Motorsport News Issue 162 - 24 September-8 October 1999 by V8 Sleuth

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24 September 1999

m silly Season revs up

A potential second Shell team, but as yet we Stone Brothers Falcon understand there are no for 2000, Paul Radisich signatures on paper. Other confirmations, and Greg Murphy rumours and counter appear to be the main rumotirs for 2000 include; variables as a V8 n Castrol Perkins: Supercar driver “Silly despite occasional Season” gathers pace. rumours linking Russell Pit lane rumours link Ingall with other teams. ing Murphy to Stone Rusty is tightly contract Brothers’ second car for ed to the Castrol Perkins next year were down team for 2000, with a played by both parties at hefty buy-out clause; the weekend. n Tony Longhurst: not “We’re still hialising the selling up and pm-suing a funding for our second driver-only career (with car,” Ross Stone told us Stone Bros, as one on Sunday,“and we won’t rumour suggests). be making that sort of “I hope to run two decision until after cars,” Tony told us at the Bathurst. weekend. “At one stage, I “I’m hoping we’ll have was worried about my sufBcient funding to pick Castrol deal, with major the driver we want and, management/structure yeah, Murf would be changes there, but it’s good, but we’re thinking looking better. of a number of options.” “At the same time,1 had For his part, Murphy been pusuing other spon has confirmed that, as it sorship options, just in stands, he’s looking for a case, and if one or more of drive for next year. them come to pass, we’ll “I’m on a one year con be looking quite good tract with the Wynns n Valvoline team: team and no-one has men- despite no formal con tioned anything about tracts, Garry Rogers next year yet so I’m talk expects both his current ing to a number of teams drivers to remain with about next year. Sure,I’ve the team for 2000; spoken to Ross (Stone) n Shell: as mentioned, with but there’s no deal or any negotiations thing like that...” Radisich are coming to a Other likely contenders conclusion and Steve for the berth with the Johnson is expected to Stones include Craig get his full-time gig; n HRT: both drivers Baird, who has already 'mpressed'in his co-driver contracted; role with Jason Bright, n FTR: nothing signed while Radisich has even yet, but Crompton expect been rumoiu^d as a possi ed to stay for what was bility, as has Steve Ellery, originally a two-year deal; n ’Wynns: Steven impressing in his semi private EL and as Richards to stay (two Radisich’s co-driver at year contract). Rumour has Formula Holden SbeU. Radisich is reportedly champ Simon Wills in very close to agreeing a contention for the second long term deal with the seat...

as possible to pull clear of Irvine. A Hakkinen victory in Germany with Frentzen fail ing to score would wipe out the Jordan driver’s hopes but Irvine’s challenge will remain alive whatever hap pens. McLaren’s aim is obviously to get Coulthard to finish second in the title race but this is going to be very hard unless Irvine does not score. Ron Dennis admitted last week that it is “only logical” to help the driver who has the best mathe matical chance of winning the title. -JOESAWARD

n Motorcycle wild boy, Anthony Gobert’s rumoured wild card return to the SOOcc class for next week’s Australian GP at Phillip Island is believed to be in doubt after he reportedly injured his shoulder in a crash in the US last week Gobert was thought to have secured a ride in the event on the potent MuzWeber, with an announce ment about his participa tion expected to happen this Thursday.

n Safety first. Although it’s normally frowned upon, a couple of V8 Supercar teams plan to use older model cars at the Gold Coast Indy non championship races to keep their best sheetnetal for Bathurst. HRT will run at least one, if not two, of its older VS cars, while FTR will wheel out an EL for Neil Crompton, with Seton in the #6 Brabham/Bates car. However, having sold Russell Ingall’s car(to the Gatorade team), Larry Perkins will debut his brand new Bathurst car at the Gold Coast.

Decisions, decisions: Greg Murphy is currently talking to a number of teams about a drive in 2000, with the Stone Brothers team being among them. (Photo by Dirk Kiynsmith/Manipulation by Motorsport News)

delaide Le Mans round confirmed

Street race set for New Year’s Eve 2000

DAVID Coulthard is likely to be told what to do by the McLaren team at the forth coming European Grand Prix at the Nurburgring as Mika Hakkinen’s World Championship challenge has been rather dented as a result of his accident at Monza. Hakkinen is now equal on points with Eddie Irvine and Heinz-Harald Frentzen is only 10 points behind. Coulthard is two points behind Frentzen. In all probability team order will not be brought into play unless Coulthard is ahead of Hakkinen, as Mika needs as many points

Is the GP go for the, Go-Show?

n Newly crowned Australian Superbike Champion Steve Martin is also believed to be a last minute wild card entry for Phillip Island with rumours having the Ducati rider securing a ride aboard an Aprilia for the 250cc GP.

News reports had the event being run over IT may have been sensational in the the former Formula One circuit which is past, but Adelaide will give motor racing longer than the track used earlier this year enthusiats the “Race of 1,000 Years” on by the V8 Supercar circus for their 500 kilo December 31, 2000. metre race. Billionaire Don Panoz confirmed the eager Panoz team driver, Australian David ly anticipated Adelaide round of his Brabham, recently commented that the Le American Le Mans Series at Road Atlanta Mans-style vehicles didn’t suit the shorter last Friday, with South Australian Premier circuit used by the V8s. America’s NBC Sports will broadcast a John Olson in the US for the announcement. ! The Adelaide round, which will be run over same-day coverage of the event from Adelaide, with further a distance of 1,000 kilo television coverage iTiIi metres, is one of 13 ALMS Schedule being seen in the US races in the series with DURATION LOCATION DATE on Speedvision and 12 hour two European and one Mario Sebring Fox Sports. 2 hour 45 min Charlotte Apr 1 Asian venue joining the Further international 1000 kms Europe (tb a) May 7 nine American events 1000 kms will be Europe (tba) May 21 coverage which compromise the 2 hour 45 min Ontario, Canada JuiyS announced shortly with 2 hour 45 min Sears Point series make-up. July 23 Europe’s Eurosport also 1000 kms Asia (tba) Events in Charlotte Aug 6 2 hour 45 min Texas expected to carry full Sep 2 and Texas have also 2 hour 45 min the Portland coverage of Sep 10 been added to the 10 hrs/1,000 m Road Atlanta Sep 30 Adelaide race. 2 hour 45 min Oct 15 Monterey senes, with Road -GERALD 2 hour 45 min Nov 5 San Diego Atlanta losing one 1000 kms Adeialde McDORNAN Dec 31 round.

n Bonding or budget conscious? Rather than fly en masse to Queensland, HRT rented a luxury coach and cruised both ways. “It was actually good fun,” team boss Grech reported on Saturday,“although the trip home could he either a party or dreadfully quiet if we blow the race!...” n Never one to miss an opportunity? AVESCO ChiefTony Cochrane to Mitre 10 co-driver(and Audi Super Touring regu lar)Brad Jones at a packed post-qualifying press conference:“This isn’t our raceday crowd. Brad - it’s just a press conference...” n QR crowd was down a little on the opening race meeting, huVstill a rea sonable 22,850 on race day. Revisions to race track access proved entirely successful, with little or no delays getting in or out. n Late, late addition to the Q500 driver line-up was Andrew Miedecke. Dugal McDougalTs planned co-driver was a late scratching, so Mad Andy was drafted in at short notice.

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24 September 1999

n Despite damage to the Gatorade VS Commodore being lighter than first thought, the team still chose to collect

Fourth will do for Lowndes A PODIUM finish

the ex-Ingall Perkins VT and whip it into the paint shop for a Q500 debut. The team took it relative ly steadily'iil its new acquisition, finishing 19th.

