Motorsport News Issue 156 - 2-15 July 1999 by V8 Sleuth

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2July 1999

Damon quit threat By JOE SAWARD & CHRIS LAMBDEN

FI boss Bernie Ecclestone also said that Hill should leave the sport immediately, revealing that when Niki Lauda said he would retire at the end of the year in Canada in 1979, he told him to go there and then.

DAMON Hill left last Simdayds French GP a depressed and con fused man, unable to say whether he would contest next week’s British Grand Prix, hav ing the previous week announced his intention to retire from FI at the end of the year. As Motorsport News closed for press, sources close to the Brit were suggesting he would most likely race at Silverstone for the sake of his massive legion of British fans, but the man himself had yet to make any pronouncement. At the same time, speculation is now rife as to who would or could replace Hill in the short and/or long term. While the British press are con centrating on big name replace ments, Jordan team boss Eddie Jordan has hinted that he might look at a new young face, “from other formulae or sports cars...” This latter suggests that our own Mark Webber is somewhere on the list of possibles(see other story). Hill left Magny-Cours after a mis erable weekend, saying that “this could be my last race” in Formula 1. The former World Champion had already'announced his intention to retire at the end of the year, saying that “the enjoyment factor has decreased sufficiently for me to decide that it is affecting iny performance.’^ \' Hill said that his retirement is not a question of lacking motiva tion; “I am trying my best,” he said, “and I caimot do better.'The chemi cal reaction or whatever is not hap pening. There is no question of com mitment. I have trained very hard, right through the winter, done all

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Telling a thousand words: Hill -seen here at Spain in May- could {Photo by Sutton-lmages) walk away before the British Grand Prix. the tests and I set out with my heart and my hopes and intentions high and yet, despite that, I caimot get what I want out of the car and can’t get the best out of myself. Motivation is not an issue. I don’t know how better to describe it.” Hill said that he had considered quitting immediately but decided against it, although there is no doubt that elements within the

team want Hfil to step aside so that the team can nm someone who wiU help the team secure a good position in the Constructors’ Championship. Eddie Jordan himself was quoted in the days after Hfil’s initial retire ment aimouncement saying that “if Damon wanted to quit early if he thought it was in the best interests of the team, we wouldn’t stand in his way.”

Hill’s failure to qualify in France - where he was allowed to race by the FIA stewards because of “the exceptional circumstances”- did not help his cause and his disappointing race only added to the mounting pressure for him to stand down. The problem for Jordan is that there is no obvious experienced replacement who is available at short notice, although it is possible that a driver could switch from another team if a financial settle ment can be made. 'That course of action is likely to be either controversial or expensive. One obvious interim solution for Jordan would be to hire Honda test driver Jos Verstappen, who knows the current engine and has plenty of FI experience. He is thought to be more likely as Hill’s replacement than Mika Salo, the other man being mentioned. STOP PRESS As Motorsport News went to the presses came news that Jordan was testing at Silverstone on Tuesday with Jos Verstappen due to drive the car. The Dutchman, who has strong links with Honda from his HRD testing earlier this year, was thought to be the logical back-up in case Hill decided against racing at Silverstone. Webber, who lives 30 minutes drive from the GP track, was also likely to attend the test as a specta tor. While there is httle chemce that the Queanbeyan youngster could drive, it is likely that he would take his race kit’ along in his boot, just in case...

This could be Webber’s break DAMON Hill’s retirement quandary has increased speculation that there may be some role for Mark Webber at Jordan Grand Prix. While a full-on race opportunity is unlikely at this stage, there is some prospect of a testing roie with the team — which could of course lead on to better things. Webber and manager Ann Neal have remained in contact with the Jordan team throughout this season and met briefly with Eddie in the days following Le Mans. The Australian has the support of Melbourne GP supremo Ron Walker, who has promised financial support if necessary and who left for England on Tuesday (see separate story). Crucial to any opportunity is also the attitude at the AMG/Mercedes team, to which Webber is contracted until at least the end of this year. He and Neal met with motorsport boss Norbert Haug last week, hope ful that the company would follow its usual pattern of support for its young drivers, even outside the Mercedes sphere, considering the unlikely return of the sports car project to racing in the near future following the mysterious Le Mans problems. In the meantime, Webber has recov ered completely from his Le Mans bat tering and returned to full fitness training the following weekend. -CHRIS LAMBDEN

GP boss Walker pushing hard

PART of Ron Walker’s task in London this week

“Mark had a very productive meeting with Eddie

will be securing Mark Webber’s future in FI, [Jordan] last week and, while it is up to Eddie To with Walker again pushing the Australian’s “^^e the decision who will fiU the spot withm the J l J.TTrifV. team, Mark hus all of the encouTagement and talent case and pointing to Webber s meeting with ^ successful job ” team owner Eddie Jordan m Englmd last week. ^ opportunity “Mark dese^es a ch^ce in Formula 1 md,as l ye » said before, if we can help him secure it, we will. - GERALD MCDORNAN Walker said.

Possum for VCRT? Driver rumour of the week;spies in northern Victoria suggest that the line-up for the second Gany Rogers Motorsport Commodore for the Q500 and BIOOO is close to an air date. Rally ace Possum Bourne reportedly tested Garth Tender’s VS at Winton last week and impressed the team mightily, so look for the NZ marsupial in Valvoline colours in both races. n Runner-up; after selling his Bathurst-winning Falcon EL Greg Crick was seen at Sandown hunting for a long distance drive. We believe that the Weels are in motion for a good Falcon drive for the Tasmanian... n Some additional backing from Cummins may see the cashstrapped V8 Supercar contender John Faulkner make it to the Queensland Shell race next week. Sandown produced “a couple of good prospects” for the Melbourne team, which is seek ing new sponsors following the withdrawal ofBetta Electrical. “The trouble at the moment is that we are using parts well beyond their normal replacement life,” said JF, whose car broke an axle at Sandown n The Stewards had a relative ly quiet time at Sandown, with penalties mostly confined to pit lane speeding. No action was taken on V8 Supercar incidents involving Todd Kelly and Dugal McDougall, and Steven Richards/Dick Johnson. The start straight incident between Brenton Ramsey and Tim Leeihey which involved sev eral other cars and brought Formula Holden’s second race to a halt, will be the subject of a Stewards hearing next week at the Queensland Raceway round. n Departing CAMS CEO Greg Swann left this week and there is no word yet on a replacement. Swann is destined for a new role at his former employers, Ernst & Young. n Oh my Loi-ds: a keen-eyed reader, at Lords for Australia’s World Cup cricket triumph, reports that, upon arriving at the groimd to watch number one client Steve Waugh lead the team to glory, Advantage International’s Steve Frazer and Colleen Adamson found themselves in salubrious company. Sitting in the same row,in fact right next to the pair, were none other than Tony Cochrane and James Erskine, SEL’s prime movers in AVESCO. Our eyewitness reports that SEL soon moved to another vantage point... n ChiefCART steward Wally Dallenbach is hanging up his sherriffs badge but the search for a replacement is proving tough. Dallenbach,62,tried to retire two years ago but was talked into staying by CART management j eifter his replacement,Dennis ! Swan,suffered a heart attack. | Word is that Dallenbach will get a big send-off, especially if Paul Tracj'gets to contribute again to Wally’s retirement fimd...

Sutton (magec

Vacating the seat: If Damon Hill does leave Jordan it may lead to an opportunity for Webber in 2000.

n Another karting gun is head- j ing for Formula Fold. Rumours i suggest that the 1994 series win- j ning Van Diemen is to be driven in 2000 by Jamie Whincup. who will concentrate on the FMK series in the meantime.

2July 1999

n Changing colours in 2000? Well, if the rumours are correct Tony Longhurst’s Castrol Falcon will be with the word saying that Autobarn will join with Castrol in co-sponsoring the Queensland team next year. Drag racer Victor Bray’s name has also been mentioned in the deal trying to be done between the two companies. It’s ironic that Longhurst’s name is currently being used by Autobarn in an instore competition at the moment... n Big night out and got no money to get home? Well, there won’t be a problem getting a cab home from anywhere for Dick Johnson and Paul Radisich, the Shell Helix AU Falcons carry ing Cabcharge sponsor ship across the wind screens for the first time at Sandown last week end. Johnson has signed a deal with Cabcharge and the retiring veteran will be included in the com pany’s national advertis ing programme which includes an extensive television campaign. n Seven spectators were killed and 25 were injured on Sunday when two cars collided and left the track during a car rally in central Latvia. Latvian radio, quoting drivers at the race at the Lazdona road race track in Madona, 150 km (90 miles) east of Riga, said the two cars crashed into each other before rolling' over into spectators. n Panoz’s new Spyders went 1-2 at MosporHast weekend. Aussie David Brabham and Eric Bernard took the che quered flag but had to give best to Jan Magnussen and Johnny O’Connell at the track near Toronto after a 20s penalty for having a crewman touch the car during refuelling. It was the team’s first such result. n Murphy’s Law n struck with a vengeance at every major motor rac ing event held in North America a fortnight ago when,in Montreal, Canada, the FI pace car couldn’t find the race leader, at Fort Worth, Texas, the IRL pace car ran over the fifth-place car and in Michigan the Winston Cup NASCAR pace car had its keys locked up inside it, forc ing the use of a hack-up! n Jamie Brock made his first appearance at a national meeting at Sandown. Brock II ran in all three historic sedan races in his self-build Torana XU-1, with a 10th, a 10th and a DNF to show for his efforts against some more pow erful machinery.

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2000 V8 series calendar close New Canberra race better than 50/50 chance to be listed By GERALD McDORNAN

THE Shell Championship Series calendar for the V8 Supercars’ 2000 season is closer to being finalised, with AVESCO planning to release its schedule within the next month. A number of major surprises are expected - the biggest, an “almost certain” race to be run in the nation’s capital, Canberra. The planned Townsville race is also expected to go ahead next year, .while the possibility of Freemantle’s street race happening is still quite distinct - the new races leading to speculation as to which current venues won’t be on the calendar for next year. Talking to Motorsport News at Sandown,AVESCO CEO Garry Craft said that the Canberra race is a “bet ter than 50 percent chance of hap pening”, with the Territory Government expected to give the goahead for the race by July 10. “Everything about Canberra is great and it certainly could be on the calendar for 2000,” Craft said. “Townsville is a possibility and IMG is pursuing two options where

the event could run ... one is perhaps more picturesque, while the other is more practical.” Craft acknowledged that the Queensland Raceway sprint round would go in favour of the Townsville race. The much talked-about WA Freemantle street race is stiU under consideration, the consortium plan ning the event having come to an agreement with the West Australian Sporting Car Club. That agreement is believed to give the WASCC a paid role in the race if it goes ahead, to compensate it for its financial losses from losing its SCS round. “Being a private consortium, the Freemantle organisers need to satis fy a number of issues for the local council, the WA Government, the Port authorities, AVESCO and TEGA for the proposal to be accepted and they’re working towards that,” Craft said. As predicted in Motorsport News a fortnight ago, a three hour race is almost certain to be run at Melbourne’s Sandown Raceway, the race expected to replace the track’s

Perhaps you’d like to hold: AVESCO CEO Garry Craft. (Photo by oitk Kiynsmitti) current sprint round and the lost Sandown 500 endurance race. A New Zealand race at Pukekohe could also still go ahead as a part of

the championship - although Craft said the organisers needed government support to make the event financially viable.

calendar for the year 2000 By

than its traditional Moomba long weekend date (see sepa rate story). This will proba THE FIA World Council bly mean that many mem bers of the FI circus will stay has siuprised everyone by 'in Asia or Australia between producing an Formula 1 races - although with teams calendar for next season. likely to be flat-out getting The proposed 2000 World the cars ready some crews Championship consists of 17 may be flown home. races and begins in Malaysia The calendar then takes in the middle of February. the FI circus to Brazil This will mean that teams (March 19) before it returns will have to have their cars to Europe for the San Marino ready to depart for Kuala GP on April 9. This is three Lumpur by February 10 weeks earlier than normal. which will cut into the pre An even more dramatic season testing schedules. The change will be the switch of season will end in the first the French GP from its tradi week of October in Japan. tional end-of-June date to The Malaysian date is a ht- May 7 while, as expected, the tle bizarre as it falls in the European GP at the period when the country is Nurburging is being slotted usually being battered by into the Spring races with a north-easterly monsoons. May 21 date. Kuala Lumpur is somewhat Monaco will be very late protected from these but there next year because the tradi is still likely to be hot and tional Ascension Day holiday is not until the weekend of humid weather with the possi June 4. Canada retains its bility oftorrential downpours. The move to put Kuala usual date (June 18) but the Lumpur at the start of the British GP has been moved calendar has upset forward two weeks and will Melbourne, which has now take place on July 2, while its traditional mid-July enjoyed that privilege in date has been given to Austria recent years. The Australian race will be (July 16). The Osterreichring race will again be held in early March - although a week earlier be followed by a two week gap JOE SAWARD

before the German GP at Hockenheim (July 30). Hungary (August 13) , Belgium(August 27)and Italy (September lO). The United States GP at Indianapolis will be on September 24 and the FI cir cus wUl then fly on to Japan for the World (Championship finale at Suzuka in Japan on October 8. There is no shortage of controversy about the dates. The early start has upset some of the FI teams as it means that they will have almost no time for testing before the season begins and some may eVqn be forced to decide not to build new cars in order to have everything ready in time. This is probably the inten tion and it may be that in 2001 the start of the World Championship will be even earlier, with a race in the first part of February. The one obvious omission from the list of races is the Chinese Grand Prix - the recent disputes between the FIA and China’s biggest sup porter bar’s British American Tobacco have not done anything to convince the FIA that it needs to be involved in China.

Out of date; Melbourne’s now traditional opening GP round has gone to Malaysia.

2000 F1 Provlsfonaf Calendar

February 20 March 5 March 19 April 9 April 23 May? May 21 June 4 June 18 July 2 July 16 July 30 August 13 August 27 September 10 September 24 October 8

Sepang, Malaysia Albert Park, Australia Interlagos, Brazil Imola, San Marino Barcelona, Spain Magny-Cours, France Nurburgring, Germany Monaco Monreal, Canada Siiverstone, England Al-Ring, Austria Hockenheim, Germany Budapest, Hungary Spa, Belgium Monza, Italy Indianapolis, USA Suzuka, Japan

Walker’s rescue mission to London By GERALD McDORNAN AUSTRALIAN Graad Prix chief Ron Walker headed to London on Thursday “on a mis sion” ... a mission to change the date allo cated to next year’s Qamtas AGP. Speaking to Motorsport News just prior to board ing a London-bound plane. Walker said the March 5 date listed in the provisional calendar released by the FIA last week was not expected. “The Moomba long week end is entrenched in the minds of the Melbourne people and it has become the traditional date for the event,” he said. “ni be meeting with Mr. Mosley and Mr.Ecclestone and pleading our case and I’m hopeful we can secure March 12 as our date.” “I’m lucky to have a close workir^ relationship

with both Mr. Mosley and Mr. Ecclestone and I hope they will be receptive to the case I put to them.” Walker has already had “a number of chats” with both Ecclestone and Mosley and Grand Prix insiders believe the QAGP boss is confident of secur ing the preferred date. The introduction of the Malaysian GP to the cal endar, while disappoint ing Australian race organisers that they now won’t be running the sea son’s first date, hasn’t caused too much concern with its early date. “It would be near impossible to run our race on the February 20 date as work on the cir cuit would be required to begin in mid-December and that would provide too much disruption for the organisations that use the Albert Park facili ties,” Walker said.

2July 1999

Wings, slicks for Formula Ford? Australia may go it alone with new tech category FORMULA

Ford

Australia in the year 2002 could be a very different category to that running today, with a more relevant slicks and wings configuration and a brand new Ford engine. The Zetec ISOOcc engine, in use in Europe for the past several seasons, already has a limited life span and will be overlooked in favour of a newer model. These were the prospects outlined by Ford’s new Australian motorsport head Howard Marsden during a press conference at Sandown last weekend to mark the 30th anniversary of Formula Ford in Australia. “It’s all in my head at the moment,” Marsden con fessed, “but I think we need to introduce a bit more tech nology into the cars, includ ing simple data acquisition, while principally aiming to

keep the costs well down, as they should be in what is a ‘training’ class for future ™otor sport stars. “Perhaps a simple form of ^®[o^ynamics would be useful — whatever our young drivers move onto involves some understanding of air and air control and, frankly,

the current cars look a bit spindly for modern openwheelers. “The category needs a new engine. The current Kent-based engine is, after all, 30 years old and is becoming expensive to maintain. The Zetec too has a limited time, so we’ll be

looking at something new. “I’m not ready to discuss it just yet, but we need to have discussions with all the relevant parties soon and something concrete in place so that we can abide by the category’s desire for a two year introduction period.” Marsden said that Ford

A thing of the past: John Cotter’s Sandown-winning Spectaim could be superceded in 2002. -►1

doesn’t want to just be seen as a monetary contributor to Formula Ford in Australia, but also as a source of technology. “The senior management at Ford is in basic agree ment with the proposed phi losophy and I’ll be talking specifics with the Formula Ford Association and other relevant people fairly soon.” The move will break Australia away on a tangent from European Formula Ford, but Marsden is con vinced that a formula more tailored to Australian needs is the way to go, and points to other European countries which are already “cus tomising” the formula to local needs and conditions. “Any change is bound to upset a few,” Marsden said, “but I’m convinced we need to make Formula Ford an even more relevant training ground for our young motor sport apprentices.” - CHRIS LAMBDEN

Trouble in BAR paradise

By JOE SAWARD THERE are signs that a split is developing within British American Racing between the team man-

Malcolm Oastler to BAR for three years and an active involvement in the FI team of Reynard’s Rick Gome and Adrian

agement - led by Craig Pollock and Tom Moser and technical director Adrian Reynard. The uneasy relationship between the partriters has long been seen as a source of possible conflict and there were sugges, tions at Magny-Com's that these will soon boil over into overt conflict.

Reynard, who are both supposed to spend 50 percent of their time work ing with BAR At the French GP there

The first hint of this came on Friday in France when BAR driver Jacques Villeneuve told British reporters that his season to date had been “a real let-down.” Jacques did not pull his describing punches, Adrian Reynard as “the weak link in this team.” “I expected to see a lot of him this year,” said Villeneuve, “but we have hardly seen him at all and we have missed his input. “ He has been to one race and I have seen him for five minutes in a test that’s all. His role is sup posed to be like that of Patrick Head at Williams - hands-on - but he just isn’t here at all. It’s a fiaistration.” Villeneuve added that the team needs to have someone to take over that role. Reynard is a 15 percent shareholder in BAR and supplied the team with initial technology. Now that the BAR factory is up-and-running Reynard’s role is largely one of supplying staff. This includes the second ment of Reynard designer

were whispers that there may soon be legal action and BAR between Reynard. This would be very messy. Even if the stories of writs are not true, Villeneuve is imlikely to have made such inflammatory public statements without his mentors Pollock and Moser agreeing to the move and that can only mean that a fight is on the way. A split with Reynard might be useful for the team in that it will give them someone to blame for the lack of results while giving Reynard a way of getting out of the team - and getting his money back. He would then he fi-ee to pimsue his rumomred long-term plan to enter FI with General Motors at some point in the future. We understand that if there is a split between the two parties, the Reynard shares would more than likely end up in the hands of CART owner team Jerry Forsythe, who already owns a majority share holding in Mount Eagle Inc, a company which owns 35 percent of BAR. Forsythe has said that he wants to increase his involvement in the team and he has the money to

do it.

n Mark Zonneveld is returning to the BOC Gases Series. The Sydney driver will line up at Oran Park in Tony Newman’s Peugeot 405, which will be having its first outing of the year. n “Sale of the Century’s” Glenn Ridge has signed to compete in the Australian Safari, a new'4.2 litre Turbo Diesel Nissan Patrol being his preferred mode oftransportation. Ridge, who competed in the ’92 safari, is looking forward to again tackling the 5,000 kilometre event. “When the opportunity came along to take part,I just had to be a part ofit,” he said. ■ The legendarj' Elfin name returned to Sandown in a way for the SCS round, the nowMelboume-based manu facturer showing off its prototype clubman sportscar which is fitted with the ubuiquitous Toyota 1600cc twin cam engine. Interest in the 100kW/550kg pack age is said to be high. ■ 1998 Formula Ford champ Adam Macrow will make his Shell Sprint series V8 Supercar debut at Queensland Raceway. Macrow will steer the Longhurst team’s brand new Falcon AU carrying number 29. Any further rounds depend on addi tional funds, during which time Macrow will continue to steer the NRC Reynard 95D in Formula Holden. According to Macrow, the damage sustained from the startline shunt in race two at Sandown was limit ed to the front right quar ter, front and rear wings, undertray and the floor beneath the motor. ■ Paul Stoddart’s European Aviation has elected to part company with recently acquired F3000 outfit Edenbridge, The team, now known as European F3000 Racing, continues with the driver line-up of FI Safety Caidriver Oliver Gavin and Jamie Davies operating out of European Aviation’s 60,000 square foot FI race facility in Herefordshire.

As free as the wind blows... Perhaps ifs all been a bit too free and easy at BAR. (Sutton images)

DIETRICH Mateschitz, the majority shareholder of the Red Bull Sauber

remains under Sauber’s control although : Mateschitz has the rights to a percentage of ;

Petonasteam,has«nE,medtatheis

*5^;

m discussions with the Toyota Motor Company for the sale of his 51 percent shareholding in the Swiss team. Mateschitz lias been involved with Sauber since the end of 1994 when he ’ bought into the team, his intention being to use Foimula 1 - and other dangerou.s sports - to give his Red Bull high energ\' drink a : exciting image. The company’s ginw^th has been extraorI dinary wdth sales ri sing to 300 million cans : last year. The sale of his Sauber shares would repay Mateschitz’s inve.stment .sever al times over and would mean that - in effect - the company has been getting fi'ee global advertising for the last five years. The problem is that while Mateschitz is ; the majority shareholder in the team, he ; does not own a majority of the voting rights, ■ w'hich remain w’ith team founder Peter ; Sauber. Such an arrangement is not unusu al in business and means that the company

Mateschitz - who could demand I abound $40m from Toyota - the deal is j rather less attractive for Toyota, unless ; peter Sauber can be convinced to sell his : voting shares to give the Japanese car fiim ! control of the organisation - which is clearly ; something which Toyota bosses would like . to have to ensure that the Toyota FI effort i is run as they wish. . Sauber says that he has no intention of i selling the team he has been building up since he started building his own racing | cars in 1970. Sauber is 56 in October and - j like Jackie Stewart - may eventually con- , elude that the sale of his team to Toyota makes a lot of sense. i

The advantage of the Swiss team for | Toyota is that it employs a large number of : German-speaking people who could be , transfen-ed to Toyota Team Europe’.s head- ; quarters in Cologne. -JOESAWAR©

■ Kenny Brack, win ner of this year’s Indy 500, won US$1,465,190 for taking the chequered flag fii’st while Robby Gordon, w’ho was leading with just one lap to go, took home just US$253,270 for his even tual fourth place finish. With a record total prizepool of over US$9m, even 33rd place finisher Ehseo Salazar took home US$141,000. ■ 'The Australian Grand Prix Corporation has added Kate Fraser to its team in the position of the Corporation’s Sales and Marketing Manager. Fraser formerly was the . Marketing Manager at the Sydney Olympics Paralympic Oiganising Committee.

2July 1999

n While Mick Doohan remains on the sidelines, some other Aussies have found rides in the 500cc class. Garry McCoy,for mer 125cc Australian GP winner, has replaced Simon Crafar in the Red Bull Yamaha team, while Mark Wills, who started the season with the NZ BSL team’s 3-cylinder, has accepted an invite from Kenny Roberts to ride one of his Modenas bikes. ■ Lease Plan will be the major sponsor for the 1999 Mirage Race Series to be run by the Motor Racing Promoters of Australia. Lease Plan Australia is a fleet management compa ny, and the series will run in conjunction with rounds of the BOG Super Touring series as well as other selected events. ■ Alain on the Menu for FTR? While Glenn Seton and Neil Crompton will fill the seat in FTR’s lead Falcon for the Bathurst Classic in November, sources indicate that BTCC factory Ford driver Alain Menu may spear* head the second car. Menu admitted at Donington that he’d been talking to Seton but was unable to confirm anything. Menu raced a factory Renault in the 1997 2-litre race and paired with Tomas Mezera in last yearns 5-litre race, failing to get a drive in the race when the clutch failed on the first lap. ■ Queenslander Brett Francis continues to lead the Kent Formula Ford ^ Championship in the UK, having just t^en his fourth win of the season at Brands Hatch last week. Francis set a new lap record in his ‘93 Swift and was over one second a lap quicker than his closest rival at the fifth round of the series. ■ Christian Fittipaldi has been placed on an indefinite probation by CARTs Chief Steward for “numerous blocking inci dents” that occurred in the MUwaukee race a fortnight ago. ■ Chip Ganassi’s Target Racing team will soon begin construction on a new 72,000 square foot headquarters in Indianapolis. After being courted by several other cities to build its new US$3.95m headquarters elsewhere, the Ganassi team elected to stay put in the speedway city. ■ A Superior Court jury in Worcester County, Mass., has dismissed a product habihty claim filed against Chrysler and US road racing series promot er the SCCA. The suit was filed by for mer compeitior Robert Roth, Roth having suffered serious neck and spinal cord injuries in an SCCA spec racer crash at New Hampshire in 1991.

Jenkins to Prost By JOE SAWARD ALAN Jenkins has been named as technical direc tor of Prost Grand Prix. Having considered a deal from Benetton the British engineer decided to sign for the French team, renewing his relationship with Alain Prost which dates back to the early 1980s when Jenkins engineered Prost at McLaren. Jenkins replaces Bernard Dudot who is to take a new role within the team, “focus ing on the future “. The former Stewart Grand Prix technical director start ed work at Prost on the Tuesday before the French Grand Prix. He and his wife have already moved from England to an apartment close to the team factory in Versailles. Jenkins does not speak French but with the team having an increasing number of international engineers this is not expected to be a major problem. Loic Bigois remains the team’s chief designer, while John Barnard will continue to work on new ideas at his B3 Technologies headquar ters in England. The three engineers will work together On the design of the new AP03 chassis but Jenkins will have the final word if they do not agree. Before joining the team Jenkins visited a large munber of racing organisations around the world. He talked to Sauber and Benetton and, we hear, also discussed a sportscar project with the Ford Motor Company,the aim being to revive Ford’s sportscar reputation established in the 1960s by the GT40. In the end, however, the 52-year-old Liverpudlian decided that he wanted to stay in Formula 1 and that Prost offered him the best opportunity. We believe that a deal

with Benetton fell through because the Enstone team does not have a factory engine deal for the future. Prost’s engine situation is far from clear at the moment but all the indications are that the relationship with Peugeot will continue. The Magny-Cours paddock was alive with suggestions that Automobiles Peugeot may be trying to buy a large shareholding of the Prost team, although there were also rumours that Alain Prost is negotiating a part nership deal with one of France’s best-known entre preneurs Bernard Arnault, the managing-director of the Louis Vuitton Moet Hennessy empire. The $7.5bn group owns a wide variety of luxury brands including Moet & Chandon, Dom Perignon and Christian Dior. It is also involved in high technology businesses and in the con¬

struction business.. Officially Peugeot is saying that after meetings between its management and Alain Prost that a decision had been taken not to decide whether to continue the rela tionship when the current contract expires at the end of the 2000 season. Peugeot Sport will push head with its all-new A20 engine which ran for the first time on the dynos at Velizy last week but is not expected to be seen in a Prost chassis until December because of delays in the production of a new gearbox which has been designed and built by B3 Technologies. The fact that Peugeot is funding the A20 suggests that the company will contin ue with Prost for at least another year or two as it makes little sense for the company to design a new engine for 2000 and then pull out at the end ofthe year.

The boys in blue: Alan Jenkins appear with Prost in France.

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Hey, hog’s breath: Adam Macrow had boss Tony Longhurst breathing down his neck at Ipswich. (Marshall cass)

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almost - at the open ing practice sessions at Queensland Raceway last month. The 14 Ford drivers and one Holden driver Paul Romano who attended the launch of the new track at Ipswich had mostly positive com ments for the circuit Fastest man Tony Longhurst (who ran a 1:11.6759) fought off the flu and wouldn’t com ment, but other drivers were enthusiastic. Paul Radisich (1:11.8181): “Very good, long way to go to get to full working condition. It should provide good racmg. “It’s lacking a bit of 99 kerbing. Jason Bright (1:11.972): “The track needs grip. It’s got a few different comers, and I was hitting 240+ kph down the back straight.” The Pirtek ear only did a few laps in the third session after a broken rocker sidelined the car. Craig Baird did eight or so laps in the second session to see how he fit ted in the car in Bright’s seating position. Steven Ellery (1:11.9933): “When I first drove it I thought it was pretty ordinary but that

Former Bathurst Rookie of the Year and current Commodore Cup racer Craig Harris is to enter the V8 Supercar ranks, starting with next week’s Queensland Raceway Shell round. The 34 year-old Brisbane company director has acquired the ‘98 Bathurst winning EL Falcon which has been in the hands of Tasmanian Greg Crick since

the start of the season. With sponsorship plans not coming to fhution. Crick was restricted to a single outing in the car and recent ly agreed to sell it to Harris. Crick has subsequently concluded a deal with Paul Weel’s team to contest the two season-ending enduros in the K&J Thermal Products Falcon. Harris, whose Rookie title came at Bathurst in 1984, sharing a Falcon with Alf

l^iMl Grant, has already tested the Stone Bros car at Lakeside and will run at Queensland Raceway before next week’s debut; “It’s a big commitment, but like a dream come true to step up to a V8 Supercar,” he said. Sponsorship for the ven ture comes from Castrol, The Bump Shop, Brisbane Refinish Supplies and Harris’ own City Automotive Group.

Championship Series round on July 10/11. -MARK JONES

Bernie back at work

BERNIE Ecclestone was

Harris reioin

time I liked it. Quite a challenge. The more laps I do the more I’ll n enjoy it Steven Johnson (1:12.0891): “Good, needs more running and grip. By the Shell round it’ll be quick race. Few kerbs are a little short. Nice wide track” Mark Larkham (1:12.3302): “Certainly going to be busy around here for the 500. 'There’s four genuine overtaking places. Surprisingly good grip for a new track.” Paul Romano (1:12.3782); “Reckon it’s really good. Good to have another track in Queensland, that’s the most important thing. Good for the spectators, good facilities” Macrow Adam (1:12.8775); “Feels good. A couple of comers are quite tricky and tighten up.” Paul Weel (1:13.0476); “Not too bad, still dirty, nice & quick. Be a long way round for 500 k” Dick Johnson (1:13.1334)” “Going to be a really good racetrack. A number of opportuni ties to pass.” The track will host the Shell next

back at work last Friday following his heart b5T)ass operation. 'The FI boss left hospital soon after the operation and has been recuperating ever since. He quickly waded into action again in the dis pute which has been brew ing over the 'TV coverage of the sport. The TV companies which bought the rights to broad cast FI races free-over-air are complaining that Ecclestone is favouring the pay-per-view companies which are having difficulty selling the service to sub scribers. Ecclestone coun tered complaints by sug-

gesting'that if TV compa nies want better coverage they should be willing to pay extra for it. For whatever reason Ecclestone refused to allow Britain’s ITV to broadcast its usual coverage of quali fying from France - the company never actually having the rights to do so and so Ecclestone is apply ing pressure in the run-up to the British GP. ITV may not wish to be forced into submission by Ecclestone but at the same time it knows that failure to broadcast qualifying from the British GP will alienate FI racing fans. -JOE SAWARD

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three hours too late!

2July 1999 n There are rumours from JapanVhich suggest that the new Honda VIO engine is not quite as excit ing a prospect as initial sto ries have suggested with much lower horsepow'er fig ures than have been sug gested. There have even been stories which hint that Honda may decide to con tinue next year with a revised version of the cur rent VIO engine, while get ting the all-new VIO up to speed for use in the year 2001.

●- -

IN a bit of a strange twist, the Victorian State Labor Party has vowed to bring the Sandown 500 V8 Supercar race back to Victoria according to a report in Melbourne’s Herald-Sim last Monday. Party leader Steve Bracks was reported to have said the Melbourne Major Events Company was not adequately promoting existing events and he planned to replace the company with a “Victorian Major Events Company”... “They have spent millions bringing overseas artists, sumo wrestlers and intemernational events into Melbourne,” Bracks said. “But they couldn’t find the $500,000 to help promote our state’s premier touring car eyent.” It was nnclear whether Mr. Bracks had been informed of Sandown’s new three hour V8 Supercar race, which is expected to be on next year’s calendar \...

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The Lotus position: No deal involving Lotus and Lotus Grand Prix has been done. (Aiispoiwiondeau)

Hunt denies Lotus Proton FI deal

By JOE SAWARD DAVID Hunt, the man who controls the rights to the name Lotus in Formula 1, says that he is hoping to bring the famous racing team back into Grand Prix racing - but he says there is no deal involv ing Lotus Cars nor its parent company Proton - which is effectively owned by the Malaysian government.

This could, of course, change as Malaysian oil company Petronas which funds the Sauber team and has ambitions to build its own FI engines - is currently negotiating to buy a major shareholding in Proton, There are sug gestions from Malaysia that Petronas may pay as much as $265m for a 27 percent share in the company. although

negotiations have been dragging on for nearly eight months. The latest Proton models are being fitted with the road-going engines developed by Sauber Petronas in Engineering Switzerland. Some of these cars will be used as safety and interven tion cars at the forth coming Malaysian Grand Prix in October.

■ Volkswagen has hired Ferrari’s General Manager Giuseppe Greco to be the new head of Automobili Lamborghini - Ferrari’s supercar-building rival. The appointment follows the resignation of previous Lamborghini boss Vittorio di Capua. Greco has been running Ferrari’s road ear operations since 1989. 'ITiere have long been sug gestions that Lamborghini might be used if VW ever decide to enter FI. ■ There have been a variety of wild - and differ ent rumours - emanating from Stuttgart which sug gest that Mercedes-Benz will pull out of all motor racing activities at the end of this season, following the recent debacle with the company’s sportscars at Le Mans. A contradictory story suggests that the company is going to take a major shareholding in McLaren by buying a large

n The World Motor Sport Council has announced that Formula 3000 entries in 2000 will be restricted to 30 cars. These will be made up of the 14 best teams from the International F3000 series and the top team in the Italian F3000 Championship. ■ The World Council has also named the members of the new Safety Commission, which will be chaired by FI doctor Professor Sid Watkins. It will include FIA Technical Advisor (and former Team Lotus boss) Peter Wright and FI race director Charlie Whiting. ■ Jordan Grand Prix last week launched a limited edition Jordan Honda road car and a 600cc Jordan Honda ‘Hornet’ motorcycle. Both will be marketed in the bright yellow colours of Jordan Grand Prix. The deal is part of Jordan’s plans to develop the Jordan brand and increase the company’s income following the sale of 40 percent of its equity to venture capitalist firm Warburg, Pincus & Co last November,

part - but not all - of Mansour Ojjeh's 60 percent shareholding in the TAG McLaren empire. The only thing that the two rumours have in common is that an announcement will be made by Mercedes at the forthcoming German Grand Prix at Hockenheim.

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2 July 1999

CART race could go to IRL NEXT year’s Cleveland street race may very well be sanctioned by the Indy Racing League. CART has run the event for 18 years, and sources from both parties involved in the event, being race promoter IMG and CART,indicate that the 1999 event is likely to be the last sanctioned by CART. Bud Stanner, president of IMG, which has promoted the race since 1992, declined to discuss details of the talks, as did CART boss Andrew Craig, “What IS best for Cleveland is a profitable race,” Stanner said. “That is what this is all about.” CART, which increased sanctioning fees for all of its events this season, has upped the Cleveland pay ment from just over US$1.4 million to $2 million for 2000. An IRL event reported ly would cost IMG about $lm. Stanner went on to say, “We’ll have things cleared up in a week.” The temporary road circuit built at Burke Lakefront Arport would be modified into n an oval by coimecting parallel' ranways for the all-oval IRL series ifit was to go ahead. Several other tracks, including Road Atlanta and Las Vegas Motor Speedway, are also seeking CART races.

