessandro Piccolo. The Australians were on the superb drives to catch the Top Kart driver. backfoot early, with Vroomen turn It was clear, however, that the ing in what was eventually the quickest officially recorded time of European onslaught wasn’t dead the event of 47.415. and buried, as despite their poor Shadowing him all the way were starts and Vilander dropping down Hunt and Formula A ‘rookie’ the pack at the start, he was soon on his way back to third and lookMichael Caruso. These two turned the tables on -ing dangerous. With three laps to go, the Finnish the Belgian, Caruso claiming pole driver had caught both Hunt and vrith a 47.602, while Hunt took sec Clark, who had been fighting con ond (47.751) and Clark third (47.810)- Vroomen could do no bet-. tinually since mid-race to make it a three-way fight for first. ter than seventh with a 48.085. Hrmt proved to be the fly in the Heat wins went to reigning Australian Formula A Champion ointment, as the Top Kart driver’s Hurst-tuned Comer engines were Ryan Wlodzinski (heat one) and rockets in a straight line to the Clark(heats two and three). The pre-final was a PCR benefit, point where he could pass both Vilander and Clark around the outWlodzinski (off grid two) and Vilander (pole) fighting tooth and No quarter: The closing laps of the Volvo Formula A race and Vilander leads Hunt and Clark. nail to the flag. Vilander briefly let the Australian through to lead to

Caltex M4 Intercontinental A

New blood: Mexico’s Carlo Avila added spice to the Formula field.

f_/

12 Februdiy 1999

Oceania Stunner Continued from previou.s,page Mid-race, Gurr looked behind and was surprised to see such a big lead after the early threats faded. “I couldn’t believe my luck” he said. “I could see Neil (McFadyen) coming, but I knew I had a good safety buffer and I knew my tyres weren’t being pushed, so I just cruised home.” McFadyen (Top Kart) eventually got to within a second of Gurr at the flag, with Holden claiming third with the demise of Whincup and May. Queensland’s Mathew Muller (PGR) claimed fourth, ahead of compatriot Bradley Brown (Energy), Cameron Thorpe (CRG), Whincup,Jamie Carter (Gold), New Zealand’s Scott Hare (PCR), Dean Oven (Tony Kart)and May.

Top Kart/Comer Junior intercontinental A Four karts nose to tail swapping positions constantly over 19 gru elling laps - this was what the crowd came to see and they weren’t disappointed.

From the outset, though, it appeared that it was going to be very much one-sided, with young Queensland driver Regan Payne dominating practice, qualifying and all three qualifying heats to line up on pole for the pre-final. Unfortunately for him, it all ended on the starting grid - the long delay in starting the race caused him to stall his kart on the gild, relegating him to rear of field for the final. This opening was all that promis ing Tony Kart junior Adam Graham needed to give him the coveted number one starting posi tion for the final. Second was Geoffrey Grant, ahead of new Top Kart recruit Jason Chong Sun, Daniel Elliott and New Zealand Dino driver Karl Wilson. Graham made a shocking start, which allowed Wynn’s driver Elliott to grab the lead and make a break. Behind him, Wilson, Grant and Adam Bullas were going head to head, with Graham in hot pursuit. Graham soon regained the front running, but Elliott was having none of it, swapping positions lap

INo way: Euro tourist Bruno Vroomen holds out Gary Dann in heats.

i / Champion trio: Jason Bright, Junior Inter A winner Adam Graham and Sir Jack Brabham.(Mike Kable pic) after lap which allowed promising junior Wade Lanham to move his 'TibiKart into contention. Before long, the three-way battle became four-way, as Payne joined the fray. The ensuing fight had the entire Eastern Creek crowd captivated as the lapg came to a close, each of the four drivers taking a turn at the front. With one and a half laps to go, Graham made a move on Elliott in the tight mid-field section, which sealed the championship win. Outa luck: Reigning Champion Ryan Wlodzinski (#55) won heat 1 and took a close second in the pre-final, but was wiped out in a huge accident in the Formula A final.

You’re invited to be part of Austraiia’s fastest growing motor sport

The result after 19 laps of cut and thrust left Elhott, Lanham and Payne out in the cold, Graham taking the win by seven tenths of a second, the four karts separated by just 1.4 seconds after 25 kilometres of competition.

Payne took second from Elliott (Tecno), Lanham, Chong Sun, Wade Cunningham (NZ CRG), Shannon Sidebottom (Tecno), Andrew Hobby (PCR), Bullas (Arrow) and Steven Bozinovski (Tecno).

12 Februdfy 1999

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48 12 February 1999

CLASSIFIEDS Holden Commodore VC Ckib Car. Class winner 98 sea son. 175 hp at wheels, 302 red, 4 sp, Konis all round. VL turbo brakes and competition pads, 15x8 wheels, alloy cage. Heaps of spares, suit beginner. Maintenance & assistance available. $5,500. Ph: Matthew Clift 07 3216 7871,0411 736 980. .«

Sedans/Sports Cars

Jaguar Mk2,original 3.8 manual, triple SUs,synchro box, o/d, uprated brakes/susp, Konis, Motalita, Haldas, period comp seats. Long Club comp history. Grey/burgundy int. $35,000. Ph: 08 9399 7644(Perth), w Daihatsu Charade GT+i, rally car, 1992 model. Very quick. reliable, in excellent condition (just finished overhaul). DMS sus¬ pension, 2.5" exhaust. Protech roll cage, Marsh seals, Simpson harnesses, etc. Good spares. $13,500. Ph:02 6241 2349, 0419 348562. M7