In fact, a top four will be sufficient if current points runner-up RusseP Ingall were to win the FAI1000. Lowndes has 1642 points following last weekend’s Queensland 500. with RusseU Ingall (1588; and Garth Tander (1474; as the only realistic challengers, although Glenn Seton (1414) and Mark Skaife (1392) both have a mathematical, but

n Hurricane Floyd has delayed Forsythe Racing’s effort to find a replacement for depart ing Canadian Greg Moore. One of three Formula Atlantic drivers will get the seat along side Patrick Carpentier next season. Alexandre Tagliani will test on September 29-30, Lee Bentham on October 1-2

Mates: Lowndes needs \fourth or better for his third .title - but will he be sharing a car with Mark Skaife?

and David Empringham October 3-4. Moore is leaving to join Penske Racing. H Mai Rose is NOT retiring. The V8 Privateer had it suggest ed to him at the Q500 that our brief in the last MN suggested he was; he may even drive GTPs, or another V8 this season. We were, in fact, refer ring to the now-retired Channel 10 TV series of the similar name name. Good thing it wasn’t ‘Sex and the City’... E3 Michael Andretti has a new son. His wife Lesley gave birth to Lucca Michael Andretti at Luke’s Hospital in Bethlehem, near the Andretti’s home in Nazareth, Pennsylvania. Andretti Jr weighed in at 3kgs[7 lbs, 7 oz]. Both mother and baby are well. Andretti has two children fi’om his previ ous marriage. E Brit Andy Priaulx has won all of the 13 rounds in this year’s Renault Spider Cup. After starting from his 13th pole at Silverstone, Priaulx survived a 360degree spin and a colli sion to win the final round. He is looking for a BTCC drive next season. H Mark King has become the latest convert to Klippan harness, fol lowing John Bowe’s example and fitting them to his GTP Mitsubishi Lancer Evo HI. 1 Sources close to Rick Hendrick’s NASCAR team in the US say that lead crew chief, Ray Evernham,is close to announcing his departure from the team, at least on the racing side. Evernham, who has Lwon three Winston Cup Championships with dri ver Jeff Gordon in the past four years, is said to be either heading to work full-time with his and Gordon’s GEM Busch team, or towards a man agement role with Hendricks. An announce ment is expected soon.

Bathurst will guarantee Craig Lowndes the 1999 .Shell Championship Series.

(Photo by AF1 Images)

VESGO may float shares

A lot of things have to hap pen before such a seemingly far-fetched plan could come to fruition, including the merging of V8 teams group TEGA into AVESCO, which Cochrane is currently proposing.

crucial championship clash - indeed the team were just arriving back in Melbourne, having taken a leisurely coach ride home... “There are plusses and minuses with either combina tion,” team manager Jeff Grech said on 'Tuesday. “There’s no hurry to make a decision, but it’d be good to have a plan in place sooner rather than later.”

RACING legend Sir Jack Brabham escaped injury on the weekend, when he crashed during a class FI race at the Goodwood Reviva! Festival. The 73-year-oid collided with fellow racing driver Jackie Oliver and careered off the track. The triple world cham pion was hospitalised after the crash, but organ isers of the event said that he was unscathed. ‘The car os damaged but is not a wreck, and Jackie Oliver is fine,” said a spokesman. Sir Jack was kept in hospital overnight as a precautionary measure, before being released on Monday morning.

67.5% majority hareholding in AVESCO among its cur rent team shareholders, leav ing SEL (22.5%) and CAMS (10%) as the largest individ ual shareholders and a num ber of small (team) share holders. It is uncertain whether the teams would find this desireable.

Looking a bit All Ordinary: Tony Cochrane may be push ing AVESCO toward a share float. (Photo by oitk Ktynsmai)

Courtney’s works FF for 2000

DOUBLE world karting James champion Courtney will spearhead Van Diemen’s works’

Redon shopping for FI ride FRENCHMAN racer Laurent Redon has been

team in next year’s British Formula Ford Championship. Courtney was a member of the three-car factory Van Diemen team in this sea son’s FF series. However, an agreement between Van Diemen and Courtney’s manager, Alan Gow, means the Australian driver will have number one status with the team in 2000. “I’ve spent all year learn ing the tracks and getting totally familiar with the team and the Formula Ford series,’”said the 19-year-old. “I’d never even sat in an open-wheeler before this year and it was such a tough championship in which to be thrown in at the deep end. “I really want to win this title, and now have the per-

motor racing miracle. As of Tuesday evening, HRT hadn’t come to any deci sion about its driver pairings

I after sbiuit at Goodwooil

Such a merger would, how ever, dilute TEGA’s current

However, following Bemie Ecclestone’s proposed float of FI - should it come to pass there is no fundamental rea son why such a precedent shouldn’t be successfully fol lowed. After all, numbers of UK soccer clubs and other sport ing entities have successfully undergone such a process, with the sellers reaping sub stantial rewards... - CHRIS LAMBDEN

Lightning could strike twice - but it would be a

Sh> Jack Okay

FORGET Telstra - wait for the AVESCO float! That’s the message from AVESCO boss Tony Cochrane, who believes a public float of the V8 Supercar company is a real istic aim in a few years’ time. In an interview with Motorsport News (see page 28) Cochrane confirms that as one of his aims for the future. “I would like to do the ‘Woolworths’ float, the ‘Mums and Dads’ float, where the fans one day could have a genuine ownership,” he said.

extraordinarily slim chance. Even TandePs chances are small - he needs to win with Ingail lower than 10th and Lowndes lower than 14th.

He said ‘Millennium’; James Courtney goes into 2000 with the guarantee of the number one seat in Van Diemen’s crack Formula Ford team,(Photo by Bothweil Photc^raphic) feet opportunity to capitalise on what I have learnt this year. “Winning with a car I helped to develop will give

me even greater satisfac tion. ‘It’s all down to me now, but I’ve no doubt that I can do it and can repay the enor-

mous faith (and investment) that Alan and Van Diemen have placed in me. “What a great way to start the new millennium.”

busy wheeling and deal ing in hhe paddock in recent weeks looking for a way to break into Grand prix racing next year. The 26-year-old has been knocking on the door of the sport since he became Minardi’s test driver in 1997. Although often written off as a pay-driver Redon is quick. He won the 1995 French Formula 3 Championship beating his Winfield Racing team-mate, the highly-rated Nicolas Minassian. Redon is the son of Josette Redon (nee Zannier) who established the Z clothing company in the 1960s with her brother Roger Zannier. Groupe Zannier is now the world’s leading company in children’s clothing with an annual turnover of around $600m. -JOESAWARD

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No Audis at Bathurst Volvo for Colemam, Microphone for Brad THERE will be no Audis at Bathurst this year but both of the team’s drivers will be there. Audi Sport Australia rookie Matthew Coleman will be driving for Volvo, sharing the older of the team’s two S40s with Craig Baird. Both will back up the Jim Mchards/Cameron McLean combination, which will be in the 1998 race-winning S40. And Brad Jones will be there, sharing Networis Ts commentary box with Mike Raymond, Peter Brock and GeoffBrahham. Jones is disappointed that the team will not be racing. “It came down to fund ing,” he said on Tuesday. “We would have liked to

24 September 1999

New GT sports class for 2000 By PHIL BRANAGAN

THERE will be a new sportscar category racing in Australian in 2000 and it will be on the AVESCO support pro gram. Details were scarce as Motorsport News went to press but indications are that the new class, called Supersport GT, will have a field of Porsches, Ferraris, Lamborghinis and Dodge Vipers. The class, which is being promoted out of Sydney, wiQ the follow current International GT regulations, stipulated by Article 2-5-8 of the current FIA handbook. Models eligible for racing include Porsche’s new GTS, Ferrari’s 355 and new 360 Modena, Lambo’s Diablo SVR and the GTS Viper, which currently dominates the GT2

Get used to it: A field of exotic GTs- here at Donington - will be racing next season, category in Europe. There will be a minimirm of 11 events; five wUl run on the new V8 Lites’ program forPrivateer Supercars, and the others will run on what is being described as “selected”

events. These are believed to be the Sensational Adelaide 500, the National Capital 100 in Canberra and, perhaps, the Australian 1000 Classic at Bathurst. While all parties concerned

would not speak about the class, AVESCO’s Tony Cochrane is believed to have given it his approval. An annoimcement is believed to be scheduled for Melbourne in around three weeks time.