Ray takes Pikes Peak EVER the bridesmaid in IRL competition, Greg Ray finally turned things around at Pikes Peake International Speedway, winning his first IRL race since joining the series in 1997. Sam Schmidt though pushed Ray the whole way, filling the Menard driver’s mirrors right to the line. Ray and Schmidt trad ed the lead throughout the race after Schmidt, who started fourth, made a strong inside move to take second place on the opening lap. In all, they shared six lead changes. Ray led 109 laps and Schmidt 91, with Ray winning by 0.12s. Davey Hamilton fin ished third, followed by Eddie Cheever Jr. and Buddy Lazier. Robby Unser was sixth, and defending champion Kenny Brack was sev enth.Despite finishing 12th, Scott Goodyear stayed atop the IRL sea son standings with 164 points. Jeff Ward, who finished ninth, remained runnerup with 149 points, and Ray moved to third at 131.

andown has been pretty kind to me over the years and last weekend looked to set to fol low that trend. Third in qualifying, third in the opening race our hopes were pretty high as we gridded up for the sec ond race. Unfortunately, things went quick ly down hill from there. A damaged power steering belt acted like a ‘whipper snipper’ cord and ripped out a crank sensor wire and the Cat machine crawled to a standstill. Jason Bright was caught out and ran straight into the back of me before we slowly rolled onto the grass. Any chance of a podium fin ish was gone in an instant. The boys worked pretty hard to get the car back on track for the final race but starting from the back of the field is hard work with such a competitive field. We were pleased to grab our best ever qualifying position and our second third place race finish in a row - but a spot on the podium will have to wait another day. If you had asked me at the start of the year if I would be happy tak ing third place finishes after six rounds - I would have thought we would have been partying hard. But being competitive little crea tures, once we have a taste of life at the sharp end - you want to strive to perform even better. Holden were show back to theirRacing best atTeam Sandown, ing everybody a clean pair of heels. While Ford' broke through at Darwin, the HRTsteamroller soon put the Top End weekend behind them. On a positive note, their were seven Fords in the top 10 in qualify ing (including one black Ford which luckily was the fastest AU) but we are all still looking for that magic ingredient that will push Lowndes and Skaife back down the pack. They were in great form. They are both very good on cold tyres at the start of a race which is helped

by their experience on Bridgestones. Our qualifying performance at Sandown was quite amazing considering the trouble we had leading up to the qualifying session. Our new engine gave us a little more straight line speed, but we were still not quite quick enough in a straight line. Friday started badly when unfor tunately for a couple of Caterpillar

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customers, the engine wouldn’t’' even run properly during the media rides. Things went from bad to worse on Saturday when we spent the majority of the first two practice ses sions in the pits with more prob lems. We had basically only done one hot lap prior to the qualifying ses sion and, because we also have no data from previous years, I was more than surprised to end up third fastest. We would have been in even more trouble if not for the efforts of Steve Renshaw in fixing our engine problems. The car still wasn’t right but we were able to squeeze out a fairly strong lap. I had my first real main land success at Sandown 20 years ago in open wheelers (geez, I must have been really young back then!!!), so I suppose I’ve almost worn a grove around this place. If you had asked me at the start of the year if we would have been happy to be finishing third in cham-

pionship races after six rounds, I would have thought we would have been ready to party. But, being the competitive creatures that we are, once you get a taste of life at the sharp end, it drives you on to aim even higher. Atrasting couple ofdays old friends had con in GTP one a former team-mate, the other a car I still miss driving. Garry Waldon jumped straight back into the winner’s circle in his Dodge Viper, but the car we both shared to win the inaugural 3Bathurst Showroom Showdown the Ferrari F355 Challenge -ended the day looking very sad. Wayne Park has done a great job in the last couple of races in the Ferrari, but unfortunately he blew a clutch off the line in the second race and was struck pretty hard by John Teulan. Both cars suffered a lot of dam age and both teams will have to bum the mid-night oil to repair them in time for Queensland Raceway.

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The CAT’s away: Bowe leads an aU-Ford fight away from the line at Sandown. (Photo by Dirk “Oot it. goi ii. aaamrrghh” Kiysmith)

Common sense? Don^t leave home without it. Afew with weeks thousands ago, of along other ‘motorsport’ people, I received a letter in the mail from CAMS. It was an invita tion to partake of credit from American Express, with a CAMS-branded Amex card. It offered a low start-up credit rate, a number of bene fits and, no doubt, added dol lars to CAMS’s coffers. But I chucked the letter in the cir cular file - not because I am against ‘branded’ credit cards perse, but because the last thing my household needs at the moment is more credit. CAMS has a perfect right to engage in such schemes. Footy clubs do it, airlines do it. Everyone does it. Sometime soon, maybe dri vers may be able to pay their CAMS fines on the ‘Cam Ex’ cards and get Frequent Flyer points... But, if I don’t wonder why CAMS is doing it, I do worry about why it is doing it now. As an ASN representing the FIA in this country, CAMS’s core business is the running and administration of motor racing events in Australia. That is one part of the busi ness that is not going too well at present. For some reason we have two groups in this country about to embark on new 5-litre V8-powered tour ing car categories. For some

iVtotorspot

Editorial

v.'iLh r’li! Branaean reason we have what appears to be a privatelyarranged 10 year deal to promote and organise the Australian Rally Championship. For some reason we have the biggest car club in the country which administers a govern ment-owned racetrack. Eastern Creek in the biggest city in the land - effectively locking a national champi onship (with television) cate gory out of the premises. Why? There are various reasons why. There are ‘commercial interests’ in play. There are rights and privileges involved. Lawyers are, no doubt, in the starting blocks. Everyone is ready for a barney. Some short time ago, two groups were attempting to

get up two V6-engined sedan classes. There was a compromise reached, and now one group is organising Saloon Car Racing for 2000 and beyond. Then there were attempts to get Formula Toyota, and then Formula GM-Lotus off the ground. The classes did not fit into the overall plan for the sport and the ideas, and the cars, faded away. CAMS was doing its job, which is to govern - some would say ’referee’ - motorsport. No-one expects everyone in the sport to be happy with the decisions it makes; that is the very nature of government. But someone has to do it. CAMS, for better or worse, has the gig. Difference is, when someone in government is accused of having a conflict of interest, there is an uproar. The opposition pollies wheel out props in Parliament and stage media stunts to get heard. There are calls for royal commis sions. In short, fans get hit with you-know-what. There is no ‘opposition’ in motorsport. CAMS has a monopoly. But it is also being perceived as having a major conflict of interest with its stake in AVESCO. Some decisions-making is being seen to be flawed

because of it. It will not make any par ticular difference to the motorsport media in this country whether there are New Millennium AUSCARs, ‘Development’ Supercars or any other new brand of mousetrap racing in the future. But it will make a huge difference to the spec tators and competitors of this country if they can’t see what they want where they want to. There is a lot right with motor racing at the moment. But there is a lot wrong too, and it cannot be fixed with credit cards.

s I write this, a half a world away, a bloke about my age is determining what to do with his future. Damon Hill may or may not race at the British Grand Prix at Silverstone in two weeks. If he does, a lot of his fans sincerely hope that he has a good result and goes out on a high note. He may not do it. If you do not want to drive a Formula One car, there is nothing on the earth - not money, not anything - that can change your mind. And, from what Hill is saying at the moment, he doesn’t wanfto do it. I don’t know Damon Hill. I have met him several times

through the course of my involvement with the AGP and have always found him, remarkably, to be unremark able. Friends who know him - some very well - affirm that he is the most average sort of bloke who can drive an F1 car at warp speed, yet still keep the important things in life (family, friends etc) in perspective. That is an unusual com bination in the mega-world of Grand Prix racing. Whatever happens. Hill will go out of the sport as a world champion, the first man to repeat the feats of his own father on the track. Much more than that, he repeated the feats of Graham Hill off the track; just as Hill Sr literally pulled Lotus back from the brink after the death of Jimmy Clark in 1968, Hili Jr pulled Williams together 26 years later when Ayrton Senna was killed at Imoia. People complain that Damon Hill was no Senna, no Prost, no Schumacher. No, he wasn’t. But he is every inch a Hill, and that is something to be proud of. I hope Damon enjoys his retirement. And let’s hope he packs up Georgie, the kids and the surfboard and retires in Australia. The sport in this country could do with some clear thinkers.

Donington Split Decision

BRITISH drivers James Thompson and David Leslie delivered the goods for Honda and Nissan respectively in the Auto Trader British Touring Car Championship at Donington Park, breaking the stranglehold previous ly held by Frenchman Laurent Aiello. With a victory each, Thompson and Leslie have moved into second and third positions in the drivers’ championship and made sig nificant in-roads into the lead of Aiello. An incident-filled sprint race took just seconds to pro vide the drama. As the lights turned green, Rickard Rydell blasted off the line, passing the sluggish Thompson. Jason Plato made the best get-away of all, spearing a line between the second row Nissans of Laurent Aiello and David Leslie. With no way round the outside of Thompson, Aiello dived inside the Honda, unaware of Plato’s presence. Contact with the Laguna sent Aiello shooting across the track into the pit wall, ending his dream of a bumper pay-day. Back up front Rydell led from Thompson, but the field immediately eased off as the Safety Car emerged at the end of lap one, in order to remove Aiello’s battered Primera. ' ' l After four laps of Safety Car running, the top six pulled away on the restart, edging oiit a gap on the rest. Thompson bided-his time,, content to keep in touch with Rydell’s Volvo, but on lap eight the Honda dived past at Goddard’s. As Plato, Leslie and the rest followed suit, Rydell headed into retirement with an engine misfire. A mistake by Plato at the Old Hairpin let Leslie past who set off in pursuit of the lead Honda. Leslie repeatedly drew nearer through the fast sweeps of the Craner Curves, but around the tight hairpins of the Grand Prix loop, the Honda was able to pull away

Shared spoils: Thompson took the Sprint Race for Honda at Donington Park while Nissan’s series leader Aiello got no marques for his race (Photos by Sutton Images) 1 driving - or spelling ...

Marques L..

and win. Starting last on the grid after a ride height infringe ment in qualifying, John Cleland’s fight through the pack-featured a glorious out side-inside dummy manoeu vre on Vincent Radermecker at Redgate as the Scot grabbed sixth. Holding pole position for the Feature race, Leshe made the perfect start, while Sprint race winner Thompson was again struck by a sluggish get-away. Aiello, from third on the grid, spied his chance and passed the Honda with ease approaching Redgate. Ford’s Alain Menu followed him through, but Rydell found the door shut when he arrived in his Volvo. Menu’s hopes of a podium finish dis appeared on lap two, howev¬

British Touring Car Championship Donington Park Round 11 (19 laps) 1 Thompson Honda 2 Leslie Nissan 3 Plato Renault 4 Muller Vauxhall Ford 5 Menu Vauxhall 6 Cleland 7 Kox Honda Renault 8 Bouillon 9 Radermeoker Volvo 10 Neal Nissan

34m 12.522s +0.613s +7.864S +9.466S +10.138S +13.896s +16.455s +19.197s +23.184s +24.841s

Round 12(30 laps) Nissan 1 Leslie 2 Aiello Nissan Honda 3 Thompson Volvo 4 Rydell 5 Muller Vauxhall Ford 6 Menu Nissan 7 Neal Renault 8 Plato Ford 9 Reid Renault 10 Bouillon

49m 43.198s +0.228S +16.708s +20.522S +22.173s +24.848S +27.580S +28.733S '-+44.962S +54.533S

er, as Thompson muscled his way past the Mondeo. The Nissans Fastest lap: Rydell, 1:37.330s pulled away com Points after 12 rounds: Aiello 125, Thompson 88, fortably, Aiello Leslie 87, Plato 72, Neal 69, Muller 66, Rydell 53, Bouillion 49, Kox 43, Radermeoker 42. shadowing Leslie’s every move, but the Frenchman was content on, unable to catch the lead to hold position until the pit ers. Reigning champion stops. Leslie pitted first and a Rickard Rydell, cheered on by shck stop by his crew allowed the King of Sweden, made up him to rejoin second. Aiello for a disappointing retire came in the following lap, but ment in the Sprint race, by a problem with the right emerging victorious from a front wheel cost valuable sec race-long battle with Yvan onds and Leslie was able to Muller and Alain Menu for resume his place at the head fourth place. Menu had held the position of the field. Thereafter, the Scot was never headed and until Rydell made a play Aiello was unable to get close down the inside at Redgate. The Mondeo was forced wide, enough to make a pass with allowing both Rydell and the out risking both cars. Thompson grabbed third, Vauxhall of Yvan Muller to having passed Menu early take the place.

My favourite Martian? No, it’s Roger Penske, pretending to have made the billiionaire boys’ club. (Photo by smton images)

Who wants to be a BILLIONAIRE? PACWEST Indy car team owner Bruce McCaw and track owner Bruton Smith headed the hst of racing’s billionaires on Forbes magazine’s latest Hstings of the world’s 465 billionaires. McCaw and Smith were listed as being worth US$1.3b, while Sauber FI driver Pedro Diniz’s family came in at US$l.lb. Bemie Ecclestone was only said to be worth an even billion and it was surprising to see that Roger Penske, thought to rank up there with the best ofthem, didn’t make the list. A number of automotive families were included on the Forbes lists, amongst them, the Quandts of BMW fame ($9.9b), the Benettons ($4b), the Agnellis who own FiatyFerrari ($3.3b) and the Bosch family ($1.8b).

Wall, Bastiaans go Dutch treat

BRITON Jamie Wall

may yet return to the BOC Gases Champion ship. The former Honda dri ver has put together a deal to share a ’98-spec Nissan Primera with Dutchman Phil Bastiaans,

with each driving two sprint rounds and team ing up to share the car at Bathurst. Project Racing boss Nigel Barclay is waiting for word: “When the car arrives, we’ll do some thing with it,” he said.

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n World of Sport ttoiing !■ Motor Calendar Shell Championship Series V8 Supercars* July 11 . . .Q’land R’way . . . .Rd 7 .Rd8 July 25 . . .Calder Aug 8 . . . .Symmons Plains .Rd 9 .Rd10 Aug 22 . . .Winton FIA Formula One World Championship July 11 . . .Great Britain Rd 8 Rd9 July 25 . . .Austria Aug 1 . . . .Germany . . . . RdIO Rd 11 Aug 15 . . .Hungary Rd 12 Aug 29 . . .Belgium

FedEx CART Championship Series* July 11 . . .Elkhart Lake . . .RdIO ,Rd11 Jul 18 . . . .Toronto ,Rd12 Jul 27 . . . .Michigan Aug 15 . . .Lexington Aug 22 . . .Chicago

Rd13 ,Rd14

SOOcc World Grand Prix Motorcycle C'Ship* Rd8 July 4 Britain . . ,Rd9 July 18 . . .Germany .RdIO Aug 8 . . . .Portugal . Aug 22 . . .Czech Rep. . . ...Rd 11 Sep5 SanNarino Rd12' World Superbike Series* Rd8 July 11 . . .USA . . Rd.9 Aug 1 Europe .'.Rd 10 Aug 29 . . .Austria Sdp5 Oran Park Rdll s FIA Formual 3000 International C'ship July 10 . . .Great Britain Rd 5 Rd6 July 24 ■ . . .Austria . . Rd7 July 31 . . .Germany Aug 14 . . .Hungary Rd 8 Rd9 Aug 28 . . .Belgium 1999 NHRA Winston Drag Racing Series RdIO Jul 10 . . . .Bristol Jul 18 . . . .Denver Rd 11 ,Rd 12 Aug 1 Seattle Aust Formula Holden Championship* Jul 11 Q’iand R’way Rd4 '. .Rd 5 Jul 25 Calder Rd6 Aug 22 . . .Winton Australian Rally Championship* .Rd5 Aug 14-15 Melbourne ,Rd6 Sep 18-19 Tasmania Nov 4-7 . . .Rally Australia . . .Rd 7 FIA World Rally Championship* .Rd9 Jul 18 . . . .NZ RdIO Aug 22 . . .Finland Rdll Sep 19 . . .China Rd12 Oct 13 Italy

rt en1

Categories marked * are telecast by the Ten Network. Check your local guides for screening times 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 details.

Doohan may delay return

C'-'i

BARELY two months after a

concerns me right now is getting back on the bike. I’ve got to get strong. Until then there is no point in hopping back on the bike. I know I should do all right at that point so injuries, Mick Doohan made a watching the races on TV now welcome return to the Grand doesn’t bother me.”. Prix paddock. What training are you able to do Looking relaxed and upbeat, at the moment? Repsol Honda’s five times World “I’ve been in the swimming pool Champion was pleased to return to with a jogging belt on to simulate the sport he loves, even though he’s running. I look like a 78-year-old not yet fit enough to actually race. woman! I’m also riding a special “It’s difficult not being able to ride bicycle to keep the blood circulat the bike,” Doohan admitted. “But ing. The biggest problem is that I everything is going well. Quicker can’t weight bare on my leg. The than they should be according to maximum I can apply is aroimd 30 the doctors. But I would have hoped pounds, or just imder 15 kilos, on it. to recover even more quickly!”. As time goes by and my fitness But, as for an August return at level gets higher, I will be able to do Brno? “It’s difficult to say. I’ve got more exercises. So by the time I get to be realistic about this. I’ve been back to racing, I should be in pretty in this situation before, back in ’93, good shape”. when I came back too soon. I wasn’t Has the level of Grand Prix racstrong enough to do so. If you’re not ing gone down without you? I would like to think so ! But competitive, it’s better not to go out there. If I’m not up to speed at the this is a world championship and Czech Grand Prix then Lmay have the level is very high. Not being out to wait a little longer. But it will there racing. I’m not sure of what around that time. But unless I’m the exact pace is. Alex (Criville) is 100 percent fit, I won’t come back”. doing what he needs to do at the What is it' like for you to watch ' moment. Winning the race is good the racing rather than take part? enough. No-one is out there to do “Watching a race is probably the any better. Biaggi was the 250cc same for me as for anyone else, world champion, Kocinski was a Perhaps I nan see a little bit more superbike world champion and they than most people but what really cannot do better.” frightening crash during prac tice-for the Spanish Grand Prix at Jerez left him with several

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Yes Doc, I’m using the crutches you gave me... Mick Doohan, who describes himself as “looking like a 78-year-old woman”, at Assen.

Ford FI on the move Bayliss stays on top in UK By JOE SAWARD

THERE

were

rumours in the paddock at Magny-Cours that the Ford Motor

Company may decide to move Stewart Grand Prix and

*4-

Cosworth Racing into combined new premises at a site between the two cur rent factories. This would ensure that the current staff would be able to continue and that the engine and chassis departments would work in a much closer way - in a similar fashion to Ferrari. The logical location would be somewhere

'1 in the Towcester area as this would also mean easy access to Silverstone for testing. Our sources suggest that the most likely move

would be to an allnew green-field site, which could house all ^ of Ford’s competition activities, including rallying, touring cars, sportscars and FI teams. For almost a year there have been suggestions that such a deal might involve Prodrive boss David Richards (left) - cur rently headquartered in Banbuiy, 15 miles from Towcester.

. There are suggestions that a Stewart chassis was recently spotted at Prodrive m Banbury, painted up in British Racing Green -the traditional colours ot Jaguar in racing.

Fisi likely to stay at Benetton

By JOE SAWARD IN an effort to dampen speculation that Giancario Fisichella will leave Benetton at the end of the year Benetton has announced that the Italian has two more years to run on his Benetton contract and quoted him as saying that “I am 99 per cent sure to stay in 2000”. Much depends on Renault’s decision about Formula 1. If builds a new engine for 2001, he may decide it is ■wise to stay at Benetton and become Renault’s leading driver in two years. If not, the 26-year-old Roman may look at a deal to use the new Mugen-badged Honda engine with Jordan. An obvious replacement would be Olivier Panis, who is looking increasingly unlikely to stay at Prost Grand Prix. Panis has few choices for the future and his presence at Benetton might help convince Renault to make an FI comeback.

GSE Ducati Racing’s Troy Bayliss has increased his lead in the British

Superbike Championship following a double victory at Silverstone on June 21. In an incident-packed day of close racing, Neil Hodgson joined his Aussie team-mate on the podium in the first race and came home fourth in race two to move up to third in the championship standings. The first race saw Bayliss and Hodgson make great starts from the front of the grid. Both riders enjoyed spells leading the race, but it was Bayliss who came through to win his fifth race of the 24-round series, close ly followed by John Reynolds (Reve Ducati) with Hodgson in third. Race two saw Bayliss take the lead again and soon engage in a race-long battle with Kawasaki’s Chris Walker, whom he fought off throughout the 18-lap race to take the maximum 50 points and increase his championship lead by 31. “It’s been a fantastic day,” said Bayliss. “The whole team has worked really hard to get into this position and the Ducati and the Dunlop tyres worked perfectly. It’s so close out there that you can’t afford to make any mistakes.” For the other Aussie, Marty Craggill (Clarion

Suzuki), Silverstone herald ed his most competitive outting yet in 1999 with two ■sixth placings, despite expe riencing tyre problems. “I couldn’t get any traction when they went off. I made a couple of mistakes and lost some ground on the leading group and I couldn’t make it up,” said the Australian. After reverting to his first qualifying session bike set up for leg, Craggill’s race was shaping up as his most competitive of the year until he got held up in the early laps. “I got stuck behind (Steve) Hislop in the early laps and then I made a big mistake which let (Sean) Emmett and (Niall) Mackenzie past. I caught Emmett again, but the leaders were long gone by that time. But I’m happy with the fact that my lap times were better in the sec ond race, so the suspension changes we made worked well.” Clarion Suzuki Team Manager Paul Denning was pleased with the lanky Victorian’s progress. “Marty rode as well as he has all year, even though we had an unlucky day today.” Points (after 12 of 24 Rounds): Bayliss 218, Walker 187, Hodgson 166, Haydon 163, Reynolds 162, Emmett 114, 7 Hislop 102, 8 Craggill 98. - DARRYL FLACK

BIK

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2 July 1999

More than one string to Honda’s bow TADYUKI Okada was the victor

of the Dutch 500cc Grand Prix, after team mate Alex Criville

Tady on target: Tadyuki Okada rode like a champion at Assen, taking his second career win. (Photos by RaceAccess)

suffered a nasty fall and dislo cated his hip when he crashed heavily. American Kenny Roberts was second on his Suzuki ahead of Spain’s Sete Gibemau on a Honda. Criville suffered no fractures but is still in pain, putting a cloud over him racing in the British Grand Prix at Bonington this weekend. Okada had built a five-second lead midway through the race and cruised to his second 500cc victory, his first in Indonesia in 1997. Criville, who failed to pick up any points for the first time in seven races this season, had the consola tion of maintaining the overall lead on 129 points, 35 clear of Roberts with Okada a further point adrift. Criville’s accident was reminis cent of his spectacular crash at

.' iSi threafe'iSlnagQyagj.^g the ©Kp'îiionyiwhit Mick ddih^tS^d^JSi^flbmlnate:' ^ since G^î^gpstinitbwihtiî^pî^^^ ..takingiihisiiRbmefeataiunvaitaP’anB^cttranalB^^ ^^hei^99Wrid|go titie.' ' 'ifCriyil|e^d9§d’Hibndaiteam‘’tna^^paydlg^9 :rQkad&ihtthefiwaiiiapdf.tthefae'ejjwjihi ^the Japanese fidteteâkethfewinayMis. *■- '»lheSpaniard?Swih boPS!s;hiîM|jiy4hg- 1 iwMd: standihjs with: a'tetai of after six races. 55 poiBls ahead:>Of Americai|tlEnnv filberts, who finished sixth oh,h]ssûki. , Max BiaggLjuinped ouf fo an eariy iead in the f^liiSttkijomeft'eAacewith CHviiie iagging^behind in ,5fîdh. iBlPt^Criwilie made up iostground^ grabbing ^h'eiieadi o iiaps fatei^

Assen two years ago. But the fast, twisty circuit was also the scene in 1992 of his first 500cc grand prix victory. Brazilian Alex Barros crashed out when trying to overhaul Roberts on the final lap but mounted his bike again to cross the line in 10th place. “I had to try it but the front wheel touched the white line and I couldn’t avoid it,” Barros said. World champion Loris Capirossi, riding a Honda, won the 250cc race after a thrilling battle vrith compa triot Valentino Rossi. Capirossi overtook pole position holder Rossi early in the race but repeatedly lost the lead to the 20year-old Aprilia rider who had been hoping to win here to mark his father’s 250cc victory 20 years ago. Capirossi’s win was all the more satisfying in that he was suspended for last week’s Catalan Grand Piix for dangerous riding at the Italian Grand Prix earlier this month. Japan’s Tohru Ukawa, who fin ished fourth behind Briton Jeremy McWilliams, retained his overall lead with 134 points against Rossi’s 115. Ukawa’s countryman Masao Azuma surged past another Honda rider, Noboru Ueda, on the final lap to win the 125cc event. Azuma’s victory, his foui-th of the season, took him to the top of the standings with 122 points. Spaniard Emilio Alzamora trails him by 11 points. Championship points; CriviUe 129, Roberts 94, Okada 93, Gibemau 88, Checa 65, Biaggi 58, Juan Borja 55.

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“I have the wind behind me now but I am still ^ preferring to think from race to race,” said a delighted Criville after the race. The four-in-a-row statistic is significant for Criville; while it has been done by eight other rid ers, including Doohan and Agostini, all who have done it have gone on to win the 500 title. Agostini holds the record with 20 straight wins between April 1968 and September ’69. The other riders to have won four straight are Mike Hailwood, John Surtees and Geoff Duke (All GB), and Eddie Lawson and Freddie Spencer (both US). Barry Sheene and Kenny Roberts Sr both have a best of three straight wins. ITALY’S Valentino Rossi rode an Aprilia to victory in the 250-cc class after a duel with Japan’s Tohru Ukawa that lasted the whole race. However Ukawa, of the Shell Advance/Honda team, remained atop the standings with 121 points, while Rossi is second with 95.

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No such things as team orders: The Yamahas of Laconi and Checa came to grief, the Marlboro man becoming the second Spaniard to taste the tarmac.

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Juan back on Target m

i.-^.

I want to win, Juan: Montoya and the back-in-form de Ferran put on a great show in Cleveland. (Photos by Sutton-lmages) I want to win One: Franchitti is yet to get a chequer in '99. Here he gets the good oil from Montoya’s engineer, Mo Nunn.

By PHIL MORRIS NEW cars? No problem. New tracks? A-OK. Big reputations? Don’t mean nothin’. Once again, Juan Montoya has rewritten the rules for CART racing, winning the Cleveland round. Starting from the pole position, the young man from Bogota bat tled a rain soaked track and a strong challenge from Gil de Ferran to take the che,quered flag in a brilliant dis play of skill and poise. ^ It was his fourth win of the season. Montoya held the lead

through the first corner of the race and steadily pulled away from de Ferran, Michael Andretti and Paul Tracy, de Ferran continued to pressure Montoya as a light rain began to fall. What was expected to be a race built on fuel strategy wound up to be one determined by wet conditions. Just after the drivers dove into the pits for the first round of fuel stops, rain foijced them to change their plans as they were forced back into the pits for wet weather tyres. Montoya lost the lead to Roberto Moreno as he entered the pits on lap 33. It was not long before the

rain began to take its toll. On the next lap, Tony Kanaan, Jimmy Vasser and Tarso Marques, all of whom were still on slick tyres, hit the tyre barrier and were out of the race. With the rain get ting heavier, Paul Tracy spun, de Ferran was off the track' momentarily n and Fittipaldi spun while in the pits. The full course yellow flag waved on Lap 35. , On the restart (Lap 51), Montoya vaulted into the lead. Six laps later de Ferran passed him to lead the pack. Paul Tracy and Michael Andretti were right behind Montoya and pressing hard. Within a lap, both Tracy and

Andretti managed to get by Montoya as he continued to lose ground while still on rain tyres. Just when things looked bad for Montoya, he went to the pits for slick tyres and things rapidly began to go his way. Montoya managed to gain two positions when both Andretti and 'Tracy had unusually long pit stops. Montoya emerged from the pits in second place, behind de Ferran. He took the lead on the restart following a full course caution. “I think the race went quite well when it was really wet, but when it starts to dry, the car doesn’t work so

well on wet tyres,” said Montoya. “The same thing happened to me at Portland last week.” Afterwards, de Ferran said he gave it all he had. “To begin with, everything was normal. I was staying with Juan throughout the first stint, but when the rain came, that messed everything up. I came straight in and put wets on and went out there while it was raining. I was able to get past Juan and open up a gap. Unfortunately, it didn’t continue to rain. Finishing third was Michael Andretti, the veter an driver had a brilliant drive that was complicated by a ‘pit drive-thru’ penalty on lap 29 when he exceeded the 50 mph pit road speed limit. “On the first pit stop, I guess I was clocked at 51 miles per hour in the pit lane, which is one mile over

the limit [and resulted in a drive-through pit lane penalty],” said Andretti. “Then, the yellow [flag] came out and I was able to get on rain tyres quicker than most guys, which enabled us to make up a ton of spots.” Paul Tracy finished the day in fourth place after a startling and aggressive start which saw him vault fi-om eighth place on the grid to third in the opening laps. A1 Unser Jr. had one of the best races of the season as he finished in fifth posi tion. “It was great to get a top-five finish today. We found a good race set-up, and the Marlboro Team Penske Lola stayed with me all day long. Now we need to focus on qualifying better.” Points after nine rounds: Montoya 112, de Ferran 87, Franchitti 85, Andretti 78, Moore 69,Fernandez 65, Fittipaldi 62, Tracy 58.

If you onlyP^ once a year By PHIL MORRIS

GOODYEAR won one CART race

in 1997, one in 1998 and none in 1999- until Portland. Excellent driving, great pit calls and improved tyres combined to make sure that the American eagle scored a win this season, Gil de Ferran taking an ultimately easy win on the north-west. The Brazilian and his Valvoline/ Walker Racing Reynard-Honda took the lead when mercurial rookie Juan-Pablo Montoya spun away and advantage at a restart and, while the rest of the pack cruised home on fuel strategy, de Ferran and Walker hatched a plot to build a near-30s lead, pit for a splash and resume up front. And that’s just what happened, de Ferran taking his first win in 50 starts. “Basically, we knew we couldn’t make it to the end, so we just said ‘We’ll go with what we’ve got, the guys will do the rest,’ and that’s what happened,” said a smiling Walker after the win. De Ferran’s excitement was so great that he choked up as he climbed from the car to a crowd wait ing to congi’atulate him. ‘You have to know how much of a gap we needed to still come out in front,” he said. ‘We thought 30 sec-

onds should be enough, so as soon as we got about 20 seconds, I started to relax a little, and I pushed extremely hai-d. It’s great,” he said. This was only his third Champ Car victory. “I teU you, it feels fan tastic,” said the Brazilian whose last win was in Cleveland in July 1996. Helio Castro-Neves, who started second, took the lead from Montoya at the start of the race. He held a tight grip on the lead until a mechanical problem sidelined him on lap 31 ofthe 99-lap event. Montoya took over the lead and soon buOt up a lead of more than 12seconds over the rest of the field. All was going well until Richie Hearn managed to spin, bringing out a fullcourse caution flag on lap 40. For Montoya, the problems started on the re-start. He spun a full 360degrees coming off the final turn. In a brilliant display of driving, he managed to keep the car running and back on the course. The spin also kept the yellow flag out and allowed him to stay in second place, just behind de Ferran. Commenting on his fuel strategy, Montoya said, “Last time [when he ran out of fuel while challenging for the lead in Japan], we played it the other way aroimd and it didn’t work, so we tried going a different way today. But it was tough to hear every time you went by ‘You must save

Cumnims

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more fuel ... You must save more fuel,’ when I was already running half-throttle on the straights.” Dario Franchitti, who trails Montoya by five points in the stand ings, finished third. “Tail'd place after starting 12th is good,” said the Scotsman. “I don’t think you could believe how slow we were going there at the end. We were using fifth gear instead of fourth, using half throttle down the straights,just trying to make the fuel mileage. The team was talking me through it and called itjust right.” Franchitti was followed by Adrian Fernandez, Paul Tracy and Bryan Herta.

No fool with fuel: De Ferran took his third career win with better fuel strategy than the opposition. This never happens to JPM: While secondplaced Montoya had a spin and an off-track excursion, Jimmy Vasser retired with this fire. (Photos by Sutton-lmages)

2 July 1999

The heart ofthe matter in the heart ofFrance

he people who work for the Nevers tourist board believe that their little town is the crossroads of Europe. They are wrong. It is in the heart of nowhere. Ninety miles to the east across the hills is Beaune which has a far better claim to being the cen tre of the known universe (for Frenchmen) but that will not stop the Nivernais from believing that the world needs to pass them by. The fact is that the only things passing through Nevers are the Loire River and tourists who have got lost trying to find somewhere else. The town itself is nice enough - like many other small French provincial towns - and most of the people in Nievre departement (like a county) live there. Outside the town humans are few and far between, with the straw-sucking peasants seriously outnumbered by the thousands of white Charoiais cattle who wander around the fields. It’s a wonderful place if you like the quiet country life - a good place to retire perhaps - but the lush green fields and slow-run ning rivers do not usually impress the fast folk of Formula 1, who like to rev a little higher in life. In the Nievre it takes time to get things done. There are not a lot of good hotels, and the Nevers bypass - which was due to open in 1995 - has only just had its rib bon cut... The track itself is an impres sive place but the local infrastruc ture cannot support a Grand Prix, although everyone charges the same prices (or more) than some of the more glitzy and better-posi tioned events. Still, there are some advan tages of having the occasional race in the middle of nowhere. It means that a lot of the more tinselly members of the FI frater nity do not bother to make the trip. Magny-Cours is not as chic as Monaco. One does not have to work around camera-hanging VIPs. This does not however mean that traffic flows freely. Far from it. The presence of gendarmes and idiotic parking attendants (if that is not a tautologous state ment) means that inevitably there are always long traffic jams to get in to the Circuit Nevers Magny-Cours. They are not up to the standard of Silverstone’s great jams but they are annoying nonetheless. In the old days the MagnyCours track was called the Circuit Jean Behra, named after the best French racer of the 1950s. When I came reporting in 1984 it was a pretty ramshackle old place, but it had a certain rural charm. It was not a great track but thanks to the presence of the Winfield Racing School which trained many of the stars of the future - it had developed to become the heart of French motor racing. It was a working track -the home of the famous Automobiles Martini and a whole bunch of lesser racing teams and organi sations.

Isn’t it funny how racing cir cuits always want to be “the heart” or the home of a country’s motorsport? No-one ever wants their track to be known as “the liver” or “the spleen” of British motorsport”. Actually I know the liver of British motor racing - and he never looks very healthy... is no doubt in anyone’s mind that the heart of There

Formula 1 racing is a little bloke called Bernard Ecclestone, who recently featured in the Forbes Magazine list of the world’s bil lionaires. Without him the sport would have cardiac arrest and while it might not actually die. It would emerge from the trauma in a very different state than it is today. And that is a little frightening... For years we have all assumed - without ever really believing it - that Bernie would live forever. His recent heart operation - added to the sudden death of Dr Harvey Postlethwaite - has thrown a bucket of cold realisation over the FI paddock. No-one knew that Mr E was having trouble with his ticker. It was a very well-kept secret. Once the operation was over, so they say, Bernie climbed off the operating table and, ignoring the surgeons, went back to the office. He soon realised that it was not going to be that easy... I am sure that he will soon find, all his old energies again but one has to wonder what effect the whole thing will have had on him. FI needs Bernie right now. It is not ready to be run without his iron grip. There are no shortage of sun tanned, overly-coiffeured twerps in the paddock who think that

they can take over and run the sport when Bernie “goes" but they are dreaming. No-one - with the possible exception of McLaren’s Ron Dennis - has got what it takes to pick up Bernie’s torch and run with it. 1 also wonder whether it is a good idea that someone should even try to take over. I think the time has come for Formula 1 to grow up and put on long trousers. We have had a lot of good games over the years but we are now trading with the men on the mean streets of big business and we should accept that the time has come for a new structure and new ways. The sport needs to be tidied up and run differently. The danger, of course, is that the teams and the FIA will end up ripping the sport apart as they scrap for control of the money. It happened back in 1981-82 and did untold damage before a new structure emerged. The clever now would to get thatthing structure withoutbe having to have the battles. Noone wants Formula 1 to end up like the World Boxing Championship or is it the Boxing World Championship. Such silly division destroys the credibility of a sport. The only way I can see FI avoiding such a mess is for a new organisation to be put in place and the flotation to go ahead. Selling a large chunk of shares to financial intitutions will create stability and a reorganisation will create the way of running the business properly. This may not be what the team bosses want but it is the only sen sible way forward. The team bosses of today -

ll :/

even the young ones - are buc caneers. They have taken risks and cut corners to get rich and be successful and the only thing they respect and fear is Mr E. The older generation is begin ning to fade away now as big Bernie wants to do. A few years banks, investment houses and ago Ecclestone said that his one motor manufacturers move in. ambition is to make sure that the The people who are replacing sport he has built is not torn down them have no foundation in the by the people who follow him as sport. They are in it to make they fight for the control of the money. sport. To avoid that he has to get They say that you can be suc his house in order-just in case cessful in a business without one day the doctors have to knowing it and loving it, but I do come back and look at his heart not believe that works.You have again... to know what you are fighting for The good news is that in all and why. When Bernie first announced probability the heart operation will give Mr E a new energy (which is plans to float Formula One a bit frightening as well) and that Holdings he came up with an he will set off to build up other impressive list of directors includ areas of the FI empire. ing Ferrari’s Marco Piccinini, exEven at 68, Bernie shows no Mercedes-Benz chairman Helmut real desire to slow down. We Werner and Walter Thoma , for thought he was getting weary of it merly of Philip Morris. These are names which will all when he missed a few races, but now that the news of his heart give financial institutions the con fidence needed to invest in problems have emerged we have Formula 1 as a commercial enter an explanation for that... Bernie was not at Magny-Cours prise - and that is the future. The board will need to find a but there was a man there whose presence would, for once, have chief executive to run the corpo ration and the whole business will been welcome to Mr E. Jean-Marie need to be broken down into divi Balestre, former FIA President and sions which will control the vari longtime enemy of Ecclestone, was pr'an'cing around the Paddock ous different areas of the sport. There is still a massive amount .still wearing the same black jacket he used to love when he was the of room for expansion in F1. So far Bernie has not done it boss of the ballgame. The jacket was looking a little because he is always too busy older but “Monsieur Le President” juggling balls with both hands. Now that Ecclestone has had was as sprightly as ever. He’s his surgery, it is time for the sport now 78 - and he underwent a heart bypass operation 13 years to go under the knife in order for ago. it to emerge and flourish. It will Who knows, Mr E could still be not be an easy thing to achieve but it is essential for the health of roaring round the paddocks, bit ing the heads off team bosses, in the sport. 13 years from now... It may not be exactly what Photo by Sutton Images

Without Bernie

the sport would have cardiac arrest and, while it might not actually die, it would emergefrom the trauma in a very different state than it is today. And that is a little frighteningl l l

2Julyl999

[Ek)Q®[7SW®n^

Back in Business

l HRT Steamroller steps back into gear l Skaife first on day, Lowndes second l Radisich scores first podium for DJR l Seven Fords in the Top 10 qualifiers l McLean again top privateer Qualifying by PHIL BRANAGAN Race Report by AARON NOONAN

N front of a hometown Sandown crowd, the Mobil Holden Racing Team made amends for its

Hidden Valley hoodoo by thumping the opposition, leaving the rest scratching their heads and trying to figure out how and when they can beat those darn red, white and blue machines. Mark Skaife picked up two race wins and a second to come out of the round on top, with team-mate Craig Lowndes holding onto his Shell Championship Series points lead with a pair of sec onds and a win in the final race ofthe day. ' ‘ l Third on the day was final ly a result to go with the promise shown so far this sea son by Paul Radisich. The Kiwi was the best of the Ford drivers in the She'll Helix l Falcon and, despite being held up marginally by traffic 'in race three, was close enough in the miiTors of the leading cars to keep them on their toes. Of the rest. Garth Tender proved to be the quickest gun around off the startline, but not able to get the nose of the VCRT Commodore VS in a position to round the critical turn one in first place. In his last Sandown appearance Dick Johnson was kept busy as always with autograph hunters, but the veteran still managed to make the best start off anybody all year in race three, slotting in behind partner Radisich. John Bowe won last year’s first race at Sandown. On the weekend the Tasmanian car ried the CAT Racing Falcon

to its best-ever qualifying position of third as well as a strong third place in race one behind Skaife and Lowndes. Engine maladies hit the AU in the second race forcing JB to start from the rear in the final race. In the Privateer ranks Cameron McLean kept clear of the pack and even matched it with some of the Professional drivers and teams in the Greenfield Mowers Falcon EL.