Pinepac Mustang. 1985 Group A ex-Bathurst car. Fully refurbished body & mechanics, unused since. High perfor mance 302 V8, Getrag box. Tandem race trailer. Loads of spares. $35,000. Ph:(NZ)0011 643348 0656, NASCAR Pontiac Grand Prix, ground up rebuild just com pleted, 18 degree engine, ready to race at Thunderdome and Melbourne GP. Wide range of spares and pit equipment includ ed, complete with Grand Prix entry. Inspection wiil not disap point. $39,000. Ph:0417014 383. i«

n-- PE ini

AUSCAR Sportsman Commodore VL, huge range of spares including complete racing engine, wheels, struts, brakes, sway bars, suspension components etc. Trophy winner, with all set-up information and assistance to new owner. Ready for next Dome meeting. $10,500. Ph:0417014 383. Simdd Swift GT51987. Currently set up for Production Car/ Street Sedan. Very competitive, fully developedoar, as raced. Exccond.$5,200ono.Ph:024960 9032. ,* Porsche RSCS, ready to race, roll cage + log book. Motec M8 with Pro-logging. 2sets Simmons wheels, slicks + new wets. Registered with numerous spares. $200,000neg. Ph: Simon 0414235 007. i«

^rcar (1987). 1 of 3 SA-built Sports Prototypes, in board push-rod suspension, front 4 spot calipers, Mazda 12A pp rotary, 48 IDAW/eber (no trans). Trailer and mounted wets. Pos Group S Historic. $12,500. Ph: Ken Stratton 08 82727341. 1*

Celica GT-Four, 1991 turbo 4WD, 5 spd, traction control, ABS, air con, central locking, elec windows, factory mags, red' duco, 32,000km, serviced every 5,000km. Immao cond, older owner. $28,000. Ph: 07 3393 4355. 147 Holden HQ race/street prepared. Roll cage, fibreglass bonnet & scoop, mags, gun metal grey, 9 inch diff. Less motor, gearbox. $1,500ono. Ph: 0419 225 403. 147

SJ lll m. Tmioowc T^sarr^r-

Trans-Am 1980,factory turbocharged. Indy Pace Car, targa tops, electric windows, 4 WDB, 10 bolt diff, tilt column, cruise control, factory mags, Ihd. $7,000 neg. Ph:07 55241743. 146 Holden Commodore VC Chib Car. Class winner 98 sea son. 175 hp at wheels, 302 red, 4 sp, Konis all round. VL turbo brakes and competition pads, 15x8 wheels, alloy cage. Heaps of spares, suit beginner. Maintenance & assistance available. $5,500. Ph: Matthew Clift 07 3216 7871,0411 736 980. w

HQ Holden, yellow/black, no 33, as seen at Lakeside. Presentation & setup excellent, Russell Jones race engine, 1999 reg. Help given if required. Ph: 07 5577 2550,0413 972 920. 146 Sports Sedan 78 Celica. 3.5 litre Rover alum V8 motor. Celica 5 speed gearbox, Holden LSD, 4 wheel disc brakes, 15x10 Rebel Wheels. Dual axle reg trailer. $6,500ono. Ph: 02 65594002. m ROH Commodore Cup car, ex-Crosswell 1997 series win ner, consistent front-runner 98 series with rookie Matt Coleman. Pole final round. Ready to race, many spares including engine. $24,000. Ph: Matthew 0412 553 455. w Gemini 2lt Sports Sedan, Fresh engine, twin 45mm Webers, T5g/box, 4.1 diff, adjustable Konis, adjustable bias, adjustable sway bars, new button clutch, new slicks, 8 point alloy cage, braided hoses, reday to race, heaps of spares. $7,500. Ph: 02 6293 1802. Id? 1978 Corolla Coupe rolling chassis, with steel roll cage. Less engine, g/box and interior. Ideal for Old short circuit>Sports Sedan, Club car. $750.ono. Ph: 07 3888 0081. 147 HQ Holden - 13lh fastest at FA1 1000 '98. 2 race engines, 2 seats. 2 sets wheels. Very comp, package, ready to race, $5,000. Ph: Chris 02 9629 6217, 0419 801 385. 147

Commodore Ciqi Car no. 46. 1998 spec, ex Gary Baxter championship-winning car. Imaoculate condition, fresh Chris Milton engine, power & manual steering. Spare heads & carby and other spares. $25,000. Ph: 0414 332 093. i46

Nissan Pulsar GTiR, 2 litre turbo, 4x4, roll cage, strut braces etc. Low kms, set up for Rally or Club Car. $15,750. Ph: 0419 391844,035447 9558. i46

Ultimate Road Car. 1969 Holden Monaro GTS 327 Chevrolet Sports Sedan. 400hp blueprinted, 4 speed manual, 10" Mauwer mags, 15" Goodrich. Unmarked pickady red or black interior. As brand new. 1 owner 26 years. Reg KEL 790. $40,000 firm. Ph: 03 5821 8966. 146 Datsun 1600, seam welded, undercoated, ready for assem bly. Rbreglass bonnet, front guards and bumpers. Body and straight, spares incl. $1,200ono. Ph: John 03 9775 7575. 145

-W»!

|?V7

HQ Circuit car. Ground up rebuild, rust free, 2 pak paint. Alloy cage, plenty of history, top hp engine, new gearbox. Never had major damage, l^rgent sale. $3,900. Ph: 0418 378 198, 03