Championship and this looks like be very different to the calendar pubhshed in July. The new calendar features 16 '●aces - missing the 17th slot - which was previously occupied by the Bel^an GP. The Spa race has been dumped because of the prob lems this year with the Belgian government’s tobac co advertising laws. The end of August date remains open at the moment - giving the Belgian authorities time to back down. If no compromise is possi ble the August date will go to either Holland or Portugal. Both the Zandvoort and Estoril circuits have under gone considerable upgrading and safety work in recent years and both are keen to get back onto the calendar. There might even be a bid from Jerez de la Frontera in Spain. -JOE SAWARD

n While speaking of Mirages, Warren Luff took out his third straight round of the Lease Plan Mitsubishi Mirage Series at Wakefield Park on September 18. Luffscored maximum points on the day, winning both 10 lap heats ahead of Gavin Harvey and Barry Nesbitt. n NASCAR/AUSCAR driver Marshall Brewer is rumoured to have been handed the gr-andest spanner of them all... Brewer’s Chevy NASCAR has been spied at its Calder Park home cloaked in new Sidchrome Proto livery, although the word from the Fastrack Racing chief at the moment is mmn.

team, following Team Manager Kim Jones’ recent trip to Germany. “They were very recep tive. There’s nothing worked out yet but, after the tough year we have had, we’re looking forward to being able to race next year”. In the meantime Jones has the FAI1000 Classic to look forward to, where he wiU share Mark Larkham’s Mitre 10 Falcon AU.

THE FIA has circulated aU the Formula 1 teams with a new hst of dates for the 2000 Formula 1 World

n It might be a Mirage, but it’s real... That’s what Calder Park is saying about the oppoitunity to drive in the Malaysian International Touring Cai’ Challenge at the Malaysian GP in a spec-Mitsubishi Mirage race car. For just US$5,000 (AUD$7,800), you get rac'e^, car rental, hotel room for * two,food and beverages, transportation in Malaysia and a team/pit crew provided. The only thing not included ai-e airfares. If you’re interested, give Peter Bridge a call at Calder Park on 03 9217 8800.

go, but we still have Macau to look forward to.” He was also upbeat about the future of the

No F1 Belgian GPfor 2000?

That’s Special:Once upon a time Americans, like Mario Andretti [here at Long Beach in a Lotus ,77 in March] drove - and won - in Formula One. Now Ford and, presumably, Indianapolis’s Tony George, want another one.(Photo by sutton-images)

Wanted: A yank in Fnpmnla 1 ... but no

OUR spies in Dearborn teU us that Ford is pushing ahead with an ambitious plan to enter a team in Formula 3()00 next year :to support the Jaguar FI operation.' Logically this would also be Jaguarbranded. The intention however is not so much to extend the sponsorship but rather to use the operation as a way of training up at least one young American driver so he will be able to graduate to the FI team in 2001 or 2002. Oui spies teU us that the most likely arrangement is that Paul Stewart will run the Formula 3000 team which will be based on the old Paul Stewart Racing operation which was discontin ued when Stewart Grand Prix was launched in 1997. The Formula 3000 entfyes are, of course, restricted to the top 14 teams in this year’s series and the top team from the Italian national Formula 3000 series. Thus if Ford wants a Formula 3000 operation it will need to acquire one. The logical route would be for the company to do a deal with David Richards - who is currently running the Arden Motorsport entry which has qualified for the 2000 season thanks to

Marc Goossens’s third place at the Magny-'Cours event in July. Prior to sudderdy buying Arden in October last year, Richards had never been involved in running a single-seater operation. At the time we speculated that there might be a long-term plans for the team to become a Ford junior team.

Nigerians

AS we exclusively predicted six weeks ago Prince Malik ado Ibrahim's time as team principal at The big question for Ford is who Arrows has come to an end and he would be the best driver - or drivers - is no longer involved in the decision to use and we have heard suggestions making processes of the team. For the moment at the least Malik that Ford is looking carefully at young Americans racing in the Toyota Atlantic will hold on to his 20 percent sharehold Series. ing in the team - which was allotted to There are several youngsters who him for brokering the deal between might fit the bill, notably Alex Gurney Tom Walkinshaw and the investment (son of former FI driver Dan Gurney), banking group Morgan Grenfell. Whether or not he will retain these Buddy Rice ajid Matt Sielsky (who has had some limited experience in shares in the long-term remains to be European racing), the obvious candidate seen as we believe that he was sup however is Elton Julian from Beverly posed to bring money to the team to Hills, California. He has only just pay for them and we believe that turned 25 but raced in British Formula Walkinshaw may have some form of option on these shares. The exact 3 as long ago as 1992. He then switched to the French details are not clear as no-one is talking Formula 3 Championship in which he at the moment. We have heard suggestions that as finished third in 1993. The following part of a deal for factory engines in the season he struggled for money but had an encouraging Formula 1 test with year 2001 Renault may be given the shares. Larrousse at Paul Ricard. - JOE SAWARD -JOESAWARD

B Paul Tracy’s fourth place finish at Laguna Seca was enough for ^ engine supplier Honda to secure its third Manufacturers title in the last four years. Honda entered Champ Car in 1994, won its first title in ’96 and has taken the title for the last two years. “While we take pride in the titles won by our dri vers, the Manufacturer’s Championship is the one we strive for, and take pride in ourselves,” said Honda’s Performance Development President, Tom EUiott. n “How long’s the war ranty?” was the question being asked by MercedesBenz’s Champ Car cus tomers in Vancouver with no fewer than 12 of the silver star engines blow ing during practice and qualifying. Carl Hogan’s team was the biggest war ranty claiment,losing five engines alone! Apparently the cause came down to a new experimental Mercedes/Magneti Marelli electronic mapping sys tem which proved to go disasterously wrong. New engine mapping was installed for race day, with no engine failures being experifenced... n Mercedes-Benz wasn’t the only engine manufac turer to lose engines dur ing quahfying with even one of Honda’s powerplant’s in Juan Montoya’s TargeVReynards going kaboom during practice.

INI

24 September W99

n Former Honda Racing Developments team director Rupert Manwaring is not going to Benetton as had been expect ed. An agreement for Manwaring to help the inexperienced Rocco Benetton run the team - sug gested by Bemie Ecclestone has been rejected by the Benetton family and Manwaring’s name is now being linked to a job at Arrows. Ecclestone is vmlikely to be happy that Benetton has ignored his efforts... n Applications forms for tick ets for the United States Grand Prix at Indianapolis in September 2000 are now avail able. Ticket holders for the Indianapolis 500 and Brickyard 400 will receive an order form automatically but others should apply by sending a postcard with name and address to the United States Grand Prix, P.O. Box 24915, Speedway,IN 46224. Forms can also be obtained by e-mail at tickets@brickyard.com or by call ing(800)822-4639. n Nicola Foulston, the chief executive of Brands Hatch Leisure pic said that it is no longer interested in acquiring Silverstone and is now focusing on getting the Brands Hatch cir cuit ready to hold the British Grand Prix in July 2002. Foulston said that BHL is look ing at overseas projects, which could include the purchase of a foreign racing circuit. n Stirling Moss celebrated his 70th birthday on Friday by dri ving around the Goodwood cir cuit in the Maserati 250F with which he won the 1956 Monaco Grand Prix. McLaren driver David Coulthard was there to present Moss with the wooden steering wheel of the Mercedes 300 SLR in which Moss won the 1955 Mille Miglia. Stirling was also driven around the track in an open-topped Cadillac by no less a chauffeur than Damon Hill. n We hear from Japan that one of the Dallara-built Honda FI prototype chassis which was based in Britain is now being used for engine testing in Japan. The tests are being held in secret at Honda’s Twin Ring Motegi test circuit. -JOESAWARD

pi A IS ’cutaways by

plus $10 postage & handling

British Racing Dream

Jaguar Racing, will be spear headed by British drivers Eddie Irvine (currently the joint leader of the Formula 1 World Championship) and Johnny Herbert, it was officially con firmed at the Frankfurt Motor Shov/, in Germany, on Tuesday (14 September). The programme will be support ed to the tune of $108 million (£70 million) by its American owner, which bought out the Stewart Grand Prix team for this purpose earlier this year. Irvine (33) will walk away from Michael Schumacher’s shadow in favour of a three-year package with the reprofiled team. His deal is worth around US$63 million ($95 million). Irvine - who might yet take the coveted number 1 with him - com mented: “I’ve been waiting for this opportunity for the past two years. I am oveijoyed and-'feel lucky to be involved in such a fantastic project. I may not be able to challenge for the title next season, but the potential is there and we will be competitive.” The die-hard Herbert (35), wh6 has a two-year (1999-2000) con tract with Stewart Grand Prix, has been assured of his place in the line-up. Until now in motorspoHs, the Jaguar marque has been confined to sportscar racing, in which it has been a seven-times winner of the Le Mans 24 Hours, twice a winner of the Daytona 24 Hours, and twice Sportscar World Champion. Remarking on the striking ‘British Racing Green’ livery on the display car in Frankfurt, Jaguar chairman Dr Wolfgang Reitzle said: “We expect a sea of Jaguar green caps and banners at the world’s race tracks, in the way you now see Ferrari red. We want our rivals to be green with envy! Jackie Stewart is a legend in motor racing and I am delighted that he will remain with the team as chief exec utive officer. His invaluable experi ence will be of enormous benefit.” Jackie Stewart sold Stewart Grand Prix to Ford for a reputed $154 million (£100 million) in June. The three-times Formula 1 World Champion (1969-71-73) raced a Jaguar E Type in the early 1960s before his Formula 1 career took off.