;

. Qualifying

elbourne is Holden Racing Team Country and Sandown, more so. Ten minutes from the team’s headquarters, no-one can test at the Springvale track and that, it seems, plays right into HRT’s hands. So it proved in practice. Once the fog lifted, after a 90 minute delay, there was the odd interloper at odd times but, generally, Lowndes and Skaife ruled the roost on Saturday, When the 14 minute session started, it was business as usual. Lowndes ran off a Imll.1862s, Skaife a Imll.3078s on their first set of tyres. When they pitted for their second set, both improved; Skaife to a Imll.0777s but Lowndes jumped into the tens with a lml0.9386s. It was an stunning display; and no-one was really sur prised. The speed of the cars was visually daunting and they were visibly quicker through the first fom- tmns at the bottom of the track. Darwin’s seventh and 16th seemed a lot longer ago that

Reflections of Mastery: Mark Skaife and Craig Lowndes were the ciass of the fieid at Sandown.(Photo by oirk Kiynsmith) just three weeks... The shock - okay, mild surprise - of the grid was in third. It wasn’t so much that Bowe was third. The Tasmanian has almost always shown excellent fonn at Sandown and he had said at the start of the season that the CAT team would be on the speed by mid-season. But the conditions of the

day made it a pretty special achievement. In practice the 600 car was struggling with engine problems, losing 20kmh through the traps and compromising set-up time enormously. But, when it came time to go fast Bowe was right on the pace, a quarter-second from pole and looking forward to more on race day.

What is this, a one-make series? Bowe leads Bright, Longhurst, Seton and Radisich in an all-AU battle,(pnoto by Marshall cass)

Shelll Championshiiip Series Rd 6 SaindMn - Qu^liif^iing Time Car Pos Driver 1:10.9386 Mobil HRT Commodore VT 1 Craig Lowndes 1:11.0777 Mobil HRT Commodore VT 2 Mark Skaife 1:11.2325 CAT Falcon AU 3 John Bowe 1:11.2618 FTR Falcon AU 4 Glenn Seton 1:11.4499 Pirtek Falcon AU 5 Jason Bright 1:11.4831 FTR Falcon AU 6 Neil Crompton 1:11.6070 Castrol Falcon AU 7 Tony Longhurst 1:11.6615 Castrol SLX Commodore VT 8 Russell Ingall 1:11.7456 Shell Helix Falcon AU 9 Paul Radisich 1:11.7508 Mitre 10 Falcon AU 10 Mark Larkham 1:11.7552 11 Steven Richards Wynn's Commodore VT Valvoline/Cummins Commodore VS 1:11.7688 12 Garth Tander 1:11.8119 Cummins/JFR Commodore VT 13 John Faulkner 1:11.8739 Shell Helix Falcon AU 14 Dick Johnson 1:11.9699 Wynn’s Commodore VT 15 Greg Murphy 1:12.2295 Greenfield Mowers Falcon EL 16 Cameron McLean 17 Jason Bargwanna Valvoline/Cummins Commodore VT 1:12.2868 1:12.3772 Young Lions Commodore VS 18 Todd Kelly Castrol Perkins Commodore VT 1:12.4064 19 Larry Perkins 1:12.4175 Harlequin Commodore VS 20 Rodney Forbes 21 Cameron McConville Warwick/Ecko/JFR Commodore VS 1:12.6469 Microplex/Lansvale Commodore VS 1:12.7668 22 Trevor Ashby 1:12.8930 23 MarkNoske Young Lions Commodore VS 1:12.9054 Densitron Commodore VT 24 Tomas Mezera 1:12.9479 Aloe Quench Commodore VT 25 Dugal McDougall 1:13.4596 IT Sen/ices Commodore VS 26 Chris Smerdon 27 David Parsons Challenge Recnitment Commodore VS 1:13.5311 K&J Thermal Products Falcon AU 1:13.6427 28 PaulWeel 1:13.8700 Trust Bank Commodore VS 29 Wayne Wakefield 1:13.9083 Ultra Tune Commodore VS 30 Mick Donaher 1:14.1306 Colourscan Falcon EL 31 Danny Osborne 1:14.2566 Toll Falcon AU 32 Anthony Tratt 1:14.2822 Pro-Duct Commodore VS 33 Allan McCarthy 1:14.9814 Supercheap Auto Falcon AU 34 John Briggs T.15.0969 Steel Dreams Falcon EL 35 Mike Conway 1:15.3186 Gatorade Commodore VS 36 John Cotter 1:15.4707 V8 Racing Commodore VR 37 Richard Mork 1:15.4957 Saabwreck Commodore VS 38 Mike Imrie Redline Sports Commodore VS 1:15.8824 39 Barry Morcom No Time Autopro/Bud Commodore VS 40 Rod Nash No Time 41 Bob Thorn Supercheap Auto Falcon EL

2 July 1999 Commodore VS, having escaped a bizarre incident in practice. The car got hooked up in the airline boom in pitlane and the air hose wrapped around the rear wing, spin ning it through 90 degrees and leaving it in-line with the car. A spare was sourced from the Young Lions team, among some red-faces...

Race 1 (16 laps)

Rough ride; Russell Ingall had a ’character-building’ weekend at Sandown, spinning down the field in race 1 and playing catch-up for the rest of the weekend. (Photos by Dirk Kiynsmith and John Morris/Mpix)

was Seton fourth. Crompton sixth. NeU felt that he had missed a httle on his fast lap, while Seton was con tent with his time, even it he would have preferred a front row slot. Bright was kicking himseE After having all sorts of set up problems in practice he basically guessed on setting for qualifying and was delighted with the results. Jason had a fast lap going until the final two corners where he felt he over-drove somewhat; the computer indi cated that an 11 flat had gone begging. Longhurst was seventh. The Castrol Falcon - not the newer car built for Macrow, but his usual race car- - had contended in all the untimed sessions. Since Darwin the team had made significant changes to the car’s damping, both on brand and set-up and the team was really happy with his ‘race’ pace. Ingall followed. The Castrol cars had at least had a test

ran on the new settings pio neered at Darwin and Ingall admitted that the car was “similar, but not the same” as it had been in the deep north, indicating that the car had been ‘reversed’ from the radi cal settings which had worked well in the heat at Hidden Valley. Ingall’s main problem was a broken diff housing during the session, which looked worse than it was, but Perkins was not as happy. He was back in 19th, but not specifically as a result of any mechanical problems. LP didn’t know what to put it down to; there was a theory that he was not driving the car as forcefully as he had been at Hidden Valley, but Perkins himself was fairly mystified (if not hugely wor ried) about why he was so far back. Radisich was ninth, happy ■with his car but feeling that he had left a little time on the track during his fast laps because of having unscrabbed

tyres on the while car. M a r k Larkham-was in 10th, not suited to the flowing style of the track but, significantly, making it seven AUs and three VTs in the top 10. The Mitre 10 car had cone over a sandtrap as a result ofa Bowe oil problem in practice. The usual airdam/radiator damage was sustained, the lack of track time being the biggest loss. Eleventh was Richards. The Wynns Racing team’s usual problem of not picking up any speed on newer rubber though, in this regard, Steve was less badly handicapped than Murphy who admitted that the car picked up not time at all on fresh tyres.'That was reflected in his times; PI 12.40, P2 12.09, Qualifying 11.97s. One lousy tenth. Richards was,;at least, four spots better off, picking up three tenths on new Bridgestones. But why the WRT cars are slow, relative to the front-line competitors, on new rubber remains one ofthe series’ mysteries at the moment. Tander was 12th, stiU in the

older VS, but Bargwanna was well back in 17th. The VT was causing all sorts of headscratching and Bargs admitted that every spring that the team could lay it hands on was in the car. It still looked ugly on the track and the team was looking for better on Sunday but the warm-up offered little; the VT was just behind its Q pace, while 'Tander was 0.01s faster to be fourth fastest in the session. The now-almost-completely unsponsored JFR VT was 13th, the crew carefully scrap ing the last of the Betta sig nage off their auxiliary equip ment, while Johnson would start his final Sandown race as a driver in 14th, even if he was less than Is off pole posi tion. McLean led the Privateer ranks in 16th while other top 20 qualifiers were HYT returnee Todd Kelly (18th in the famous/infamous HRT ‘Petty Bar’ VS) and Rodney Forbes, for once enjoying a rel atively straightforward run in the stunning Diet Shake VS, which was two spots and 0.35s clear of the sister car of Trevor Ashby. In his first Shell series race McConville lined up 21st in John Faulkner Racing’s

Warm-up sessions don’t score championship points, but they certainly give a good indicator of who will be a man to watch throughout Sunday’s races. Sandown’s warm-up looked to be more of the same, Lowndes and Skaife in the mid to low 1:11s, but who was third? “Mr.Simda/’ Paul Radisich was third quickest, giving the Ford fans hope yet of some thing other than a HRT family feud. With a maximum grid of 36 cars, the first corner again proved telling. The HRT duo launched well dragging one another down to turn one, with Skaife getting the upperhand on the pole-sitter Lowndes. Behind Bright had made a stunner, slotting in behind Bowe in fourth place, with Radisich and Seton on their hammers. 'The second comer claimed a victim or two, Larkham and Noske playing ping-pong with the barriers. Larkham pushed on to be 15th, while the Young Lion crawled back to the pits to retire with bent steering. Crompton was another to come to grief, running off the road at Dandenong Road Corner, spoiler smashed to pieces.'The Falcon rejoined the circuit on the same piece of bitumen as Tander, leaving a huge mark in GTs door. The HRT crash was being applied out in front, Bowe now 1.5 secs behind Skaife and Lowndes. The Falcon dice (best of the rest more like it) developed, Seton closing on the Bowe, Bright, Radisich fight, but lacking the car speed to do much about the trio. While HRT’s dynamic duo drove away from the field, another duel was taking place behind Seton, Longhurst hold ing up Ingall and Tander. A sMde coming onto the straight on lap nine allowed Ingall to blast past, Tander following. Tony quickly slipped back,

struggling to keep pace. Richards eventually would nab the Castrol Falcon before the end. Bowe in a lonely third was the fii’st driver to dip into the 1:11s bracket, but by now the gap to HRT was nearly four seconds and the CAT driver was running for third. Skaife and Lowndes responded, dropping into the 1:11s also. Lowndes though couldn’t do anything about Skaife and held down a solid second. One car was really good on one half of the circuit, the other was really good on the other half of the circuit, and it was showing, Craig sticking with Mark but unable to pass. A ‘desperate’ was out ofthe question. ‘Mr. Sunday’ had hit his straps and dived past Bright at Dandenong Road Comer on lap 13, setting off after Bowe. The manoeuvre allowed Seton to close, but the FTR driver couldn’t capitahse on the situ ation. It aU seemed set to end that way but a further twist would wind its way into the story line. Ingall, who had moved up one position to seventh, locked the rear brakes on the Castrol SLX machine at turn one, slid ing all the way back down to 18th just behind Cameron McLean with a pirouette on the grass. “My mistake,” med Ingall. No points for Rusty in race one n would see an interesting charge for race two. It was all smooth sailing though for Skaife and Lowndes, taking the chequer seven seconds clear of Bowe, with Radisich grabbing fourth having made up five positions, four of them in the opening comer shuffle. JB was nevertheless pleased with the CAT team’s first V8 podium finish. “I’m very encouraged-by it all, but there’s still a long way to go to catch those others...” Traer words have never been spo ken Bright held out Seton for fifth while Tander was anoth er mover in the pack, ending up seventh having started 12th. Richards followed him home ahead of Longhurst and Bargwanna. Bargs had started 17th but the Valvoline driver still wasn’t a happy camper. Continued over page

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5 o

16 2July 1999 Lowndes

Continued from page 15 Before the next race the Garry Rogers crew would change virtually everything on the VT in a bid to move further up. Of the other big movers, Perkins climbed eight posi tions for 14th, while McDougall moving up nine for 16th.7

Race 2(20 laps)

ith clear skies continu ing, Tander made a bolter to draw up with Skaife, but ended up fourth in the first corner punch-up. Skaife swung through ahead of

and

Radisich.

Bargwanna though was fifth behind his team mate!! Behind, deep in the pack, it looked like 1998 all over again. Anthony Tratt and Wayne Wakefield made contact, the Toll Falcon spinning to a stop prompting officials to bring out the Safety Car, the carnage, thankfully, not a patch on last year’s startline smash-up. Before the field had cornpleted a lap to form behind the Safety Car, Bargwanna had clashed with old foe Bright, resulting in a pit stop to replace a knackered rear tyre after taking the agricultural route through the Esses,

Richards too was out, making contact with Dick Johnson and then the guard rail coming onto the back straight, “It only hit at about 60 km/h,” said Richo. Jnr following the race, as the Wynn’s boys set to work fixing the right front suspension of the Holden. Again the curse of only getting new tyres for qualifying and being shoved back on the grid had struck, and again the Gibson crew had some battle-damage to fix, though through no fault of Steven, it must be said. Bowe too was heading for pit lane. He’d been swamped

off the line and cruised into pit lane with the fan belt having been flipped off the Ford V8. The CAT stopped growlmg. While the crews mopped up the mess on the front straight, it gave the HRT boys another shot at blowing away the opposition in the early laps on cold tyres, When the green flag waved after four laps under the caution, Skaife and Lowndes duly walked away, leaving Radisich to fend off Tander, Longhurst and Seton. The Kiwi was having a go, the bootlids of the HRT Commodores within breathing distance, but some bad

Cam tops the Privateers

CAMERON McLean was again the , class of the field in the Privateer t 1 ranks. 'E The Saturday afternoon 12-lap- I per began with a bang. The field | was closely bunched heading into T turn one, but when the dust had set- § tied, Trevor Ashby emerged off the ^ circuit, with Cameron McLean through into the clean air and the lead in the Greenfield Mowers Falcon. The Queenslander cleared out comfortably, breaking the lap record (which would be undercut even fur ther on Sunday) to ease away and win from Rodney Forbes by 4s, with David Parsons filling third. The real action though for the race was going on not far behind, with Mick Donaher and Chris Smerdon racing 'Lansvale goes to the beach: wheel-to-wheel on a number of ^ Trevor Ashby was in the heat of occasions, the fight resolved in the = battle in the Privateer ranks. favour of the South Australian. | '' And the crowd is on its feet: Allan McCarthy filled sixth, | beatSome of them had obviously stopped 2 ing home Wakefield, Imrie, Mork, M at Sydney’s Lounge Discounters... a. Cotter, Conway and Morcom. Ashby was the only non-finisher, left) he cruised home from Forbes spinning again at the end of the (18th), Ashby (21 st). Parsons(25th) and Smerdon (26th). Brock Straight on lap ten while try Behind came Donaher, who had ing to make up lost ground. been forced wide at Shell '' In Race 1 on Sunday McLean MasterCard (T1) on lap 16, virhile led away, settling in 14th and ahead between them. When Ingall got on Wakefield was caught up in the early of Faulkner, with Ashby following (in after his off, he was in the split as well, lap kerfuffle and was well back after a 19th) and Wakefield. Donaher, after a leaving the Greenfield EL with a handy pitstop. great start, was soon in trouble; an lead in 17th outright. In the final outing it was again pret opening lap ding put pressure on his Ashby followed from ‘Truckle’ ty straightforward for the Greenfields left-rear tyre, which went down after car. None of the Privates were actualiy Parsons. Forbes (after an excellent five laps. He pitted and resumed with start), a slow-on-the-straights engaged in a race with themselves, a healthy car. but McLean rekindled a few memories Wakefield and Smerdon, who led the McLean’s lead lasted until lap 11. Johnson had a moment in front of him Pro Duct car of Allan McCarthy. by dicing with Pro McConville, getting The second race, from a Privateer past and up to 12th. and Cameron, who was just adjusting Behind Donaher and Cotter had his brake bias in the run into the cor point of view, was a duncer. McLean led before and after the Safety Car spins, Forbes got up to 18th to lead ner, speared off. But such was his was on the track and, after a dice with home Ashby (21st) and the Parsonsclass lead he got back on -just- in Smerdon-Donaher train. McConville (moving past with two laps front of Ashby and Mezera got

runs with traffic let them edge away just that httle bit as the five leaders all recorded times in th#l:11.7s fi-ame. Seton the fastest. “The Commodores were just inching ahead. Even if I was right on them I couldn’t do anything about it,” explained Radisich at the post-race press conference. McConville in the JFR VS was quickly on the money in his Shell sprint race debut, renewing old acquaintances with former Super Touring sparring partner Cameron McLean just outside the top ten. Ingall by now had clawed his way up to 11th. Crompton too was making up for a bad race one in 21st with fellow rear of grid starter Noske up to 24th by lap 12. The Tander/Longhurst/ Seton/Bright/Murphy fight continued, Tony running stronger than race one but eventually slipping to 16th by race’s end. On lap 15, Seton claimed the lap record, lopping one second off Bright’s 1998 record. Skaife again though held off‘Junior’ with Radisich a fighting third. Tander took a strong fourth, clear of Seton, Bright, Murphy, John Faulkner, Johnson and Perkins. Ingall made it to 11th. Behind McLean held out McConville and Mezera, with Mark Larkham having a shocking weekend in 15th.

Race 3(16 laps) Faulkner brokelap an for axle on the warm-up race three, the JFR VT being wheeled away in desperate need of sponsorship. Again Tander made a storming start and took the argument right up to Skaife as Lowndes this time took the lead. Tander shoved the Valvoline car up the inside of Skaife, hut the ’94 ATCC champ somehow managed to bounce across the outside kerb and keep the youngster in third ahead of Radisich and who else but Johnson. DJ had made a brilliant start, his last at the Sandown venue, and latched onto the tail of Radisich in fifth. By the end of lap two Lowndes led Skaife, Tander,

Radisich, Johnson, Bright, Ingall, Seton, Perkins and McConville. Cam though would fall back slightly with his tyres wanting to go on holidays, having bimit them up in a bid to keep up with the cars ahead as the laps wound on. Nevertheless he had been impressive in an older car with the goal of getting part of the way back into the V8 groove before joining HRT being accomphshed. By lap four Lowndes had 1.7 secs over Skaife, who in turn was 0.9 secs clear of Tander. Tander’s team mate Bargwanna had again cut his way through the field, latching onto the back of McConville. But the tough season that has been 1999 again got worse for Jason on lap 13, the engine going dead on the back straight. “It just had a vibration and it just expired, that’s all I know,” he said afterwards. Again there was a charge from the back of the grid going on. Bowe with fan belt back in place was running like a train up to 17th, while a repaired Richards had risen to 20th. Lowndes continued to flex his new VT’s muscles, the lap record falling to Craig at 1:11.6535s on lap eight. Johnson, after his flying start, was beginning to fall back, and was taken by Bright and Ingall, with Seton slicing past at the end of the Brock Straight a lap later. The dice of race three developed between a convoy led by McLean, with Longhurst, McConville, Larkham, Crompton, Bowe and Noske all in close company. But the V8 convoy was rolling on, Lowndes in the drivers’ seat taking the flag over Skaife by two seconds. It was enough for Skaife to win the day overall, with Craig second and Radisich, fourth in the final race, filling the final podium, Lowndes nailed a 1:11.7s on the last lap, a grim reminder to the other V8Supercar teams of the sheer dominance of the HRT steamroller which was, as they say in the classics, “back in town” following the hiding at Hidden VaUey.

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2 July 1999 It has been a long time a really good race,” he said. between drinks for DJR, the “It really all came down to last time one of the yellow the starts,” said team mate and red Fords had visited the Lowndes matter-of-factly. Radisich was certainly podium had been John Bowe’s win at Winton last happy with his first podium finish in Australia since his year. Tander again illustrated second place finish in the the speed and nouse which 1990 Bathurst 1000 and his in the V8 class. has put him sixth in the first (( I’m very pleased to final championship with third, while Bright held out Ingall ly get onto the podium. The car went well all day. We for fifth. Seton was seventh, ahead made some changes for the of Johnson, Perkins, Murphy, last race but it didn’t quite McLean, Longhurst, go the right way.” he said. McConville and Larkham. The Shell Championship McLean was top privateer on Series now moves to the Queensland a day where for the first time brand-new he actually managed to finish Raceway in a week’s time for the first race, critical in any the seventh round of the senes. title chase. The new circuit hosted a “The car’s always gone well here, the racing was so VSSupercar test session a fierce today, and it’s.easy few weeks ago and the not to have the best week Queensland Ford teams who end” said Skaife, who now tested there know where the sits within striking distance circuit goes. Now they just have to find of Ingall and Bright in fifth which way the HRT cars in the championship. “We’ve (Lowndes and went at Sandown before Skaife) raced incredibly they can do anything about hard today, it was genuinely it...

Once again, it’s Mac and Mac time

T was a case of deja vu for the two Camerons, McLean and McConville, at Sandown. After spending much of the last two seasons playing tag in the BOC Gases Super Touring series the two V8 new lads found themselves chasing each other around Sandown in their Falcon and Commodore respectively. “I always enjoyed racing against Cameron last year.” said Privateer win ner McLean after the battles. “It was just like old times. He’s awfully difficult to pass but you know that he won’t turn you around. I knew from last year it wasn’t going to end in tears. “Especially since we were pitted in the same garage.” The mutual admiration continued from the Victorian. “Great driving, great fun.” said McConville. “I don’t regard Cameron as a Privateer but, then, I never really did before. He’s got a good car and he and the team have done a good job with it. Compared with the last two years, he probably is a little better off, machinewise, that he was in Super Touring.

Race 1 (16 laps)

Twin Cams- or Double MacFeast? Cameron McConville leads Cameron McLean and John Cotter at Dandenong Road in the second race. (Photo by Neil iiammomi)

“Cameron has some good horse power and he knows what to do with it. He went around the outside of me over the top and 1 was pretty impressed. “I was giving him a little room.

though. I would think his budget is a little bigger than ours; one crash and I’m going to miss a race. “Maybe that will all change at the last race at Calder...” - PHIL BRANAGAN

Race 2(20 laps)

Race 3(16 laps)

Pos Driver Pos Driver Pos Driver Race time F/iap On Race time F/iap On Race time F/iap On 29:36.3204 1:11.7823 9 19:19.4497 1:11.6535 8 1 Mark Skaife 1 Mark Skaife 1 Craig Lowndes ^ 19:23.2600 1:11.8819 14 29:37.1849 1:11.7946 10 19:21.7929 1:11.7092 6 2 Mark Skaife 19:23.7450 1:11.8615 9 2 Craig Lowndes 2 Craig Lowndes 3 Paul Radisich 29:39.2292 1:11.7765 9 3 Garth Tander 19:26.8254 1:11.8962 5 19:30.3521 1:11.9621 6 3 John Bowe 4 Garth Tander 29:40.3654 .1:11.7878 11 4 Paul Radisich 19:28.2567 1:12.1333 15 19:32.4467 1:12.0534 10 4 Paul Radisich 5 Glenn Seton 29:41.6918 1:11.7555 15 19:28.6645 1:11.6842 13 19:33.4790 1:11.9888 9 5 Jason Bright 5 Jason Bright 29:44.3283 1:11.9940 16 19:33.1183 1:12.1908 8 6 Jason Bright 19:33.7682 1:12.0597 10 6 Glenn Seton 6 Russell Ingall 29:48.4989 1:12.3412 10 7 Greg Murphy 7 Glenn Selon 19:39.7066 1:12.2733 7 7 Garth Tander 19:33.2693 1:12.0545 .14 8 John Faulkner 29:48.7448 1:12.3787 11 8 Dick Johnson 19:36.6800 1:12.1137 9 8 SteverFRichards 19:40.4915 1:12.4711 11 29:52.9789 1:12.4919 9 9 Dick Johnson 19:38.1587 1:12.2083 6 9 Larry Perkins 9 Tony Longhurst 19:42.6642 1:12.5170 7 29:53.0354 1:12.6171 12 10 Larry Perkins 19:42.4412 1:12.4257 7 . 10 Greg Murphy 10 Jason Bargwanna 19:43.1997 1:12.6204 7 29:56.5577 1:12.4428 16 11 Russell Ingall 11 Cameron McLean 19:44.6176 1:12,7043 12 11 John Faulkner 19:44.2072 1:12.1048 9 12 Cameron McLean 30:01.1561 1:12.4971 16 12 Dick Johnson 19:45.0799 1:12.4082 9 12 Tony Longhurst 19:44.9665 1:12.2179 16 13 Cameron McConville30:02.1698 1:12.8289 8 19:45.3469 1:12.4744 5 13 Greg Murphy 13 Cameron McQpnvillel 9:47.9456 1:12.5427 6 30:02.8557 1:12.8457 15 14 Tomas Mezera 14 MarkLarkharn 19:48.7154 1:12.6621 7 19:47.2720 1:12.5752 8 14 Larry Perkins 15 Mark Larkham 30:03.5671 1:12.6123 14 15 MarkLarkharn 19:49.7865 1:12.4859 5 15 Neil Crompton 19:48.8750 1:12.6067 9 30:09.2015 1:11.9320 11 16 Tony Longhurst 16 John Bowe 19:49.2047 1:12.0257 5 16 Dugal McDougall 19:56.1033 1:12.8615 6 T7 Jason Bargwanna 30:10.2926 1:12.4126 12 17 Cameron McLean 19:56.4952 1:12.2426 9 19:49.7590 1:12.7682 12 17 MarkNoske 18 Rodney Forbes 30:11.0232 1:12.7007 11 19:58.8134 1:12.2120 7 18 Tomas Mezera 18 Russell Ingall 19:5,0.0830 1:12.9120 12 19 Neil Crompton 30:11.5822 1:12.4800 14 19 Tomas Mezera 19:59.5218 1:13.0328 13 19 Sieved Richards, 19:55.3252 1:12.6218 11 20 Dugal McDougall 30:14.0548 1:12.9870 10 20:00.4416 1:12.8639 12 20:00.4462 1:12.9022 5 20 Trevor Ashby 20 Rodney Forbes 30:14.5019 1:13.2346 20 21 Trevor Ashby 21 Paul Weel 20:02.3303 1:13.2717 7 20:06.3424'1:13.6726 7 22 Mark Noske 30:15.3130 1:13.1317 12 - 21 Paul Weel 22 Cameron McConville20:03.3483 1:12.9148 9 20:06.7984 1:13.0012 7 22 Todd Kelly n 23 Paul Weel 30:16.4944 1:13.5145 10 20:11.9971 1:13.5849 7 23 David Parsons 20:07.3889 1:13.5180 4 23 Todd Kelly 30:16.8475 1:13.2002 17 24 Todd Kelly 24 David Parsons 20:12.8242 1:13.8292 12 20:13.2129 1:13.3918 11 24 Trevor Ashby 25 David Parsons 30:22.1430 1:13.6692 12 20:13.3150 1:13.6429 12 25 Mick Donaher, 20:13.9418 1:14.1333 10 25 Anthony-Tratt 26 Chris Smerdon ,30:29.9280 1:13.6920'12 20:18.1104 1:12.5439 9 26 Chris Smerdon , 20:14.1804 1:13.8946 16 26 Rodney Forbes 30:42,0666 1:13.8912 12. . 27 Mick Donaher, 27 Wayne Wakefield 20:20.8435 1:14.5364 11 27 Dugal McDougall 20:19.4227 1:13.6443 8 30:44.1373 1:14.5695 10 28 John Briggs 28 Chris Smerdon 20:22.5794 1:14.1321 14 20:33.5936 1:14,5427 11 28 John Briggs 29 Mike Conway 19 laps 1:15.7792 18 20:22.8063 1:14.2521 14 29 Mike Imrie 29 Allan McCarthy 30 Richard Mork 15 laps 1:15.7121 9 19 laps 1:16.2637 9 20:32.0767 1:14.7253 7 30 John Briggs 31 Jehn Cotter 30 Wayne Wakefield 15 laps 1:14.8025 8 18 laps 1:16.1281 8 31 John Cotter 15 laps 1:16.3629 9 31 Mike Conway 15 laps 1:15.8064 7 32 Wayne Wakefield 17 laps 1:15.3387 12 32 John Cotter 32 Mike Conway 15 laps 1:15.6663 6 15 laps 1:16.3860 4 DNF Allan McCarthy 15 laps 1:13.7672 12 33 Mick Donaher 15 laps 1:14.1967 15 DNF Jason Bargwanna 12 laps 1:12.3939 6 DNF Anthony Tratt DNF Richard Mork DNF John Bowe DNF Danny Osborne 11 laps 1:15.0709 6 9 laps 1:16.1243 6 DNF Steven Richards DNF Neil Crompton 1 lap 1:45.3391 1 DNF Allan McCarthy 3 laps 1:15.4619 3 DNF Mark Noske DNS Mike Imrie DNF John Faulkner 1 lap 2:20.0055 1 DNS Mike Imrie DNS Danny Osborne DNS Danny Osborne DNS Barry Morcom DNS Barry Morcom DNS Barry Morcom DNQRod Nash DNS Rod Nash DNS Rod Nash DNQ Richard Mork DNS Robert Smith DNS Anthony Tratt DNQBob Thorn DNS Bob Thom DNS Bob Thorn Points after round six: Lowndes 962, Seton 814, Bright 786, Ingall 750, Skaife 706, Tander 602, Murphy 586, Bowe 518, S. Richards 512, Perkins 482, Longhurst 482, Johnson 480, Noske 460, Bargwanna 438, McLean 412, Radisich 394, Larkham 316, Faulkner 304, Crompton 275, Donaher 263, Forbes 183, Romano 178, Reed 176, Parsons 168, McDougall 156, Ellery 154, Mezera 148, Ashby 122, Weel 94, Doulman 92, Gardner 88, Smerdon 66, Emerzidis 60, Nash 52, Russell 50, Crick 37, Finnigan 36, Pretty 30, Tratt 28, Briggs 28, McConville 24, Imrie 23, Conway 22, Wakefield 20, Kendrick 17, Heath 13, Baxter 7, Kelly 6, Thorn 4, Colter 1, Peters 1.

The Old Flame still bums; Johnson made the best start of the season - ever?- in race 3, going from ninth to fifth in the first corner.

Do you like V8 Supercars

Just like a local: Radisich came to grips with Sandown brilliantly, even learning the Two wheels over the kerb’ thing on his way to third overall on the day. (Photos by Marshall cass)

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18 2July 1999 n Tony Longhurst had a spare FdconAU at Sandown,the new car ear marked for Adam Macrow to drive,starting at Queensland Raceway. Rather than have the car there as an actual spare,its build program has con sumed much ofTLR,’s spares,so theyjust packed the car and headed south. n Mark Skaife dedicated his winning weekend to Andrew Crouch, his trainer ofthree years, who died sud denly recently. n The fog-induced late start on Saturday meant that the program was delayed,forcing SCS com mentator Bany Oliver to miss hosting the regular post-qualifying “meet the people’session. Into the breach was drafted none other that MN editor Phil Branagan to add voice to the proceedings. n Formula Ford celebrat ed its 30th birthday at Sandown with a record nine former title winnei-s appear ing on the SCS grid: Lowndes,Bright, Richards, IngaU,Larkham,Perkins, Mezera,Tander and McConvUle.Another sixKelly, McDougall,Forbes, . Baigwanna,Noske and Bowe-all learned their' ci-aft in the FFs. HMcConville’sfii-st appearance in a Shell rormd was in a proper MHRT racesuit, a marked change from the usual hand-me-downs he wore for most ofhis twoyear stint at Audi... V

n Austi-alian NASCAR chassis guru Tommy Smith, most recently more well known for building Terry n Wyhoon’s super fast Foifr Thunderbird, was wearing a Valvoline/Cummins team hat at Sandown.Smith hav ingjoined the Garry Rogersowned team on a pari time basis. n An interested wife of one V8 Supercar team owner was listening to series commentator Barry Oliver inform the Sandown spectators ofthe cost ofrac ing.“An engine will cost you $70,000 and a gearbox $18,000” the said wife heai-d, who then replied “And aU I want is some new caipet...”

Richards avoids Viper’s Sandown bite

Report by GERALD McDORNAN WITH seven makes of cars in the top 10, and the first appearance of the year for polesitter Garry Waldon and his Dodge Viper, the dominance of the Porsches looked to be

challenged at Sandown. But, with the circuit demanding not only straight line power, but also con stant heavy braking, Porsche’s reign wasn’t over just yet - series leader Richards taking a win in the first race when the braking took its toll on the Viper... But, a reduction in laps for the second race, thanks to a start line accident, allowed the Viper to show its poten tial over race distance, Waldon taking a win

Race One The power of the Viper had Waldon leading on the first lap - the story of this race was, could the heavy Dodge last the entire distance with its brakes - Richards and Park fought it out for second while Teulan made a stun ning charge from 10th to befifth at the end ofthe first lap. The race was fairly orderly for the first few laps, but by the sixth Lintott had worked his way up to sixth, at the same time Cartwright clipped the curb - he and Teulan spun off at the first turn. Brakes were starting to hurt Waldon by the eighth

lap, Richards on his tail through each turn, although up the straights it was still all Viper. Park was putting his nose in everywhere Richards was and, for a short while, the Ferrari went past both the Porsche and Viper. By the 12th brakes finally took their toll on Waldon, Richards, Park and Beninca were past and Fitzgerald was right on his tail Waldon last just another two laps... In the end Richards took a comfortable win by six sec onds, ahead of Park, Beninca and Fitzgerald, Spiridis fill ing in for fifth, Lintott sixth, Morgan, Aitken, Dean and a resurgent Teulan rounding out the top 10.

Race Two The second race proved to be a major crash-fest right from the start when Park’s

Ferrari blew its clutch on the line. Like a red rag waving at a bull, the stricken Ferrari attracted the attention of Teulan’s Skyline, plowing into the back of it after Teulan was left with nowhere to go. With both vehicles exten sively damaged, the race was red-flagged When the now shortened race - to 12 laps - was restarted Waldon got a solid start while Lintott’s Viper received a tap in the rear, pushing both himself and Dean’s Saleen Mustang off the track. A little further around Richo gave Beninca a tap, the left rear guard rubbing on the tyre. Beninca carried on for another lap, although the damaged proved to be a little too much, the tyre blowing and sending the black Porsche out of control on the approach to

Dandenong Rd, spinning before hitting the armco hard and flying in the air. When the heavily damaged Porsche came to a stop, an extremely mad Beninca emerged safely. 'The safety car headed out onto the circuit for three laps before the action got back underway, Richards and Fitzgerald racing hard for a number of laps while Waldon skipped out to a considerable lead. Morgan, Aitken and Cartwright were all jostling for position, Cartwright’s Supra suddenly falling off the pace on the 10th lap, Spiridis’ Maserati passing him before setting off after the two Porsches. Close to home, with Richards fast closing on Waldon, Sue Hughes’ Swift pulled off the circuit, engine smoking telling the tale. In a bit of a shock, after

passing McLeod’s Falcon, Richo received a tap from the XR8, spinning the CAT Porsche and ending his chances ofanother win. Waldon won comfortably from Fitzgerald, Richards recovered for third. Class honours went to Geoff Full (B), Peter Phelan (C), Phil Kirkham (D), Nathan Thomas(E):and Ric Shaw (S). “The brakes were starting to fade at the finish but, with all the fighting going on behind me, it helped me get a bit of an advantage,” Waldon said. “I’m thrilled to take the win at 013T first meeting for the year and hope we can keep it up.” Series points: Outright: Richards 9C.5, Beninca 72, Fitzgerald SL .Aitken 38, Park 36, Cartwright and Morgan 34. Classes:(A) Richards 92.5.,(B) Full 112.5, (C) Phelan 88,(D) P. Kirham 60,(E) Kalaitzidis 70,(S) Shaw 104.