9711 5811. 146

Mazda RX-7 series 2,12A turbo with Motec M8. Built for GP Rally or Club events. New 15x7 mags with Falkens. Harness, Memo, large discs. Sale due to new project. Some spares + assistance in ongoing development available. Reg OYT 860. $10,000. Ph: 03 9801 3411 (BH), 03 9887 4329 (AH). i46 HQ Holden. One of the best in Australia, kmown as the Boral car. 4th NSW 1996 Div 1 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 anywhere in Aus free. $8,500, no offers. Ph: Dave 0418 492 302,02 4754 2666. w Brock Commodore VC, black manual, no 429. Factory fit ted Grp 3 engine. Very rare car. 12 months rego. $19,000. Ph: 02 6679 7117 (AH). i4e

XD Ute - 5 litre injected HO Muslang 93, Simmons wheels, top load & 9” diff, DBA disc brakes (4 way), Koni adj susp, CD and amp, custom interior, fully restored (all new panels). Must see. Spent $30,000-6 must sell due to GT-P racing. $17,500ono. Ph:

7345. 146

1975 Galant GC Coupe Race Car, ex Brown Davis, 2 litre, twin 48ml Webers, 5 speed close-ratio, 4 wheel discs with bias. Marsh seats, full cage, 2 sets of mags, blue 2 pack, adj. front end, 4.6 locked diff and more. Lap times avail. $4,900. Ph: AH (03) 9886 3772. i46 Thunderdome HQ, log book, new sealed motor (as new), sealed box. Can be test driven. $7,200ono. Ph: 03 9563 7072. 146 Gemini Sports Sedan. Holden 6 cyl, Duggan alloy head, Motec fuel injection, Muncie gearbox, 4 wheel disc brakes, adjustable suspension, current log book. $12,500. Ph: 02 9634 6763,018222 094. i46 Ford Capri RS3000 Groiqj C. Twin Webers, close ratio toploader gearbox, dry brake fuel system, associated parts and spares. Log book. $10,500. Ph: 02 9634 6763,018 222 094. 146

Open Wheelers

Reynard 92D. Very competitive car, good hp engine. Spares & trailer available. $78,000ono. Ph: Owen Osborne 0417 320 866. 147

0414831 707. 147

1984 Vk V8 Commodore. Midnight blue, sports steering wheel, Aerotech Interior, Group 3 spoiler kit, touring car rear spoiler, Holley 750 double pumper, 2500 stall converter, 6 months rego. $10,000 Ph: 02 6023 2887. 1-17 VH Commodore Cup complete lightweight shell, with ail hanging panels, lights, dash etc. Good cage. No major acci dents. Would also suit Club Car, rally etc. Spoilers available. $22,OOOono.Ph: 0417 818 872. 147 HQ racer (Old), No. 8. Sealed motor & box, heaps of spares. Pregnancy sale, urgent!. $4,200 or $2,000 as roller. Ph: 07 5530 3111 (BH), 07 5593 6368 (AH), 147

Saab 9000 turbo, 5 door amnual hatch. New tyres, new 131b turbo, very good cond. All accessories. $8,000. Ph: 02 6368

: Alfa Romeo 1976 GT/AM Alfetta. 2 litre motor. Spioa fuel injected. Red, black interior, tinted windows. Factory alloys, Duoaro rubber. Some rust, some dents. Unable to restore. Needs good home. $7,500. Ph: 02 9486 5488 (BH), 02 9634 6818 (AH)

AUSCAR Falcon last season rookie winning oar. With a spare set of wheels, fuel churn, jack etc. $22,500 ono. Will lease if required at a reasonable rate. Ph Jason 0412 779 999147 Chev Nova 1965, competitive car, fresh 327, Muncie. Ready to race. $20,000. Ph: 08 9249 1499. 147 HQ race car. Well-presented, straight car with sealed motor and g/box. Ideal oar to race and develop. $3,200. Ph: 0415 881 800,0398745566. 147

ROH Commodore Gup car, ex Christian D'Agostin #3. Very competitive car, consistent top 10 qualifier ●+ finisher in '97 sea son. Spares. Full season trackside assistance + set-up available. Ready to race, fitted with T10 gearbox. 1999 season starts March 13. $19,250, will trade. Ph: Christian 0418 105 369, Ray 0419 398 566. i« Chev Corvefte 1991 coupe, Ihd, red duco, automatic, electric ZR-1 seats, climate control, ride control etc, black interi or, VGC. Vin no 191772380M5105504. Will part trade. $41,000. Ph: Norm 03 9465 6889. i«

Porsche RSCS 1995, LHD, suitable for GT-P and/or Porsche Cup categories. All set-up information and spare wheels included. Price $185,000ono. Ph: Bob or Rodney Forbes

02 9450 2100. 145

Suzuki GTi. Ready for GT-P or make a quick Club Car. Coil over Bilstein suspensbn vi/ith camber adjustment, Suzuki Spqrt racing wheels, with slicks and 00*s, plus locked diff. Cheap rac ing in a premier category. $13,000. Ph: Jason 0414 898 203. i46 Escort. Uncompleted project, built from spare shell with brand new parts. Separation forces sale. $5,000 firm. Ph: 07 3299 3728,015 864 065. i4e

Supericart Anderson chassis. 250cc Rotax twin engine, com pletely rebuilt. Spares include wheels, tyres, fibreglass, carburet tors, jets, sprockets, exhaust pipes, barrels, pistons, rods etc. $15,000ono. Ph: 03 5333 5738 (BH) or 03 5331 6116 (AH). 147