Green, not tartan: This is how Jaguar’s new F1 challenger will look next season. (Photo by sutton-imagas) He has no regrets that the family name (and the famous tartan) will be lost to Formula 1 after only three years, and said: “It is perfect ly logical for them to have only the Jaguar name. They don’t sell Stewart cars, they sell Jaguar cars. Glamorous and full of heritage. Jaguar will make a huge impact. “With regard to Eddie Irvine, I think that he has suffered consid erably by being under the leader ship, if you could call it that, of Schumacher. “At Ferrari, there has been one man they worked for. If they had time for anything else, that was Eddie - only second. Eddie is fit and strong-minded, and has shown tremendous stability in his mind to cope with all that.” Ford hopes that the Jaguar chal lenge against rival manufacturers on the track will be translated into sales, as well as quality and tech nology gains so that consumers, not just race fans, can benefit. The aim is to quadruple the Coventry, UK based company’s output from 50,000 to more than 200,000 cars in the next four years. The company claims that the benefits of Jaguar’s first ever Formula 1 participation will include high-technology develop ments that can be transferred down to the showroom with the XK8 sports coupe and the XJ saloon series and the new ‘baby’ Jaguar, code named X400. - QUENTIN SPURRING

Celebrating Dick Johnson’ Testimonial Year This unique limited edition print accurately captures the technology of the V8 Supercar category and celebrates the achievements of one of the great drivers & teams In Australian Motor Sport.

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Korean Accent to Excel? HYUNDAI will soon reveal its first World Rally Car. Based on the Accent, which is the replacement for the Excel, the car has been promising in testing and may debut at the final round of the World Rally Championship - the RAC Rally, The three-door vehicle has been designed by Motorsport Develop-

ments in Britain and features a tur bocharged version of the Beta engine utilised by the current Formula 2 Coupe car. The Hyundai has a waiver to use a twolitre engine like the Corolla Toyota WRCar, as the road version has a maxi mum of 1.6-litres. Like its Peugeot WRCar counterpart, the new Hyundai will feature a longitudinal

Xtrac gearbox. The team is prepar ing for the 2000 season and is expected to con test 12 to 14 rounds of the championship, the driving line-up includ ing Swede Kenneth Eriksson and Alister McRae. the However, go-ahead for the entire project will all revolve around testing results and the state of the bid for the F2 title.

Now this looks like a WRC car: Hyundai’s new Accent WRC car will take the place of the aborted Coupe.

24 September 1999 MERCEDES Benz has unveiled its new CLK

DTM weapon

DTM 2000 prototype. The car was shown to the public for the first time at the Frankfurt Motor Show last week. This new series, contin uing the successful DTM of past years, is based on a set of future-oriented lowcost technical regulations. Former GP driver Christian Danner, the main force behind the V8 powered rear-drive catego ry, is confident that, with the support of two manu facturers, the series will get the official go-ahead from the national motorsports authority. The regulations specify two-door production mod els with at least four seats and an overall length between 4300 and 4700mm, with a minimum car weight of 1050 kg. The DTM touring cars will be powered by lowmaintenance 4-litre 90 degree V8 engines with long service fives. Output is limited to approximately 450 HP at 7500rpm by means of an air restrictor and the engines may not be replaced during a racmg season. The front-engined cars are rear-wheel driven and the power is to be trans mitted via a uniform transmission which is the same for all cars. Performance is expected to be above that of the cur rent Super Touring cars

I. Hie Silver Slingshot: Mercedes-Benz’s new CLK DTM 2000 car got the pulses racing in Frankfurf last week. The car will 'recTsase the glorious ITC cars of the early ’90s, but with less expense. Car 11, eh - is that you, Larry? (photos by suiton-images)

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which race in the Geman series, which will be merged with the Italian Championship next sea son. The cars will be only 10 percent heavier than the 2-litre machines, with 40 percent more power. For that matter, the power-to-weight ratio of the cars will be similar to that of our cuiTent model V8 Supercars. OPEL is closer than Mercedes to testing its new DTM machine, which is based on the cur rent model Astra coupe, purpose-built by Ray MaUock Ltd in the UK The car is expected to test before the end of the month, with testing expect ed to i-un over the winter. SPECULATION is high that the third manufac turer in the new DTM series could be Volvo. There had been talk that Ford could join Mercedes and Opel in the series, and both manufacturers are keen to see a third marque in the championship. Volvo have a likely can didate in the new C70 coupe, but currently lack a suitable 4-litre V8 engine in their fine-up. However, given tfie company’s finks witfi Ford, they may be able to run a Ford engine in the car. On the other hand, Volvo has just pulled out of the BTCC and long-time gun driver Rickard Rydell has signed for Ford.

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24 Septerhber 1999

Le Mans Caddy ready Riley & Scott has almost completed its first Cadillac Northstar LMP, which is being primed for its first track shakedown, most likely at the Daytona International Speedway with Wayne Taylor at the wheel, later this month. General Motors has tar geted the 2000 Le Mans 24 Hours for the twin-tur bocharged, V8-powered sports-prototype, which is hkely to make its race debut at next Februar/s Daytona 24 Hours. a Ford’s BTCC team, Prodrive has taken over the development of the Cosworth-built 2-litre V6 race engines for the factoi-y-backed Mondeo Super Touring cars. Cosworth is to increase its commit ment to the FoiTnula 1, ChampCar and World Rally Car programmes, and has chosen to scaled down its involvement in

Marcos gets motoring A SWITCH from Ray to Van Diemen has made the world of difference to Marcos Ambrose, who has rounded out the British Formula Ford Champion ship strongly. The Tasmanian was third in the final round of the series at Silverstone over the weekend, the effort enough to clinch equal third in the championship following a victory in the previous round, his first since return-

Cooking with gas; Ambrose had stormed to a win and a third in his last two races. (Photo by Sutton-lmages)

ing to the factory VD team. Ambrose held pole for the race, which was shortened to 60 percent distance due to wet weather. The Mygale pair of Nicolas Kiesa and Craig Murray were 1-2. Ambrose will move to Spa this weekend for the second round of the European cham pionship.

Mat noi for Arrows?

■ Photo by Sirttdn^lmages

Super Touring. ■ Renault UK has no plans to continue in the Mobil 1 British Rally Championship next year-, despite winning succes sive Manufacturer and Driver titles. Instead, Renault UK is to expand its involvement in the British Formula 3 Championship, in which its factory squad has been operated by Promatecme since 1996. n Michelin is to contin ue as the exclusive suppli er to the British Touring Car Championship. The French company has enjoyed a tyre monopoly this season and has re signed for a further three years. There will be a reduced demand from the UK Super Touring teams next year, because of a mandatory cutback on the amount of testing. - QUENTIN SPURRING

By JOE SAWARD TOM Walkinshaw was planning to make an announcement about the future of Arrows on Sunday at Monza but the press briefing was called off at the last minute with the suggestion being that a bigger annoimcement will now be made at the European Grand Prix at the meeting Nurburgring in a fortnight. Although the expected Nissan engine deal is not going to happen until 2001, the prospects of the deal could work in Olivier Panis’s favour. Renault is expected to have