The Amazing Flying Benincas: GTP Champion Domenic Beninca crashed out of race two in spectacular fashion.(ChnsCaner)

Where there's a Simon Wills AFTER originally giving Brenton Birrapa’s Ramsay the official race one win following a mixup in the calculations of the race - the race being held in two parts due to being red flagged - Simon Wills has extended his FHolden series lead after

Organised chaos: FHolden’s first race start, (oirkKiynsmith)

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winning both Sandown races. Wills dominated the week end, even qualifying his Birrana Reynard 94D over 7/lOths quicker than the rest of the field. Another red flag at the beginning of the second race, also helped Wills - the wait giving his team time to change a cut tyre. Qualifying also had to be red flagged twice, incidents involving Chris Staff and Kevin Bell - back from his Adelaide 500 incident - and Ian Peters bringing the ses sion to a halt.

Race One

Wills stormed from the line as did Bell, although the Kiwi was quickly off at the first turn after running in too far ... welcome back! Akihiro Asai moved into third on the first lap, having started in sixth, the NRC driver having a small tap with Chris Staff over the back of the circuit. Ramsay finally went past Asai on the third lap, as soon

did Paul Dumbrell in the Wynn’s Reynard, while a leaking rear tyre was begin ning to create problems for the Japanese driver. On lap five, the tyi-e blew, stranding Asai’s Reynard on the kerb at the exit from Dandenong Road, the race though, continued on for three laps despite the car being stuck in such a dangerous spot before being red flagged... For the warm-up of part two of race one Wills stalled on the grid and watched as the field filed past... rejoin ing at the rear after being push started. Challenge teammates HaUiday and Staff were first off the line but, again, in the rush to the first turn, they both arrowed off the track along with Dale Brede’s Repsol Reynai-d - Ramsay’s BiiTana assuming the lead. Ramsay held off a fast charging debutant Tim Leahey for the final five laps, while Wills finished third - despite spinning on the last lap (!). After a recalculation on Sunday evening, the final results for race one were officiaUy fisted as follows: Wills, Ramsay, Halliday, Leahy, Macrow, Dumbrell Haywood, Staff, Crampton and Digby.

Race Two

With the second race delayed until later in the day, the twilight conditions were

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certain to make life difficult... Wills, Staff and Halliday led from the start but disas ter soon struck, Ramsay clos ing the gap on a hard charg ing Leakey after a poor star-t. Ramsays car flicked across the approaching pack, start ing a five car chain reaction crash, eliminating Ramsay. Leahey, Macrow, Haywood and Oakeshott and again bringing out the red flag. “I couldn’t see who did what, but I can’t believe they’d do this at the start of the race.” was all a stunned Macrow could say at the days end.“We had 12 laps ... you don’t win the race off the line. I had nowhere to go. simple as that.” A restart 10 minutes later for a now six lap race again had Wills leading ahead of Staff, Halliday and Dumbrefl, Chris Hocking and Damien Digby had a coming together on the second lap, the former retiring shortly after... Asai and Bell were charg ing, the NEC driver pulling away from the resurgent Enzed-backed kiwi and dri ving on to finish fifth. Wills book the chequered by just 3/lOths from Halliday, Staff, Dumbrell, Asai, Bell, Crampton, Brede, Digby and Peters. Series points: Wills 136, HaUiday 78, Macrow 70, Staff 69, Todd Kellv 40, Asai 37. Dumbrell 36, Astusi 37, Ramsay 23, Crampton 31-

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There have been many comments in the media regarding the qimiity of racing -or inch of it- in Formula 1. PHIl BRANAGAN gcrt together with some of the peopie who know Formuia I host and asked

What do we do to fix THE ENGINEER

ALPH BELLAMY was a leading designer in Formula _ One for almost 20 years. While with Lotus he and Englishman Peter Wright pio neered ground effect technology, which changed the face of openwheel car design. His last FI design was the 1988 Larrousse. He is now technical director for Tony Longhurst’s V8 Supercar team.

“At the moment you’ve got four cars, let’s say six maximum,that are a chance of winning the race - out of 22. The rest of the cars are just moving scenery. When Bernie gets his digital stuff, you could just film the start and just put the rest in later! The rest of the teams are just running light engineering business, with no intention of just winning the races. All they are trying to do is just hang in there, because it’s good business. I think I would get rid of refu elling. It’s dangerous, therejs.a lot of kit to carry around and there is nothing good about it. There’s so many people there working on the car, you cannot see what is going on anyway. There’s no visual aspect to it at all - the car is surrounded until it bursts out onto the track again. I would leave tyre stops up to the team. You always have to; a guy might flat-spot a tyre, or what ever. I would limit the number of people over the wall, like in CART racing. You need one guy on each wheel, one at the front, and one at the back. That’s six, which is about right. Carrying more fuel makes the car design job more difficult. A major part of FI design is just packaging. There are a certain amount of lumps that you have to cater for, and getting rid of those lumps is a part of the design job. I wouldn’t necessarily put a limit on the fuel that a car can carry, but that would be one way to control the engine output. Formuia One is one part of the sport where no expense is spared; everyone spends as much money as they can get but it’s still a lousy show. Formula 1 is full of expensive aerospace materials which are expensive, but don’t make it a bet ter show. But I don’t think there is

FORMULA 1?

GP cars, 1999-style; Harder, grooved tyres provide less grip, so it is easier any way to get rid of those. The way (FIA President) Max (Mosley) has gone is wrong. The best racing I remember was in the 1970s. Watch the footage from then; there would be 10 cars in the lead pack. People have forgotten what it was like - and Max was there then! In a way it was my fault, with Peter Wright we built the Lotus 78 ... Once you got all that downforce and refined it, the cars changed. You have to get rid of ground effect. You have to control the bot tom of the car and ride height. An Indy car has a central, flat bottom down the middle and any body work outside that has to be two inches above that. That gives you more air under the car. You have to stop the bodywork under the car at the engine, or three-quarters of the wheelbase, or whatever. You need to change the bodywork, but the teams hate that because they sell singe by the

^driver(Ralf Schumacher, here)to lock a wheel, Grooved tyres haven’t square inch! worked; they cars don’t have If you work around the back of any grip because of the hard the car in a windtunnel, you get compound tyres. One of the diddly. If you change a front wing good things about having endplate, you get five times as plenty of downforce was much (gain). The quality of the air being able to run in the damp that gets onto the flat floor is mas on slicks, or run wets on a sively significant. very wet track without aqua Currently you get humungous downforce in clean air, but much planing. That was useful. You can’t do that now. less in dirty air. The difference There’s nothing much you between a leading car and one can do to engines. Having a behind it is huge. Overtaking really fuel limit where cars stop late starts at the comer you’ve just exit in the race looks bad, and ed, and that is why overtaking not you have all sorts of prob possible at the moment. lems with the volume of fuel. These cars are qualifying cars, Rev limiters? Difficult to not racing cars. They go very fast control. The electronic guys in clean air, but much less so in would get on top of that pretty dirty air. You always need balance quickly. You have to monitor it to go fast. If you control one end, either front or back, you control the closely but engine life would go up and that would make the engines package. last longer would be good. I think carbon brakes are good, An airbox would mean that the the way that they work. If you engine would run close to detona reduce aerodynamic grip that will tion all the time and, if you stretch the braking areas out.

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The 20 year itch: Compare Alan Jones’ 1980 Williams FW07B (above) with Rubens Barrichello’s 1999 Stewart-Ford (right). This year’s version is narrower and has four grooves in its Bridgestone tyres, while the 20-year-old ground effects car stiU wears Goodyear slicks.(Phcos by su,to„W

“These cars are qualifying cars, not racing cars. They go very fast in dean air, but much less so in dirty air. Ralph Bellamy

advance the engine for 10 seconds to gain a place, it would lean out the engine and blow it. The best way would be to control a rev lim iter. As you cross the start/finish line, you get information on the car’s performance; the ride height would have to be ‘X’ and so on. I was a 'poachef for a long time, but I don’t fancy the job of ftre ‘game keepers’ ...”

2July 1999

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f Assets or liabilities? Grooved tyres have been introduced to slow down the cars and make them closer in performance. There is considerable discussion about whether it’s been successful or not. Gilles and Rene: The remarkable Gilles Villeneuve/Rene Amoux French GP battle was fought in ground effects that, 20 years later, people still talk about it with reverence. There has been nothing like it since.

■I*

(Photos by Sutton Images) 5^

THE GP DRIVER

AVID BRABHAM is the Australian driver who most recently competed in Formula One. Between 1990 and 1994 he drove in 24 GPs with the Brabham and Simtek teams. He currently races sportscars for Panoz in Europe and North America, and was seventh at Le Mans last month. Brabham, who lives in Florida, will next race in Australia in Wayne Gardner’s Commodore at the FAI 1000 Classic at Bathurst in November. “16>elieve that the cars definitely need changing. I haven’t raced in Formula One for five years but the racing I see now is as bad as it has been in recent years. The cars are wrong, aerodynamically. A car following another has so much trouble getting past there are no overtaking moves any more. I talk to the drivers who are in Formula One and they say that overtaking these days takes a big dose of bravery. The cars are so hard to drive now that they are not even stable on the straights. It’s possible that they will spin on a straight, which does nothing for the confidence of the drivers.

So somehow, they have to change the aerodynamics of the cars. The newer, nanow cars make it impossible to get a tow off the car in front, so that would indicate that the older, wider cars like I drove would be better. They should change the rules to get more air under the cars, which would reduce the amount of grip that the cars have. Indy cars have more air under them but they are ^ stable because they have tunnels, which give them some consistency. Perhaps that is something that Formula One should look at. They should also have slicks back. The grooved tyres have taken away more of the drivers confidence and done nothing for the racing itself. Wider cars were more stable and the extra grip of the slicks meant that the driver could have a go in a tough situa¬ tion. Brakes? Carbon brakes are pretty predictable now. There has been a lot of work on them in recent years and, even in the Panoz sportscar program, we use them and they are very good. Leave them alone. But you have to do something about braking distances. They are' too short and, I suggest, making the weight of the cars greater would help. They are currently 550kg; I think that they could be 700kg, . even 800kg, and that would make the racing better. It would also help in reducing the cost of the cars to

Carbon brakes are pretty predictable now. Leave them alone. David Brabham SI

the teams. I would get rid of refuelling, though. I feel that something went out of the racing when they brought in refuelling to ‘help the show’ a few years ago. Alain Prost used to say that a big part of his racing was using his head to out-think his rivals, and now all that is just gone. Formula One has turned into an out-and-out sprint race between pitstops. Television-wise, the show is already pretty good. Bemie (Ecclestone) has done a good job with his service but it is what the cameras are pointed at which needs attention. When the show on the track is better, that will make the television more attractive too.”

THE REPORTER

The source of all evil? Bellamy and Saward agree on at least one thing; poten tially the easiest part of the car to cdntrol is the front wings. (Phmo by smion images)

OE SAWARD is Motorsport News’s eyes and ears in Formula One. He started his motorsport reporting career 16 years ago, and shortly after joined prestigious UK weekly Autosport. For the last decade he has reported exclusively on GP racing for publications in Europe, the USA, Asia and Australia. Saward, who lives in France, has published three books on motor racing.

“A lot of the people involved in Formula 1 think the sport is rather duli. Some of the miliions of TV viewers around the world agree. But is it realiy dull? Are changes really need ed? There is little doubt that more overtaking would help because at the moment the only real battles are fought in the pitlanes. This adds a cer tain spice and variety to the sport, making it a battle of teams and drivers, but over taking on the track would be good as well. A lot of people argue that treaded tyres are a disaster and should be thrown away. Slick tyres would give the dri vers more grip to play with and thus make it easier to overtake. I am not sure I agree with that because we had dull races when there were slick tyres as well with drivers com plaining that it was impossible to go off-line because the tyres picked up discarded rubber and so on - and so lost grip. In theory, therefore, more overtaking opportunities would come if the tyres were harder... Treaded tyres have to be hard to survive. It is interesting to note that the most entertaining of all the races in Montreal was the Formula Ford battle - the cars had treaded tyres and it made no difference. There was plenty of overtaking. The problem with the F1 cars of today is that they are too reliant on aerodynamic downforce. Every time the rules are changed the F1 aerodynamicists find the downforce again from somewhere else. This is their job - and they do it well. But that has to be stopped because the cars are so sensitive to the air flow that they cannot run nose-to-tail because they lose downforce. And that means they cannot overtake. It seems to me that the best thing to do would be to drastically reduce the front wing dimensions. Any F1 engineer will tell you that the front wings dictate the whole aerodynam ic package and with smaller front wings it is inevitable that they will mn smaller rear wings in order to balance the car. The problem with this is that the wings provide a lot of space on which sponsors names can bee written. It is a commercial question rather than a technical one. Perhaps the answer would be to have tail fins on the engine covers similar to those seen in CART rac ing - on which sponsorship can be put without downforce being creat ed. The argument against this is that this would not be seen when the cars are racing towards a TV camera - a fair point. The other option would be top create “a bam door” rear wing, which being vertical would produce

‘The most entertaining of all the races in \ Montreal was the Formula Ford battle the cars had treaded tyres Joe Saward very little downforce but still allow for sponsorship to be visible. Personally, I think that something needs to be done about the FI brakes as well, to lengthen braking distances. This could be done with a ban on composite materials in braking systems but the probiem is that it is very hard to establish what is a metal and what is a composite material as they tend to overlap these days... The other point - and it is an important one - is that F1 must not allow itself to be completely turned into a Roman Circus to amuse the spectators. Motor manufacturers are often involved in F1 for the tech nology as much as the publicity. I think the F1 authorities might gain a lot from allowing such things as regenerative braking systems which could use the brakes to pro duce power which drivers would use as boost when attempting over taking manoeuvres. It would help the industry - and the show...” While the people who make their living in motor racing are impor tant, the most important people in motor racing are the specta tors and viewers - you. If you were in charge of Formula One, what would you do to improve the show, providing you think it needs improving? Let us know through Torque Converter.

2July 1999

FAST becoming a “must on the motor sport enthnsiast’s the calendar, Goodwood Festival of Speed, 1999-style, dished up a smorgasbord of motor racing history on the weekend of June 18-20. While the competition ele¬ ment of the weekend, a series of runs up a hillclimb course in the grounds of Lord March’s estate (next door to the Goodwood race circuit), is present, the emphasis is on the sheer sight and sound of over 200 famous motor racing cars. It’s a nostalgia overdose, starting right at the beginning of motor sport. For this first-time visitor, though, the GP cars. Sports Cars and Indycars of the ’60s, ’70s and ’80s represented a rapid tour through a motor racing youth, from the days of Clark, Hill, McLaren, Amon et al, to the current day. Imagine if you will: one of Clark’s Lotus 25s, the offset Indy Lotus 34, Amon’s Tasman Ferrari, front-engined Indy Roadsters, the original Honda 1.5 litre FI car, the first 3-litre Honda, Dan Gurney’s ’67 Eagle, Ferraris from 1970, ’78 (ex-Villeneuve), ’83 (Tambay) and ’85 (Alboreto), BrabhamAlfa, Lotus-Ford 79, Williams and McLaren Hondas... And that’s just for starters. Throw in an almost com¬ plete array of Le Mans win¬ ners, a selection of currentmodel World Rally Cars and that’s almost more than the mind can handle in one day. Some cars are driven by their (wealthy) collector own¬ ers, some by th^r original pilots invited along for the occasion, some by current dri¬ vers enjoying the nostalgia: Tambay, Arnoux, Surtees, Watson, Ickx, Bell, Alboreto, Surer, Salo, Fittipaldi (Emmo, naturally) and more. Action highlights? McLaren test driver Nick Heidfeld smashing the course record. which was no surprise, in McLaren’s 1998 McLarenMercedes; Jonathan Palmer embarrassing himself by the ex-Prost crashing McLaren MP4/5-Honda on the way down to the start; an emotional Rubens Barrichello in the McLaren-Honda MP4/6 last driven by his idol Ayrton

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Senna; the sound of a flat 12 Grand Prix Ferrari... This is a classic case of a picture being worth more than a thousand words. Feast your eyes on a smorgasbord of motor sport history and mark it down as a “must-do” if you’re ever in the UK at the right time. But allow at least two days — more than four hours at a time will induce brain overload..

Star and Circles; The massed Auto Unions stole the limelight at Goodwood. Still the Boy from Brazil: Emerson Fittipaldi (right) looked as youthful as ever. I got a Tambay car, too: 1980s Formula One cars were pretty thick on the ground. It must be pretty cool to pretend to be Patrick Tambay - until you see the real thing in the next car...

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Confidential Conversation Derek Bell:“Hurry up Jacky, this seat is bloody uncomfortable”. Jacky Ickx:“But I thought you were the world endurance champion, Derek...’ Scoop: Webber’s McLaren test! Reiax, its German F3000 Nick Heidfeid (above, left) in an MP4/13Mercedes. What’s f/i/s thing for, Wattie? John Watson explains to Rubens Barrichello that, once upon a time. F1 drivers changed gear themselves. Rubinho later enjoyed a laugh with a friendiy Bobby (beiow).

Rubens

A rolling Moss gathers... Stirling Moss, here in a Mercedes was one of the crowd favourites.

Making his Marc; Marc Surer was reunited with his Arrows-Megatron. Push lads! There’s only 23 hours to go: Martin Leach had problems with his Le Mans-winning Mazda. Big John and his Honda: John Surtees revisited his GP-winning Honda RA301, and later advised David Coulthard on winning worid titles. Fashion victims (below, left): Mad Dogs and Englishmen...

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[Mo)Q®l7S\?j®l79 One in, all in: TOCA’s new three race format, run for the first time at Winton, produced three winners, Richards (Volvo), Jones (Audi) and Morris(BMW).

(Photo by Noel Papelera)

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● Three winners in new 3 race format ● Jones, fyiorris and Richards share spoils ● Chaotic race 1, with restart and Safety Car ● Race 3 win gives Richards 1-point lead ● Return to form for Audis ● New Yokohama tyre draws rave reviews ● Hills takes Independent honours

“We’ve got about 100 kilometres left on it,” mused Morris. “It’s been (twice) which prompted a penalty due for a rebuild for a while and for the BMW driver in race two, we’ve got all the parts except for while Jones had a race three charge halted after getting delayed by a ,^the pistons, which we’ve been wait ing on for three weeks.” dawdling backmarker in pit lane. The Nemo team wasn’t sure what In the Independents’ ranks Hills the problem was - something in the took the honours, despite throw top end was as close as they ven ing away a certain win with a late tured - and Paul would be a few race spin. minutes late getting onto the track Yep, it was just one of those for qualifying. weekends at Winton... Richards and Jones were going

Qualifying

Qualifying by PHIL BRANAGAN Race report by GERALD McDORNAN HERE were three races and three different winners for Winton’s round of the BOG Gases Touring Super Championship. Brad Jones, Paul Morris and Jim Richards all took a victory at the north-east Victorian track, but all three drivers dodged bullets over the weekend.

Jones won race one after a restart allowed him to get a bent Audi repaired on the grid; Morris won race two despite a spare engine overdue for a rebuild; and Richards took race three after a DNF in the middle sprint, caused hy a slow start and contact from Peter Hills’ and Dean Canto’s Ford Mondeos. Richards also clashed with Morris

of race 1 and the third would form according to the fastest laps in race 1 or race 2. There was a little confu sion among the troops imtil things finally got underway. And then there was the matter of the new tyre. Yokohama’s new once-off rubber was greeted with universal approval from the dri vers, even if it meant some finetuning to the set-ups of the cars. Richards, Jones and Morris were expected to slug it out for pole posi tion and so it proved. The BMW had been quickest through the Thursday and Friday (by hun dredths) but, as the final Saturday imofRcial session wormd down, dis aster struck. The car crawled to a halt exiting Honda and was flattowed back with a dead engine. The crew got to work and installed the spare unit which was almost die for a rebuild;

There wasquahfying a new format for racing and at Winton but only after a long wait. The three race format was only approved hy CAMS for use late in the week before the race and that meant that the qualifying format was in doubt until it was sorted out. The new format was a single half-hour session which would count for the first race. The second grid would be made on the results

hard. Some set-up work, combined with the new Yokies, had transformed the FWD A4 into a silk purse, both Brad and Matthew Coleman happier with their cars than any time this season. They LOOKED better on the track, understeering less, and Jones was close to his first pole of the season. Very close. When it came time to go fast Richards had only 0.032s up his sleeve to hold off the Audi. The S40 was in fine fettle and Richo had been pushing hard for a lap in the 25s. The smart solution: Paul Morris took one race win and overall honours for Winton with the ’96 BMW. (Photo by Dirk Klynsmith)

“It was too slippery out there (for 25s),” he reported later. “But, we’ve happy.” It was his fourth pole of the year. The track though was not getting many favourable comments. Off line it was treacherous; Jones said that the line had “About four inch es: of margin. It wasn’t breaking up but the marbles were diabohcal. Jones had had a big try right at the end. The session was restarted with a minute to go and Bradley, on cold-ish rears, had a big lose at the Ford Credit sweeper. “Too cold,” he admitted. “Still, I only had one lap and I had to go for it...” Qualifying the FWD cars on the front row wasn’t the problem; hav ing Morris third was the problem, even if Paul himself down-played his starting prospects; “There’s only a short run to the first turn,” he said. “It’s that dirty out there that you can go off-track and have five guys pass you.” The ‘other’ Volvo vs Audi battle was close as well. Adderton and Coleman ended up 0.023s apart, the S40 just taking the spot on row two, which he shared with John Henderson, who was there for the fourth race in a row. The Vectra is becoming something of a consistent contender. “I’m confident - barring break ages,” Henderson admitted. Dean Canto and Peter Hills followed in their Mondeos, neither dri ver nor team reporting anything amiss with the cars, the same as Anthony Robson. The ex-Richards Accord was running perfectly, until he had a front caster arm break in the Simday morning warm-up. The crew fixed the problem well in time for the racing. Of the rest, Tony Newman was mystified. The Peugeot 406, which had had such a good run in Adelaide, was baffling him, running slower on fresh rubber than it was on older stock. Allan Letcher, hav ing his first run in the ex-Robson BMW, was pla3nng himself in gen^ly, still running on used 18 inch stock (which were stout enough to another Bathurst, according to Robson) and Aaron McGill was struggling for speed in the third Mondeo, nmning slower in qualifying than he had in practice. McGill’s main news was a new sponsor, Trinovin, which is a herbal medication to assist men of advanc ing years with any potential pros trate problems. A nice piece of tar get marketing, but media samples are probably unnecessary, lads ...

Race One -10 laps After timehaving for thewaited field toconsiderable finally grid up, just prior to the lights going

B0G Gases Super Touring Championship Round 4 « Winton Qualifying Results

Qualifying

Pos Driver 1 Jim Richards 2 Brad Jones 3 Paul Morris 4 Mark Adderton 5 Matthew Coleman 6 John Henderson 7 Dean Canto 8 Peter Hills 9 Anthony Robson 10 Tony Newman 11 David Auger 12 Allan Letcher 13 Aaron McGill 14 Mike Downard 15 Malcolm Rea 16 Milton Lesiight 17 Claude Elias

Car/Team Volvo Australia Volvo S40 Audi Sport Australia Audi A4 Paul Morris Motorsport BMW Volvo Australia Volvo S40 Audi Sport Australia Audi GHl Holden Vectra Signature Security Ford Mondeo Signature Security Ford Mondeo Honda Accord Peugeot 406 Gun Racing Alfa Romeo 155TS BMW Trinovin/Smeg/Omega Ford Mondeo BMW Toyota Carina E aap Toyota Carina E Hyundai Lantra

Time 1:26.4073 1:26.4393 1:26.7007 1:27.0997 T.27.1226 1:27.5513 1:27.9643 1:28.3781 1:28.4781 1:28.5048 1:29.9866 1:31,2074 1:31.5623 1:34.8361 1:35,7883 1:38.9123 1:40,4458

2July 1999

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Just what officials love: John Henderson directs Winton officials on how to dig out his Holden Vectra of the sand ... I bet they’re impressed! (Photo by Noel Papelera)

green for the beginning of the first of three races on the schedule - the first time TOCA’s new three-race format had been run - Henderson stalled on the grid in the indepen dent Vectra, firustratingly bringing out the ‘delayed start’ sign. Once Henderson’s car was pushed to the side of the track, standard procedure would normally have had the field running another two warm-up laps, but erroneously, procedure wasn’t followed which meant, after a fair amoimt of panel damage and position shuffling, the race needed to be red flagged and restarted. In the aborted race Morris quick ly carved through the pack while pole-sitter Jones went backwards. “I looked up expecting to see the go-ahead for another warm-up, but saw five fingers instead, so I quick ly jammed it in first and left... but it was all too hard,” Jones later said ofthe unexpected start. McGill’s Mondeo went off the track as did Newman and Letcher at the sweeper just at the moment officials decided to hang the red flag and call a restart. Quite quickly, Jones, who had been caught out in the belief of another warm-up lap happening, jumped out of his Audi and let his feelings be known to TOCA’s Cohn

Bond on the grid ... the perfor mance causing just enough delay for his team to make hasty repairs Pit strategy: Jim Richards benefitted from the Volvo team’s slick tyre change in race three, taking the lead in to his battered car prior to the the pits, holding Morris out for the remainder of the third race and retaining the series lead. (Photo by oitk Kiynsmtth) restart. The other independents were also the two-time Super Touring With the crew pulling at panels, some extensive panel damage, having great tussles, especially Champion storming off the line and the “almost local” then had words although he continued in the race. Four laps were completed behind Robson and McGill, the Honda and into the lead. with his team-mate, Braders not Adderton had made the start in the S80 Volvo and once the lights Mondeo swapping positions happy with the panel damage his the second Volvo, starting 15th, throughout the race. went out, Jones used his NASCAR Audi which was, apparently, inflict When the chequered flag finally and was quickly trying to make up experience to its fullest, getting a ed by Coleman. For the restart the original great start again and leading the fell on race one, Jones took an his- lost ground, passing Robson for toric first win for the front wheel 10th on the second lap. Searle, too, “offender” Henderson rejoined the field - by this stage down to just 12 cars-into the first turn. drive A4 Audi,leading home Morris, went past the #5, although he driflfield along with Robson, whose Se^le had a major lose coming a fast closing Richards, Coleman, ed too wide into the Motorsport Honda was carrying some signifi cant damage. StiU, it was a better into the Motorsport News esses Canto, Hills, Robson, McGill, Searle News esses, allowing Robson back through. position to be in as Auger couldn’t while, just a short time later, and a surprising Rea. Henderson’s Vectra was off the The independents were racing The results weren’t to full stand. make the call... This time, after the mandatory track into the sandpit at Honda ... though, Morris being penalised one hard, Robson, Searle and now warm-ups, Jones was prepared and,, the field trying its hardest to second for his indiscretion in pass- McGill were mixing it up between ing Richards - the penalty enough themselves, the racing between quickly closed any available gaps \ deplete itself, on Morris - Richards again having Morris, whose Bimmer was soon for the two to swap final spots and these three being more than enter taining. a horror start- when the green was be wearing some battle scares on points. “When I went to have a chat with After taking the independent cup waived, leading into Honda for the the front left corner, forcefully first time. pushed past Richards when Paul after the race he said to me the previous race. Canto fell foul to The panel-denting action didn’t Richards ran a httle wide into turn ‘Remember Lakeside ’94’ although I the starf'incident, his smoking #44 , take long to begin, this time the two, the manoeuvre allowing would have thought he’d made up Mondeo suffering extensive right over-enthusiastic Canto turning Coleman’s Audi to close the gap for that long ago ...” Richards said front panel damage and suffering , Adderton around on turn four and considerably on the factory S40. with a laugh, the stewards vindi- performance wise, The shuffling in the pack allowed eating his thoughts. the luckless Newman having no Adderton was in sixth but lapwhere to go but straight into the Jones to skip out to a 2.8s lead on Morris, on the other hand, ping as quick as Morris, Jones and only Hills and second Volvo. The resulting damage the lead and, thankfully, the field thought there had been nothing in Coleman Henderson standing between him finished both cars for the first,race settled down a little to head the incident. and necessitated the appearance' of towards finally finishing the first, “I thought we were just racing the top three, the pace car - Anthony Robson’s Not too far off the lead factory hard and I thought the move was On the sixth lap Searle spun onto independent Honda also wearing 'cars were Canto and Hills, the fair... Jimmy didn’t and Colin[Bond] Falken straight, allowing McGill and “indy” Mondeos - with Ford boss ruled on it. I have to respect that.” Robson to continue their dice, Robson Howard Marsden looking on*moving past on the next circuit. At the same time Adderton went Impressing with their performance. Race Two -14 laps past Henderson and was now after All for nought: After the first race Hills, quickly catching him and was red-flagged, the restart dishing up a serve up the rear. If thewasn’t close starting of race brought along this incident, Tony one enough, action then the sec The pair battled all the way Newman, Mark Adderton and ond was to please ... amazingly around the track, Adderton draw TrVS A-* Anthony Robson’s cars all heavily with Canto and Hills coming ing alongside on the approach to damaged. Newman and Adderton, together after having squeezed the MSN esses, although the Volvo below, needed to park their cars Richards’ Volvo - the S40 not only was travelling way too fast and left for the remainder of the race. out of the start, but also the race the track. Hills having protected (Photos by Chris Carter) after breaking a wheel and control his position strongly - the move arm. also allowing Henderson to regain Richards, who hadn’t been happy his lost position. about the new three race format, As the race wound Morris continwas quite pleased that it would be ued to hold his spot out in front of implemented on this day ... Jones, although the gap was just Morris’ Bimmer had a big start. Continued on page 28 Four rings of confidence: After struggling eariy in the season. Brad Jones scored a world’s first win for the front wheel drive Audi in the con troversial first race.(Photo by Dii1< Klynsmilh)

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28 2July 1999 BOC Gases Super Touring Champlonsiiip Round 4 - Winton, Victoria 19/20 June 1999

Race 1(10 laps}

Control: Team Mondeo had a great weekend on the

new rubber. rPhotobyCnnsCarter}

YOKOHAfttA was in the news in Benalla, produc ing a new control ‘Winton’ tyre for competition in the fourth round of the series. The company brought 170 of the new slicks to the track, which provides characteristics specifically designed for the surface, and even had a Japanese tjT’e technician (Toki-san’,) imported for the week end. “We designed the tyre to avoid graining, and to come up to heat more quickly,” said Yokohama’s Allan Bradshaw. “The other tyi’e (which was used in the first three rounds.) would have cold grained on the surface.” The results were excellent. While Richards’ pole position was a lm26.40s, Morris went faster in the race - unusually enough, in the final on the three races. His lm25.72s was only 0.4 outside Richards’ lap record and virtually a match for Morris’ BMW time from 1997. In other w'ords, the new Yokos were as fast as the 1997 Michelins, which had been regarded as the high benchmark for Super Touring tyrees. All this w’ith httle or no testing - and there were no reports from the drivers of any problems with the new’rubber.Impressive stuff...

Race 2(14 laps)

Pos Driver On Race time F/Iap 1 Brad Jones 21:19.6067 1:26.9894 8 2 Paul Moiris 21:20.9791 1:27.0857 6 3 Jim Richards 21:21.2968 1:26.9808 6 4 Man Coleman 2122.5734 1.27.1367 8 5 Dean Canto 21:30.9711 1:28.5239 7 6 Peter Hills 21:33.6881 1:28.7470 7 7 Anthony Robson 21:48.4584 1:28.9961 8 8 Aaron Mcgill 21:57.5278 1:31.0258 6 9 Luke Searte 22:01.4721 1:30.0532 8 10 Malcolm Rea 22:17.2488 1:33.9910 7 11 Claude Bias 22:35.0344 1:36.5416 6 1:36.6698 1 DhF John Henderson 2 laps DNFMark Adderton 1 lap DhF Allan Letcher DNSJim Cornish DNSTony Newman DNF Milton Leslight DNSMike Downard DNSDavid Auger

Pos Driver 1 Jones 2 Morris 3 Coleman 4 Henderson 5 Hills 6 Robson 7 Mcgill 8 Canto 9 Rea 10 Elias DNFNewman DNFAuger DNFAdderton DNFSearie DNFRichards DNSAIIan Letcher DNSMilton Leslight DNSMike Downard

DRIVERS POINTS: Richards 107, Morris 106, Jones 83,Coleman 75, Hils 51,Watts 40, Henderson 23, Canto 23, Wrikamson 17, Auger 14, Robson 14, Adderton 11, McG* 10, Wa« 8, Newman 5,L Searte 4,Townshend 3, Rea 3,Cornish 2, Eias 1, LesHskit 1

MANUFACTURERS POINTS: Volvo 117, Audi 114

Continued from page 25

Race time F/lap On 20:30.8978 1:26.6649 8 20:31.5269 1:26.7063 8 20:39.4074 1:27.0948 6 20:57.8244 1:28.4550 10 21:07.3558 1:28.4278 10 21:19.2881 1:28.4499 9 21:31.4901 1:30.252912 21:32.1284 1:29.0200 8 21:05.7715 1:34.6235 9 1:36.7246 12 13 laps 1:29.9688 6 13 laps 1:29.8664 7 12 laps 1:27.3180 6 9 laps 1:31.1429 5 5 laps

TEAMS POINTS: AmS Sport Australia 202, Volvo Racing 154, Signature Security Systems Ford Morrdeo 107,Project Racirtg 60

Race Three - 20 laps

over half a second and a cou ple of taily entries into the esses could have quickly reversed the positions. Robson and Newman had

With compulsory twotyrea change on the cards and two winners in two races, it was interesting to see

a great dice, leaving McGDl

whether the third race could

behind on the 10th lap,

bring the crews into play and if another face could stand

while with just one lap remaining leading indepen dent Hills had to drive off

When the chequered fell

atop the podium. When the green fell the action again started immedi ately with Coleman and Richards having a little tap, while Jones decided to turn it around on turn three. Henderson also went off com-

Morria took the win just ahead ofJones, with Coleman

ing on to Falken, sticking the Vectra in the mud and, as the

filling in for third. Henderson

field

claimed the independents win and fourth. Hills fifth, Robson home in sixth

Motorsport News esses, McGill sent the Mondeo

the track at the esses trying to avoid the slow Rea, allow ing Henderson through into

fourth.

EXPERIENCE THE THRILL OF RACING V8 COMMODORES

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A day of exKMaration, a Ilfetime of better driving

came

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through the grass and around the flakes’post. By the thiiti lap Jones was back in seventh and lapping some half a second quicker than the rest of the field, although he later said he was annoyed that he’d got himself into the situation from “step ping on my dick...” “It was a shame as the car

' worked a treat on the tyres and the car went like a blur,” Jones said later. Richards passed team-mate

Race 3(20 laps)

Pos Driver 1 Richards 2 Morris 3 Coleman 4 Jones 5 Adderton 6 Hills 7 Robson 8 Canto 9 Auger 10 Searle 11 McGill 12 Newman 13 Rea 14 Elias DNSLetcher DNSLeslight DNSDownard DNSHenderson

Race time F/lap On 29:42.6705 1:26.1430 13 29:52.6035 1:25.7203 11 30:03.7547 1:26.3841 11 30:04.1434 1:26.2537 16 30:15.8791 1:27.0448 9 30:45.5249 T.28.1228 16 30:46.1507 1:27.7078 i 1 30:48.0939 1:28.5450 6 31:14.0815 1:29.8807 7 1:29.6888 8 19 laps 1:30.1722 8 19 laps 1:29.447717 19 laps 1:34.7442 6 18 laps 1:35.6109 8 18 laps

INDEPENDENTS POINTS: Hills 118, Canto 63. Henderson 55, Robson 53, Auger 50, Watts 49, McGill 37, Newman 28, Cornish 23, L. Searle 23, Wall 22, Rea 19, Leslight 14. Elias 10, Townshend 8, T. Searle 7, Stones 1

Adderton for second and, with Morris’ team not having yet done a pit stop during the season, was looking good if he could keep the Bimmer driver insist. The ninth lap was when all the front runners headed to the pits, excepting Jones who tactically stayed out to try and make up lost ground, having huge confidence in his well-drilled crew for a quick

stop. As expected, Richards S40 was out first, although Morris was quickly on his tail, and the chase was now on. Jones continued on until the 11th lap when the Audi driver head^ for the pits, his tactics working a treat until he was stuck heading into pit lane behind an incredibly slow Rea.,. the independent receiv ing rear-end treatment from a furious Jones. “I thought we’re allowed to do 60(km/h)in pit lane, but he thou^t42 was enough...I had to hit him five times to get him to move,” Jones said later. The delay was enough to undo all Jones’ work... “I started the whole thing [by going off on the first lap] and thought I’d made it

back ... but it just d^enerated from there.” By the 14th Morris was pushing Richards hard, lap ping 3/lOths quicker, although it was hard to find a way by. The pair came across slower traffic just four laps from home, S^le and McGill both giving way and then tapping together around Honda! With just one to go Morris, pushing hard trying to find a way around ttie outside ofRicho, stepped off the track onto Falken ... the distance now enou^ for Kdiards to take the win, help him retain a one point lead in the championship and ensure the new three race for mat produced three different winners on the day. Morris finished second with Jones trailing Coleman, Hills finishing as the leading priva teer - the win coming at the circuit that Hills expected to produce the team’s worst results ofthe year. Morris accepted the second, although was disappointed. “We put two new tyres onto the left side on the pit stop and I was faster, but just couldn’t find a way past,” he said. Richo, on the other hand, took the win gracefully, although he still isn’t in favour ofthe three race format. “T still don’t like it, but if we have it today. I’d have scored no points...”