12 Februaiy 1999

For Lease: Alex Davison Van Diemen RF95. Fully prepared drive for 1999 season, includes: all preparation (by Michael Ritter), transport, pit crew and equipment; dedicated snr race engineer at all meetings; 10 races plus ample testing; engines (optional), tyres and all consumables; championship-winning (ex Tander) car, best RF95 in country. Genuine enquiries with suitable budgets only. Ph: Richard Davison 03 9427 8224,0417 313652 or Michael Ritter 03 9899 3183,0418 306 313. 147 Superirart - 250cc, 94 Kawasaki KX250 single as raced by Steve Tapper and Chris Staff. Lap record-holder Lakeside, Winton, Mallala, Wakefield Park, Eastern Creek. $5,250ono. Ph: 07 38901212(BH). u7 91D Heynaid Formuta Holden. Championship-winning car is available immediately, complete, rebuilt, ready to race. Perkins engine (1500km to next rebuild). Pi System 2, 2 sets wheels, full set-up data. Car won 96 (Stokell) and 97 (Bright) Championship. Don't waste a season learning the ropes proven package. $70k. Ph: Malcolm Ramsey, 0419 846 374 (Adelaide). »7 Van Diemen RF9S, immaculate condition, fresh Lamer engine, Penske shock. Proven chassis, must sell now. $25,000ono. Ph:0419 895 692,03 5457 2224. 147 Fonnula Vee - ready to race with fresh engine. Ideal begin ner's car, very reliable and with lightweigfht trailer. $3,300 Must sell. Ph:0415 881 800,03 9874 1566. 1.7 Spectrum 06B Formula Ford. Very little use, with many spares inci nose boxes, nosecone, spare set of wheels and tyres, springs, bars, new gauges, ratios etc. Log book and all paperwork, 2 F/Ford race engines, 1 fresh, second with little use. Complete package, ready to race. $43,000. Ph: 07 3266 2183(BH),07 32636919(AH), w

Raft Peugeot MkS Historic Group Lb, ISOOcc, the last one built 1959 by Ron and Austin Tauranac. 1990 restored, log book, cert of description. Fun to drive. $28,000ono. Ph: 02 9887

F/Vee Kingfisiher. 1st 97 Vic State series, 3rd Vic series 98, Consistent front runner with 100% finishing record. Comes with long & short txixes drum to drum + all spares. Would consider lease. $9,000. Ph: Craig Hendrick 03 9792 5881 (BH),03 5482 1073(AH). ,« Farmsjla iibire Cooper Hoinda. 1998 NSW Hillclimb Championship Class winner. Powered by 1995 Honda CBR1000 engine, very reliable. Brand New Avons (done 1 hillclimb), fully enclosed trailer. All in excellent order. Bargain at $7,500 the lot. Ph:0263325771,026337 3510. i« Bowin P6F Historic Formula Ford 1972. Full rebuild including new engine just completed. Immaculate, log book and certificate of description. Complete with ratios, spares and reg lightweight trailer. $22,000. Ph:029312 9986.018 253 983.

Commodore 3 Ltr Mod, power quicksteer, 15" wheels, fully adjustable suspension, full race motor, r/rockers etc. Tuned exhaust, very comp car, ready to race, plus parts. $4,750. Ph: 335331 5870. ,46 Supetfcart; Peter Worrall's 125co Australian Championship winning kart. 97 Stockman chassis with full bodywork,94 RSI25 Honda engine, just rebuilt. $6,500. Ph:029824 7350. ,46 V8 Supercar Chev. Top hp, ex HRT/Benson. Complete with Kart engine: Rotax 128 (125cc), complete with mounts, wiring, manifold to sump, including pulleys, flywheel, clutch, exhaust, sprockets (428), all electricals, carb, six speed box.' pumps etc. Fast, reliable, professionally maintained. $32,500 Little running since rebuild. $1,800. Ph:03 9898 4925,0411 868 firm. Ph:018 449 414.- ,47 440. 146 Keith Black Oldsmobile racing engine, 557ci, hat to Formula Vee - Polar 96 model. 4th Vee Nationals, lap record pan, still as new, the best example of a Wild Bunch engine in the holder E' Creek. Konis, Momo Willans. Best of everything. Turn country. Ph:0412 487 771 (BH),026297 5895(AH). 147 key. with or without trailer. $10,600. Ph:02 9630 6509, 0418 217 Chev 366 18 degree motor, Ultralite crank, 3D rods, 451. 146 bowtie heads by Weltec, titanium valves, magneto, latest C&S Fomiula Rotax Max 125. Kali Epoch chassis, fully rebuilt, carb. Crane rockers, Lunatin cam, Zale sump, fluid damper. 3 new Tillett seat, pods, brakes, bearings. Motor just run in. meetings since rebuild, $17,000, or $18,500 with Bert Box. Ph: $5,000. Kali Indy rolling chassis, exc cond with spares. $1,000. Frank 024572 5949. 147 Ph:026362 2683. ,46 Cosworth MAE engine, not run since pro rebuild, new down draught head, new block, 40mm DD Webers, all steel, dry sump, 1300CC, ll.OOOrpm cam.$6,500ono. Save heaps. Ph:02 96321090(BH),02 9888 2305(AH). 147 Sigma Speedway Sedan, ASCF or Board car. Has all the Corolla 4AGE twin cam 16V. Fully reconditioned, bal good fruit. Feature wins, fresh drive line, many spares, ready to anced, blueprinted. Like new. 115kW-r. Suit road car or PRB race and win. Ph:0269636367 Clubman. Includes wiring and computer,$4,990.5 speed gear box,$450. Ph: John 0412 445 737. 147 Kart engines: 1982 Rotax 250cc twin. Excellent cases. Suit period 5 Road Race. $1,000ono. 1992/93 Yamaha TZ250(fac tory engine), plus exhaust pipes, $2,500ono. Rotax 130(125cc), quickest 125 Rotax in Australia. Includes carby & exhaust pipe, spare barrel, engine & axle sprockets, $3,500ono. Ph: 03 5333