Fabricator required for an Overseas assignment (USA) for 6 = 8 weeks. The applicant must fulfill the following requirements: ● have GrpA Touring Car experience and/or NASCAR ● be a talented craftman and self starter ● possess a current passport » be able to travel within the next 2 weeks The work will involve fabrication and modifications to a Touring Car (or similar), for a Manufacturer, to bring it up to spec for Homologation. All tools and equipment will be supplied. Contact Bruce Tyson Tytech Services PO Box 1250 Box Hill Vic 3218 e-mail: tytech(gozemail.com.au Mob: 0409 993-91 1 Fax: 03 9836-51 18

some say in at least one of the drivers and Panis is the obvi ous choice. He is French, he has won a Grand Prix and he has a great deal of useful experience, he has also worked with Walkinshaw before when Tom was nmning Ligier. Another name which is being mentioned is that of Dutchman Jos Verstappen. He is understood to have “ some financial support avail able from Phillips Electronics NV, the giant consumer elec tronics company. We hern- that US$12m is on offer but that this go up if Verstappen is part of the deal. The deal might also be linked to a possible Dutch Grand Prix. We have heard of sever al teams which have pitched Phillips for the sponsorship but the only one witli a seat available is Arrows. Both Tora Takagi and Pedro de la Rosa apparently want to stay with the Arrows team next year and both have money available which will be useful for .Arrows if a big sponsor cannot be found. It is worth noting that noth ing is yet decided and we hear that Olivier Panis’s manage ment - Keke Rosberg (above) - is talking to CART boss Pat Patrick about a possible deal in America. Patrick was in the paddock at Monza rather than at the CART race in Laguna Seca. he currently employs Adrian Fernandez and Jan Magnussen, having replaced PJ Jones earlier in the year. Jones returned to the team recently when Fernandez broke his arm.

'What’s the point? ●*>

tell anyone that the THERE’S no need to V8 Supercar circus is going strongly at the moment. The Shell Championship Series will go down to the wire at Bathurst in November, with Craig Lowndes and Russell Ingall - and maybe even Garth Tander, Glenn Seton or Mark Skaife - ready to com bine the.bid for a Bathurst win with the fight for the championship. There has been much talk as to whether it’s been a good idea to combine the endurance races, with dou ble points, with the sprints to decide the champion for 1999. There’s even consid erable dissent in the Motorsport News office as to the pros and cons of the innovation. Despite ruling the underlings here with an iron fist, I just can’t get them to follow the editorial stance and agree on the merits of the idea. We all have differ ent views. I personally would like to see Bathurst stand alone. The race itself is prestigious enough to be just the pinna cle of the season, and I can see the winners of the FAI 1000 [and all their deserved publicity] overwhelming the SCS champ, if he happens to finish outside the top three on November 14. I don’t know whether series sponsor Shell has any reservations about sharing the big day with any other sponsors. This is the first time it will happen, so I guess we will have to see what transpires. But there is one thing we

all here seem to have a problem with - the points system. The plus has been that, at the final race week end of a long season, five drivers can mathematically win the series. But is that fair? is it fair that Mark Skaife, after hav ing won six of the 12 rounds held so far, now needs a miracle to win the crown? Is it fair that Seton and Ingall, who have had consistent but not, by their standards, strong seasons, are betterplaced than Skaife to win? Or that Lowndes, who had the Calder crash derail his points hunt for three rounds, is still the points leader? Skaife’s big crime has been that, when he has made mistakes, he has made them at double points races, Adelaide and Queensland. Slamming the Adelaide wail and hitting Jason Bright last Sunday has stopped his champi onship right in its tracks. Perhaps, double points for enduros is a good idea. After all, earlier in the sea son we had the odd situa tion where, before adjust ments were made in Adelaide, three eighth piacings in sprints gave the same return as winning Bathurst. That, obviously, was bad. Double points for the Adelaide 500, Q5 and B1000 was the result. In theory, it’s a good idea. Maybe it’s the actual points that is wrong. Win a race, you get 50. Second, 46. That means a second is 92 percent as good as a win. In Formula One, sec ond is worth 60 percent of a win. In Super Touring, ifs

Still in it: Should Rusty be in the Ints hunt? API Images)

JMoforspar

ra ft

with Phil BranaM

80 percent. In NASCAR [the most popular series on earth, don’t forget], second is worth 97 percent of a win. Finish 10th and it’s no big deal. DNF and you’re almost out of the reckoning. CART gives points for qualifying, and fastest lap. That might work here. Whafs right? What’s wrong? My view is - I have no idea. There are good arguments and bad argu ments no matter which way you go. it’s a tough call, and I know there are some cluey people out there that can work out the whys and wherefores better than me. Perhaps, even, AVESCO will listen to any good ideas. The 2000 sea son is a long way off yet. Torque Converter is open for your thoughts. Let’s hear them. The ... gee, it’s other a longthing wait isuntil November 14. The gap in the meantime will be filled in with the non-points blast around Surfers, but the teams will have a longer than usual time to prepare their weapons for the FAI 1000. So, providing all the cars stay in one piece, can we see something different, please? Some fresh paint and new designs would be great at Mt Panorama. Perhaps a ‘Farewell’ Falcon AD for Dick Johnson. Make Mobil 1 and Mobil 2 look different. A black Castrol car? Yes please. Hitech Pirtek. Mitre 10+10 Different Valvoline designs. If one of those cars was to win the race, the col lectible market would be huge. Think of the mer chandising. Think of the fans. The ‘Superman branding i at the recent NHRA Nationals looked great. It would work here, too. Do it...

24 September 1999

Doohanto miss Oz GP

n Indy Lights team Don-icott Racing, which has been mnning cars this year for Oriol Servia, Casey Hears and Philipp Peter, is said to be looking at moving up to the Champ Car series in 2000. Team owner Bob Donicott is mmoured to have approached Chip Ganassi about purchasing Ganassi’s stock of‘99 model Reynards and is believed to have enticed^ Red Bull into backing hi^ move.

●i

IN a hastily called press conference in Melbourne on September 9, five-time World Champion Mick Doohan confirmed that continued complica tions injuries will force him to miss next week’s Qantas Australian Grand Prix at Phillip Island. Talking via satellite &om his home in Monaco, Doohan confirmed that, while much had been

speculated about iiyuries to his leg, a major prob lem with Ws left arm was holding him back from resuming his career.

“I would prefer to be out there, but unfortu nately I’m not in that position,” Doohan said. “It’s not a lot of point going out there and just cir culating, as there’s already a few too many people doing that at the moment “If I can’t go out there with a realistic shot of being towards the front, then there’s no point being there.” Doohan wouldn’t be drawn on commenting whether the injuries, including serious nerve damage, would end his career, reaffirming he was trying to regain fit ness to continue racing.

No go Mo: Ganassi engineer Mo Nunn talks CART with former Mercedes boy Dario Franchitti.

AMG’s Shopping CART MERCEDES-BENZ’S inhouse racing arm, AMG, are said to be shopping hard in their attempt to go racing in the CART series next year, talking with many Champ Car team owners about prospective partner ships. Derrick Walker was approached by AMG recently but has denied his close to a deal, despite the fact that he is yet to fi nd a sponsor to replace the departing

Valvoline, or driver to replace team leader Gil de Feiran. “We’ve talked, but it wasn’t an in-depth discussion,” Walker said. “I understand they’re talking to a lot of teams and we’ve talked in loose terms but nothing more. “I value our relationship with Honda, so I’m not rush ing over to beat their doors down. Ideally, I’d like to maintain our relationship with Honda, which is a key to a winning package.”

Chip Ganassi’s Mo Nunn, has also been approached by AMG, but the veteran championship-winning engineer is indicating he’s looking at retiring, at least temporarily, rather than joining a new team in 2000. “AMG approached me at Chicago and I told them I’m not interested,” Nunn said last week. “The devil you know is hetter than the devil you don’t know, but I want a break... I want to take a year off, at least.’

Brabham claims Petit will Report by PHIL MORRIS DAVID Brabham and co-drivers Eric Bernard and Andy Wallace could hardly believe the last minute victory they took in the second Petit Le Mans at Road Atlanta last week with the lead BMW

Wild card entry Shaun Geronimi certainly will be at this year s Qantas Australian Grand Prix after having come under the guidence of master boxing trainer, Johnny Lewis, in preparation for the big race. Geronimi, a wild card in this year's race who also used a wild card in last year’s GP to come home the first Australian in 16th, recently won the Australian 250cc GP Championship - his first national road racing title. “'Working with Johnny has been really goodfor my racing fitness and it’s an inspiration to be associated with him, ” he said last week. Let’s get ready to rumble...