Remember Lakeside ‘’94? Paul Morris lined Jim Richards up, both on the podium and on the track... The herb superb; Aaron McGill, with new sponsor Trinovin, and the rest of the independents put on a great display of racing

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France 1 Aussiesi

ustin Cotter won the day, but Greg Ritter extended his champi onship lead as Formula Ford formally celebrated its Australian 30th birthday at Sandown. Cotter, in his 1998-spec Spectrum, won a shortened opening race in the late afternoon gloom, then had to give best to Ritter’s Mygale in a terrific duel in Sunday’s second event. A back-in-form Steve Owen, Christian Murchison, Stuart Kostera, Ashley Seward and pole man Alex Davison all played their part in the up-front action, with the latter unlucky to go out of Sunday’s race when in the main bunch, allowing Ritter to extend his series points lead to a healthy 44 points.

The battle for pole was a Melbourne affair, but while Ritter had been the form man in practice, it was Davison (RF98 Van Diemen) who put down the first low 1:18(a 1:18.2969) quite early in the session. Ritter got close (threehundredths was the margin), but had to settle for the outsjde of the front row, which at Sandown isn’t a bad thing. Murchison and Cotter shared the second row, with Steve Owen on the inside of row three and a terrific effort from Leanne Ferrier for sixth — by far the best qualifying effort to date for the young lady in the RF94,just a cou ple of tenths off third in fact. Seward and Tyler Mecklem shared the fourth row, with Owen Kelly and Kerry Wade rounding out the top ten. Just missing the ten were WA winner Kostera and Stewart McColl — the latter to pay quite a price for his relatively low starting spot.

Justiffl time; Cotter led away in race one and engaged in the usual Sandown slipstreaming battle.(Phmo by Di* Kiynsmiih) to an end with the left rear as Karl Bond’s front wheel into the looming gloom... In all, 38 cars qualified Cotter led the lead bunch contacted his helmet. Both tom from his Spectrum. round four of the champi were out. They were out of the way through at the end of the onship. when the leaders darted opener,from Davison, with Start two got as far as turn three, where Jim Ritter leaping past Murchison through for a second time. Race 1 — 4 laps Cotter and Ritter with a McKinnon and Christian Jory into third after his tardiest start of the three. mini-break to set up their Qualifying As Ritter led Cotter andfirst , collided, Anthony Owen,Seward, Mecklem, race-long towing duel. Davison away for the Preston’swith Swift coming to time, a mid-field first turn Owen, Kostera, Davison, rest on top of both to provide Kostera, Ferrier and Kelly Cut to a single 25delayed minute session as fog a tense moment. followed in line astern. shunt brought out the first Murchison, Seward, the programme, there were Start three and this time red flag, McColl lucky to Mecklem, Ferrier and Despite Murchison spear no second chances. emerge relatively.unscathed they made it, disappearing ing across the grass at the Hanger followed through, back straight esses as he the first five of that group attempted a pass on also setting out on their own Davison, everyone emerged race-long after Mecklem and Ferrier ran into each other safely to provide a five-car lead train after three laps, at turn one>Mecklem out, the tyres just warming to the Ferrier delayed. task with a lap to go! There was some strong Just as he had managed stuff going on in this second throughout. Cotter was in the group,some supefb outright spot to lead across the braking at Dandenong line, with Owen towing past Road, but it all came to Murchison on the back naught for Davison, contact straight for second, Ritter too out of the same comer getting the better of bending the rear suspen Murchison and Davison in sion, forcing his instant the final frantic sort-out. retirement. Seward, Kostera, This left four in the sec Mecklem and Ferrier com ond group and they carried pleted a front queue separat on unabated right to the ed by not much at all, Sam flag, Kostera putting himself Oliver completing a good in the right spot for third, drive from 18th to take the from Owen, Seward and last top ten spot from Chris Murchison. Dell and an out-of-sorts Wade completed a lonely Leroy Stevenson,struggling run for seventh, while a fine for straight line speed having charge from Robert Jones, switched from his previous Follow me -1 know the way: Bradbury was pressed but not passed - by the field at Winton. up to eighth from a grid 16 Spectmm to an RF91 Van start, came to naught in the Diemen. sand with just a couple of laps to go. Race 2 — 8 laps Up front, Ritter led into the last lap with just a few Afine sunny in contrast to afternoon race one and yards in hand, enough to i PETEE Bradbury, despite a 50 kilogram weight Bradbury won the first race haxing built a solid lead in repel a towing effort from Cotter again made the best the opening stages, outpointing Wagg who made a final penalty imposed on his machine, still came up trumps start, with Ritter and Owen Cotter up the back straight in both Pirelli Porsche Cup races at Winton in support lunge at the Motorsport News Esses to no avail. side-by-side initially, Ritter and get home for the win. Simon Froude took third with Peter Bolton taking Clas: to the Super Tourers. The TNT driver led every lap B. getting the run through turn : and further boosted his lead in the series. one. Series points after round In race two it was again Bradbmw and Wagg with Chris Bradbuiy now has won seven races from eight staits in Oliver’s weekend fell four: Ritter 118; Davison 74; Stannard taking third. Bolton again won Class B. moving to : the 1999 championshio. taking a 38 point lead over Greg apart at the esses, bouncing Kostera 71; Cotter 67; within three points of Kilpatrick who leads the Class B Keene with Class B ruimer Mike Kilpatrick a further 24 over another car’s wheels to Mecklem, Murchison 59; championship. points behind in third. delay himself, while Phil Owen 54; Seward 40; -AARON NOONAN Hellebrekers weekend came Stevenson 37; McColl 36.

Peter piles up Pirelli points

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30 2July 1999

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iDmmnifnil's raporis on ms Jordan GP and Heinz-Harald rrsnizsn ouMhoughi " (Brnryona.

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f»i«yS£acton Photo by Sutton-lmagesi Frentzen’s drive to his second career GP win was centimetre-perfect. He’s doing that ‘finger thing’ behind me, isn’t he? Eddie Jordan was his usual ebullient self after the win. Start me up: Barrichello took pole and led early and late. Irish mist: Irvine played his role to perfection, sacrificing his own race to snare an extra point for Michael Schumacher. >:■:

Jordan

gaire .Grand Prix its second Formula 1 victory at Magny-Cours on -a day when the established front-runners stumbled on themselves. For a long period it

Rubens

though BarricheOo

would pull off a real coup by winning the 1999 French Grand Prix for Stewart, but the Jordan strategy outwit ted everyone and HeinzHarald Frentzen was the delighted winner, two weeks after crashing out

of the Canadian Grand Prix and spending a night in hospital. For those who like to argue that Formula 1 is boring and without over taking, Magny-Cours will be difficult to explain away. It was great fun - and a great race.

2Julyl999

Shake yer groove thing: The Bridgestone crew worked overtime at MagnyCours. Celebrate with mates: Hakkinen, Frentzen and Barrichello made a slightly unusual podium. Once were worriers: Former FISA supremo Jean-Marie Balestre (bottom) visited his old haunts.

n France in mid-summer, when the sun is shining it can be very pleasant in the region around Magny-Cours. It was like that on Thursday and Friday. Ice cream weather. Friday had seen the McLarens ahead in the morning and the Ferraris in the afternoon. It had all meant vei7 little. There was some chatter about a new Ferrari rear-end. But none of it meant veiy much. The only excitement of the day came when Jean Alesi - celebrat ing his 10th anniversary in Formula 1 - turned his Sauber upside-down, scatter ing bits and pieces all around the neighbourhood. Getting up on Saturday morning one could hear the distant rumbling of thunder storms. The blue skies had turned grey and the horizon

was a darker, bruised, blue. It was going to be a stormy day. The day did not seem to know what to do. There were occasional showers, but noth ing major. who is Barrichello always good at guessing con ditions - was fastest. The FI meteorologists scratched their heads and stuck their fingers in the ah’. A few min utes before the qualifying began spots of rain began to fall. Nothing major. And then there were a few more... Aha, we thought, in our infi nite wisdom, the teams will all come rushing out at the beginning of the session to get a time in the bag. But when the lights turned to green no-one moved. It was most strange. And the rain increased a little more. Had they all gone mad? The fact is that it is a long time since the FI weather men got it wrong. Monaco 1996 leaps to mind. The teams believe the weather men. The interesting thing is that almost all the teams appear to be using the same source of information and he was saying that the rain would stop after 15 minutes. He was wrong. Not only did the rain not stop, it intensified. Oh well, thought the engineers, it wall stop soon and Magny-Cours is a track which drains very quickly. But it did not. The water sat on the surface. When the sun shines the oil in the asphalt comes out but if there are lots of gaps between the pieces of gravel it does not rise to the surface. The only problem is that when fast-drying asphalt gets old some of the gaps fill up with dust and other gunk that the rain washes into the road surface. And so the water sits on the surface... Everyone was caught unawares; apart from those smart chaps who decided to put a lap in the bag in the opening minutes of the ses sion. Barrichello - who always gets it right in such

conditions, Jean Alesi, Olivier Panis and Jarno Trulli all went out in the first five minutes as it paid off. And then the rain increased some more and noone came out of the pits for the next 20 minutes. Then it became clear that something had to be done and so everyone rushed out. Soon cars were flying off here and there. There was so much water on the track that the cars were not aquaplan ing as much as surfing along on the water. “It was completely crazy out there,” said Frentzen. “Thank God nothing serious happened.” Now you might think that this made for an incident lacked but not very exciting session but far from it. Some of the big names were having trouble getting to within 107 percent of Barrichello’s pole position time and were facing the possibility of failing to qualify. One by one they had to be heroic... A few made it on their first runs but with about 15 min utes to go things got to be very nasty. Eddie Irvine and Johnny Herbert were both very brave when they made the cut at 48 and 49 minutes respectively and there were some frightening moments in those last 10 minutes when Michael Coulthard, Schumacher, Giancarlo Fisichella, Ricardo Zonta, Alexander Wurz and Mika Hakkinen all made it. Damon Hill did not. Nor did the two Arrows cars and the two Minardis. Later the FIA stewards would conclude that the rain represented “exceptional cir cumstances” and allowed everyone to start. One won ders sometimes why they bother to have rule books... In the Stewart pit there was much rejoicing. It was the team’s first pole although Barrichello (and his engineer Gary Anderson) achieved a similar startling result at Spa in 1994 when they were both working with Jordan. “My weather man told me it would start raining after 15 minutes,” said Rubens, “and I always believe him. I had no idea it was going to finish up like this but what a fantastic feeling. I am so happy for everyone in the team. Everyone has worked so hard.” Johnny Herbert did a good job but chose the wrong strategy. He decided to wait for the last few minutes and then run without stopping. But the rain ruined the idea and it was a case of whiteknuckling it around Johnny qualified ninth - his best showing of the year - and then went off into a gravel trap. It was no disgrace. Everyone was doing it. Second on the grid was

Alesi who was delighted to up at the front after his topsy-turvy Friday. After my accident the team did a fantastic job,” said Jean. “They worked all night to complete my car so this is my present to them. To start the French Grand Prix from the front row is a dream.” Jean ended up in the grav¬ el. So did his team-mate Pedro Diniz, but he had grabbed 11th on the grid before falling off, which was a good effort. The Prosts were third and eighth on the grid and with all the team’s sponsors there to see it. It was a real bonus after what has been a diffi¬ cult year. Continued over page

32 21ulym9 Continued from page 31 “It is perfect,” said Panis. “We are a French team, with a French engine and a French driver. It is truly wonderful.” Trulli had not wanted to go out early but in the end he gave way to pressure from his engineer and it paid off. “I made a mistake,” he admitted, “and that cost me the chance of a better time.” Coulthard was fourth on the grid and that was the result of a mighty perfor mance in very difficult condi tions. Mika Hakkinen was less fortunate. He complained that there were a lot of yellow flags being waved when he was on his fast run hut admitted that there were no excuses for being 14th on the grid. “The weather conditions were the same for everyone,” he said. “I was just not able to feel confident in the car.” It was not surprising in the cir cumstances. Next up was the Jordan of Frentzen, the result of anoth er very brave effort. “I was lucky,” he said. “It is easy to be wise after the ses sion has ended and say we should have gone out sooner, but it could have dried out...” Well, I suppose that is true. Then again a troupe of flying pink elephants could have flown by. Butthey didn’t... Hill would probably have preferred the flying elephants to the mess in which he foimd himself. When he came in after his first attempt he was still'not qualified - and his Jordan caught fire as he parked it outside the scrutineering pit. He then jumped into the spare, failed to quahfy again and then had the spare catch fire in the same way... “Today illustrates the diffi culties that I have been going through this year,” said Damon, “and shows why I have announced that I am going to retire. Normally I enjoy driving in the wet - but not today. I was not able to get the best out of myself and the car - which is extremely frustrating for me and the team.” Without wishing to be unpleasant, it sounds as though it is best that Damon quits immediately. Damon’s old rival Michael Schumacher was caught out like all the others. ‘We went out too late,” said Ferrari boss Jean Todt. “It was then a case of damage limitation as it was just a lot tery with aU that water on the track.” The result was that Schumacher was fifth while Irvine who had a series of incidents was down in 17th. ‘Tt will make for an exciting race,” he quipped. Seventh on the grid was a good effort for Fisichella although he reckoned that the car would have been good enough in the dry for a place on the two front rows. We will never know. Wurz has been struggling to keep up with Fisichella for a while and that pattern con tinued, the Austrian qualify ing 13th. Behind Trulli and Herbert was the first BAR car - with Ricardo Zonta at the wheel. There is no doubt that the

1 young Brazilian is good, but this was a surprise as Jacques Villeneuve is not usually beaten by his team mate - whoever that may be. The BAR chassis looked decidedly unstable through out Friday practice but the team reckoned that things were better on Saturday morning. Who knows? Qualifying was a scramble and Zonta qualified 10th with Jacques 12th. Results are all that matter. Saturday was not a great day for Williams - although the team’s technical director Patrick Head put it in rather more colourful language after the qualifying session. They were 15th and 16th on the grid. Alex Zanardi fell off early on and had to take to the spare car while Ralf Schumacher suffered engine trouble. All in all, it was a right royal mess. The same could be said for Minardi and Arrows - unusu ally in that order - but the stewards were feeling gener ous and decided to let them all start. It is debatable whether the teams deserved such Rooster-tail: assistance... Still, I guess it helped keep the sponsors It \was wet- very wet- in France. Even Michael happy - and, after all, that is Schumacher found the what the sport is all about going tough, having an off these days. ■in the Ferrari. Isn’t it?

Race (72 Saps) two little teams would On Sunday morning the have done well to stage a diversion and make off with the two gorgeous Bugatti Royales which were laid on for the drivers’ parade. There are only five in the world (plus a fake one which was recently completed) and the last time a Royale came up for sale it fetched something in the region of $10m. That sort of money would help any FI budget but obvi ously the little teams have better marketing plans because there were no fl ash grenades nor smoke bombs. The race, however, would provide plenty of other fire works. How best to describe the action? Well, it was like this. Barrichello led at the start, in the middle and near the end. His first period at the front ended when he was overtaken by Coulthard. The McLaren led for a while and then broke down. Rubens went into the lead again. In the mid-race he was passed by Schumacher’s Ferrari. Then the German ran into trouble and had to pit. Rubens took the lead again but was then passed by Hakkinen. Both the Finn and the Brazilian had to pit for a little more fuel with a few laps to go. They rejoined to discov er that Frentzen had not pit ted. As the laps ticked away they waited for the Jordan to run out of gas. It did not. The Jordan engineers had conned everyone. Frentzen did not need any more fuel. It had been a calculated risk. When the race was inter rupted by a torrential down pour the Jordan team called in Frentzen - who was nmning fourth at the time - and gave him a huge tankful of gas. “I noticed that the guys doing the refuelhng were tak ing a lot of time,” said HH, “and when I went out again I

Ollie leads Rubens; Safety Car driver Oliver Gavin got to play with the Big Guys for the second race in a row. Unless I’m very much mistaken: After an early spin Giancarlo Fisichella got to do his famous imperson ation of Muddy Walker.

knew immediately that the car felt very heavy. I was won dering how I was going to be able to keep the car on the road. I was suffering quite a lot. I noticed that the guys around me must have had less fuel, because initially they were able to pull away from me quite quickly. “Luckily the Safety Car was brought out and there was time for me to have some con versation with the pits by radio. We talked about strategyIt was not about luck at all. In a field two miles to the south of the circuit a rather bedraggled Jordan man was reporting back by radio that there was a lot of rain trick ling down his neck. The team knew that the torrential rain was going to last a few more minutes and, given the clogged Magny-Cours asphalt they had discovered in quali fying, concluded that the Safety Car period would be a long one. How long they did not know... That was the risk. Behind the Safety Car HH leaned off the engine and burned as little gas as possi ble. No-one suspected what was going on. In the end the Safety Car was out for 10 laps and in that period Frentzen was able to save enough fuel to make the sums add up. After that he was flat out again - except for one worry ing moment on lap 60 with his gearbox. “I found I didn’t have any gears, and I thought my gear-

box had broken,” he said. “I didn’t know what had hap pened and I had to start look ing for gears. That was an adrenaline moment...” But the gearbox kicked in again and that was it. Frentzen cruised home to a magnificent victory, made all the better by the fact that a fortnight earher in Canada he had crashed badly and was still hobbling as a result of the bruising from his Montreal sh\mt. “He drove immaculately,” said Eddie Jordan with an unusual burst of brevity. Frentzen’s drive put his team-mate Damon Hill into the shadows. Deep dark shad ows. Damon was running in 15th when the rains began to fall. He stopped for wet tyres but as he was leaving the pits he was clipped by Pedro de la Rosa’s Arrows and suffered a left rear puncture. He did a lap and then came in for repairs, which dropped him way behind. Then his engine began to misbehave - with an electrical problem which left him with no power. “There was no way I could carry on,” he said. As he departed, Damon suggested that “possibly” this would be bis last race... 'The end-of-season retirement may happen sooner than planned. It was therefore a sweet and sour race for Eddie Jordan and his boys. And

down the pitlane it was a similar story for Stewart. Barrichello led for 45 of the 72 laps. In the end he finished third. But do not think the team was disappointed. Far fiom it. Rubens diced with the front-runners all afternoon, doing an excellent job and underlining that the team is

edging ever-closer towards the FI limelight. But for Johnny Herbert it was another disap pointing day. halfway throu^ the first lap Johnny l<»t sec ond gear. ’Then the others fol lowed and all he could do was cruise back to the pits to retire. A shame. When one analyses the

F^nch Grand Prix one has to he then picked ofif Trulli and conclude that McLaren Panis before having to pit should have won it. again. Charging on he picked Coulthard had the race in the off his own brother in the palm of his hand when he closing laps. “Ralf drove a very, very went out with an electrical failure. It was pure bad luck good race,” said Patrick Head. Indeed he did. for David. More bad luck. Alessandro Zanardi’s race Hakkinen drove a brilliant race, storming through the was less impressive. He made pack to challenge for the le^d little progress through the on lap 38. In doing so, he field and ended up going side ways on a big puddle while spun back to seventh and had to do it all again. After the trying to catch up with the race the team described queue behind the Safety Car. Mika’s second place as a This resulted in a large quan tity of water being swallowed ‘strategic’ result. The implica tion was that Mika might by the Williams airbox, have been able to catch and which caused the engine to pass Frentzen in the closing stop. The two Ferraris finished laps if the team had not told him not to bother. One would fifth and sixth. Eddie Irvine have thought that Mika is a sitting behind his team boss sufficiently mature driver not (oops, I mean team mate)for the last few laps as Michael to need to be told not to jeop ardise six points by trying to struggled to the finish with win the race in a suicidal worn out front t3rres. It had fashion. not been an easy race for There was a time when Michael. After working his way up into the lead he had McLaren used to say that fin ishing second was being the an electrical problem which first of the losers. If the team lost him eight seconds on one reckons it can win races, it lap. should win them, rather than He managed to stay in the lead and a pit stop enabled insult the winners by suggest ing that they were allowed to the team to change the steer win... ing wheel to solve the probAfter the race Mika spoke lem. It did not solve a total failure a lot of sense. He admitted communication that he would probably have between the car and the won if he had not made his Ferrari garage - both radio mistake and spun. Better and telemetry. Michael was still, he took a step back and smart enough to use the put the French GP into its onboard cameras to signal to the pit what he was doing. proper perspective. “Today has once again He got two points - which was not bad in the circumproved that we can be profes stances. sional drivers without bang Irvine also did a good job ing wheels, even if it is very close competition. We can after tiying to start the race have great racing without in neutral. He took it easy for touching each others’ cars. a while and then began to This is exactly what motor speed up and worked his way racing should be. It’s also a through the riff-raff. When good example for the younger the rain came Eddie was first generation who are racing to arrive at the pit entry. He karts and competing in the radioed the pit but it seems lower formulae. This is what they did not hear him racing should be. It has to be because they were not ready. fair and square. It was all “It was a bad stop,” said great fim.” Eddie. No, it was a very bad There were good drives aU stop. Being in the pitlane for the way down through the over a minute is usually catefield, not least from Ralf gorised as a disaster. The Schumacher who gave details of what happened are Williams three rather sur rather sketchy but tyres went prising points. He made swift on the car and then were progress through the lower taken off and then another order early on, picking off set was put on. Eddie sat Villeneuve, Wurz and there and read ‘War and Fisichella. The disappearance Peace’. of Alesi and Hakkinen’s spin Usually Ferrari takes full put him into the top six and advantage of opportunities,

\Jt ZI LLXXI

"f.

Name of the game: Hakkinen and Coulthard - and F3000 pilot Nick Heidfeld - got to put their names on their cars, Here Hakkinen resumes on wets in the ‘Mika’-Laren. but at Magny-Cours they were thrown away... The Prost duo finished seventh and eighth, which was a disappointing result given the qualifying positions, “I attacked from start to finish,” said TruRi, “but it wasn’t enough for me to get into the points.” The only reaUy good point for the team was that both cars finished - for the first time this year, Ninth place went to Zonta in his BAR. He had a very bad first lap, going from 10th on the grid to 15th and was running 13th when the rains came. The retirement of others put him up to ninth by the finish. A late switch to dry tyres enabled him to set some fast laps in the closing part of the race but when light rain returned in the final few minutes of the race, the challenge died, ViUeneuve’s race was nothing to write home about. He started 12th and was 12th when he pitted. The team decided to give him enough fuel to get him home but when he rejoined he aquaplaned ofif almost immediately.

Luca Badoer made it home in 10th place for Minardi beating the two Arrows cars - but Marc Gene aquaplaned off at the same time as Villeneuve. The two Arrows cars both finished the race although Tora Takagi was initially excluded from the results when it was revealed that he had somehow managed to use some of Pedro de la Rosa’s tyres. The stewards who were veiy nice to Arrows all weekend - accepted that this was the result of “a gen uine mistake”. Maybe the numbers on the side of the cars should be made bigger... Benetton and-Sauber both had depressing days. Both Fisichella and Wurz spun off while going for one-stop races. Jean Alesi blew his chances by spinning out of third place while Diniz went out early when his car lost all drive. They might have been depressed but the paddock was bubbling after the race. “That race was just what Formula 1 needed,” said a FI veteran. Absolutely.

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RAWCE jX 72 laps/ 305.814km

French Grand Prix 1 2 3 4 5 6 7 8 9 10 11 12

FI.FI. Frentzen M. Hakkinen R. Barrichello R. Schumacher M. Schumacher E. Irvine J. Trulli O. Panis R. Zonta L. Badoer T. Takagi P. delaRosa

Jordan-Mugen-Honda McLaren-Mercedes Stewart-Ford Williams-Supertec Mariboro-Ferrari Mariboro-Ferrari Prost-Peugeot Prost-Peugeot .. BAR-Supertec Minardi-Ford Arrows Arrows

1h 58rti24.343s 1h 58m35.435s 1h 59m07.775s 1h59m09.818s 1h59m12.224s 1h59m13.244s 1h59nti22.114s 1h 59m22.874s 1h59m53.107s 71 laps 71 laps 71 laps

Fastest Lap Coulthard, Up 8,1m 19.227s, 193.115s. .

Lap Leaders: Lap 1-5, Barrichello, Up 6-9, Coulthard; Up 10-43, Barrichello; Up 4454, Schumacher; Up 55-59, Barrichello; Up 60-65, Hakkinen; Up 6672 Frentzen. Retirements: Up 4 J. Herbert Lap 6 P. Diniz Up 9 D. Coulthard Up 24 J. Alesi Lap 25 M. Gene Lap 25 A. Wurz Lap 25 J. Villeneuve Lap 26 A. Zanardi Lap 31 D. Hill Lap 42 G. Fisichella

Stewart-Ford , gearbox transmission Sauber-Petronas McLaren-Mercedes. electricai problems Sauber-Petronas spun off Minardi-Ford spun off Benetton-Supertec spun off BAR-Supertec spun off Williams-Supertec spun off/engine stopped retired Jordan-Mugen-Honda spun off Benetton-Supertec

Drivers World Championship points Hakkinen, 40, M. Schumacher 32, Irvine 26, H.H. Frentzen 23, R. Schumacher15, Fisichella 13, Coulthard 12, Barrichello 10, Hill 3, Herbert 2, De la Rosa/Panis/Herbert/Alesi/TrulliAWurz 1. Constructors’ World Championship points standings. Ferrari 58, McLaren-Mercedes 52, Jordan-Mugen-Honda 26, WilliamsSupertec 15, Benetton-Supertec 14, Stewart-Ford 12, Prost-Peugeot and Sauber-Petronas 2, Arrows 1.

TSie Aystraiian Karting Assoeiation Inc

not see what it's all about for yourself? Attend a race meeting at your local club and talk to the drivers and crew. There are classes to suit almost everyone from 7 years to 77 +. Midgets 7-11 years Rookies 10-12 years Juniors* 12-16 years in TWO weight divisions Seniors* Over 10 classes of varying O Age: half way to 90 O Occupation: GP O Years in karting: 4 O Club: Go-Kart Club of SA .. „„ power & driver weights to ^. O Achiwements: When I stopped moving over to choose from. l^et the guys past. A handful of firsts in Senior National Udies and Udies Clubman. I've had a few * Other more powerful classes 2nd and 3rd place trophies in SNLights but not yet available for experienced racers. managed a 1 st.Q Family involvement: My son

For information about karting & how to get started call NSW 02 9834 3860 VIC 03 9362 1144 www.kdrlguide.com.au/vka.htm

QLD 07 3844 8507 www.akaqld.asn.au TAS 03 6272 6848 Blake is 12 and racing his 2nd year of Juniors. Blake’s dad Ian has not raced for a while, but isheavily involved in kart maintenance, setup and driver motivation (you big woose, you’re not giving it your best etc), pit crewing, stewarding etc.0 Aspirations: 1. To get a 1st place trophy in SNL. 2. To be good enough to enter a big meeting (eg

SA 08 8242 3513 States - not TOO big) and be confident that I would WA 08 9409 4441 not run last all weekend. 3. To see Blake win a National Championship, Karting is also a great fami- liltpj'/www.arach.net.au/users/akawa/indcx.him ly sport and there is no reason why women can't be NT 08 8978 2916 competitive with the men out on the track (although National AKA Web Site you probably need to start before age 40 if you want to be any good!) www.aka.asn.au

2July 1999

9 After 10 years on the road with the Outlaws, Joe Gaerte, son of the famous engine-builder Earl, has decided to hang up his helmet from big time racing, vacating the seat of Junior Holbrook’s Energy Release Eagle. Holbrook stated that he was going to give a series of new dri vers six or eight races apiece to assess how they gel with the team, including recent Australian tourist Phil Gressman, before making a decision about who gets the full-time ride next season.

Granite City

■ “I’ve been coming here since 1984 and finally winning one here tastes like fine wine,” Mark Kinser said after taking his career first victory at Tri-City Speedway. Kinser fairly dominated the event on his way to leading all 30 laps of the Feature. He started out by setting a new track record on his way to taking his 16th Vivarin fast time award second in his heat and in the dash behind Steve Kinser were the only times he was beaten. The #5 Mopar Maxim was smoking slightly, but Mark Kinser explained that it was not a prob lem; “We’ve been trying some dif ferent things here lately with the oil system,” he said. “It’s making more horsepower, but it occasion ally blows a little oil out.” Mark Kinser assumed the lead from the drop of the green and was only headed briefly when Steve passed him following a restart when Travis Whitney spun - Sammy Swindell suffered a bro ken rear-end, Stevie Smith blew an engine and Shane Stewart, having'his first run in Holbrook’s Eagle, rolled. Danny Lasoski, who’d blown an engine in his heat and had won the B-Main, made an early charge through the field and diced with Steve Kinser, eventually settling for third behind “The King” Johnny Herrera ran fourth, ahead of "Tyler Walker. Brooke Tatnell timed mid-field and nailed down tenth in the fea ture - Robert Jackson wasn’t as fortunate, finishing seventh in the B-Main.

Topeka

■ Andy Hillenburg turned around his recent fortunes when, after crashing his #2 Luxaire J&J dur ing the qualifying session, he came back to pass 17 cars on his way to" winning the rain-delayed preliminary feature in the O’Reilly Auto Parts Sunflower Shootout at Heartland Park. Hillenburg suffered a broken axle while crashing during his first qualif3nng lap, took one lap at the end of time trials and was 18th quickest - he started 17th and passed 13 cars in the first 21 laps. Joey Saldana set fast time with a new track i-ecord, while Kerry Madsen timed 17th and Tatnell 20th. Both Aussies were out of luck in their heats and forced to run the B-Main, where Tatnell finished

World of ●JTi

By Brett Swanso-ni second behind Walker, with Madsen seventh. Steve Kinser won his second consecutive Channellock Dash to start from pole and led the first four laps before Herrera took over for the next 28, Hillenburg leading the final eight laps. Saldana, Gary Wright, Mark Kinser and Lance Blevins tight ened the field when they crashed early on. The restart allowed Herrera to take the lead before Kevin Gobrecht and Tatnell both spun Darryn Pittman then crashed and Saldana was unable to avoid him. Scott Whitworth stopped on the track without affecting the lead ers, but when Gobrecht and Tim Shaffer crashed and Donnie Crawford stopped with brake trou ble, the restart allowed Hillenburg to make the winning pass. When Stewart spun, Herrera hiked the i<letworks Eagle, losing any chance at retaking the lead Steve Kinser retook second, with Craig Dollansky grabbing third from Herrera and Donny Schatz Tatnell grabbed another top ten result (ninth). ■ Hillenburg came' close to taking a clean sweep of the Heartland event, but it was Herrera, despite a slowly deflating left front tyre, who wMked away with the $20,000 winner’s cheque Hillenburg’s $10,000 runner-up cheque was still twice that which he took home for winning the pre vious night’s preliminary feature. Texan Gary Wright set fast time, while Tatnell was surpris ingly off the pace towards the tail of the field (22nd of 25 cars). Polesitter Dollansky won the race from the drop of the flag and the pair swapped places on the opening lap, with Dollansky actu ally leading the first lap. But an outside pass into turn 1 put Herrera into a lead which he held through nine cautions for the remaining 38 laps. Steve Kinser collided with Walker, Whitworth spun and Tatnell, Crawford and Saldana col lided - a couple more cai's spun, then Kinser suffered his second flat tyre after he collided with Tatnell. Following a lap 30 restart, Herrera clipped the guard rail - it became obvious his tyre was going flat as he rolled around under yel low after Brian Paulus and Saldana tangled. After the restart, Hillenburg challenged, but was unable to draw ahead and then Swindell joined the fray also - Herrera held on for a narrow win over Hillenburg, Swindell, Gobrecht and Walker. Tatnell, who’d made the feature after finishing third in the BMain, struggled on to finish 12th.

McComb claims BXI Sprintcar Series

TITAN Team’s Dean McComb capped his first season driving for Reeve Kruck by winning the final rain-delayed round of the BXI Sprintcar Series at Queensland’s Archerfield Raceway on June 19. McComb, who bad an unbeatable lead in the series prior to the final round, took the chequered flag ahead of Paul Lindberg, Todd Wanless, Tony Bridge, John Kelly, Drew Kruck, Andrew Pezzutti and Greg Wright. Lindberg, Kelly and Knack each won a heat, while McComb won a heat and defeated Lindberg, Bridge, Kruck, Kelly and Darrell Hodges in the Dash, -BRETT SWANSON

NASR money woes

By BRETT SWANSON DAVID Lander, a National Association of Speedway Racing (NASR) director and founding backer of the management body concept, raised a few eyebrows when he told a packed gathering of speedway divisions in Queensland on June 19 that NASR was broke - and, ironically, it was at Lander’s insistence that the astounding announce ment was taped to avoid any misinterpreta tions of his statements! Compounding NASR’s problems on the day, those in attendance were also advised about an alternative national body called Speedway Australia Incorporated. NOT even a blown engine in his opening heat could stop defend ing Tuckertime King of Wings Champion Ken Willsher from taking back to back champi onships following the final round at Swan Hill’s Sonic Speedway on the Queen’s Birthday long weekend. But Willsher’s closest challengers also struck problems, Darryl Willsher blowing an engine and reigning Australian Champion Luke Dillon suffering inner ear problems that forced him from the feature race. In the end, it was a surprise finale win to Danny Hogan, ahead of his Motorola team-mate, Ian Burrows, with John Pearson and Kane Cruse next. In the feature, Ken Sartori drew starting position two, with Cruse on pole and Roy Urpeth on the outside front row - the second row was made up of Gary Bruce, Hogan and Dillon. The series finale became a race of survival, with five drivers running out of fuel and many others sidelined with mechanical, or other,yailments. As the race was running- to its conclusion with just four laps to go, Hogan made his move, passing his team-mate and taking the win with Pearson and Cruse next.

Structured to run along similar lines to NASR and embracing many of the same concepts, Speedway Australia will be owned and con trolled by the competitors themselves, unlike NASR which is to be the domain of a group of pri vate investors. Also at the meeting, two key promoters, both NASR and ASPA members, went head to head over claims that promoters were forced to join NASR under threat - if they didn’t join, they wouldn’t be granted any major events; needless to say, their discussion had the full attention of the assembled throng. A number of key people at the meeting after wards suggested that the feeling at the conclu sion of the gathering was pretty much anti-NASR

iu .hack: Ken Willsher (above) amassed eni points to take his second consec utive Tuckeitime King ol Wings Championship. liJiGlI Swaiifion plcf

Tuckertime again for Willsher In terms of the championship, Ken Willsher was able to main tain the points lead (371) ahead of his cousin, Darryl (3650, Dillon (360), Trevor Harding (292),

Sartori (275), Ian Burrows (268), Hogan (240), Urpeth (240), Graham Mollenoyux (218) and Chitty (176). -BRETT SWANSON

Winning Leslight Camaro. iGraham Jordan pic

Leslight back on track

SUPER

Sedan

maestro

John Leslight returned to his winning ways at Archerfield on May 29 with a narrow victory in the penultimate round of the Coastline Vehicle Transport Super Series. Starting from the outside front row, Leslight had to vig orously defend his lead throughout the 30-lap event as Jamie McHugh made several attempts to take over the front running - Peter Warren with stood a spirited challenge from Ian Marshall and Australian Champion Ron Pyne to secure third. -CHRIS METCALF

Worid Series Sprintcar race dates for ’99/00 announced

THE dates for the annual World Series Sprintcar championship have been announced, with the national tour again taking in five states in its 17 stops. The series, as usual, starts in the west in late November, before heading across the Nullabor for the remain 14 shows. The WSS calendar for next season is as follows; Rd 1 Rd 2

Nov 24 Nov 26

Kalgooriie Perth

Rd 3 Rd 4 Rd 5 Rd 6 Rd 7 Rd 8 ftd 9 Rd 10 Rdll Rd 12 Rd 13 Rdl4 Rci 15 Rd 16 Rdl7

Nov 27 Bunbuiy Adebiidv Dec 4 Avah'n ' Dec 11 Western Aum Dec 18 .4.deiaick Dec 27 Dec 28 Nv' Dec 30 WarmaanlKK’ Jan 1 Ml Gambi-.n Jan 2 Jan 3 Murray Bridge Newcasift I -ian 5 Parramatta Jan 7-8 Axcheriflrid ; Jan 12 Jan 14-15 .^reherficiti Parramatui . -Jan 22

2 July 1999

recorded a ninth placing, which really wasn’t too bad when all was considered. Jac Haudenschild cruised into town, led all of the 30 tapper and took home the cash - Jac certainly is a master at this type of racing.

Busy SRA schedule

THE Sprintcar Racing Association has already set 95% of next season’s calender

and highlights of the 19992000 racing schedule for the resurgent Victorian club will be three separate series. There will be the fifth running of the successful SRA Series over eight rounds and a new 12-round Adrenalin Sprintcar Series at Western Auto Raceway, the big new venue at Bacchus Marsh. There will also be a new series specifically for 360-engined cars conducted over three rounds - and interest from Western Australia in arranging a 360 Interstate ChaOenge is already high. In a departure from past prac tice, the tracks, headed by Avalon International Raceway, want to change the format for the SRA Series to something similar to the World of Outlaws Championship. The Avalon format is designed to ensure time curfews are met and, more importantly, to let the

The Adrenalin Sprintcar Series fans have a clear understanding of 12 rounds will be based at of the qualification system. Each car will time trial over two Western Auto Raceway and the laps, with the fastest lap counting winner will be crowned the - in the event of identical times, Western Auto Raceway Sprintcar the driver who set the time first is Champion. Racing will be run under the determined quicker, not the second direction of the Sprintcar Racing lap. Each car will run only one heat, Association of Victoria and will be which will be inverted by the time open to all SCCA (Sprintcar trials - ie. quickest to position 10 Control Council of Australia) reg in heat one, second quickest to istered cars and drivers. A new and possibly unique race position 10 in heat two, etc. The first four finishers in the format is still being developed to heats will qualify straight into the suit the WAR facility, but one A-Main - positions five to seven thing for certain is that individual go into the B-Main and positions 360 Sprintcar races will be held at each round of the series. eight to 10 are into the C-Main. The first four finishers in the CThe Adrenalin PowerSport Main go into the rear of the B- Association, which is behind the series, believes that the 360 divi Main, where the first four finish ers go onto the rear of the A-Main. sion is important in implementing Positions one to six in the A- an introductory Sprintcar class. The whole series will be tele Main are scrambled by the fastest qualifier pulling an inversion of 0, vised to a potential national and 2, 4 or 6 - positions 7-12 are lined overseas market of 160 million up in time trial order and 13-16-v yjg.^vers are from their B-Main finishing ' - BRETT SWANSON positions.