Engines

Speedway

5738. 147

3817. ,46

Marcli 77B Group Q reg again offered tor sale due to time waster. Virtually 0 miles since rebuild. FT200, alloy, Konis etc. Spare wets, ratios, nose mould.$50,000. Ph: Rolf075539 3079. 146

% o'Bar

Sports 130© jU2 Clubman), Corolla-powered, 4 discs, 2 sets altays with slicks & wets, reliable & quick. Excellent cond, ready to race with trailer. $15,000. Ph: Al 024721 5060. w 91 Irwin Vee, 98 Tas Champion. Latest spec Elliott Bond engine, 1 meeting old. Bilsfein shocks, mags, with new tyres, heaps of spares. Enclosed alloy trailer with annex. Freight free to Melbourne.$13,000. Ph:036326 3033, 146

Super Sedan Commodore. Dave Best chassis, quick change diff, 4 aluminium beadlock rims. Ready to race, less engine + gearbox.$10,900. Ph:0351761352,

Si^er Sedan, Open, VN Commodore. Rayburn chassis, new 6cy, Toyota diff, JC quicksteer, spare wheels, engine parts and gearboxes. Autometer instruments, too much to mention. 7’x15' tandem trailer, just rebuilt. $10,000 the lot. Ph:02 6352 2773. ,47 Super Sedan, less motor. Winters diff, alloy centre, hollow axles, thin discs. Wide 5 all round, Z series Bert Box, Weld beadlock wheels, power steering, latest Willwood steering rack. $15,000. Ph: Frank 024572 5949. 147 Speedwat Midget, Gardner low bar chassis, Halibrand quickchange, bladder tail, Schroeder power steering & pump, coil over front axle with Halibrand hubs, full set magnesium wheels. Complete roller. $3,500. Ph:07 5493 9233. 147 Std Saloon Toranas, 1 x 4 door, 1 x hatchback, less motor & box. Top running cars, $500. Also 3 V8 radiators, from $100. Ph: after 6pm 035157 5695. 146

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Gemini turbo motor,twin 45mm Del Ortos, Garrett turbo, oil cooler + lines, cross-drilled knife-edged crank, big sump, super flow head, billet cam, 3 in exhaust, efi fuel pump + reg turbo regulator, Oriwa block, copper head gasket. All fresh, ready to assemble. Will separate. Ph: Paul 02 6242 6638(AH),0412,273 113. ,47

2.01 Escort engine, lightened and balanced pistons, light ened, balanced, crack-tested, shot-peened rods; lightened fly wheel, large cam and much head work. Ready for assembly. ,' \ $700ono. Ph:07 3888 0081 (AH). ,47 Holden 204 turbo engme.Alloy 12 port head, Carillo rods, steel crank, roller cam and rockers.'APEP pistons, T04 turbo, Weber carbie with ram tube and air box. Genuine 550hp. $1300ono.Ph:035626 6382. 147 Ford X-flow race engine, 1760cc with Hepoiite pisfons, twin 45mm Webers, A3 cam, big head, extractors, Cosworth 'tappet cover, lightened flywheel. Just rebuilt, $1,800. Ph: Rod 02 6562 7762. 147 Audi 1996 A4 1.8 litre, 20m valve turbo motor. 6,000km old, some parts, coil packs. Hall sender, knock sensor, injector,hold er and other parts. $2,500. Ph: Rob 039744 3161. 146 Ford 367 stroked Cleveland, Veniola 13.5:1 pistons, 4mab Grower billet steel rods, 4v heads, extensive porting, titanium valves, retainers, Yella Terra rockers, crane girdle, active inlet, 750 methanol, 640hp. Fresh. $12,500. Ph: 07 3878 2740, 015 673 707. ,46

Parts F/Ford Van Diemen RF86. Complete package, ready to race, quickest pre-90 in Victoria. Package includes car, trailer, annex, ratios, spares, set-up gear + much more. $16,000. Ph: Michael 0418 321 133.03 9457 3866. ,46

Speedcar - Beast 4-bar, bladder tank, splined axle diff, power steering, new tyres, 2.7 litre injected Sigma, magneto, dry sump. Tidy and competitive car, ready to race with spares and trailer. $13,800. Ph:073204 5786. 146 XD Sedan Modified Production, raced at Wagga & local circuit. Lots of spares, nothing to spend, incI race suit. Urgent sale,$3,000. Ph:Ganmain 026927 6245. m

Fomsda Vee: 1982 Spectre on trailer and ready to race. Good car with brake bias. Combi 3rd, wide wheels & spares. Must sell. $5,800ono. Ph: John TaylorOS 8344 6921,0412 051 071 (BH).