V12 LMR of JJ Lehto and Jorg Muller spinning out with just four laps to go. Brabham’s Panoz, with Bernard at the wheel, was 13s behind Muller’s BMW at the time of the incident and the team had accepted a second place finish was inevitable when Muller when off into a gravel trap - it was the last thing anyone expected. Bernard, while surprised, had mixed emo tions about the win. “I thought that I could make that mistake too, so that was a concern, but we’re happy with our victory,” Bernard said.

It took the Panoz team eight hours, 57 minutes to complete the 1,000 mile race. Muller did manage to extricate the BMW from the gravel, and salvaged a third-place finish, a lap down to the winners and on the same lap as the sister BMW of Bill Auberlen/Joachim Winkelhock/Steve Soper. It was no consolation. Muller drove into the pits after the chequered flag fell, and just sat there with his head in his hands for quite some time before emerging to face the music. “The car ran like a Swiss clockwork,” he said, “until I made this mistake. I cannot say how sorry I feel.” The look on th6 young German’s face said it all, but while team-mate Winkelhock was sympathetic to Muller, Lehto demonstrated his feelings by not appearing on the podi um to collect his third place trophy.

■ IRL venue Las Vegas Motor Speedway could soon be the testing venue of CART teams, with a number expected to make an appearance at the track soon. While it’s “unlikely” LVMS will host a CART race in 2000, General Manager Chris Powell is happy to forge a good rela tionship with the Champ Car teams for the futui’e... ■ African-American dri ver Willy T Ribbs will make a return to Indy car racing in the IRL vegas.com 500 at Las Vegas Motor Speedway this weekend - his first competitive Indy car drive in five years. Ribbs, who will drive a GForce-Aurura for Dennis McCormack, tested at LVMS in the final week of August, running competi tive lap times. “The test went very well and now I’m ready to get it on,” Ribbs said. “And what better place to make the return of Willy T. than Las Vegas?” With talk like that, let’s hope he doesn’t maki too much of a Willy of him self... ■ Kentucky Speedway, which is currently under construction, is expected to announce it has secured an IRL race for next season. Venue owner Jerry Carroll has been keen to secure an IRL date for the new US$152 million venue which is located approximately 40 miles south of Cincinnati, Ohio.

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TRAGEDY struck the “down on its knees” Penske team at Laguna Seca with stand-in dri ver, Uruguay’s Gonzalo Rodriguez succumbing to injuries sustained in a Champ Car qualifying accident on September 11. Rodriguez, who was currently lying second in the European F3000 series, was killed when his Penske/Lola went off course in the infamous corkscrew section of the Monterey track, driving head on into the safety barriers and flipping liigh in the air, clearing a fence and landing upside down on a hillside. The 27-year-old was pronounced dead after being taken by ambu lance to a nearby hospital. He died of massive head and neck injuries sustained in the incident. Out of respect for Rodriguez, the Penske team immediately withdrew from the race, while the final quali fying session was rqn as scheduled, although it was undertaken in silence with no cars on the track.

It was just Rodriguez’s second Champ Car race, having made his debut for the Penske team at Detroit, in August, finishing 12th in the race and scoring a champi onship point. Rodriguez, who also finished sec ond in the F3000 series last year, had claimed three victories in the formula, the most recent coming in Monaco in May for the Benettonaligned Astromega team. His other career highlights included winning three Uruguayan Formula Renault championships (1988-90), and the British F3 Rookie of the Year in 1991. Tributes for Rodriguez poured in from around the world follovang his death, most notably from Grand Prix driver Rubens Barrichello - Barrichello dedicating his drive at the Italian GP to Rodriguez. “He was a good friend and a real fighter,” he said. “This is a very sad day for Champ Car racing,” said CART CEO Andrew Craig. “Gonzalo was a talented young

OUT of a Champ Car drive with Penske at the end of the year, Al Unser Jr looks certain to be heading to the IRL in 2000. Unser and his former employer, Rick Galles, met last week to discuss a deal that would see Galles creating a two-car team around the two-time Indy 500 winner and current team driver Davey Hamilton with Galles leaving the meetings feeling “very

It 3 1*

there’s no signed deal as of right now.” Unser is believed to be currently considering Ms options, including rumoured offers of other IKL and Champ Car drives along with a Winston Cup ride, although Galles believes he is ready to sign with Ms team, Unser drove for Galles in his rookie year in 1983, along with four other season, but he has been with Penske since

,Rd 13 W-' -●

FIA Formual 3000

f'"

.j ●

Falcon V8 Supercar Ex Glen Seton“

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ness of his family and fiiends, but we send them our deepest sympathy at this tragic time.

carefully excited” about their prospects. “If I do this thing, it’s going to be a huge commitment on my part,” Galles, who is believed to have been offered a financial incentive by IRL boss Tony George for Unser’s signing, said last week. “We would love to get back with Al. We won a lot of races together and I think he’d like to come back to the team, but

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race can.driver who had the potential for a great racing career. “No words can alleviate the sad-

Little Al to rejoin Galles in 2000IRL team?

3. 3 Sep 26 . . .Germany

3 3

but he tragically lost his life.

Drag Racing Series Oct 3 Rd 1 7 .Topeka Rd 18 Oct 10. . . .Memphis Oct24. . . .Dallas . . Rd19 Oct 31 Houston . Rd 20 Nov 14 . . .Pomona . Rd21

Australian Rally Championship* Nov 4-7 . . .Rally Australia . . .Rd 7

FIA World Rally Championship* Rd 12 Oct 13. . . .Italy Nov.7 . . . .Australia Rd13 Nov 23 . . .Great Britain . . .Rd 14

Wanted man: Swede Kenny Brack. (Photo by sutton-images) SWEDISH news agency TT reported la'te last week that reigning Indy Racing League Champion Kenny Brack is believed to be close to signing a contract with Bobby Rahal’s Champ Car team for 2000.

r 1 ten L J 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.

Brack is the leading candidate to replace long-time Rahal team member Bryan Herta, who has shown con siderable promise for the team, but only delivered two wins in four years - both coming at Laguna Seca. The Swede, who won the European F3000 title in 1997 and the ’99 Indy 500, said he was yet to make a decision and was considering all options presented to him. “Rahal is one of the teams I have been taking to but I have not signed any contracts,” he was reported as say ing. “Rahal is just one of several teams that have approached me.” Brack was also reported as saying that he had been approached by other leading CART, IRL and Winston Cup NASCAR teams but, at this stage, he preferred to concentrate on his two remaining races with AJ Foyt’s IRL team. His contract with Foyt runs out at the end of the current IRL season.

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24 September 1999

The Herta continues 72 months after hisfirst win, Bryanfinally wins another Report by PHIL MORRIS WITH his future in Champ Car imder threat, Bryan Herta had no better time than on September 12 to prove that he loves racing at Laguna Seca as he has said for some time.

Now, he has reason to love it... Herta took his second win in a row in Monterey, taking the lead from his pole position start and never looking back. No one even mounted a serious challenge to Herta, with super sub Roberto Moreno coaning as close as anyone at the finish, taking second 1.8s behind. “Of course, our hearts, our thoughts and our prayers are with Gonzalo Rodriguez and this is real ly a bitter-sweet day for CART, but Fm happy,” Herta said after taking the chequered flag. Moreno had one ofthe best runs of the day. Although he started in 14th place, brilliant driving combined with some excellent work in the pits by his crew brought him home in sec ond - his best ever resiilt. “It was a great day for us and my best result in Champ Car racing,” said Moreno, who is substituting for Christian Fittipaldi at NewmanHaas and is still looking for a per manent ride. “The pit crew got me three positions on the last lap.” Herta team-mate Max Papis also had the best finish of his career with third place.

“It was a very busy day for me,” said Papis. “I just wanted to get a good start and then stay out of trouble. It was a hard race but, for us, a good one.” Points challenger Dario Franchitti’s day came to an end on lap 32 when his Team Green Reynard-Honda made .contact with Greg Moore when trying to pass and move into eighth. The wheels of the two cars hit, damaging Franchitti’s front suspen sion and sending him into the sand. “Moore was definitely holding me up , I couldn’t get by him and he was braking very deep,” said Franchitti. “That one time I got alongside him, I was right up against the curb. There’s only so far you can back out of it. I went in there very hard and he didn’t give me any room.” The incident not only put Franchitti out of the race, but also the points on the day, increasing the distance between himself and Juan Montoya (199-171). Montoya had a good run and managed to gather a few precious points after having started in 16th - finishing sixth. “All weekend we had difficul ties trying to get the set-up right,” said Montoya. “In the race, I didn’t want to push too hard and make a mis take. But we leave here with some more points for the championship and now we’ll go to Houston.”