SRA 1999-2000 Calendar October 30 November 6 November 13 November 20 December 4 December 10 December 11 December 18 December 26 December 26 December 28 December 30 December 31 January 1 January 2

Western Auto Bendigo Western Auto Avalon Warmambool Western Auto Avalon Western Auto Avalon Western Auto Horsham Nyora Western Auto Warmambool Mt Gambler

Adrenalin 1 360 Series 1 Adrenalin 2 SRARdl SEARd2 Adrenalin 3 WSS Rd 5 WSS Rd 6 SRARd3 Adrenalin 4 WSS Rd 8 WSSRd9 SRARd4 WSS Rd 10 WSS Rdll

January 8 January 15 January 22 January 23 January 27-28 January 29-30 February 4-5 February 12 Februai-y 19 February 26 March 4 March 11 March 18 March 25 April 1 April 15 April 21 April 22 April 23 April 24

Western Auto Adrenalin 5 Avalon SRARdS Western Auto Adrenalin 6 360 Series 2 Bendigo Mt Gambler Kings Challenge Warmambool Sprintcar Classic Australian title Adelaide Western Auto Adrenalin 7 Adrenalin 8 Western Auto Adrenalin 9 Western Auto Avalon SRARd6 Western Auto Adrenalin 10 Western Auto Adrenalin 11 Western Auto Adrenalin 12 SRARd7 Simpson Western Auto SRA Rd 8 Finale Avalon Easter Trail 1 Mt Gambier Easter Trail 2 Warmambool Easter’Trad 3 Mildura 360 Series 3

ell, it’s been a busy week here in Knoxville as I com

peted in two of our regular shows plus a SCRA non-wing show last Wednesday (June 23) night, as well as preparing for this week end’s Pennzoil World of Outlaws races. Saturday week ago at Knoxville I managed to time trial pretty well and record the third quickest run of the night. My crew were relatively happy as recently I haven’t been stringing together good runs during qualifying ... thankfully, during the racing, though, it has been all coming together. We ran well in the heats and everyone was looking forward to a strong performance in the AMain. With an inverted 12 for the feature I started out of 10th posi tion with series leader Terry McCarl in fifth spot for the 25-lapper.

replace the traditional vinyl covers on speedway Solos, The fairing is light, stream lined and easily removable and

Mai DymesniF Motorsport

Australian Distributors for

Xoositr i

creates a much larger advertising space - tl^e fuel tank has been relocated below the seat, which alters the machine’s centre of gravity.

‘ \

I managed to work my way by him and around the race leader until the closing laps of the event when McCarl passed me just as the chequered flag was about to be waved!

one of these races, so it was pret ty interesting, to say the least... I qualified back in 22nd spot and wasn’t particularly enjoying the outing with no downforce on the car. The cars move around quite a lot and you have to be extremely gentle with the throttle - hit the right pedal too hard and the car breaks loose - and you can’t slide them around the turns like our regular machines. By the time we got around to the B-Main I was starting to feel more comfortable in the car and

that?) ... he had been experienc ing a fairly major problem over the last couple of laps! So it was another second plac ing and that's kind of frustrating. But, at least, I know that I have the equipment and the team members to win more races dur ing the season.

he Jensen Construction team

have a brand new car sitting in the raceshop ready to go, so we will be having a discussion later in the week - probably Thursday on whether we use the new pipe or keep running the current car at this weekend’s Outlaws show.

’m looking forward to catching up with Brooke this weekend, as he has been really running well in recent weeks, scoring top 10 fin ishes and demonstrating to the everyone over here that an Australian can run hard and fast when they’re given the chance. I hope that both of us make the A-Main and keep the flag flying for the Aussie spectators in the spec tator areas ...

1999 WORLD OF OUTLAWS SERIES POINTS SCORE POINTS STANDING TO JUNE 27,1999

I. Mark Kinser 2. Danny Lasoski 3. Steve Kinser 4. Donny Schatz S. Johnny Herrera For more information on Hoos/er Drag and Speedway Tyres calf: 6. Stevie Smith 7. Sammy Swindell NSW: 02 9679 1990 Fax 02 9679 1187 8. Tyler Walker VIC: 03 9331 6477 Fax 03 933S 7444 9. Jeff Swindell SA: 98 8332 0800 Fax 08 8364 0296 10. Andy Hillenberg

^^ RACSNG TIRE

save my tyres for the closing stages of the 20-lapper, and with five to go, I made my move and closed right up behind him. Going into the final lap I was virtually riding his nerf bar and, as we went down the back straight, I attempted a passing move, but to no avail ... he won by half a car’s length. When~we were slowing down a cloud of smoke erupted from his car’s engine (can you believe

*^When we were slowing down a cloud ofsmoke eruptedfrom his car’s engine can you believe that?

Wednesday I linedrace up for the SCRAnight non-wing there was another 39 competitors, so it was a fairly reasonable-sized show. It’s the second time I’ve run at

New Millennium Solos... two of them; Hamill (left) and Hancock display their new concept.(Mike Patrick pic)

the track forwe next round Saturday night were back of at Knoxville Raceways champi onship and it was good to see fel low Aussie Kerry Madsen was at the top of the list at the end of the time trials. I was back in eighth and still searching for a good set up before the real racing got underway. I won my heat and moved into the A-Main where I got a good start and led the opening eight laps before McCarl passed me again (what’s his go?) when 1 got slightly blocked by slower traffic. I decided to sit behind him and

I have to say it was extremely disappointing finishing second as I had a strong car, although it was a bit of a handful in certain parts of the track.

W©<RL® champions Billy , _ Mam-ill and Greg Hancock (H&H) have designed and engineered a fully covered carbon kevlar fairing to

4996 4849 4823 4729 4704 468 4665 4535 4476 4398

1 1. Tim Shaffer 12. Daryn Pittman 13. Brooke Tatnell 14. Travis Whitney IS.Craig Dollansky 16. Joe Gaerte 17. Kevin Gobrecht 18.jimmy Carr 19. Frankie Kerr 20. Dale Blaney

4288 4207 3725 3392 3246 2898 2724 2708 2367 2229

EAGLE NATIONALS JUNE 27 1 1. Brooke Tatnell

I. Steve Kinser 2. Sammy Swindell 3.Jac Haudenschild 4. Danny Lasoski 5.Tim Shaffer 6. Stevie Smith 7. Andy Hillenburg 8. Kasey Kahne 9.Donny Schatz 10. Johnny Herrera

12. Craig Dollansky 13. Jeff Swindell 14. Daryn Pittman | S. Lance Blevins 16. Mark Kinser 17. Jim Carter 18. Gregg Bakker 19. Bill Robertson 20. Tyler Walker

36 2July 1999

New Foster F500 rhassis AS the next millenium fast approaches, the face of Formula 500 racing is about to change, as well-known Sprintcar chassis manufacturer Greg Foster, who is based in the outer Melbourne suburb of Seaford, has just completed the construction of his first Formula 500 chassis for Laang’s Darryl Willsher. Foster was approached by Willsher initially to build a frame from one and a quarter inch chrome-moly, as opposed to the reg ular one inch size Kenser chassis that Willsher - a 13-time runnerup in state championships - had been campaigning for the past sea son of racing. Foster got involved in this wide ly-recognised class because of its stability and popularity with spec¬

tators and ever-growing class num bers. Foster and his business partners, Paul Donnelley and Andy Williams, are the driving force behind the D&F Racing Products company which has been constracting open wheeled speedway chassis and com ponents for a number of years and believe they have the right mix to take on many of the more conven tional Formula 500 chassis cars. “We’re certainly up against some very established and competitive names in the sport, not only 500s, but also Sprintcars, but I beleive our product has a lot to offer,” Foster said. “We have to first of all make the cars safe - that is priority - and then the finish has to be top notch also and I think our product is as good as any American one that is currently on the market.”

n The first “Ashes” Test match between England and Australia at Manchester’s Belle Vue track ended in a 45-point draw to ensure the three match series goes right to the wire. It was excitement at its best in front of a big crowd as Jason Crump won the very last heat to enable the Aussies to share the spoils after being behind for much of the meeting. Craig Boyce, a previous Aussie skipper who is struggling for form in the British Elite League, was left out by team manager Neil Street, but is expected to be recalled for the meeting at Oxford. Australia naiTowly lost the Second Test at Hull by 46 points to 44, but crashed 60-30 at Oxford in the final match of the series. n Following their victory in the World Team Cup prehminary round at Lonigo,in Italy, Australia had been expected to race against England, Denmark and Hungary at Poole in England on August 15 in the semi-final of the competition. But the FIM has now ruled dif ferently and the Aussies face a tough task in Leszno, where they will struggle to beat Poland and Sweden, while Germany will race at Poole. It will be a tough assignment to reach the final, as only the winners of each semi-final go to Pardubice to meet the Czech Republic hosts and holders USA for the title. n Jason Lyons, Todd Wiltshire Frank Smart and Nigel Sadler were the Aussies competing in the Overseas Final of the World Championsips at Kings Lynn. Their aim was a top eight place to reach the Inter-Continental Final at Poole, where a place in the top two would guarantee a Grand Prix place for the year 2000. Smart and Sadler both failed to qualify, but Lyons and Wiltshire both march on in their quest towards a Grand Prix place next year. Lyons earned a rostrum place by finishing third with 13 points, Wiltshire coming fifth with 11. The event was won by British Champion Mark Loram, who eight days earlier had won the Swedish Grand Prix as a wild card rider. Others to qualify to race against the Scandinavians at Poole were

New breed: Darryl Willsher and his trail-blazing, over-size, chrome-moly Foster chassis.(Geoff Rounds pic) Most of these drivers that we at least the past two decades, Foster currently has three other currently have orders for are taller Formula 500s to be constructed and guys and they need that extra bit of another four Sprintcar frames on room and that is something that we the drawing board for locals Jeff can offer, as the American style of Judd, Mike Van Bremen, David car may be just a bit more cramped Anderson and the Knight Racing in the cockpit,” Foster concluded. Team. - GEOFF ROUNDS

Foster’s new focus means he willnow be taking on established man ufacturers such as Stallard, Kenser, Murphy, Harris, Gardner and Finglas in the 500 class, all of whom have been associated with this type of min-sprint racing in Austrdia and the United States for

Danno 22, Adams 20, Screen 17, P. Karlsson 16, Louis 14, M.Karlssson 12, Smith 11, Karger 11, Sulhvan 9, Dados 8, Nielsen 7, Gustafsson 7, Hamill 5, Andersen 4, Ulamek 4,Jirout 3, T. Svab 2, P. Protasiewicz 1.

jsm

n Jason Hawkes, the 24 year-old from Mildura, has had a night mare start in his British League career and, like Travis McGowan, is finding it desperately hard to pick up points. He has scored just two points in five meetings and, in a televised meeting at Hull, he was scoreless and throughout his rides looked metres slower than eveiyone else. McGowan’s best so fai- has been three points fi'om four rides at home to Hull for his club. Kings Lynn, those fi'om three third places

n A shoulder injury has been ham pering Adelaide’s Shane Parker, but it didn’t stop him qualifying for the final stages ofthe World g Long and Grasstrack Top Guns: Swedish Grand Prix podium grinners, runner-up Jimmy Nilsen (left), winner Mark Loram and third- Championships. Parker finished fifth at placed Tony Rickardsson after the Lynkoping hostilities had concluded. (Mike Patrick pic) Harsewinkel in a meeting won by Andersen, were both eliminated the first two in heat nine to stay in England’s Kelvin Tatum and he early on and each took a meagre the meeting. will race his opening championship His luck was out and his bike one point from the meeting. round in Gennany on July 4. Tomas Gollob, favoured by many f] stopped on the second lap. Ironically, Paiker joined Tatum to take the world crown this year, Crump,seeded through to heat as television pundit for the Grand was upset by the riding of 13 after his third place in Prague, Rickardsson in the semi-final- he Prix coverage by Britain’s Sky TV. started brightly, winning that heat which has also been shown in was left little space wide towards ahead of Rickardsson and John Australia by Fox Sports. the fence and the resultant slowing Jurgensen.. dowm probably cost him a place in But,like Sulhvan, his machinery n Former international speedway the final. let him down when he failed to fin England’s Scott Nichols, Carl star Glyn Taylor from Perth has Gollob, wiimer in Prague, leads ish in heat 17 and again suffered Stonehewer, Gary Havelock,Paul made a return to racing after more the standings with two meetings bike problems when needing to fin Hurry and Sean Wilson. than a year sidelined by a serious gone and four to go, ahead of ish first, or second, in heat 20 to back injury suffered at Hull early Jimmy Nilsen, who fini.shed second stay alive. n Leigh Adams enjoyed a brilliant in 1998. to Rickardsson last year Hancock The meeting was won for the time in the rain-intemipted The 45 year-old raced at Buxton lies third and the title hopes of first time by a wild card rider as Swedish Grand Prix at in the Lancashire Grass Ti-ack club Crump are far from over, as he lies England’s Mark Loram headed Linkopping on June 4 and only a meeting. fointh. home Jimmy Nilsen, Rickardsson poor start in the final prevented Taylor started his own engine GP points: M. Loram 25, J. and Adams to make the top of the him from gaining a place on the tuning business w'hile recovering, Nilsen 20, T. Rickardsson 18, L. rostrum. rostrum. but has decided he can’t give up Adams 16, T. Gollob 15,P. Torrential rain threatened the Fellow Aussies Jason Crump and racing just yet- others might say Karlsson 14, S. Danno 12, A. meeting after ten heats, but the Ryan Sullivan had mixed fortunes, he’s mad! Kasper 10, B. Karger 8, J. action resumed after more than an with Sullivan suffering an engine Jorgensen 8, J, Cnimp 7, G. hour’s break with track conditions failure in his third ride in heat n Jason Crump still heads the Hancock 7, A. Smith 6, C. Louis 6, nine. tough for the riders. British averages in the early sea M. Karlsson 5, J. Screen 5, S. Controversy hit a top name for Sullivan, sixth in last year’s Ulamek 4, R. Dados 4, B. Hamill 3, son Craven Shield competion - at the second Grand Prix running. series, won his first race in heat 10.8. he is over a point clear of his R. Sullivan 3, M. Jirout 2, H. This time it was American Greg three, ahead of Dane Brian Karger nearest rival, Mark Loram. Gustafsson 2, H. Nielsen 1, B. Hancock, world champion in 1997, and world champion Tony Sydney's Todd Wiltshire, racing i Andersen 1. who was excluded for delaying the Rickardsson and looked set for a for Oxford, lies tenth, Mildura’s | Pointscore after two GPs: Gollob start of heat 19 - a similar fate big meeting - but a third place in Jason Lyons 12th, Shane Parker | 40, Nilsen 36, Hancock 27. befell Rickardsson in Prague. n heat seven behind England’s Chris 24th, Steve Johnston 25th. Craig j Rickardsson 25, Crump 25, Loram Top Danish riders, triple wnrld Louis and Peter Karlsson from Boyce 26th and Ryan Sullivan 28. 25, Kasper 23, Jorgensen 22, champion Hans Nielsen and Brian Sweden meant he had to finish in

I. *J. By Tony

1999

I’m kind of nervous. I still dont know if we ve solved the problem. At least we have the data from the last couple of runs although, who the hell would take six degrees out of the timing before lining up for the most important run of the meet? We did and it worked for us. Hell, I’m happy that we’re not tearing up equipment as we test and develop the whole package to go faster and quicker.

Finally, at the last month we were ableWinternationals to get our ‘57 Castrol i Chevy down the track without shaking everything apart as well as ending the rac ing without a mammoth headache - in the past it has taken three to four days to recover after some of the meetings! Prior to the Wintemats we spent several days at the track testing the car to try cure the tyre shaking problem that’s troubled us all season. We ran four full track passes and over 20 launches, changing everything from trans ratios to clutches to shock absorbers, plus a host of other things, all with no significant gain And, after we’d finished testing we had to take the car back to the shop and replace a whole bunch of stuff after the pounding the car took! At the event, though, despite backing off the timing and altering the transmission, the thing still shook like hell. Adding to our problems was the cool track surface which didn’t allow us to hook-up real good. I managed to qualify seventh with a 6.87/ 216 pass - disappointing compared to our previous performances - but at least we were racing on Sunday whereas five others were packing their cars and at the end of qualifying and had the day off. On race dayengine we took out of the bysome goingcompression to shorter conrods(we only went down one point in the compression ratio), plus took some of the advance out of the ignition as the racing pro gressed - maybe the doorslammers don’t like the amount of advance we were running in the ignition ’cause the more we took out, the smoother it ran. The track was also a lot better on Sunday with lots of cloud cover and with the weather conditions better we could actually launch harder. We also took some of the fuel out of it and that tended to help a bit. I’ve always tended to run plenty of fuel through my engines compared to the other guys out there and maybe we can take even more out of it next time. For theadvance semis and I took even more outthe thefinal, ignition again and it ran better each run. If I’d started doing that a few runs earlier we may have even beaten Andrew Searle in the final. Hey, it was a great race with only six-hun dredths of a second between us at the finish line -1 was rapt considering where we were before the start of the meeting. With these cars it’s hard to know what to do as the track and weather conditions vary so much. Earlier in the season I ran the car with heaps of fuel and clutch and the thing launched great, ran hard, fast and straight... the next week ifs a nightmare!

In a couple of weeks time we’ll be where back atI’m Willowbank for the Winter Finals, planning to do some more laps and, hope fully, we’ll be able to run smooth and quick. Peter Gratz has taken the world speed record to 229.24 mph,so maybe its time to hot it up again and reclaim the record! Only joking... Gratz/s car is a lot slipperier than mine, so its going to take a very, very good pass to better that speed. The Dodge Daytona has a tremendous amount of downforce along with not having a whole lot of drag. When John Force ran 323 mph in the Castrol Funny Car last year he too was on a marginal race track but the car’s extremely efficient body style and good downforce allowed him to get hooked up and run the number. Like the Pro Stock cars, the Funny Cars have wind tunnel-designed bodies which have good downforce figures - their arses are down on the track on every run. If you keep the rear of your car on the track for the whole run you’ll run hard and fast. I had the best seat in the house to watch Gratzy sail away at a great rate of knots . He certainly put down some impressive top end figures. We have plenty of Chevy. bookings forMonday out Castrol Burnout The after the Wintemats we spent the day at Willowbank taking a few guests and con test winners with some smokey rides. They all seemed to enjoy it all! In the next four months we’ll be taking the burnout car down to Melbourne then work our way back up the east coast, as far North as Cairns. Then we’ll be running the race car at the Gold Coast Indy race meeting and we’re hoping that we’ll be match-racing the Shane Elcoate’s ’41 Willys at Darwin’s Hidden Valley in October. If you see us at a show, call by and say hello.

Race Crew Wanted Have you ever wanted to work on a Top Fuel Dragster? Well this Sydney based Top Fuel Team require the services of two enthusiastic individuals who love drag racing and who have spare time on their hands. Experience would be an advantage but not necessary as full training will be provided. These are serious positions and we require dedicated people to make this team. The positions in question are a Top End guy and a Clutch guy. We are also seeking a driver for our Transporter. For further details contact Steve Berry on 0414 331 529

This Bud's New NSW trade for you

still undeeided

“There has already been many jobs lost and a number of businesses NSW Department of closed,” he said. Sports and Recreation “This is a project with public servants who wide support from many issued a on June 22, NSW Government stating that the gov Ministers and semi-gov ernment had rejected ernment and industry a proposal for a stand bodies., but these alone drag strip at bureaucrats don’t seem Eastern Creek, have to care. Thankfully, the undertaken “deceitful issue is now in the Premier’s hands and we and manipulative behaviour” according are hopeful of a positive outcome.” to RPS Promotions’ Negotiations on the David Cook following proposal for the venue the assurance from the were held as recently as Premier’s NSW June 9, with RPS’ Cook Department that the and Jim Read, NSW matter was still under Labor Party’s Tony review and had not Beuk, Agland and senior members of the been rejected. “The sport has been Premier’s Department treated with contempt by taking part. In May an independent a handful of public ser vants. We have been the study, initiated by the victim of deceitful, NSW Government, con manipulative behaviour,” cluded drag racing was Cook said in a release not practicable at Eastern Creek Raceway. issued on Monday. NSW ANDRA The study stated the Divisional Director Terry best option was to build Agland backed up Cook’s a separate, dedicated venue. comments. By GERALD McDORNAN

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In the midst of celebrating their 20th year together, "King” Kenny Bernstein and Budweiser have announced a multi-year extension to their spon sorship agreement. As part of the new agree ment, Budweiser remains primary sponsor of Bernstein and his Budweiser King team for the next three years with an further option through to 2005. The company will continue to use Bernstein extensively in its marketing and promotional campaigns as it has over the last 20 years. “I’m excited to have a conwith tract extension Budweiser,” said Bernstein. “My 20 years with them have been phenomenal and I’m looking forward to our future together.” With the brewing giants support, Bernstein has won four consective NHRA Funny Car Championships (1985’88), the NHRA Top Fuel Championship (’96)- making him the only driver to have won championships in both Top Fuel and Funny Car and ran the sport’s first ever 300 mph pas's, at Gains'ville Raceway, Florida on March 20,1992.

Force and Cannon fire up at Norwalk match race TWO of drag racing’s most colourful and loudest characters, John Force and Scotty Cannon, have gone head to head in a wild match race with the eight-time champion tak ing a controversial win. Running at a eight car “Chicago shootout” nitro Funny Car match race at IHRA owner Bill Bader’s Norwalk Raceway in Ohio, Cannon and Force earned their way into the final by run ning the two quickest elapsed times of the event (Cannon 5.15/287, Force 5.26/256).

Also in attendance were Force teammate Tony Pedregon, Dean Skuza, Dale Creasy, Jerry Toliver, Tim Wilkerson and Chuck Etchells, but the Cannon/Force confrontation consumed the attention at the event. Prior to the final Cannon crew chief, Funny Car legend Dale Pulde said the race was as much a match race between himself and Austin Coil (Force’s long-time crew chiefi and he “wasn’t here to do pretty burnouts.” “This is NOT just another match race. There’s some thing brewing here between Force and Cannon and I’m pretty sure it’s not just some thing for the media,” Coil

responded “I’ve been told to “bum it down’if necessary.” In the final, Force smoked the tyres and pedalled the throttle, taking the win light, despite managing to smack the right lane guardrail twice, Cannon having shut off early after shaking the tyres and riding out a wild wheelstand. After blurting out a few expletives. Force yelled “I don’t know who won and I don’t care.”, happy he had reached the finish line first. Cannon wasn’t amused. “If I crossed the centre line and came in front of Force do you think he would say,‘Oh, no problem, it’s just a match race? He knows he was disqualified,” he said.

Us and them: Cannon crew chief Dale Pulde. Not just another match race: Force crew chief Austin Coil says there was “something brewing here..."

1999

Sceizi storms into contention Report by DAVID OSTASZEWSKI

Sceizi, who top qualified (4.57/316), streaked to his second straight Madison THERE had to be a way final round win at 4.60/312 to beat the brutal heat when Schumacher’s quest for and humidity which had the win and a spot in the Winston Showdown went up plagued the Sears Craftsman Nationals at in tyre smoke. Top Fuel had been terrific Madison, Illinois for the with plenty of side by side 4.5 past two years ... and and 4.6 second runs, Sceizi there was, the answer - having downed Steve Smith, run the event at night. Bob Vandergriff and Cory Mac That’s exactly what the on his way to the final round. Schumacher reached the NHRA did, although afternoon rains forced the final round by defeating a final eliminations to be fireballing Jim Head in round one, then survived a delayed for nearly three wild 4.57/323 to 4.57/321 race hours - the event not fin-' against Larry Dixon in the ishing until 2:30 am second stanza before dovming Bernstein in the semis. Sunday morning! If you didn’t stay awake ‘My guys, tonight and yes long enough (hey, it’s easier terday have worked their for you guys down under ...), tails off,” said Sceizi. “They’ve picking up the professional changed at least six motors wins in the wee small US this weekend. I’ve been on hours were Gary Sceizi, John fire, I burned a helmet off my Force, Jim Yates, Angelle head again. I’ve done every Seeling and Bob PaneUa Jr. thing I could do, but Alan Double and defending Top just called the right shots, he Fuel Champion Sceizi put the made things happen.” team Winston fueUer of Alan After a two-race winless Johnson a little closer to the streak (hey, that’s big news top in pursuit of their third here!) Force claimed yet straight title with a great another ‘99 victory, defeating final round win over Tony team-mate Tony Pedregon in Schumacher’s Exide dragster. the final round of Fimny Car

’No bu'W: Gary SchlzTis; now bPGik into’s#ioiiisJ championship cont@ion,.y

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Vale - Doug Cook

JESSE “Doug” Cook, one of the all-time great drag racers, passed away on Jime 16. Cook, who was one of the original drag racers at the Santa Ana Drags (which historians consid er the first commercial drag strip), teamed with partners Fred Stone and Tim Woods to campaign the famed “Stone, Woods & Cook” blown Willys gasser during the ‘60s.

The “Stone, Woods & Cook” trio were noted

not only for terrorising and dominating the on “Gasser Wars Southern California’s drag strips during the period, but also for being the first multi racial team in drag racing. Stone and Woods being African-American, Cook, 67, passed away due to complications from double pneumonia.

with a 4.94/297. It wasn’t all Force’s day as, after he disposed of Whit Bazemore in the second round, the Castrol Mustang banged the blower against Jim Eplera 5.64/191 just edging out a tyre smoking “Mr. 300.” Pedregon, on the other hand, was never really challenged on his way to the final round with passes of 5.03/304, 4.91/309 and 4.92/307 in taking wins over Del Worsham, Dean Skuza and low qualifier, Tommy Johnson Jr. With lane choice for the final Pedregon elected to

send his boss to the less desirable lane, but Force and his brains-trust rebounded from the engine damage to record their seventh win of the year. “It feels good to win. Tony and Medlen put us over in the other lane and I was really surprised that this thing stuck because we got after it. We had a new blower on it and the old hot rod just trucked down through there,” Force said. “It’s just the nature of the beast. It ran good.” Jim Yates returned to the winners circle for the first

time since the ‘98 Wintemationals, winning by just two-thousandths of a second in the final over Allen Johnson’s Dodge - 7.01/195 to 7.01/196. Thes.413 to .423 reaction time advantage to Yates spelled the difference. “I have to thank Jerry Bickel,” said Yates after the final. “This is a brand new car, the first race we’ve ever taken it to and it comes out here and wins the race ... just like old style. This is a winning car right here and we’ve got a great crew.” Pro Stock point leader

Warren Johnson, qualifying just 11th with a 7.00/197 and loosing in the first round to Jeg Coughlin on a holeshot. In Pro Bike Angelle Seeling took the win over Matt Hines, the number one and two qualifiers battling out a 7.31/182 to 7.32/181 confrontation - the win padding out Seehng’s series points lead, Hines, though, moving into second. Bob PaneUa Jr. came away with a win in Pro Stock Truck when his 7.62/176 defeated a breaking Mark Osborne in the final round. PaneUa qualified first at 7.63.

Burkart hot in Columbus TO

PHIL who? Phil Burkart, that’s who ... the previous ly unknown independent, running at just his fifth race as a professional in the nitro Funny Car ranks took the win at the Pontiac Excitement

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Nationals at Columbus, Ohio, much to the delight of team owner Paul Gratton and surprise of John Force and Tim Wilkerson - his two final round victims. Burkart joined heavy-hit ters Doug Herbert and Warren Johnson in the Columbus winners’ circle, his win “doubling” Force’s losing streak to two races! With recently departed Scotty Cannon crew chief Wayne Dupuy calling the shots, Burkart qualified a lowly 14th but then stunned with a holeshot 5.087/294 to 5.083/285 win over newly employed Tommy Johnson Jr. in Joe Gibbs’ Interstate Batteries Pontiac. In the semis Burkart lined up against Force - who’d set low et of the meet in round one(4.923s)- with the Castrol Mustang leaving first. Force appeared to have it won but a move toward the centreline and a feathering of the throt tle tossed the blower belt, the underdog thundering past for the win (5.09/290 to 5.15/247) and into the final round. This sent Burkart into the final round to face Wilkerson, who was enjoying a bit of racing luck on Sunday, all of his opponents having suffered traction problems, sending the JCIT Pontiac to the final roimd. In the final Wilkerson’s luck turned sour, the JCIT car smoking the tyres while

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Hot ‘n’ Juicy: Phil Burkart was just that after his win in Funny Car at Columbus. Snapped: After almost snapping his car early on. Bob Vandergriff made it to the final in Top Fuel. Burkart stormed his way into the history books with a 5.16/280. The bonus for Burkart and Gratton is the win gives them an entry into the biggest dol lar event on the tour. The Winston Showdown, at Bristol next week. Doug Herbert and the Snap-on Tbols team won thensecond event of‘99, moving them into second in the cham pionship points, defeating Bob Vandergriff in the final 4.69/313 to 4.76/282. Crafty tuner, Dick LaHaie made all the right decisions to get the Snap-on car down the tricky racing surface as Herbert used passes of 4.85, 4.67 and 4.78 to take out Jim Head, Kenny Bernstein and Gary Sceizi. LaHaie has now tuned cars to four wins at Columbus and in each of the three previous occasions those cars have gone on to win the Winston title. Vandergriff was lucky to get to the final following his

first round win over Kalitta, the JerZees dragster exploded a rear tire, causing the back of the chassis to be tweaked. After determining the damage was too severe to make the call for round two, assistant crew chief Johnny West used “come alongs” con nected between two trailers to get the chassis straight enough to continue. Vandergriff then defeated David Grubnic and Paul Romine to advance into the final round. After a successful showing at Chicago the previous week, Andrew Cowin and the K&N Filters/Auto Meter team headed to Columbus but failed to qualify, the extremely high tempera tures playing havoc with most teams’ tune-ups during the first two days.

Warren Johnson made it two event wins in a row when he stopped Jeg Coughlin from taking two straight Columbus Pro Stock crowns, denying the local favourite in the final 7.00/197 to 7.06/197. Antron Brown notched his second Pro Bike win of ’99, defeating David Schultz in the final round. In Pro Truck John Coughlin went one further than brother Jeg, taking the final over Brad Jeter. -DAVE OSTASZEWSKI

1999 WINSTON DRAG RACING SERIES CHAMPIONSHIP POINTS AT JUNE 1 1999 i>

1999 Winston Top Fuel Championship 782 1. Mike Dunn. Team Mopar 723 2. Doug Herbert, Snap-On Tools 715 3. Kenny Bernstein, Budweiser King 691 4. Gary Sceizi, Team Winston 671 5. Tony Schumacher, Exide Batteries 652 6. Larry Dixon, Miller Lite 604 7. Joe Amato, Tenneco Automotive 603 8. Cory McClenathan, MBNA 582 9, Bob Vandergriff, Jerzee's 545 10. Doug Kalitta. Kitty Hawk

1999 Winston Funny Car Championship ,1,149 1. John Force, Castrol Ford Mustang 2. Tony Pedregon, Castrol Ford Mustang ..,.903 3. Whit Bazemore, Kendall Chev Camaro ....664 ,561 4. Tim Wilkerson, JCIT Pontiac Firebird 5. Dean Skuza, Mateo Tools Dodge Avenger550 6. Cruz Pedregon, I'state Batteries Pontiac ..542 .493 7. Frank Pedregon, Penthouse Pontiac .455 8. Del Worsham, CSK Pontiac Firebird .435 9. Jim Epler, Easycare Corvetter ,428 10.Cory Lee, Pioneer Dodge Avenge ....

1999 Winston Pro Stock Championship 1. Warren Johnson. Goodwrenoh Pontiac ....910 2. Kurt Johnson, AC Delco Chev Camaro ,...731 3. Jim Yates. Splittire.4’eak Pontiac Firebird 644 4. Richie Stevens, Valspar Pontiac Firebird ..60l 5. Jeg Coughlin Jr., Jeg's Mail Order Olds,...582 6. Allen Johnson, Amoco Dodge Avenger ....562 495, 7. Mike Edwards, Dewco Chev Camaro 484 8. Troy Coughlin. Jeg's Mail Order Old 9. Mark Pawuk, Summit Racing Pontiac 472 10.Greg Anderson, Troy Humphries 448

27u/yI999

Good things come to those who wait though, and has continued to learn the craft, and learn it well, over the last 10 yeau's. In the early years, desper ate to learn the craft, Kirby and the crew fronted at each and every race they could, along with any other oppor tunity presented to them where they could fire and ruin their fueller. Sometimes things went well - with a nitro burner just being present can mean that you’re a winner, their unpredictable nature even taking its toll on even the very best, well-funded teams - and at other times the engine’s externals littered the racing surface, much to the annoyance of fellow rac ers and spectators. “Early on we i;an with old parts, used them for far longer than what we should have and blew up a fair bit of it, but it helped us gain expe rience and knowledge and that’s what these cars are aU about.” The trick to winning cham pionships, or even just get ting one of these 5,500 horse power Top Fuel dragsters down the track, is in the tune-up - -a.,black art which Kirby calls “science.” “We try and run each and every run better than the one before, that’s our goal,” Kirby says. “At home we’ve got a frame which has the time card for our quickest ever

Robin Kirby waited 10 years for the ultimate -the Australian Top Fuel Championship. Kirby told GERALD McDORNAN that he believes It was well worth the wait... SOME have said Robin Kirby has served his and apprenticeship deserved to win the Australian Top Fuel Championship, although Kirby himself prefers to look on it as though he’s just gone out to do a job sometimes it wasn’t satis¬

fying and sometimes, like now, it has been more than that... Kirby’s start to his Top Fuel career wasn’t an auspicious one, his 1989 debut at Heathcote ended after the burnout when the blower lifted on his then ancient dragster. The Bendigo-based budget racer wasn’t deterred.

The wait is just four seconds; Robin Kirby in his championship-winning Pehnzoil fueller.