Van Diemen RF92, complete, spares included, 10:31 CW/P. $20,000. Ph:0732191311. 146

Compact Speedcar - Nissan overhead cam, Magee, fuel, injection, Halibrand splined diff, Pearce chassis. Heaps of spares, semi-emclosed trailer. Ready to race. $10,000 the pack age. Ph:039439 7566(AH). 146

Chev small block stainless steel extractors, complete with stainless steel collectors to suit aluminium Pontiac heads (23 degree). Ex NASCAR.$600. Ph: 0417014 383. 147 Escort/Cortina 3.9 diff ratio in carrier, $350. 4.1 diff ratio, $350. 711M 1600 crank, $100. Ph: 02 9488 7886 or 0418 188 988. ,47

8.75 inch LSD, suit Escort, GC. Cost $2,000, sell $800ono. Alloy half cage, suit European Escort, $275 ono. Ph: 07 3888 0081 (AH). w Porsche alloy rims, 15x7, 40 off in very good condition. Black centre with polished outer rim. Standard wheels, as sup plied on 1984 Model 944 and 91 IS. $400 ono. Ph: John 0411 525695 Sydney. 147 Brodix-10 alloy heads, brand new in box, bare. No time wasters $3,500. Ph:0412599 103. ,47 Series 6 BX7 front brakes,4 spot calipers, rotors and stub axles. Ideal for Sports Sedan or Club Car. $450ono. Ph:07 3888 0081 (AH). 147 Holinger 6 speed: Holinger helical internals, vgc, lots of spares, $7,500. Holinger 6 speed: Modena Eng internals, vgc, $8,000. Ph:0419 724685. 147 BBS 17 inch rims and tyres, as new, Pirelli P zero lyres, fronts 17x9, rears 17x11, Ford stud pattern, ideal for Sports Sedan, sports car, hopt rod. Ph: Tony 0418 130 133, 03 6326 5555. 147

Ford 4 cylinder 1600 X-flow Mass(UK)full race head, big valves, steel posts and rocker shaft. 82,5mm Cosworth rods and pistons. Steel crtank. Titan dry sump pump. 1300cc Cosworth rods and pistons. A8 cam. Quaille c/r 2.4 1st g/box 2000E casing. Ph/fax 08 8278 5298. U7 EJatsun 260Z 5 speed geariiox, rally ratios, Porsche syn chros, $1,500. Diffs - R180 4.8 LSD steel side-plate, $1,200; R180 5.1 Detroit Locker, $1,500. Sparco Rally seats, $650 pr. Ph: 0412 615 459. VDO instruments. 11,000rpm x-treme tacho(P. No. 333937) and shift light (P.No. 600895), $480 pr. Exhaust temp gauge (#310 306)$170. Many other gauges available. All items brand new, still in boxes. Ph:0394991347. 147 Chewy bigbore inlet manifold. Multi-point fuel injection. Includes front-mounted twin 50mm throttle body with throttle position sensor and idle speed control. For engines up to 750 hp.$850. Ph: Phil 03 9338 4133,0414 338 413. 147 Driving lights - Cibie super Oscar driving lights (6x spread beam and 2x spot beam). All lights brand new, still in boxes. Cost $165 ea, sell $110 ea. Can deliver. Ph:03 9499 1347. 147 Dry sump pump, 2 stage, $580. Ford Non Xflow 85mm Mahle pistons, new, $200 set. Tvrin plate clutch, older spring type, $350. Cosworth 2L dry sump pan, new, $300. Hewland Ford adaptor,$300. Ph: Rod 02 6562 7762. h7 Jen'co transmission, alloy case & new bearing kit, com plete with oil pump & shifter. $5,000, no offers. Ph: Terry Wyhoon 035655 2591, 0418 555 821. 146

Trai»sp@ftefs/frfflilers F350 XLT1992 tow vehicle & trailer. The Rolls Royce of fifth wheel transporters, will transport up to 2 F/Holdens(or FF)and 6 people in luxury, comfort & style. 7.51 EHV8, auto, o/drive, tow pack, a/c, cruisecontrol etc. Custon Birrana trailer provides easy unloading with hydraulic tail lift. Prof finished throughout. Reluctant sale due to pantech upgrade. Total package $80k. Ph: Malcolm R^ey 0419 846 374(Adelaide). 147 International ACCO 1710 transporter, suitable Commodore etc. Tyre racks, storage lockers, electric winch, annex, refrigerator, stove etc, gas or petrol, runs well. $12,000. Fh: Matthew 0412 553 455. 147

FiMly enclosed trailer, 22ft long, 8 ft wide, dual axle with lage annex,240v power with lights. Fully lockable,if/otkbench, lyre rack. Very light and easy to tow. $5,700. Ph: 07 3266 2183(BH) or 07 32636919)AH). ,47 MHsubi^i FK415 race car transporter. Fast economical solution for up to 2 F/Holdens (or FF). Diesel, rigid pan dual cab, haydraulic rear tail lift, alloy bull bar, revised fnal drive for highway cruising. Plenty of room for spares. Well mantained etc. Seats 6. $50k. Ph: Malcolm Ramsey0419846374(Adelaide). ,47 Osuzu Dual Cab, FSR, 6 tonne, 22’x8'x7' alloy pan, drop deck, cruises 100ks+, electric winch, methanol tank, air compressor, sink, cupboards,$22,000neg. Ph:0352414224,0412599103. ,47 Trailaway Trailer,-single axle, fully encbsed, custom made for F/F, FAfee. $3,500. Ph:07 32191311. w

Wanted 8 Bosch 803 injjectors, 8 Hilborn 2.25’ ram tubes. Will look at any quantity. Also VS, VR Group A rear wing complete. Ph: Danny 0363301881 (AH),036331 2624(BH). 147 Truck driver/mechanic Jor Commodore Cup team. Volunteer basis, all expenses paid. Melbourne based preferred. Medium rigid licence minimum. Ph: David Girtus 03 9701 5559 (BH). 147