The only potentially serious problem, and the most dramatic moment, in the race came on lap 61 following a full course yellow flag brought out when Robby Gordon spun. When the field went green, Herta’s car sputtered slightly which bunched up the field behind him. ^

V -

Michael Andretti, in-second, hit the brakes in order to avoid hit ting Herta, allowing both Papis and fourth-placed Jimmy Vasser to get past - Moreno passing Papis to take second. Andretti tried to re-pass Vasser in the next turn - the cars making contact sending Andretti spinning. Vasser spun into the sand two turns later - his front suspension damaged. Michael managed to get things working again and finished the day in 10th. Paul Tracy finished in fourth, not only a good result for him, but also for Honda, which clinched its third Manufacturers Championship. Rounding out the top finishers were Adrian Fernandez in fifth place, Gil de Ferran in sixth and Scott Pruett in seventh.

You know you’re soaking in it: After promising not to wash his driving suit until his next win 12 month’s ago, Bryan Herta’s crew couldn’t wait to get the job done... Super sub: Roberto Moreno claimed second in a stirring drive.

Last gasp effort? Herta’s win came under the pressure of not knowing whether he has a drive with anyone next year. (Photos by Sutton-lmages/RaceAccess)

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12 24 September 1999

Easter McCoy third in Span Bike Clo^sh By GERALD McDORNAN BATHURST’S

Easter

motorcycle revival has taken a severe blow with the announcement that Philhp Island’s round ofthe World Superhike Series has been scheduled for the same weekend next year’ although Bathurst organis er Greg Eaton has said the Easter Motorcycle Festival will run as planned. “I understand that there may be some confusion in the marketplace now, but I can assure all that the event will take place at Easter - a date change will not be consid ered,” Eaton said this week. With a shuffling of the WSB calendar taking place, the FM,responsible for the alloca tion of dates, has given Phillip Island the April 21-23 date. “We did alert the Superbike’s European organ isers of the festival well before they determined their calendar, so naturally I’m disappointed they chose to ignore our advise. “It’s not in the best interests of motorcycle racing in Australia and, evidently, they have no regard for the strain they’re placing on officials. However nothing changes the return of motorcycle racing to its traditional home at Bathurst next Easter,” he said. While understandable of

No Bull here: After replacing Simon Crafar mid season McCoy has turned into a front-runner at Red Bull, following team-mate Regis Laconi (left) all the way home in Spain.

YAMAHA returned to the top step of the podi um in Spain, but this time it was the Red Bid! team takhig the glory. Frenchman Regis Laconi led a 1-3 for the outfit, with Australian Garry McCoy scoring the first 500 podium of his career with a brilliant third. Yamahas filled five of the top seven positions at the new Valencia chcuit, as HRC n failed to have a rider on the podium for the first time since the 1996 Malaysian GP -54 races ago. Honda’s championship leader, Spaniard Alex Criville, fell spectacularly five laps from the finish at Valencia but retains a 46-point lead in the series. McCoy was little more than 4.6 seconds behind Laconi at the chequered flag, with American Kenny Roberts sandwiched between the pair on a Buzuki. “I had a really good go at it and I am veiy happy with the outcome, especially as I have only been on the bike for six races,” McCoy said. “At the start Regis got away with Tady Okada and I had to try to catch them. I got Tady but he and Kenny eventually passed me. However, Tady

Roberts made up two places on the final lap, over taking McCoy and Okada, and now has 173 champi onship points to CriviUe’s 219, Okada, who shpped to fourth in the clo.sing stages at Valencia, remains third on 164 points, while McCoy is now 15th in the championship with 37 points. Criviile’s crash came as he appeared set to makta challenge on Roberts for second place, but he losr “This is the most beautiful thing I could offer n control of the rear of Iris Honda and somersaultec him,” Laconi said after leading fi'om start to finish, off the track. having started from pole position. “When I arrived Although he rose unscathed and remounted, look here I knew I was capable of getting the pole and ing to salvage something from the race, he was winning the race. On Saturday I felt the potential of unable to continue as his bike was badly damaged. the bike and I was sure I could go very quick.” “ I made a mistake, but it’s only those people who Laconi’s performance made light of the difficult never take any risk that never make any mistakes,” racing conditions, with the track drying out after Criville said, “I wanted to try to catdh Tady but heavy morning rain only for it to start drizzling when you’re riding in the wet it’s always a lottery. again midway through the race. He opted for a slick The rear just stepped out. I tried to carry on but my rear tyre and an intermediate front tyre. brake lever was broken so there was nothing I could “I’m second in the standings - a little bit closer do. than before, which is good,” Roberts said. “I’m sm-e 500ce points: Criville 219, Roberts 173, Okada 164, we can improve even more for Australia in two Gibemau 114, Biaggi 109, Harada 94, Kocinski 90, Checa weeks’ time.” 89, Abe 88,Banus 84. made a mistake on the last lap and I got third. It is great to be on the podium.” Laconi, 24, became the first French rider to win a 500cc GP for 14 years - since Christian Sarron in Germany in 1985 - and he dedicated his command ing victory to his late brother, who had worked with him as a mechanic.

ri>kP.'/

Dili m<h iourih iiiJa

the problems presented, Phillip Island Circuit Manager Kevin Prendergast said the situation was entire ly out of their hands. “April is the preferred month for the event and we submitted the dates we would have liked, but with the calendar being shuffled most notably for Japan - we have been given Easter and there is no alternative but to run on the date allocated. “The FIM and, in this case, SBK, allocate the dates and we run to them. International events must take precedence.” The Phillip Island event will also be followed a week later by a round of the World SOOcc Motorcross Championship at Broadford.

flag following an accident was shown on the penulti mate lap before Slight Superbike title after overtook Fogarty. They ruled that the trying to refuse a victo order on the last lap but ry at Hockenheim one was the final one. Fogarty took the title Fogarty announced he with three races remain was refusing the victory ing this season in a contro versial opening win at and declared that Slight, Hockenheim after crossing who had started on pole the line second. position, should step up to the top of the podium. The placing gives him But officials overruled 438 points, ahead of near est rival and team-mate that and Fogarty,joined Troy Corser, who has 342. on the podium by his wife There are now just 75 Michaela, finally had to points left to be won this accept the win while season. Slight boycotted the cere Fogarty, who needed mony. only to finish after Corser It was Fogarty’s 11th vic went out on lap 11, had tory of the season. allowed Honda’s Aaron “I know I won that,” said Slight to slip past him on Slight. “There’s no contro the final lap and claim his versy. The red flag was out first race win ofthe season. after we crossed the line. Japan’s Akira Yanagawa “You ask Carl, he said was third for Kawasaki. ‘you won the race.’“ But officials later Fogarty started from the reversed the top two posi second row of the grid tions, declaring that a red after qualifying in eighth DUCATI’s Carl Fogarty has won an unprece dented fourth World

Four times one: Carl Fogarty has secured his fourth World Superbike Championship.

(Photo by Mike Hewitt /Allsportf

place, but he hit the front within two laps of the start and traded the lead with Corser until the Australian slowed and pulled off the : circuit. “I didn’t know Troy had gone out, I only thought he slowed” said Fogarty. “When Aaron came by I wasn’t bothered... it’s the only time I’ve not tried to win a race. ‘Tm just relieved.” he said. “1 can eat food now,I can sleep at night. I can just relax at home and be a nice person for a while. i Race 2 was an absolute thriller. At one stage eight riders all had a chance of winning, but in the end Frankie Chili gave Suzuki their second win of the year after diving past Slight and Yanagawa three comers from the end. STAN?)!NG.<; (aftor li; 1." rounds): Fogarty 4nS, Gorsei 35;, EdWlffds ;M7,. Slight 320, 367,Chili 2!«.Haga 179,LaviUa

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24 September 1999

Ford It's a Nissan - that's my crown signs Rydell for 2000 LAURENT Aiello was crowned 1999 British

Touring Car Champion at a rain-soaked Silverstone

on the weekend, capping off a year where Nissan crushed the opposition. The Frenchman needed just one point to hold off the challenge of team-mate David Leslie, doing just enough in a foreshortened round 25 to claim the crown in his first season.