'i JM

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run and when we better that run, the new time card goes in there.” The Winternationals pro vided Kirby with another slip of paper to put into the frame, a first round 5.003 second elapsed time bettering the team’s previous 5.01 best ... thousandths of seconds sepa rating joy from frustration. “We just try and get the car to hook up right, not drop cylinders and have the clutch right on the edge ... it sounds simple, but it’s not always. “Just when you think you have it right with these things, they turn ‘round and bite you... and they bite hard,” he says with a laugh, like with anyone else that’s ever dab bled in a nitro burner, Kirby’s been bitten hard before. As much that it provides an immense feeling of satis faction when, for one run at least, he has been able to tame his temperamental missile, Kirby’s.sense of grat ification hasn’t been any greater than when he made it the final round of this year’s Winternationals, Dan'en DiFilippo having fall en in the semis, and secured

business supplying the team’s transporter for over 10 years, something Kirby could not have done without. “It’s been hard for them as each year we’ve encroached on them more and more to have the car at races here, displays there, and that’s all been at times that’s their normal working hours ... and, at times, that can be hard to justify.” Major sponsor Pennzoil, while having naming rights only for the past two years, have also been with Kirby for over 10 years, his belief in the product from its use now extending to normal business hours, Kirby having joined the company in January as a sales representative. “Working with Peimzoil has behind him. proven to be a win-win situa“Everyone has been support- tion for both of us and I think ive right from the word ‘go’ and it will for quite some time,” he that’s so important with one of says with confidence, these cai-s,” Kirby says. “The company is like a big “My wife Sally, my brother steamroller gathering speed Peter, the whole family, the . and it’s going to be real hard to Keatings family ... everyone.” .stop ... hopefully that will also Brian Keatings support continue out on the rare track!” has been pivotal in the'.sucHaving waited 10 years for cess of the team, his Bendigo- his first championship, Kirby based Keatings Transport now can’t wait for the next... the Australian Top Fuel Championship. “It’s always a challenge to have the engine sitting all together at the end of a run, and getting a good time card, but the championship has just been he pinnacle of it all,” he says with immense pride. “We’ve run with the best that there is, we’ve had some good races and some not so good but, come the end of the season, we’ve achieved enough to lead the points and that has to make anyone proud.” Making the championship even more gratifying for Kirby is the fact that all of his crew and nearly everyone of his sponsors have been with him from the very first time the starter motor was strapped to the engine

Plenty te loiik nai^ m and a wMie 1 ,●3

While disapipointed at not winning this year’s Top Fuel Championship, , young Melbourne .charger Darren ' DiFilippo can take heart at Robin I Kirby’s success story and look forward to a long, successfiii career in the sport. DiFilippo’s season was filled with naixed results, although two ehampi. ; onship winSi two national records, a run ner-up and 4.83 second and 298.40; mph clockings provide the 23 year old with ; plenty of achievements to look hack on. And with new sponsor Redbac-k Performance Exhausts believed to- be ready to commit to a three yem naming rights deal, DiFilippo’s current disap pointment shouldn’t last too much longer; -GERMD McDORNAN

Street Car Shoutout Saturday 10 July 1999 Rainout day Sunday 11 July 1999

Gates open at 9.30 am Pro Street Racing at 3.30pm Modified Street Test and Tune 10.30 am $60 to race Tl'ue Street

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Enter on the day Spectators $15

Heathcote Park Raceway M clvor Highway Heathcote VIC

Enquiries: 03 5439 1256, 03 5439 1288 or 0416 072 478

2July 1999

Interbottom ctured by Sean Hensheiwood)

Report by SEAN HENSHELWOOD

AS the Wynn’s Series rolled into Queensland for round two, you could have been forgiven for believing that it was going to be a one-horse race. Karting’s equivalent of HRT had all but demolished their opposition in the two senior classes at Adelaide’s opening round, Troy Hunt and Neil McFadyen taking Top Kart to an early lead in the AON Manufacturers Cup. But it wasn’t to be, both Hunt and McFadyen taking fifth place in their respective classes in Sunday afternoon’s finals, with the winners all but opening up every champi onship. At the close of trading on Sunday afternoon, victory had gone to Kosmic’s Mark Winterbottom, who only a week before had gained an AKA Queensland Championship he stole victory in Formula A, his first-ever International class victory. In Intercontinental A (ICA), Kosmic took yet another victory at the hands of reigning Oceania Champion Alan Gurr. And, while talking Oceania Formula A recruit Clint Cathcart Brendan Dive (Birel). regaining the front-running within Champions, reigning Junior (Arrow), who suffered a rollover in a lap. Intercontinental A (JICA) qualifying session one and a broken Hunt then started to fall back Final(28 laps) Champion Adam Graham came rotary valve in session two to claim For the first start. Hunt got well into the clutches of Whincup and back from a devastating opening just one warm-up lap as his regis and truly caught napping, dropping McLeod with brake failure, ulti tered time. round at Bolivar to outfox his oppo back to fifth in the opening lap - mately falling to fifth at the flag. Winterbottom took a wellsition, including early Favourite this left Winterbottom a hefty Heats & Pre-final Regan Payne. buffer, as he set about increasing deserved win, two seconds clear of In front of the biggest crowd in Hunt was a man on a mission, the advantage. Whincup, with the hard-charging Wynn’s Series history, clear skies, taking pole and all three heats com Unfortunately, as the field came Cox grabbing third in the closing fireworks and spectacular racing fortably. around to start lap 3, Scott Logan laps - McLeod took fourth from were the recipe for an outstanding Behind him, Winterbottom took (PCR), Caruso and William Hunt, Cathcart, Heath, Caruso, weekend of competition. three seconds and a perfect view of Yarwood (CRG) had a coming Dann and Wlodzinski. Troy Hunt now leads the points exactly what was needed to'defeat together which prompted a red flag Formula A Hunt in the final, McLeod and and a complete restart - fbrtunate- with 100, ahead of Mark Troy Hunt (Top Kart) set the Dann taking the minor heat plac- ly, none of the drivers was hurt, Winterbottom (97), Jamie Whincup scene early - after demolishing the mgs. Yarwood suffei-ing a badly.bent (95), Richie McLeod (74), Clint Cathcart (70), Michael Caruso (60), field in the opening round in May, Cathcart’s weekend was getting chassis, Hunt screamed around the Ipswich no better, despite some impressive Start two was as good as the first Malcolm Heath (57), Tyson Pearce circuit three tenths faster than the lap times - he was turned on hiS for Winterbottom, who immediately (57), Chris Cox (56) and Gary Dann rest of the field in qualifying to set head for the second time in heat grabbed the lead, while Hunt made (53). two while battling for position, but a better job of it to take second from a blistering pole lap of 48.040. Intereontirsental A The ever-improving Kosmic team still maintained a grid eight start- McLeod, Heath, Cathcart, Mark ing position for the pre-final. team-leader If Hunt’s qualifying lap was fast, put Whincup, Dive, Chris Cox (Ital Alan Gurr’s pole time of 47.945 was Winterbottom on grid two (48.320), Winterbottom got the drop at the Corse)and Wlodzinski. ahead of Gary'Dann (Tony Kart, start of the pre-final and led into Whincup was the early mover, up outstanding and proved that Kosmic had arrived as a major 48.327) and round one third place- the first turn, ahead of Hunt, Jamie to fourth by lap three. McLeod grabbed second on lap 5 threat in the manufacturers hunt getter, 1993 champion Richie Whincup, McLeod, Clark and Dann. after an altercation with Hunt, the Oceania Champ blitzed the McLeod (Azzurro, 48.327). opposition by nearly four tenths of David Clark (CRG) managed to On lap 15, Hunt caught and with Whincup right behind. A dice then ensued b'btween a second to claim pole. regain a position closer to what he passed Winterbottom, only to lose As one of few iivers who chose is more used to with fifth, ahead of the lead a comer later, regain it the Winterbottom, Hunt, McLeod and Whincup, which lasted half a dozen to run on the highly competitive, Michael Caruso (Tony Kart), reign next corner and lose it again at the laps, Winterbottom and Hunt ulti- yet fast wearing Vega tyres in ing champ Ryan Wlodzinski (PCR), start oflap 16. Adelaide’s opening round, Clayton Pyne (Tony ICart), Malcolm Winterbottom the held off all mately breaking clear. On lap 14, Hunt made a move on Newcastle’s Jason Burns was Heath (PCR) and Tyson Pearce challenges to the flag to win by three seconds from Hunt, McLeod, the infield to take the lead, unlikely to have been on anyone’s (Omega). Last on the grid was new Heath, Cathcart and the impressive Winterbottom fighting back and outright favourite’s list as the

Troy Hunt(Top Kart) was on the pace early and set a blistering pole time,some three tenths quicker than his opposition. But the expected repeat of his opening round demolition act didn’t occur, brake j, failure keeping him off the podium. {^■■■tlwi^etwood pic)

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er a disappointing opener at Bolivar, Adam Graham is now a firm favourite for the JICA title.(Henshelv/ood pic)

the ifitemationai FMK Formula A class and, together with Alan Gurr. took Kosmic to the outright points lead in the Manufacturers Cup.

Ipswich round approached. But he proved early on that this was a mistake which nobody would make again. Changing to Bridgestone tyres for the second round. Burns appeared to be the only likely threat to Gurr’s dominance, the Tecno driver proving this by taking grid two(48.325). Neil McFadyen was third fastest (Top Kart, 48.358), ahead of Peter Richards (Tony Kart), Bart Price (Arrow), New Zealand’s Jonathon Reid (Arrow), Simon Richardson (PCR), James Small (Arrow), Cameron Thorpe (CRG) and Barclay Holden(Tony Kart). Heats & Pre-final Gurr’s pace was astounding, as was Burns’, both drivers showing that they would be the favourites come final time. Heats one and two went to Gurr, while heat three went to Burns after Gurr’s throttle cable broke in the early laps, forcing him to oper ate the carburettor by hand. McFadyen, as usual, was also there, a second, a third and a rare mechanical failure in the heats forcing him to start the pre-final fi-om grid nine, Gurr from four and Bums from pole. Final(28 laps) Bums jumped to an immediate

2Julyl999

for a lap before Graham assumed lead from Gurr, with McFadyen the lead on lap 2 and set about third, Simon Richardson (PGR) opening a margin on the field. fourth and Small fifth. Grant had grabbed second and Daniel Richert(Mike Wilson)was was hounding Morgan, with the big mover - he was a non-quali DeMeyrick fourth and Payne a slow fier with the oversubscribed fields starting fifth. in Adelaide’s opening round, cour Payne started to regain his com tesy of engine failure in the two posure by lap 2 and grabbed second heats - having a point to prove and by the start of lap 3 to set about his improving on his seventh place chase of Graham - but it wasn’t to start by moving into fifth in the be. opening laps. , The Tony Kart driver had Burns and Gurr started to pull Payne’s measure right throughout away from the field, with the final and opened up an unas McFadyen falling into the clutches sailable lead, taking the chequered of JenMnson and Richert. flag over eight seconds clear of his On lap 17, Gurr made the deci distant opposition. sive move, grabbing the lead at the Payne struggled through the clos midfield hairpin, a lead he would ing laps with severe tyre wear, hold to the flag. Morgan grabbing third. Jonathan Reid was a strong con Kosmic driver James Gurr tender in the heats and looked grabbed fourth, a fantastic effort menacing early in the final, but by after starting the pre-final in 24th the chequered flag had dropped to place. seventh. Fifth was Elliott, after struggling Gurr looked to have the race well all weekend with excessive grip, and truly sewn up with two laps to sixth was Cunningham, ahead of go, Burns a safe second - or so it Kel Treseder (CRG), Redmond, seemed. Hot Bums: The only driver really capable of challenging Alan Gurr in ICA was Newcastle gun Jason Burns Ricky Occhipinti (Top Kart) and Exiting the bottom right hander. (above), but he spun off with a lap and a half to go in the final while a strong second.(Sean Hensheiwood pic) Glen Saville(Top Kart). Bums put a wheel slightly off line Kurt Wimmer (Top Kart), Daniel was boking the goods, fresh off viePayne jumped away to an early With two podium finishes from into the gravel and spun out of con in the Queensland lead in the pre-final and took victo- two rounds, Regan Payne takes the tention, leaving Gurr to take an Elliott (Tecno) and reigning NZ tory easy win over Jenkinson, with Champion Wade Cunningham Championships for Junior Yamaha ry three seconds clear of Grant, series lead (99 points) from round (GRG). the week prior. with Morgan third and Graham one winner Geoffrey Grant (91), Richert closing in third. The most notable absentee from Also in contention was round one fourth, Andre Morgan (81), Peter Hamilton Richardson took foruth, ahead of (71), Adam Graham (69), Daniel the ailing McFadyen, Holden, Reid, qualifying was Melbourne’s AdauK winner Grant - he had suffered 'from chassis problems early in the Final(20 laps) Elliott (69), Jace Lindstrom (67), Kris Walton (PGR), Jason Hryniuk Bulks(Arrow). (Haase) and Matthew Muller While circulating the Ipswich weekend, but his game plan was Morgan grabbed a surprise early Tony DtAlberto (58), Ricky (PGR). track, he came across a cloud of starting to come good as the final lead as the karts entered the first Occhipinti (58) and James Gurr turn and held the field behind him (56). Despite his disappointing result, dust which had been caused by the approached. Neil McFadyen maintains the spinning Ben Redmond (GRG)Title contender: Former Junior ICA Oceania champion James Small (Arrow) suffered with understeer in championship lead with 91 points, unbeknown to Bullas, though, Intercontinental for most of the weekend, but still showed during the heats at Ipswich that he has the speed to clear of Alan Gurr (86), Andrew Redmond was stationary, facing be a contender for the title. (Sean Hensheiwood pic) Tomlinson (76), Jason Bums (75), 180 degrees in the wrong direction in the middle of the cloud. Kris Walton (58), Jamie Garter (56), Ghris Gilmour (53), Matthew The ensuing accident saw Bullas Wall (53), Jonathon Reid (51) and flip up over Redmond and out of his kart into the middle of the track. Simon Richardson (49). Gonscious of where he landed. Junior intercontinental A Adam immediately started to crawl After a less than promising start to safety, to the season, all eyes were on local Meanwhile, a group of following boy Adam Graham (Tony Kart), karts came upon the cloud of dust who was expected to come good at and the young Victorian driver, one Ipswich. vehicle just clipping his feet with a The reigning Oceania Ghampion rear wheel as they went around, The unfortunate outcome was was the early favourite, along with another promising Queenslander that Adam was sent to Ipswich hosand the man who many believe pital with a badly shattered left would have won Oceania, Regan ankle and a hairline fracture in his Payne(PGR). right ankle - he is recovering in In fact, it was Payne who stole hospital, the early advantage, setting pole Heats & Pre-final position in qualifjang with a hot lap of 49.179 to Graham’s 49.327. The heats and the pre-final were Third was new sensation Andre Payne benefits, the young star winMorgan (Swiss Hutless, 49.490), ning all four races, ahead of round one winner Geoff Early on, his opposition was hop Grant(GRG,49.633). ing that his Dunlop tyres would go Rounding out the top ten in qual- off in the warm conditions, but that ifying were Ryal Harris (Energy), was not to be. Second,twice: Reigning ICA Champ Jamie Whincup (below left) forged through to second in the final and Kiwi Josh Franklin (Top Kart), Graham lined up on grid two for shadows Troy Hunt by a mere five points in the title chase. Pace man: Oceania sensation Regan Payne Peter Hamilton (Mike Wilson), the pre-final, ahead of Hairis, who (below)set the early pace in JICA ahead of his toughest opponent, Oceania Champ Graham.(Hensheiwood pics)

By Martin D Clar n NASCAE had three teams using another new safety mea sure at Pocono - bonnet tethers are the latest in safety measures for the governing body. The cars of Rusty Wallace, Jeff Gordon and race winner Bobby Labonte were tethered with a plate that goes through the bon net where it hinges and a wire rope, similar to those now used on the front wheels, is looped around the front frame tubes. NASCAR is looking at intro ducing an improved version of the system in the 2000 Da}ftona 500. n Buckshot Jones is going to cut back his less than successful Winston Cup schedule and return to the Busch series with his father’s Pontiac operation. Jones will next attempt to quali fy for a “Cup” race at Daytona on July 3.

Battle of the redskins; Joe Gibbs’ Bobby Labonte led home Jeff Gordon at Pocono - his second win in three races. (Pnoio by Martin d ciark) Report by MARTIN D CLARK

n Remington Arms, who recent ly announced it was not going to return as the primary backer of the Butch Mock-owned Taurus, is to become an associate spon sor of Dale Earnhardt Jr -the six year deal beginning in 2000.

BOBBY Labonte won his second race in the past three and sec ond of the year follovraig his vic tory at the tricky flat Pocono tri track on June 20, Labonte hold ing off Jeff Gordon after a late four tyre pit stop and moving into second place in the points standings. In previous Pocono races, Labonte had only led 10 laps, but’in this race he hea(ied 27. “At Pocono, I’m always worried; this place has been a thorn in my

n Chad Little, Johnny Benson, Kyle Petty, Jimmy Spencer, Geoffrey Bodine, Elliott Saier and Robert Pressley were the Pocono provisional starters Hut Stricklin, Loy Allen and Derrike Cope were the three who failed to make the cut.

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side,” remarked Labonte. “It was a pretty tough race all day - I don’t ran very good here, but today was an exception.” The four tyre stop was more of an accident than design, as Labonte’s crew chief Jimmy Makar remarked post race: “When I realised nobody else took on tyres, I felt it was poor judgement on my part that put us back in the pack. As it turned out, it definitely didn’t hurt us and may have played into our hands - that’s what make this sport interesting.” Sterling Marlin won his first pole since 1995 at Talladega with a track record 170.506 mph, but-with Labonte storming to the front as early as lap 1, Marlin didn’t shine , until the end, after a side swipe with-the wall saw him finish fourth. “It knocked the toe in, or out and the rear-end was crooked,” said Marlin. “We came in and straight ened it out and it ran better than it had all day. The side was flattened and I guess the aerodynamics got better - I guess we need to wreck them all the time!” Second-placed points runner Jeff Burton had trouble on lap 2, bump ing the slower Wally Dallefibach exiting the second turn and sending Dallenbach spinning, but putting himself hard into the wall and a 36th placing, the result dropping him to third in the points. Rusty Wallace was the cause of the second caution when he blew a right front tyre, Wallace pounding the wall aroun(l 190 mph and the lick so hard it damaged the engine - he would retire in 43rd spot. “That was probably one of the hardest hits I’ve had in my life,” Wallace remarked. Rick Mast took Woody Woodpecker to the front for the first

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Pensive: Pointscore leader Dale Jarrett ponders Bobby Labonte’s Pocono win.

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time as a sponsor on lap 12 in the Yarborough Taurus, undertaking Labonte following a fine fifth place qualifying effort and taking an eventual 12th placing. Dale Jarrett took the point for the first time on lap 19,just as the luckless Ken Schrader cut a tyre and dropped from the top ten. Chad Little received a four-lap penalty from NASCAR when he spun under green entering pit road. Little hitting the pit wall rearwards at speed and sending crews scatter ing - thankfully, no-one was injured in the scary incident. Jarrett and Labonte continued to dominate, the pair heading Mark Martin and Ward Burton, the latter taking over up front to head Martin, Labonte, Jarrett and an again strong Tony Stewart. Dave Marcis had the scariest of wrecks on lap 92, when he was knocked aside and hit the wall so hard it sent him airborne - he was transported to hospital for observa tion and was released with minor cuts and braising. Following pit stops, Martin led Jeremy Mayfield and Gordon through halfway, Gordon taking the point from Martin on the restart following caution five for a spinning Robert Pressley. The race up front was heated, Mayfield passing Gordon and moving him up the track before Jarrett bypassed the pair, the order setthng down to Gordon, Martin and Labonte. Martin was again quick off pit road following another caution, with Gordon, Labonte and Jarrett in his tracks through a wreck for Michael Waltrip, who hit the wall following contact in a pack of traffic on lap 158. Mayfield two-tyre stopped to lead W Burton and Jarrett on the short lived restart until, on lap 166, Darrell Waltrip, who was running in the top ten, was sent hard into

the wall by Steve Park. “He just went into the comer and lifted me off the ground. You would think someone I helped that much wouldn’t ran into the back of me,” said Waltrip, referring to when he subbed for Park during his injuries. During this caution, Labonte and Jarrett elected to pit for four tyres, something that would be instru mental in the final 29 laps, as other fi'ont ranners took on fuel only. Labonte entered pit road sixth and exited 23rd, thanks to the fom- tyre stop and a broken air wrench socket. Gordon led home-town hero and hard charging Jimmy Spencer on the restart, but ‘Mr Excitement’ blew by Gordon, bringing the pack with him and looked poised for victoiy before slipping into the waD possibly in Bill Elliott’s oil, as he suffered a blown engine the previ ous lap to air caution 10. Labonte led Martin, Gordon and Spencer on the restart, but W Burton and Johnny Benson had a coming together on lap 192 and aired the final caution to set up a fom--lap shootout. But Labonte was never seriously challenged in the closing laps, finish ing 0.340 seconds ahead of Gordon in a race where almost 50 of the 200 laps were run under caution. Jarrett continued to head the points table after a third placing although Gordon finished one spot in front of Jarrett, he made no ground on Jarrett in the points race because the latter led the most tours, 71 and still led Gordon by 349. Defending race winner Mayfield made good with his ninth place result, moving into the top ten in points at the expense of his team mate, Wallace, who fell to 11th.

Final result: B Labonte (Pontiac) 118.898 mph, Gordon (Che\'y), Jarrett (Ford), Marlin (Chevy), Martin (Ford), Stewart (Pontiac), Earnhardt (Chevy), Irvan (Pontiac), Mayfield (Ford), Hamilton (Chevy).

1999 WINSTON CUP SERIES RESULTS Sears Point Raceway 28 June, 1999 1. Jeff Gordon #24 . . . 2. Mark Martin #6 3. John Andretti #43 . 4. Rusty Wallace #2 . 5. Jimmy Spencer #23 6. Dale Jarrett #88 . . . 7. Jeremy Mayfield . . 8. Kyle Petty #44 . ... 9. Dale Earnhardt #3 . 10. Michael Waltrip #7

.Chevrolet .Ford .Pontiac .Ford .Ford .Ford .Ford .Pontiac

.Chevrolet .Chevrolet

11. Bobby Hamilton #4 12. Darrell Waltrip #66 13. Bill Elliott #94 .... 14. Kenny Wallace #5S

15. Tony Stewart #20 . 16. Chad Little #97 .. . 17. Mike Skinner #31 . 18. Elliott Sadler #21 . 19. joe Nemechek #42 20. Ted Musgrave #75 .

■Chevrolet .Ford .Ford .Chevrolet .Pontiac .Ford Chevrolet .Fond .Chevrolet .Ford

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Laboctt 3. 4. fvUrX Martin 5. JcffGortJon

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1999

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By Martin D Clar n Richard Petty is convalesc ing at home following being hospitalised after suffering internal bleeding from ulcers. Petty lost up to 40 percent of his blood with the problems. The seven-time Winston Cup Champion also has bruising and a cut to his face, caused when he fell recently.

Gordon rewrites the record books-again! Report and photos by MARTIN D CLARK

JEFF Gordon became the first driver in history to win four cir cuit races in a row with a thrilling victory on June 27 at Sears Point, Gordon leading 80 of the 112 laps and fighting off Mark Martin to the flag in a marathon four horn- event. “It was a hot race no matter what condition you’re in,” remarked Gordon who was suffering with cold symptoms.‘T got dehydrated and was hoping for a caution and they came when we needed them. The car was perfect all day, but my body wasn’t.” Gordon led the early going after starting from pole, Jerry Nadeau trailing through to the first caution - west coast driver Butch GiUiland had blown an engine in the start finish line area. Just a few laps into the restart Martin mounted a charge through the front runners, easily passing third-placed Rusty Wallace and Nadeau. Steve Park took a hard backward lick into a t3ue wall on lap 25 to air caution two in spectacular airborne style. Martin heading Gordon off pit road, while mid-pack Dale Earnhardt was spun by Ken Schrader, possibly a payback from a previous incident where Schrader was planted in the wall at another track. Gordon again took the lead on lap 31 and he begun to pull away, Jeff Burton and Tony Stewart run ning third and fourth, as secondplaced points runner Bobby Labonte spun back to 21st position with help from Jimmy Spencer ...

Labonte would go off course again at halfway. On the 50th lap Gordon lost seven seconds with an off track excursion, Martin heading Roush stablemate Jeff Burton through to a caution for debris on lap 58. After the stops Martin headed.. Burton and Gordon, the latter ask ing about possible driver relief. Burton moved around Martin for the lead under braking and pulled away leaving Gordon to hound Martin. Soon, though. Burton lost the lead with gearbox trouble, fourth gear his only option. Derrike Cope had an ‘off causing the fourth caution on lap 72, the caution providing a break for Burton, the leaders also taking advantage of stops in an “offsequence”. Out of the pits on lap 79 Spencer was heading Martin, Gordon, Stewart and Wallace, although Spencer was soon passed by Gordon, Martin and then after some contact Stewart and Wallace Gordon headed into the distance ... Ken Schrader took a tumble simi lar to Park in the same corner to air the next yellow, Stewart unfor A pot of gold ... is always at the end of the race for the Rainbow Warriors. tunately diving onto pit road for a Again the race was restarted and Points leader Jarrett qualified flat left rear as the green flag was again there was off-track problems, poorly in 29th, but came back vfith waived. this time Wallace did some grass a sixth place run as his points con Martin piled the pressure on tenders Labonte finished 27th and Gordon with 10 laps left to run, cutting and fourth-placed Ricky Wallace in close company, as Rudd was forced to take avoiding Jeff Burton 24th. With cars falling Labonte tried to dive under an action, the spinning Rudd collected out after Stewarts problems and impressive Joe Nemechek for hard by Ward Burton and the pair some great driving, the rookie still fourth in the hairpin. Labonte was scattering marker tyres and forcing managed a fine 15th place effort. Final result: Gordon (Chevy), Martin unsuccessful, taking out some a red flag and the seventh caution. (Ford), Andretti (Pontiac), Wallace During the final laps Gordon did a marker tyres and spinning (Ford), Spencer (Ford), Jarrett (Ford), Nemechek in the process, as well as great job in holding off Martin, with Mayfield (Ford), Petty (Pontiac), damaging his own car. John Andretti closing fast for third. Earnhardt(Chevy), M Waltrip (Chevy).

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n Mark Martin’s'Roush pit crew were using motorcrosstype safety helmets at Sears Point, with other teams soon expected to follow the trend started by open wheel teams recently. n Bill Lester became the first African-American to start a Busch Series race in the Lysol 200 at Watkins Glen on the weekend. Lester qualified 24th with his Dura Lube Chevy, finishing in 21st after a long day that included an “assisted” spin. n Trans-Am veteran Jack Baldwin put his stamp on the Watkins Glen Busch Series race, Baldwin giving Jack SprPgue a taste of Trans-Am style bump-drafting as the pair duelled for second early in the race. Baldwin, who had brake and gearing troubles through out the race, hung on to finish an fourth in a rare Busch appearance for the veteran road racer. n Watkins Glen received both praise and criticism by NASCAR’s Truck and Busch racers following its recent repaving. Although the smoothness of the surface was popular, the consensus was that the sealant laid down made the track very slippery, especially off-line. Combined with the fact that this is the only road race of the season for the Busch regulars, Watkins Glen produced a yellow-filled day that included eight fullcourse cautions. n Several revisions to the Sears Point layout were made for last weekend’s race, track owner Bruton Smith undertak ing an ongoing beautification and expansion program. The most dramatic was a modification of the Chute, an 890ft high-speed bypass that connects the old Turns Four and Seven. The new segment now empties into a 90deg turn, the aim being to provide more passing opportunities.

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44 2JulyW99 n Have you ever want ed to travel to some ofthe big sporting events around the world like FI Grand Prixor Nascar? Problem is knowing the best places to stay and how to get there, not to mention getting good tick ets to the event. Premuim Sport Tours is a licenced ti’avel agency which spe cialises in arranging tours to sporting events. They can advise on the best accommodation and organise tickets to the race. Premuim Sport tours has just released a full colour catalogue listing all the events they cover, which is not restricted to motorsport. Tennis, golf and cricket are some of the other sports included. For a copy of the cata logue or further informa tion contact Premuim Sport Tours on 03 9874 7999 orvisit their website www.sporttours.com.au.

M}®0®D’Sfp®179

ferrari Clearance Terra Charged Yella

he Victorian FI & Special Events Shop is clearing all remaining Ferrari stock. The sale includes caps, T-shirts, polo shirts and supporter jackets for men and women. Prices have

been heavily reduced to clear the stock quickly. If you are in Melbourne you can visit the store at 116 Elizabeth Street Melbourne, where you will also find a full range of motor sport apparell and sports clothing. If you can not make it to the shop a mail order service is available with orders taken via the phone, fax or mail. For for more details contact The Victorian FI & Special Event Shop on 03 9654 5448 or 03 9654 8734 or fax 03 9654 8233

Feeling the Heat? n New from Speedwerx is an afford able sequential shift light. Incorporating 6 LED lights, increasing in brightness up to the final large red light. This compact unit takes into account the rate of engine accelera tion and warns the driver of the approaching shift point. This shift light sys tem is used in all top , forms of motor sport the world over. For more information on the Sequential Shift Light contact Stewart Me Nabb at Speedwerx Racing Products ph 03 5827 1359. ■ Precision Parts, Australia’s largest Manufacturer of harmon ic balancers has recently expanded it’s operations to supply balancers to the U.S. auto repair industry. Precision will be dis tributing its growing range through the well known Pioneer Automotive Products group who have ware houses positioned to ser vice the entire USA and Canada. All products are fea tured in a new Precision Products catalogue avail able for $5.00.Contact Precision Parts on ph 02 69 217 536 or visit www.precisionparts.com.au ■ Eastern race Parts have now available a range of K-nuts. These all metal locking nuts are used in FI and Indy Car racing. The K-nuts are available in various forms including U.N.F., Metric and special high temperature versions for disc brake assem blies. Contact Bryan Miller on 0417 274 507.

GAS Nitriding is a case hardening process in which nitrogen is introduced into the surface of a

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ferrous alloy. These nitrides form at the steel surface and ere- . ate a extremely hard barrier. Used on crankshafts, -gears, exhaust valves and cam shafts the Nitrided surfaces have a nitriding process high resistance to wear increases the surface Heat Treatment which hardness corrosion (NSW)Pty Ltd has a improves resistance and reduces unique nitriding process known as “Bristuff”. The wear through friction. Ideally suited to apphbristuff processs pro cations in high perforvides a treated compomance engines nitriding nent with much greater could be the difference durability according to Heat 'Treatment. between a strong reli For more information able engine and failure on the benefits and costs at the critical moment. of nitriding contact Heat Most crankshafts can be treated including MlTreatment (NSW) Pty Ltd on 02 9681 3050 or let, forged and cast iron fax 02 9681 3297 crankshafts .

Terra

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entered the super charger market with the launch of the

“Terra Charger”. Superchargers have increased in popularity over the past few years as way of increasing and performance torque. Part of the attraction of the super chargers has been that the increase in perfor mance is achieved with minimal modification to the engine or body of the car. The super charger is simply ‘bolton’ performance. The Terra Charger is the perfect size for a wide variety of street performance applica tions, from 2 htre to 5.0 litre engines and it is suitable for use on The new Australian Made Terra Charger from Perfectune Yella Terra Mazda rotary engines. Suitable for use with minimal as the Terra Charger produced initially to cater for demands from current kit man LPG, diesel or petrol, the Terra has a sealed oil reservoir capa Charger is efficient from very ble of lasting the life of the unit, ufacturers, installers and the low revs. The manufacturer the design is fully serviceable active do it yourself market. says this will deliver significant and spare parts will be readily A program to cater to specific increases in torque and horse available. popular engines is on the draw power where you can use it the ing boai-d. The Terra Charger is a posi most. This is a significant tive displacement pump. Its Terra Chargers are now available from Perfectune Yella advantage over turbo chargers purpose is to increase air pres and other super chargers which sure and density in the intake Terra. tend only to deliver power gains manifold. It does this by pump There are many capable at the the top end. ing more air than the engine mechanical workshops with the Being Australian made, the would normally use. knowledge and equipment to cost relative to imported rootsThis concentrated charge of produce adaptors to suit your type units is attractive and air results in a more powerful application. For more information contact availability will be much more combustion stroke in the reliable. Yella Terra on 03 9555 5522 or engine’s cylinder While maintenance will be The Terra Charger is being fax 03 9555 4152

Holden Exec to Drive Ford FORD Australia this week announced the appointment of a new General Manager, Marketing,

Susie

Meagher. ' Susie Joins ‘ Ford from General Motors Holden where she had held a number of posi tions, including the most recent. General Manager, Marketing. Susie is no stranger to the

Ford company as she worked as Group Account Director to the Ford Dealer Group during her time at advertising agency, J. Walter Thompson. “The experience Susie brings ■with her sits well with Ford’s increased drive to deliver new levels of customer service throughout evey stage of a cus tomer’s motoring experience” said Matthew Taylor, Ford Australia’s Vice President of

Marketing and Sales. “ World wide Ford is com mitted to attracting the verybest talent to the company both from the automotive industry and beyond. “Susie’s appointment is right in line with our global vision. We’re dehghted to have her on the team” Susie has replaced Holly Kramer who has relocated to Sydney.

Amaroo Name Lives on at ACE

FORTY two years ago Colin Chapman developed the Lotus Mark 7 which was then to become the

Super 7 and helped Chapman reach his dream of Formula One success. Keith Tilke decided to fol low his dream of producing cars, but not just a Lotus 7 copy. Keith stuMed the Lotus 7, then worked to improve on their ideas and build a more suitable car for Australian conditions. The result was the Amaroo, which has been a great success. It won Best Kit Car awards in 1988 and 1989. Keith retired at the end of 1998. Les Andrews, who had purchased a Amaroo was concerned that this unique

Australian Clubman would disappear. Les Andrews and friend Peter Upton teamed up with Tony Bayliss of Bayliss Automobile Restoration to purchase the company. Tony has bought 30 years experi ence to the new concern and has an excellent reputation for attention to detail and quality. They started work on a prototype and decided to enter the car in this years Targa Tasmania, which they believed would be the ulti mate road test. Targa which is run over 5 days and 2000 kilometres is the ultimate test for any car and a new category for the clubman wsis introduced in 1999. The Amarooo not only siu-

vived the event but won the inaugural Clubman 'Trophy. This proved that they were ready and had a gi-eat prod uct to offer. The new company, Amaroo Clubsport Engineering,

(ACE), is now ready to offer various forms of the kit car for sale. It can be purchased as a base kit, partial kit or complete vehicle which can be customised to the buyer’s requirement.

A road registered version as well as the race version is available. For more information contact ACE on 02 4388 5253, fax 02 4389 3152 or on visit the website www.amaroo.com

2July 1999

n s Australia drowning? Round #B» Super Series in Coffs i BHarbour was shortened due to s torrential rain^ and in Queensland, j Round Two was swamped by ●! twice it's annual rainfall in the first {five months of the year. And now weVe been to Perth for Round Three and once again it's been a ‘ wet rally. Considering the next two i rounds are in Melbourne and Tasmania this could be the first totally wet Australian Rally Championship! I The 1999 Respect Yourself I Porest Rally of WA proved to be a difficult event for us. Numerous factors contributed to keep the team busy all weekend and my thanks to our crew for their efforts during the rally. To say they earned their keep is an understate ment. Initially a diff problem during Heat 1 caused more than a few headaches, it was like driving a car with a mind of it's own which is pretty handy at 200kph on the fastest rally roads in the country. Although, having said that, it was actually trickier on the tighter parts of the route where you're ducking and diving in and out of the trees on narrow, muddy, and slippery tracks. With the complexity of a World Rally Car's active differentials the problem took a little longer to solve than the time available at the nor ma) service points during the day. It wasn't until the two-hour service park at the end of the day that we could finally rectify the situation. The service crews are very much the unsung heroes of rally ing. What they set to achieve dur ing service time, often in less than ideal circumstances would make your average mechanic goggle. Two days work in any mechanical workshop was achieved in a two hour period. They changed the steering rack, changed the front diff hydraulic piston, removed the central hydraulic box, replaced a solenoid valve, replaced a com plete set of shock absorbers, and wheel aligned the car. On top of that they had to bleed the entire hydraulic system and carry out the usual complete component check. The day had already been long and busy for them and I’m sure it was the last thing they felt like. They really just wanted to head to the bar for a beer! The end result of all these changes put the car back to the spec we ran in Rally Queensland, which wasn't totally idea! for Western Australia, however it was a set up I knew very well and was comfortable with. More rain fell overnight and the roads were much wetter on Day Two. Surprisingly while some sec tions of road were very slippery, the more major roads actu^ly are quite grippy in the wet. I was prob ably a little cautious on the first stage of the day due to the condi-

tions, however in the next couple of stages we were only one sec ond from Possum. Feeling confi dent with the car again we had a big go on Special Stage Four to try and peg back Possum’s lead, but I overstepped the mark slightly and overshot a corner which put paid to any hope of winning the day's heat. But the car ran faultlessly for the rest of the rally. Congratulations to Possum and Craig they did a great job on the weekend. We’re looking forward to the Rally of Melbourne as we’ve won heats there for the past two years with a win in Melbourne we can square up the Championship again. Despite the general consensus that the rally was held mainly on very very fast roads and many people were questioning the safety of the average speeds the results speak for themselves this rally had it’s lowest accident rate ever! Personally I enjoy the fast stages, even if I did have my heart in my mouth on a couple of occa sions. When you approach a ‘Left Six on crest’ at 200 kph and the car gets a little light it certainly requires your full attention. The 'Dale Long' stage is 23km on what could be best described as a dirt highway flowing through the forest with lots of sweeping fast corners over crests. We won the stage by two sec onds in Heat One and it's very hard to explain how good it feels to drive a stage like that. To totally commit to the notes and maintain the fastest possible pace for twen ty three flat out kilometres certainly leaves you with a great sense of achievement. Words can’t explain what it was like you’d have to have been there! We’re about to head home across the Nullabour with a planned stop-off for a few hours at Cocklebiddy. We’ve got the motor bikes loaded in the trucks and we're going to ride 'The Cocklebiddy Trail’ from the Cocklebiddy service station down to the ocean and back. Apparently this will be a three hour ride and we’ll probably be buggered at the end of it and need a few hours sleep before continuing the long drive home. Cheers,

Possum on top in West

W '-Str.: A bunch of fives: Bourne and Vincent took both heats in the Perth ARC round. (Photo by Jon Thomson) By JON THOMSON POSSUM Bourne’s dominance of the Australian Rally Championship continued in the West when the current Champion took out the Respect Yourself Forest Rally. The only fight of real interest was the battle for Group N which came down to a two way fight between Ed Ordynski and Cody Crocker, the pair finishing with a win a piece to share the weekend honours. The rally competition started on Saturday morning with a short sharp reverse order stage at Mundaring. Bourne was fastest by three sec onds, totally perplexing Toyota’s Neal Bates, who was at a loss to explain the Subaru’s advantage on such a short 2.2km stage. “The thing is handling and dri ving like our old car, it’s a cracker,” said Bourne. Bates was closer to the money on the next stage, and fought back on the 23 km long third special stage taking 2s back finm Bourne but it was little consolation. The Toyota developed a hydraulics problem in the finnt difierential on the next stage, turning the Corolla into a handful. Jason Slot retired the VW after the third special stage, the car suf fering the same engine explosion as Evans’ machine had during the media day on Thursday. Ihe Gp N battle was developing into an intense fi^t between Ordynski and Crocker. The young Subaru driver had a 4s lead after two stages before Ordynski grabbed the lead by 12s thanks to a Crocker spin. Stewart Reid in his Evo V Lancer was not far away, in fact fastest Group N car on the opening stage. Spencer Lowndes by his own admission was taking things tenta tively, easing his way back into the

Respect Yourself Forest Rally

Heat1 1. BourneA/incent Subaru WRC 48m27s 2. Bates/Taylor Toyota Corolla WRC 50m34s (includes 2 min road penalty) 3. Ordynski/Stewart Mitsubishi Lancer Evo V 5140s 4. Crocker/Foletta Subaru Impreza WRX51m53s Heat 2 1. Bourne/ Vincent Subaru Impreza WC 41 ml 2s 2. Bales/Taylor Toyota Corolla WRC41m38s 3. Crocker/Foletta Subaru Impreza WRX 43m57s 4. Ordynski/Stewart Mitsubishi Lancer Evo V 44m 13s

car after his Brisbane crash. Steve Winwood had command of the Aussie Car Class in the big V8 Falcon, throwing the machine around the forest with gusto. Bourne would return to the overnight halt at the Vines Resort East of Perth to win Heat One with a commanding 55 second advantage. Ed Ordynski pulled out aU stops to hold off Cody Crocker to finish in third spot and take the honours in Group N. Queenslander Stewart Reid lost a certain fifth when his Lancer groimd to a halt near the end, while Ross MacKenzie’s position as the leading Western Australian driver slipped from his grasp after a blinding lastminute dash by Dean Herridge. A Corolla Cup car was able to hold the day in F2, Steve Forsberg win ning the class in a Group N car in the absence of any real opposition. By theBates’ start of Sunday’s second heat crew had fixed the diff problem but it was going to require some hard driving to match

Bourne’s pace. Bourne took time off Bates from the very start of the day, ripping a demoralising eight seconds off Bates on the opening stage of the day the 23.6 km Dale Long II stage. On a harder than desired com pound tyre Ordynski was struggling a httle in the cool conditions conced ing 7s on the first stage after an overshoot to Crocker in Gp N. It was on the fourth stage of the day that Bourne sealed Bates’ fate. The Subaru took 11 seconds off Bates to assume a 21 second lead with only three stages left to run. “I don’t have any^xplanation, no excuses, there is nothing wrong with the car he is just driving quicker than us and I don’t know what we can do about it,” said a dis consolate Bates. Bourne was all smiles. “We’ll leave here with a lot of confidence for the rest of the sea son,” said Bourne; “We have the new car really,” he added. Bourne seemed untouchable as he led with confidence continuing to set the pace that Bates found hard to match The New Zealander finished the second heat 26s ahead of Bates. Group N was really the battle of the event though, with Ordynski unable to match the pace of Crocker, the Subaru driver winning \ Heat Two by 16s. The fight for the honour of first local home would go to 4WD turbo debutante Ross McKenzie in his bor rowed Mitsubishi Lancer Evo III beating home Dean Herridge in fifth. F2 was claimed by local Hyundai Excel driver, Bevan Phillips beat ing home Steve Forsberg’s Toyota Corolla by just four seconds. The win gives Bourne a strong lead in the Austrahan title heading to the fourth round of the series in Melbourne in August.