Any videos of Nigel Mansell winning any FI race. Ph: 02

95226671. ,47

Photos and info on Mustangs that raced in Aust & NZ, 1965 to now - road racing, drag and speedway. Compiling a ,book, need help. Bob Williamson PO Box 289 Riverstone 2765, ph 02 9627 3799(BH). 147 Cosworth Speedway engine BDP (heavy type), complete going engine or serviceable block, head assy & belt drive assy. Ph: Clive 029997 8072,7am-7pm. 147 Australian Grand Prix port - 1993, 4,5, Will trade for vari ous other years, many available. Ph: 03 9873 5586 (AH), 03 9800 3299(BH). 147 Minilite wheels, 15x8, 15x9.5 etc suit Ford or any pattern. Ph: Bob 02 9627 3799,018 160 291. 147 Mechanic/Manager (and crew)for Group A team. Manager: experienced + good attitude vital, excellent remuneration. Crew: Must have enthusiasm and be reliable, no know-alls please. Confidential enquiries to Western Sydney Motorsport, P.O. Box 100, St Marys South, NSW 2760. 147 Position as track driver, crew, full time if possible. Clean 3B, age 47, n/s, no criminal record. Qualified advanced defence, 4X4, chauffeur rally. Terms very neg. Any State. Write to Robert Sewell, "Springsure", Walcha NSW 2354. ,46 Female V8 Supercar fans interested in joining all-female fan club for social contact. For further info: write to Sue West, 5 Vernons Rd, Wangaratta, Vic 3677. ,46

Other RPM race gear - 2 full sets, Nomex III suit, size M; gloves, shoes, size 8; blue/white. 2 Bell lull face helmets SR-PRC size 7 1/4. Hardly used, vgc, cost over $4,000, sell for $2,200 or will sell sets separately. Why buy new gear, this is as new! Ph: 07 55773077(AH)075532 1400(BH). 147 29 issues of Autosport magazine, between June 97 and August 98. 8 issues of Motorsport News between May 98 and November 98.$10 the lot. Ph: Ashley 03 9789 2343. 147 Grand Prix on video, pre 1987 for sale, swap or loan. Ph: Richard 03 5480 7137. ,47 Snap-On tool chest, 7 drawer rollcab, model KRA 3027, Tamper-free lock. Brand new, still in box. Cost $2,000, sell $1,500. Ph:029888 6982. 147 Super Touring drives available for person with a budget, starting at Oran Park's 1st round of the championship. Ph: 02 9684 1999 or 0419 287 150. 147

Mews FREE Clarified Advertising sells See page 47 for booking coupon

n 50

12 February 1999 Niedzwiedz at the wheel, could win races, and the championship. In the 1998 Swedish series, for example, a 1997-spec Ford Mondeo qualified on pole several times ^ead of the Vectras, Volvos, Audis, Nissans and Hondas. My message to Allan Moffat and Klaus Niedzwiedz is simple: Keep trying to put togeth er a deal- don’t give up!

is 16 too young to run motorsport?

Editorial Editor David Hassall TecSuraicai Editor Tony GByrnti Assistamt Editor Phil Branagam GrapSiics Co-orstiriator Viv Brumby

Advertising

AdvertSsmg Effamiager Gerald McSJornau

Contacts 89 Orrong Crescent Caulfield North VIC 3161 (PO Box 1010 North Caulfield 3161) Phone: 03 9S27 7744 Fax: 03 9S27 7766 Email: msnews@corpIink.com.au

CompuServe: loozsr.iiss

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

Dear Sir, I’m a HUGE fan of the mag, so keep up the good work. Mark down a ‘yes’ for the new paper. If I was old enough to drive a car and had the money, I would get myself a Junior Tourer. The class is sure to be a big winner. It is the perfect class for drivers who wish to progi’ess to sedans, but who doesn’t have the budget to run a V8 Supercar. A greater incentive for the youngguns of Aussie motorsport would be if some of the Level 1 V8 teams ran a Junior Tourer for a driver, along the lines of the arrangement McLaren has with West Competition in Formula 3000. Wouldn’t that be fantastic!! I am also after an address where I can write to Australia’s top karter, the talented James Courtney. I am confident he is going to do a fantastic job in British Formula Ford. Sock it to ‘em James. We’re all behind you.

Send letters to TaIk Converter to PO Box 1010 North Caulfield Vic 3161, our E-mail address, or fax to 03 9527 7766. The staff of Motorsport News does not necessarily agree with opinions by readers. four years so be it - it will make a nice change. Keep up the good work with your magazine. Glenn Heath Baimsdale VIC ED: While the Ford camp may feel aggrieved at recent results, the parity adjustments between the makes don’t QUITE work like that, Heath. But, with VT vs AU, all bets are off; the first few races will make good viewing...

hope to see Paul racing in the series again. Lastly, I was very disappointed upon reading the news that the Allan Moffat and Klaus Niedzwiedz team has come to a halt through a lack of sponsorship. To any sponsor out there who is looking for a good race car opportunity: back Mr Moffat. Klaus is an outstanding driver, one of the greats. Super Touring needs more cars, and because of this low number of cars in the

Ashley Crawford (age 16) Crawford 154@bigpond.com ED: Such wisdom from one so young, Ashley. Write to James at c/o Van Diemen International Racing, Chalk Road,Snetterton, Norwich, Norfolk NR16 2JZ England.