10 year ARC deal draws critidsm

CONTRACT

which

assigns the TV, radio, image internet and mar keting rights for the Australian rally Championship for the next 10 years to the Project Group has drawn strong criticism from many of the stake holders in the Australian Rally Championship. Many of the event direc tors and drivers are con¬

cerned about the length of the contract’s term and the lack of consultation before the deal was struck. According to Rally of Melbourne organiser Glenn Cuthbert, the deal was done without any consultation or information given to the peo ple who make the rally Championship possible. “I think the sentiments of the contract are fine. We need to promote the Australian Rally Championship so that it can

realise its enormous poten tial but to shut out the peo ple who really make the title possible is not a very satis factory situation,” said Cuthbert. The five people who act as clerks of course on the five rounds of the Australian Super Series do it for noth ing and because they love the sport “They don’t make any money from their efforts, and yet they’re expected to sit back and accept that all of

the TV and marketing rights for the events created by that work are now assigned to a company for the next ten years,” said an angry Cuthbert.

“If that is not enough the events are expected to con tribute several thousand dol lars to the cost of the TV cov erage and despite several attempts to contact him by phone and letter I have not had any messages returned by the Project Group’s John Smailes,” Cuthbert added.

“There was no consulta tion, no competitive tender ing and no information given about it, it stinks.” Cuthbert said that all other ARC directors were of a similar voice to him over the issue.

Ed Ord3mski is also angry about the situation, agreeing with Cuthbert that there should have been more con sultation with the stake holders in the rally champi onship. “My biggest gripe is that

the rights will be tied up for 10 years, which is just a ridiculous amount of time given the rapidly changing technology in the media,” said OrdyriSki. “I can’t understand the secrecy which has surround ed this decision, there was no announcement until after it was a done deal and there is no information about exactly what rallying will get in return for signing its rights away.” -JON THOMSON

46 2July 1999

PXO

Winwood may go GRIZZLY

THE crowd-pleasing Ford Falcon XR8 of Steve Winwood

may be in a very different guise next year if reports coming from Ford are true. Winwood who has dominated the Aussie Car Class for most of the last six years may he seen in a new Falcon ute next year rather than the now traditional saloon. The ute just launched in Australia and the rally machine, code-named ‘Grizzly’ would he a handful, with a longer wheel-base but should be lighter than the 1500

kgs minimum weight imposed on five litre cars. This would allow the team to bal last the ute up to the mandatory weight adding weight low and over the rear axle for better traction and handling. Winwood would not be drawn over the rumours of the switch to the goods carrying Falcon but it is believed the move is as a result of the revised strategies being seen at Ford Motorsport under Howard Marsden’s regime. -JONTHOMSON

The end for the family sedan? Steve Winwood may trade his Falcon XR8 for a Grizzly ute in the near future. (Photo by Jon Thomson) Pointscore leader: Geof Argyle has hit the front in the NZ Rally Championship.(Geoff RicWer/Linear Photographs)'

n rsvie leads in NZ\ T

Stewards to determine Southland winner

GEOF Argyle came away from the Rally of Southland on June 13 with a first and third plac. ,, , , t . 1 1 mgs m the two heats to lead the Subaru New Zealand Rally Championship. Bruce Herbert, also in a Mitsubishi Lancer Evo 6, has won the overall Rally of

Southland title, subject to a stewhearing over the type of used to drive from the final service park to the Teretonga ^ace track for the last special stage of Saturday’s heat one, If the tyres are found to not have the minimum tread depth used on a public road, he will be excluded from his heat one sec-

l -t;

ond placing, i The next round of the champi-' onship is the WRC Rally of New Zealand on t^uiv 18, Overall championship points after six rounds: Geof Argyle 61, Brian Green 56, Bruce Herbert 52, Chins West 47, Todd Bawden 42. - BRIAN YOUNG

New Citr en Supercar

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Sedans/Sporfs Cars

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Ford Mustang collector's car. Ex Dick Johnson Group A touring oar in immaculate condition. $28,500. Ph: 08 9405 1113, 157

Falcon XR6 PRC rally car. Big horsepower^ motor, BTR hydraulic fidd, V8TG gearbox, multi point cage. Many spares. $16,000 ono. Ph 03 5447 9302 157 Brock Commodore^ VH Grp.3 build no 1114, very good, original condition, 135,000km. Red, must sell. $9,500 ono. Ph: 07 5534 1397 157 '.

Datsun 180B Sports Sedan, 280Z engine, 260 bhp, slioks, 8 wets, spares, log book. $8000. Ph 03 9499 7141. 157 Alfa Sprint Sports Sedan, spaceframe construction, 13B rotary peripheral port Mazda factory housings, fuel injected by Motec, 5 speed Getrag gearbox, AP 7" clutch, alloy flywheel, alloy Ford 9" diff. Independent rear end, AP 4 sport brakes front & rear. On board jacks. Simmons centrelock wheels, 10.5 x 17. 1 set of wets, lots of spares.. $28,000. Ph 07 5594 1706 157 Bridgestone HQ race car, reg for 1999 season. No more to spend, ready to race including Dorian timing system. Ph 08 9309 5415 157

'te,

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Jaguar XJS 350 Chev, Turbo 400, both recently recond, 16x8 Simmons, new tyres, bare metal respray, no rust, n 0 expense spared. $15,000 ono. Ph 08 8536 4034 157 LX Torana street or club car 308 Super T-10 9‘ diff, Bilstein shocks, 4 spot brakes front A9X brakes rear. Heaps of spares. Must sell. $10,500 ono. Ph Tony 0417 693 871 or 02 6297 1149 157

Replica Lotus 7 Series 3, 1600 Ford mechanicals, unfinished project. $10,000. Ph: 02 4384 3571. 157 Lease or sale Formula Ford. Lease from $1000. Vertor

Austin Healey Sprite. Mkl. English 1958. Dark green, bare metal restoration to original condition 500 miles. Second on concours. Nothing to spend. Haggling starts $20,000. Dl 5832. Ph 0 4392 8896 157 Brock Mobil 05 Sierra in original condition. As raced spec 1988. Very well maintained. Car with spares. Mint condition. Collectors item. $35,000 Ph 0418 144 783 157 Mitsubishi LA Lancer, clubcar Motec injected 2.6ltr Scorpion box & diff, Detroit Looker, AP's, fuel cell, panhard rod and 10 wheels & tyres, heaps of spares. $16,000 com plete, $5000 rolling. Ph 0413 754438. 157

Mazda RX7 Club Car, 13B, 5 spd, LSD, cage, race har ness. Ready to race, very good oar, owner retiring from racing. Ph: 03 5721 9313, 0418 578 970. 155

Speedway

penrs j

Porsche 911 SC Targa 1983 model. 3lt, 5 speed, 16' wheels. $29,500. Ph 07 5527 4616 or 0419 214 844 157

(199JUiew engine (Speedtech) top car, immaculate condi tion, Tatios and spares. Ph: Mike 0411 622 999 priced at $35,000 ono, 157 Elfin 620FF one of four cars exported to USA in 1974. Stored for last 15 years. Totally original, located in Tennessee. $US9000.. Ph Brian 02 4966 3516, .57 Off Road Class 9 Buggy 13B Twin Turbo, adjustable SAM. rear, coil front, G50 Porsche box, spare wheels, will separate. $18,000. Ph 02 4951 6291. 157 Superkart 250 nationa, zip eagle chassis, as new 257 rotax engine, s sets mounted slicks, 1 set mounted wets, full set ratios, purpose built registered trailer and spaer parts. Ready to race. $13,060. Ph 03 9435 9308. IF Formula Vee Nimbus ideal 1st car. Spare wheels, tyres, good trailer with tyre rack. $3800 obo. Ph 0407 229 778 is? Formula Vee Elliot 01 Totally rebuilt top Elliot Bond engine. New paint, new nose cone. Comes with PI gearbox, spares and trailer. $10,000. Ph 03 9308 7663 or 0416 210 778 157

<*●

Elfin 700 1976 Group Q. 1600 cc Ford. Immaculate condition. Very competitive. Fastest Group Q at Winton. Cheap to tun and maintain. C/VvIS cert of description. $37,500. Ph Peter Whelan 08 8373 2070 bh, 08 8295 4342 ah or 08 8373 2087 fax. is7 Brabham 1964 BT16 F2 998cc Cosworth SCA. Hewland Mk.7 6 speed, FIA papers, green/silver. Perfect race ready condition. $75,000. Ph 64 9 412 8500 Fax: 64 9 412 8512. 157 Formula Ford RF 95 Van Diemen ex Todd Kelly

Cortina Modified Sedan 3. Top point scoting car 97/98. 98/99 Claremont Speedway plus other champi onship wins. Very reliable and competitive car, spares included. Contact Frank Does 08 9377 7917 or 0412 771 595 157

HQ Holden. Greg King offers for saie the Bathurst Best Presented Car. New oar built and painted on rotisary. 99 reg, latest spec, C&B engine with spare. Looks as good as it goes. Just get in and take the chequered flag. Heaps of spares, an absolute sacrifice at $6,000. Ph Greg King 0419 013 594. 157 ●

IM'

MG 98 $23,000 Lamer engine $450. Will consider part trade on car or van. Ph 03 9587 6909 or 0418 358 055 157

Torana LC Club Car 2E strong 202, blue head, 45mm Webers, steel flywheel, close ratio Muncie, big brakes with 4 spots, 15" wheels, proven car with lots of spares. $9,000, may trade road car. Ph; 08 8276 9933 or 0419 837 499. 157

Mazda MX5 Fresh 13B, (20,000km) since full rebuild). Low Lovell suspension, looks good, just needs TLC and minor body work. $3,500 (bargain) No reg. Ph: 02 6629 0215157 Austin Healey 100/4 blue & cream blue interior, perfor mance engine, o/drive, disk brake front. Marque sports log book. Ideal Club Car, rallies, weekend drives. $30,000 ono. Ph 03 5367 4380. 157

Honda Civic Club Car: rear-mounted Integra 1600 twin cam, DelOrto carbs, Kevlar comp seat, 6pt harness, alloy fuel tank, Holley red pump. Ready to race. $3,000. Ph: 03 5253 1105 Geelong (AH). 155

Super Sedan. '95 Corvette. Top condition, heaps of spares including 3 new bodies and moulds. As roller $6,500. 516hp Chev engine also available, fresh, ready to go with engine $16,000. Ph: 02 6374 1303 157

Superkart 250 International. 2 cyl. 6 speed g/box, ready to race. Some spares. Ph 08 8633 0574 or 0418 837 745. 157

Mazda RX7 red coupe. Ex centreline suspension. Championship winning club car. Just rebuilt inc cam bered 5 link rear with watts link. Falcon XF rotors &

250CC International Superkart, complete, $9,500.

series 5 calipers, Bi lsteins, Hawke carbon pads, Needham C/R 5sp gearbox. Wolf 3D engine manage ment, Savanna taillights, front & rear spoilers. 4 Dunlop D78F Formula R, 4 Dunlop D93J Formula R wets, 4 Toyo Trampio - all 12 mounted on 14x7 Performance Challengers. MRT trailer. A developed & competitive package all in EC. $12,000 without basic engine or negotiate engine package. Ph Sacha Allen 03 9417 3932, 0412 003 825 or Adrien Allen 03 9528 1567. 157

Separate comprehensive spares package inci PC, Pi. data logger, engine $4,500. Will consider all serious offers or swap for top Formula Vee. Ph: 03 9792 0887, + 1998 Tibi Kart 3-4 chassis, new powder coating. Tibi Modified Production TE Cortina 250 + .060

race suit c/w spare steering column, stub axles, rear axle

methanol, top horsepower, good rubber, heaps of spares. Very competitive car, best offer around $5,000. Must sell. Ph: 03 5593 2845 or 0417 563 233 157

plus more. All new $2800 or $3500 with J motor. Ph Steve 03 9704 8123 157

2 July 1999 Tony Kart Espirit with fresh Merlin Reed motor, 2 jet Baroni carby and new set of wets & heaps or spares. Ready to race. $2900. Ph 019 160 574 or 03 5265 1073. ro

Pffffia Racing Drag car Cortina 64 mdl tube chassis f/glass front, Lexan windows, 302 Windsor, CIO auto, 4.5 fullspool, MSD ign, NOS plate, CG32211C. $13,000 ono. Ph 0411 806 728 or 039758 0621 w Supercharger 14-71 Littlefield, Billett rotors, rebuilt $2100. New L4T clutch 10" - 3 plate, new clutch can $5500. Fresh complete veney heads ino. new inlet manifold and rocker assembly. $7500. Ph 0418 259 621. 157 Grower 11”3disc clutch, suit Chrysler/KB excellent condition, $1300. Header kit suit Funny Car $400.Ph 0418 259 621.157

EngHies

Toyota 4AGE race engine, nitrided forged steel crank 3/8” ARP big end bolts. Wisco forged pistons, TRD 320 degree race cams/followers/valves. Ryall quad throttlebody manifold. Crank trigger ignition MSD. Dry sumped 3 stage pump. Autronio SMC ECU. Steel flywheel AP clutch. Engine dynoed, several programs, race ready. Cost $14,000 unraced. $8,500. May separate. Ph: 02 9752 2291 bh or 02 9875 1050 ah. 157 Chev S.B, high performance 355ci, manifold to sump. 12.5 to 1 comp, roller valve train, 4 bolt bottom end, approx 420-450 hp, can supply thickerhead gaskets to make more streetable. Only quality brand names used inside engine. Ring for more details. Will separate heads and manifold from bottom end. $6,000 ono. Ph: 02 9604 8910 or 0417 253324. 157

Chev 3SO 4 bolt 010 block, big HP, 292 fuellies roller rockers, forged pistons, CC 280 cam. Fresh engine. $4,000, Ph 08 9279 9933. 157 Kart JIC& 99 Pariila 98 Rotax with clutch & pipe & regis tered with papers, plus winning Yamaha J motor. Price neg, Ph 07 3888 4646 bh or 0418 882 030 ah 157 Tuibo 202, T04 ’O' ring and studded block, 12 port head, cam crank, 5‘ stainless steel exhaust and manifolds, 650 dp holley manifolds, all dials, braided lines, disassembled $1500. Second turbo engine HP block, heads.crank, brand new pistons and brand new rods still in box. All machined ready to assemble. $1500. Ph 0418 144 783 157 Bow Tie engine (engine not started from rebuild), Brodix 10 x heads, 2 ?(o' Hilborn injector. New -f.040 JE pistons. 35S’ Callies crank. Carrillo rods. Vertex magneto. $16,000. Ph 0408 823 699 157 Sigma 2.6 EFi, Mahle forged pistons, spent $4000, 5 races old. $1,5000 Ph 02 4951 6291. 157 Formula Ford engine. Complete, just re-built, new pis tons/sleeves/crank and bearings. Used in one hillclimb only. Includes dry sump and pump, carbi and manifold & exhaust system, hear running. $2,500. Ph 07 3351 3506 157 Bodeck engine 1977 built by PM engines. Brodix 10 x heads, 214" Kinsler injection, Callies 3 %' crank, Carrillo rods, -r.020' JE pistons (10 shows from new). Vertex mag neto. $35,000. Ph 0408 823 699 157 Cosworth Sierra modified head, o/size valves, Ivan Tighe hard faced cams. Vernier cam gears. Burton dry sump sys tem, Burton inlet manifold suit 48mm Webers blue printed balanced. Modified distributor. $12,000 ono. Ph 66 540 438 ah (Woolgoolga) 157

Parts

ehev SB high performance 355ci manifold to sump 12.5 to 1 comp, roller valve train, 4 bolt bottom end, approx 420450hp, can supply thicker head gaskets to make more streetable. Only quality brand names used inside engine. Ph tor details. Will separate heads and manifold from bottom end. $6000 ono. Ph Alan 02 9604 8910 or 0417 253 324 157 New super T-10 $2300. Ph 0418 144 783. 157 Tilton clutch plate to suit 7.25" clutch and Escort/Cortina twin cam gearbox. Brand new, in box. $180ono. Ph:02 9526 8436. 157 Kombi 1800 off-road gearbox, Albins close ratio gears, super diff. $2,000. Ph 02 4951 6291. .57 Ghev Brodix-10 heads flow good HP. Race ready. Ph 07 3888 3232 .57 Centre lock hubs group A Commodore, Pointac Alum heads flow 637 hp $3500, 4 bolt Nigel Block Chev $1200. Alum rods $400. Pelortos 4 x 48 with 3‘ wedges all link ages, braided hoses, rumpets, fluid fuel pressure gauge, regulator, set up for injection to lower part of wedges on Chev S/B manifold. $1800. Ph 0418 144 783 157 System 1 oil filter suit Chev or Holden $200. Kinsler 6 inline fuel filter $200. Assorted 6 & 12 braided lines & fit tings $150. Accel super coil $70. Snapon leakdown tester in case $200. Carter electric fuel pump $70. Lifeline Racing powerboat lifejacket w/c Ballistic pants and carry bag $1000. Ph 0408 322 096 157 Chev 6“ Carrillo rods 3 sets. 1 new, 2 used. New $2200. used $900 & $1100 plus singles new and used. Ph 07 5441 7700 bh or 07 5448 5569 bh .S7 Motec IM48 8»ro Fuel Injection System, includes M48 pro box, Motec capacitor discharge, 2x Bosch 500hp fuel pumps, 10 Bosch 351 injectors. Crane ignition coil, wiring loom and pressure regulator kit. To buy new $7,200, sell $6,200 brand new with all manuals. Ph 0419188 010. 157 RX7 SI/11 body shell. Suit sports sedan or clubcar. Some suspension mods, includes most parts of original oar, $500. Mandrel bent roll cage and many metres CDEW tubing $500. Body rotisserie, adjustable, suit most bodies, knock down to store, 360degree HD castors.$750. Ph 03 9792

Transporter Jayco racing 25' hinofitt full tail lift, split level, tyreracks a/con, p/steer, 10-speed, s/roller. Will con sider road car/van part trade. $29,000. Ph 03 9775 0775 or 03 9587 6909 157

Fully enclosed 21 ft tandem axle, tilt, car trailer. 6 new Sunraysia rims with light truck tyres, 4.5 tonnes carry cap. elect brakes on both axles with breakaway unit. $6500. Ph: 0412 677 975. is? Race-car transporter Tri-axle 32" enclosed trailer, Landcruiser wheels, electric brakes, winch, aluminium ramps, 240v power & lighting, 5.7 kva generator, full-length annexe, turn table coupling, 4.5 tonne gvm, normal trailer registration, fit sedan car or dragster, new condition. $19,500, Ph 03 9317 8867 ah. 157 Mercedes Benz 1424 Lucar custom built Pantech 2 car transporter, front spower lounge-living area, fully equipped, large storage area work bench ets. $110,000 or will finance for $2200 p/mth. For appointment to inspect ph 0418 33 77 55,03 9775 2299 ah or fax 03 9775 2399 157 Transporter for sale Dual Cab Isuzu, 85 FSR Update,6 speed turbo with 160,000 genuine k's. 22' custom pan suit super sedan, sprintcar etc. Simply too much to list. First to see. Will buy. As new. $59,000 neg. Ph 02 6280 6581 or 0147 511 296 157

Enthusiastic female with VSSupercar pit crew experi ence and current admin, career looking for full or part-time race team position doing PR, catering, logistics, girl Friday etc. Phone Anne 02 6274 1850 bh or 0413 275 570. w Formula One video tapes on the 1980 season or individual races on tape on earlier FI seasons. Ph;02 9529 9950. 157 Dorian Timer for Sports Sedan ASAP. Ph: 02 0412 049 158 or 02 9906 7614. 157 Position in motorsport or race team wanted. Prefer media PR or promotion but very versatile. Contacts and truck licence. All positions considered. Full time or retainer only. Ph 0408 143 426 Melb. 157 Wanted Toyota 1600 twin cam cage conversion parts: twin Webers, manifold, distributor ec. Will consider whole engine. Ph Derek 03 9889 1149 157 Brabham BT21 prefer rolling chassis or else complete car, any condition. Ph 02 6625 1522 ah or 0412 215 490.157 Video tapes of 1980 and 1981 Bathurst 1000. Good money paid. Ph Mike 07 3285 2244 or 07 3408 4025 ah. 157 One Dorian data 1 transmitter and sedan mount if avail able. Ph 0414 842 662 157 Hewland FT200 gearbox. Weber carbs four x IDA 48. Rover 3.5 litre competition motor. Ph 029997 3610 or fax 02 9997 5764 157 All EF & EL Ford Falcon parts. Ph Travis 07 4162 4629 157

Photographs

5617. 157

RSSOOO Cosworth, crank, head, pistons, rods, flywheel injectors 'sump'(alloy)$1500 no. Ph 07 5441 7700 bh or 07 5448 5569 ah 157 . Wheels, 2x13x8.5, 2x13x7, 2x1^x5.5. All to fit Datsun, Toyota, Mitsubishi. $450. Also slicks all 13", 8 to 10 inch wide. Avon and Dunlop new to half worn. 10 of, $50 each, will separate. Ph 0418 207 130. 157 Raceweajr, 2 Flamecrusher driving suits, size M, three later, FIA appr., one blue, one red/yellow. Both include nomex balaclava, underwear, socks. As new $400 each. 1 pr Nomex boots and socks $100. 1 pr Nomex/leather gloves $50. 1 Dominion 5 pt harness. New, $150. Ph 03 9792 5617157 Mazda 13B Tufbo gearbox, K.G. Engineering close ratio, dog engagement, straight cut gears with roller bear ing hardened yoke. New, cost $8,000. Sell $6,500. Ph 03 9792 5617. 157 Holden XU-1 close ratio gearbox $750. Borg & Beck triple plate suit EH complete assembly with very light steel flywheel. $500. Ph:08 8276 9933. 157 Brakes suit Commodore 14" vented front rotors with modi fied 4 pot calipers 12!4" vented'rear rotors with single pot calipers master cylinder and hoses. $2500 ono. Ph 03 9726 9461 or 0418 130 523 157 Coil over springs Many length and rates $100 pr. Pit scooter as new motorised cost $1400 fits in car boot. Light & fast. Easy to ride $450. Ph 07 5441 7700 or 07 5448 5569 157 Super Flow SF600 Re adv.ertised sale fell through. You can get the bargain. As new with manual, port plates & micrometer. $7500. Ph 07 5441 7700 bh 07 5448 5569 ah Sparco “Bev” race seats x 2. Azzurro blue. 1 EC & 1 Aver cond, retail $899 each, sell $1,000 for both. Ph 03 9336 3039 157 Formula Ford alloy mag wheels x 4 with Avon tyres, good condition. $400 ono. Ph 07 3351 3506157 Weber carby, 58mm DCO side draught. New,$2,250. Ph 03 9792 5617. 157 Slick tyres, 280/680/R17, soft/medium compound V8Supercar type, brand new. $450 set of 4. Ph: 0419 319 002. 157

Photos for sale Round 3 BOC Gases ASTC - most Super Tourers and F2s. Some photos of Porsches, Commodores and HQs. Ph: David Batchelor 08 8634 5310 157

Other Ford Trader dual cab, 1984m trabsoirterm 3.5 litre diesel, very economical (approx $10/100km), 5 speed, full aero kit, immac condition, suit most forms or motorsport. $10,500 ono. Ph John 08 8725 7341. 157 Transporter 46 foot custom built trailer 10 ft in height from ground up. On 16" Toyota fore mnner wheels, 6 ton rocker suspension, 6 wheel electric brakes system, sleeps 8, Work shop, tyre rack, stereo, cupboards, skylights, low banana

Chevrolet Dually 5th wheel tow unit. Chev 454 pet/gas, a/c, Alcoa wheels, 3001 gas Silverado interior, trailer as new. Sleeps 6, a/c, TV, stereo, fridge, sink, length 42ft. $85,000 ono. Ph 08 9304 1551 157 Mercedes-^enz 1424 custom built Pantech 2 oar trans porter, front spowser, lounge-living area, fully equipped, large storage area, work bench etc. $110,000 or will finance for $2,200 per month. For appointment to inspect phone 0418 337755 or 03 9775 2299. 157 Enclosed trailer 17ft, alloy floor, work bench, 2 pack paint, mags, 240v power inside and out, alarm, 12 months full car traitor rego, many extras, excellent condition. $6800. Ph 02 9730 2599. is?

VW IRS Beatle type SuperBox, Billett Steel Hemisphere (American), 4 stargear diff, 25mm alloy ribbed sideplate, 4.125 crown/pinion, Holinger 3rd & 4th gears - 1.58/1.14. $900.. Ph 07 3351 3506 157 Ford Escort MK1 or MK2- Quiffe super close ratio gear box, 4 speed, $2000. Fuel injection complete $800. Haltech ECU model F-7 $400, Diff assembly complete with 2 looked centres $450. Ph Mark 02 9634 1299 bh, 02 9686 8596 ah or 0417 475 409 157

Transporters/Trailers fully enclosed and registered go kart trailer will take 3 karts or 2 karts with heaps of room for spares. $2000. Ph Steve 03 9704 8123 157

Hransporters/'frailers

Transporter/caravan 40ft aluminium luxury accommo dation, 4 bunks plus separate double bedroom, dining area, gas hot water, shower, stove, 240/12v power, annex. Hydraulic tailgate, toads of storage space. $70,000. Also available twin cab Isuzu prime mover to suit with loads of extras. Ph 07 4666 3538 157

Wanted BOH Brosprints, (similar to above photo) 2 sets of 4 wheels. One set Ford/Valiant other set early Holden/ToranaA/olvo. All 14x7. $600 per set. Ph: 03 9884 4944 or 0416 215151. 155

FIDO dual rear end, fresh 351+ auto. 9mm Goseneck trail er, 5 itva genset - air comp bunks, benches, winch, 24012v, cupboards, 9x4m Annex, fridge, TV, video, stereo, alarm. $30,000. Ph:07 3805 4611 or 0418 716 002. 157

Pit Crew female or male for Super Touring race oar. Experience not necessary. We will train. Located in South West Sydney. Must be committed - no tyre kickers. Ph 02

9774 1711. 157

t Category." 0Sedans □ Open wheelers □ Speedway □ Drag □ Parts □ Engines □ Trailers □ Wanted □ Photographs □ Other

Description;

Tralee International, Fraser park, Pepsi Powerdome pro grams from day one to day gone, excellent condition, many with results, great dsllectors's memorabilia. Ph Michael 0410 423 243 or fax for info 02 6258 2425 157 Expressions of interest sought tor purchase of Australian Fuel Bladder Supplies Pty Ltd, manufacturers of > custom & coritrolled fuel cells,vand fuel systems. Ph: 0412 651 368,07 5S30 2578(AH). 157 Enthusiastic female with VSSupercar pit crew experi ence and current admin, career looking for full or part-time race team position doing PR, catering, logistics, girl Friday etc. Phone Anne 02 6274 1850 bh or 0413 275 570. 157 OMP triple layer race suit size 52 plus gloves $300 lot ono. Ph 03 9762 0065 ah'or 0416 166 999. 157 Workshop to let (or seii) Factory unit over 300 sq metres in Hornsby Industrial area (Sydney) approx 20kms north of CBD close to Ml freeway north. Excellent outlook, enormous mezzanine, office, bathroom, kitchen 2 x toilets, built in wall benches, engine/machine room, large compresor, multiple oar spaces (and space lor transporter) $424 PW (plus outgoings) Ph 02 9482 2470 and 0408 162 762. 157 Autosport magazines. Aug 78 - June 89, $20. Ph: 08 8356 4596. 157 Demmler 3D workstation. Complete jigging system for building race-car chassis, capacity to take full car body, including all auxiliary equipment, built to absolute accura cy, new condition. $12,500. Ph 03 9336 4522 bh. 157 Motorsport magazines (English) 1970-1996. Essentially complete in very good condition. Also 'Automotive Year' volumes 16-32. All serious offers considered. Ph Greg 02 4237 7503 or 0411 244 175 157 FM frequency adaptors to suit Jap imports. $65. Trade enquiries welcome. Ph Mark 018 535 245 (Vic) 157 Vidoes - GP's (44 in all), tourers, 500cc, IMSA, AGP sup ports etc.. All have to go. Moving to smalier house. Ph Brendon 02 4392 0404 157 Lola the illustrated history 1957-1977 10 x 8 hardbound 192 page book. Cost $105. Sell $75. Received 2nd book for birthday gift. Ph 03 9799 1683 157 Ford Cosworth Owners Club forming a register of owners of Cosworth powered cars to promote communica tion between members. Ph Neville Davis 02 4367 6734. 157 Double layer nomex driving suit. Excellent condition. Manufactured by Pyrotect in USA. Has FIA approval tag. Best offer of $300. Ph Phil 08 8365 0356 ah or 0418 804 077 157

Attention all teams - Young hopeful driver with talent and potential seeks drive at Bathurst (any category). Very willing to assist in any way. Ph Mark 026925 3830. 157 Model car kits - John Day & Grand prix models from 1970s.6 kits in all. $50 ea. Ph Martin 07 3205 5723 157 Magazines from early 1970s to current day. Inc Wheels, Modern Motor, Racing Car News, Motorsport News,' Chequered Flag, AA, $500 the lot or will sep. EC. Ph 03 5593 1709 or 0413 024 413 157

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50 2July 1999

D9®[7’S[JJ®[?9

So it’s your fault!

Editorial Editor Phil Branagan Technical Editor Tony Glynn Assistant Editor Gerald McDornan Graphics Co-ordinator VIv Brumby

Advertising Advertising Manager Brendon Sheridan

Administration Managing Director Chris Lambden

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

CompuServe: 100237,116s

Contributors

General: Mike Kable, Jon Thomson, Brian Reed. Grant Nicholas, Darryl Flack, David Hassall, Aaron Noonan, FI: Joe Saward, Adam Cooper Europe: Quentin Spurring US: Phil Morris NZ: John Hawkins Speedway: Brett Swanson, Dennis Newlyn, Sue Hobson,' Geoff Rounds, Tony MiJIard (UK),, Rally: Peter Whitten, Jon Thomson Drag Racing: Gerald McDornan, Greg Ward, Jon Asher (USA), Dave Ostaszewski (USA), Nick Nicholas, Steven White, Ken Ferguson, Scott Jug Super Speedway: Martin Clark (USA) Karts: Sean Henshelwood, Graeme Burns, Allan Roark, Frank Viola, John Morris Photographers: Sutton Motorsport Images, Dirk Klynsmith, Bothwell Photographic, Neil Hammond, Nigel Snowdon & Diana Burnett, 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, Peter French Artist: Bernie Walsh Cartoonist: Allan Schofield

Dear Sir, My company, Motor Sport Electronics, supplies both the TEGA monitors and TV telemetry systems used for the V8 Supercar Shell Championship Series. The recent TV telemetry display indicating engine speed above 7500 RPM was caused by the malfunc tion of a sensor associated with the telemetry equipment in car number 8 driven by Russell Ingall. The monitoring equipment used by TEGA correctly recorded data in the car. This data, downloaded after the race, cleeuly indicated that the engine had not been operated above 7500 RPM in accordance with the race regulations. The TV telemetry display is accu rate unless the equipment is mal functioning. The display of engine speed, road speed and brake opera tion is accurately updated ten times a second. The gear position is calcu lated from engine and road speeds which requires a delay of around 0.4 seconds before changing the TV display. Col Higgins Email(mse@tpgi.com.au) ED: Pity you owned up Col, now we know who needs to get a damn good flogging. Was it that bloody 20 cent part again?

Vizard’s Top 10...

_Cafft/errei

Stuart Hamilton Email <chemeng@iinet.net.au>

Come back ITS-’.

Magic: Foggy disappeared before reader Stancliffe’s eyes.,. ‘indictment’ really means. 4. Minardis for eveiyone! 3. Each Australian GP security officer issued with photo of Eddie Maguire. 2. Five words: Good News Weekend Media Conference 1. De Cesaris! De Cesaris! De Cesaris!

. Danyl Wade Dear Sir, Sutherland NSW There has been a lot of talk ED: Darryl, what a shame you recently about what is needed to didn’t write earlier last week improve the show in GP racing. As it would have saved us a lot of a big fan of David Letterman ^ and time and effort in preparing with apologies to him - I present our story on pages 20-21. There my Top 10 ways of making FI more are obviously some differences entertaining. with what you’ve come up with 10. Have Shania Twain re-enact to what our experts have come recent video clips on the grid. up with 9. Corners like Eau Rouge and

the Acqua Minerale should really

be covered in water. 8. In interests of parity, Eddie Irvine’s brother gets to drive for Williams, too. 7. Safety Car to be driven by Flavio Briatore’s wife, Naomi Campbell. 6. Louise Goodman out - Rex Hunt in. 5. Someone tell Alan Jones what

MOTORSPORT HEWS is published by Australasian Motorsport News Pty Ltd ACN No 060 179 928 Directors: C Lambden (Managing), A Glynn

ers think, Nine are doing a better job of Formula 1 then Ten could ever hope to do. It is evident from Ten’s current attitude to the CART and SOOcc races that they regard these events as nothing more than late night fillers; how else can one explain the fact that the Motegi round of the CART series, run on Satimday with only a small time difference to Australian viewers, is shown on MONDAY NIGHT at MIDNIGHT! By the way, thanks for the fan tastic magazine. I look forward to Joe Saward’s column every fort night.

Keeping the flag Waving a

protests, not that Colin is ever shy! But why do we have such a poor governing body? Regardless of your opinion of the Craig Lowndes inci dent at the Sensational Adelaide 500, their (CAMS’) blatent disre gard for the facts is disgraceful! Read the Telemetry! How good are the V8’s. It seems it is only getting better. I believe we, the motor racing public, have a lot to owe to Channel 10. Even though there has been some conjecture on how they are doing the job, we had very, very littie before they dedicated their Sunday afternoons to my, and I’m sure many others, greatest passion, Channel 10 must be congratulated, Simon Bongiovanni Email <bigsi05@hotmail.com> P.S. Great mag,I never miss an issue.

Dear Sir, Nine OK by me I doubt there can be any argu ment that in Australia we have the Dear Sir, BEST flag marshalls and medical I have read with interest the teams at motor racing events any^ ~ letters sent in over the past few where in the world. years regarding Nine’s coverage of Especially seeing the last round of FI and now feel ready to add my the World Superbikes, what a dis- contribution, grace. Cohn Edwards was right in his Despite what many of your read-

Dear Sir, In reference to the German Superbike round. We all know that the race control did a bad job con cerning the oil at turn one, but I also feel that the teams could have done more to ‘stick it up’race control. The Castrol Honda team manag er said in the telecast that all the teams felt that the race should be red flagged. If all the teams felt this way why didn’t they teU their riders to come in? If there were no riders out there it would be red flagged wouldn’t it? Network Ten’s telecast of the same race was a disgrace. They didn’t tell us what Foggy’s drama was during the week (the pool drowning) that Keith and Julian kept referring to but never said what exactly. Later on Ten went to a break with Foggy in the lead followed by Slight, Corser and Yanagawa about to pass Corser. When they came back Foggy had disappeared and Corser was well ahead of Yanagawa. If their tele cast of race two was live then it is fair enough, but if it was on tape they’ve got some answering to do. Ten also didn’t have their usual British and U.S. Superbike updates or the trivia question. Maybe Leigh Diffey took the trivia book with him to France. Great mag. Leigh Stancliffe Bacchus Marsh,VIC.

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