Leave them Fords alone...

Speedway; Dennis Newlyn, David McNabb, Wade Aunger, Geoff Rounds, David Lamogt, Chris Metcalf, Sue Hobson, Michael Attwell, Tony Millard (UK), Darren O'Dea Rally: Peter Whitten, Jon .Thomson Drag Racing: Gerald McDornan, Greg Ward, Jon Ttsher (USA), Dave Ostaszewski (USA), Nick Nicholas, Steven White, Ken Ferguson, Scott Jug Super Speedway: Martin Clark (USA), Brett Swanson, Grant Nicholas Karts: Ian Salvestrin, Allan Roark, Graeme Burns, Sean Henshelwood Photographers; Sutton Motorsport Images, Dirk Klynsmith, Neil Hammond, Nigel Snowdon & Diana Burnett, Brad Steele, Tony Glynn, Thunder-Pics, Marshall Cass, Mike Harding, Brisbane Motorsport, Frank Midgley, John Bosher, Phil Williams, Mike Patrick (UK) Tony Loxley, Daniel Wilkins, Wayne Nugent MOTORSPOFIT NEWS is published by Australasian Motorsport News Pty Ltd ACN No 060 179 928 Directors C Lambden (Managing). D Nassau, A Glynn Publisher: C Lambden Printed by: Wilke Color 3749 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.

Dear Sir, Congratulations on a fine maga zine. I look forward to each issue with anticipation. Recently I went Bathurst for the first time in about 15 years and thoroughly enjoyed it; camping on the moimtain with good racing and a Falcon winning - my weekend couldn’t have been better. In 1995, six weeks before Bathurst and with the Falcons (Bowe and Johnson) dominating the ATCC, CAMS (Can’t Arrange Motor Sport)in their wisdom decid ed to nobble the Fords to “even things up.” Strange how this is nor mally done at the start of the sea son, not mid-way... This, as history shows, not only allowed Holden to catch up but allow them over the last three years to be the superior car, win ning the last three Bathursts before ’98 (and really they should have, won in ’98 as well). With this in mind, if in ’99 the Fords get back to being the better car with the new AU Falcon, I expect absolutely nothing, nothing, nothing to be done by CAMS to even things up as we (Ford supporters) have had a gutful of Holdens taking all the spoils at the expense of we loyal Ford supporters. If the Falcon dominates as the Holdens have for the past three or

Garry Wetherstone j

Sutherland, NSW

Not=so=secret women’s business Dear Sir, I am a V8 Supercar fan and have an advertisment in your classified ads under ‘Wanted’ for female V8 Supercar Fans interested in joining an all-female fan club for social con tact. My idea for the club is to start it as an Australia-wide social club. People in the club let me know which race meetings they are going to and I can put them in touch with other people going to the same race meeting. As I sometimes go to race meet ings on my own and like meeting and talking to other people at the races, I thought this would be a good way to put people in touch with each other and perhaps share transport and/or accommodation with each other. If you are interested in joining the club then read my ad and drop me a hne. Sue West 5 Vernon Road Wangaratta Vic 3677

Deja-vu? Paul Morris back in a BMW Super Tourer? Reader Garry Photo: Marshall Cass Wetherstone would like to see that...

Super Touring fanatic Dear Ed, It’s fantastic to see that the void left in Super Touring when Cameron McLean departed to VSSupercar has been filled by Jamie Wall in the ex-Matt Neal Nissan Primera. It wiU be great to see a competitive Nissan back on Australian race tracks. I think that the way he has come to compete in Australia could be a path that many others from Europe could follow. If other European drivers can’t get a good drive in European Super Touring, they really should consider getting a good car and budget from Europe and come to Australia to race, where the level of racing does not demand a BTCC-style budget. I also note that Motorsport News has discussed rumours of Paul Morris campaigning a BMW in 1999. This would be another welcome addition to the series and I

series all sponsors are guaranteed great coverage because it is a nationally televised series that gets an airing on the Sunday night news bulletins. What about Moffat’s connections with the ANZ Bank and Cenovis Vitamins? These sponsors would look awesome on the side of a black Ford Mondeo, with polished alloy OZ racjjjg wheels, with either bright blue ^NZ logos or fluorescent Cenovis signage... it’s not such a bad idea to import a 1998-spec BTCC Ford Mondeo for Niedzwiedz. If you look at the ’98 BTCC qualifying times you can see that the Mondeo was right up there with the Volvo S40, and frequently ahead of the Audi A4s. In the racing, the Ford’s seemed to get into tangles with other cars through no fault of their own. In the less door-banging style of Australian Super Touring I believe that the Ford Mondeo, with

Opinions expressed in Motorsport News are not necessarily those of Australasian Motorsport News Pty Ltd or its staff. ‘Recommended and maximum price only.

A return to production values Dear Sir, With the ongoing debate over V8s and 2L at Bathurst may I suggest to CAMS and any other person with the authority to make decisions in regard to the traditional Bathurst 1000 race. Please return it to the traditional class; Series Production. The GTP Production class put on a great show at Bathurst last year. With the various classes involved it provides a lot of interest and opportunity for manufacturers to showcase there cars in near standard form, which allows the pubhc to see the true abilities oftheir vehicles, A look at the ever-rising desir- . ability of the Subaru WRX as a result of the cars performances in the GTP Production series is a case in point, Let the 2L and V8 classes have Easter and November and give GTP Production the traditional October Bathurst 1000. Bill Huggett Rye VIC

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