By PHIL BRANAGAN FORMER British Touring Car Champion Rickard Rydell will compete in the 2000 champi onship for Ford. , The Swede signed to drive for the blue oval this week after finish ing the ’99 season with a win in the final event at Silverstone, his final drive for Volvo. RydelTs move come after Volvo announced this season that it was pulling out of the ! series after seven years. In that time, Rydell has always been their lead driver. And indications are ; that the company may not stop there. It may also be after new Champion Laurent Aiello for next season. Rumours suggest I that Aiello may leave Nissan - which sealed the first ‘Grand Slam’ j in the series last week end - due to a downscaling of the firm’s BTCC program. The options for the company seem to be staying with the RML team, which developed the all-conquering Primeras, moving the program to Privateer Champion Team Dynamics, or pulling out of the series alto gether. It appears that the Dynamics option is the most likely, with Matt i Neal partnering one of j the current works dri: vers. But Aiello, after having won in France, Germany and not i Britain, would be after a pretty big pay pack et, leaving team-mate David Leslie as the man likely to join Neal. Ford could afford to pay Aiello his asaing rate, even after paying out Anthony Reid’s contract. It would be expensive, but Ford would go into 2000 as red-hot BTCC favourite with the 1997,’98 and ’99 cham pions on its driving staff. A mouth-watering prospect...

Outgoing champ Rickard Rydell won both races in a fitting finale for the TWR Volvo team. “I cannot explain exactly what this means to me,” beamed an emotional Aiello after the race. “I must thank the team for giving me the confidence to win the title in my first year. Everything was new to me, the circuits, the drivers, the car - but the team has been fantastic and I owe this championship to them.”

Aiello held pole for the Sprint race, but the rains moved in -30 minutes before the race began and when he miscalculated the warm-up laps he was forced to start from the rear of grid. Rydell blasted into the lead from sixth and was never headed, with the race itself became something of a lottery. As conditions deteriorated, the race was stopped and the result declared a^r eight of the scheduled 15 laps Aiello’s ninth enough to give him the title. Aiello head ed the field for the Feature race but as the cars charged down to Copse corner for the first time, the Nissan was

under pressure from Rydell. Aiello carried too much speed into the corner and lost the back end, an ignominious ending to a glorious day. Rydell was again clear of the field, but there was car nage behind liim. Boullion and Kox were out, coming together on the first lap, while James Thompson came off worst in a four car shuffle at Priory. Menu and Neal ,also traded paint work as the slippery nature of the still wet Silverstone circuit took its toll.

atmosphere of the final race of the season. Plato took sec ond place off David Leslie after a small tap on the Scotsman’s rear bumper, but Plato was the victim of a huge shunt from Menu’s Ford which ended the race for both drivers, a sad way for Williams Renault to bow out from the BTCC after a hugely successful period of competition. After the pit stops, Rydell led from Leslie and the two drivers held station to secure third and second places in the championship respectively. After two laps behind the Safety Car, the field bunched up, leading to a final eight laps of frantic dicing and panel trading. After 11 years and two Drivers’ championships, John Cleland bowed out of

Maid of honour: After 11 years in the BTCC, Vauxhall’s John Cleland bowed out in style...

indy time is party time: So too in the BTCC, with Laurent Aiello taking the title in his first year. The Frenchman secured the title in the first race at Silverstone. “It’s been a fantastic time for me in the BTCC. I’ve enjoyed every single minute of it, but I’m pissed off I got done for speeding in the pit lane today! I don’t know what I’ll do next year, but I’ve a number of different offers and I’ll take a decision in good time.” he said. A w'eek earlier at Oulton Park, Aiello had almost

snared the championship, winning the Sprint race for the works Nissan team and finishing second in the Feature race behind Honda pilot James Thompson. Thompson was earlier excluded from the Sprint race, having made contact with Plato’s Renault. That left Rydell to take the third behind Leslie.

Crushing defeat: Well, not quite, but Jason Plato’s last drive for the Williams-Renault team didn’t bring much joy.

the BTCC, having set a new record of 218 race starts, the Vauxhall driver’s final week end bringing a fifth and a tentji place finish.

(Photo by Bothwel! Photographies)

pliOG Sillversliohe ^ Final Hoiinds Round 25(20 laps) 1. RIckara Rydell 2. James Thompson 3. Yvan Muller 4. Anthony Reid !>. John Cleland 8. Will Hoy 7. Peter Kox 8. J-C Boullion 9 Laurent Aiello 10. Mark Blair

The early part of the event resembled a demoli tion derby as drivers seemed to catch the end of term

Volvo S40 Honda Accord Vauxhall Vectra Ford Wlondeo Vauxhall Vectra Renault Laguna Honda Accord Renault Laguna Nissan Primera Vauxhall Vectra

14min 47.945sec h0.877s +1.823S +2.279S +2.242S +3.513S +5.099S +6.690S +7.651s +8.792S

Fopmula 3 A

A special introduction night is being held to introduce Formula 3 in Australia. Join us and find out all the info on Australia's newest and most exciting open l the cost wheel category including: V-

Round 26(32 laps) Volvo S40 1. Rickird Rydell Nissan Primera 2. David Leslie Ford Mondeo 3. Anthony Reid 4. Vincent Radermeckar Volvo S40 Vauxhall Vectra l 5. Yvan Muller Nissan Primera 6. Matt Neal Renault Laguna 7. Will Hoy Vauxhall Vectra 8. Mark Blair Honda Accord 9. James Thompson Vauxhall Vectra 10. John Cleland

48min 23.219sec +20.434S +46.855S +19.145S +23.394S +48.755S +1 lap +1 lap +2 laps +2 laps

Final Championship positions - Drivers: Aiello 244, Leslie 228, Rydell 192, Thompson 174, Plato 122, Muller 119, Kox 113, Radermecker 113, Neal 104, Boullion 9 Independents: Neal 352, Blair 183, Hoy 131, Manufacturers: Nissan 464, Honda 296, Volvo 295.

* the program ® the cars * the cars 9 the excitement

* the driver to England Bookings to essential as admittance will be by ticket only. Ph 0408 320 094 or fax 03 9645 6763 Be at Pitrone's Function Centre, 642 Springvale Road, Keysborough Vic on Thursday 7th October at 7.30 pm sharp.

24 September 1999

TKL

Whitaker to leave Ford?

New FI tyre supply?

MARTIN Whitaker,the boss of Ford’s

THERE

European motorsport programmes,is expect ed to move away from the Formula 1 progi-amme next year although our sources at Ford say that he will retain “a senior posi tion at World Championship level”. In effect this means that Whitaker will take charge of the Ford Focus World Rally Championship progi-amme. WTiitaker had heen in competition with Jackie Stewart for the role of chief executive of the Jaguar Racing FI team. Ford’s full plans in motorsport have yet to be announced but we expect there to be a major sportscar programme, a touring car programme and a Formula 3000 team. We also expect to see Ford’s North American racing programmes to be streamlined and perhaps increased. The company is pushing hard for a deal between CART and IRL to establish a dominant sin gle-seater series in the United States and is also looking at strengthening the company’s links with NASCAR teams. We have also heard rumours that Ford is looking at enter ing the Indy Lights series. It seems that, for the l moment at least, all motor sporting programmes are to remain under the con trol of Neil Ressler although he has other commitments as the com pany’s chief technical officer. He is due to retire in June 2004 but could remain the key figure until then. At the Jaguar launch it was Ressler who repre sented Ford. “Although the blue oval Ford branding will not be seen on a Formula 1 car next year, the Ford Motor Company is putting more technical resources into FI than ever before,” he said. The Frankfurt announcements included the appointment of Trevor Crisp as the new managing-director of Cosworth Racing. Crisp replaces Dick Scammell who has been doing a caretaker job for the last year. Crisp is currently chief engineer for powertrain engineering at Jaguar Cars in Coventi-y although he did work on the development of the Coventry Climax Formula 1 engines in the 1960s. Crisp promised that Cosworth will be involved in “other exciting pro jects” in addition to the Jaguar Racing operation. - JOE SAWARD

By JOE SAWARD have

been

rumours in recent days in Europe that a second tyre manufacturer may be planning to come into Formula 1 in 2001. If this is to happen the company must apply to the FIA before the end of this year. There has been consid erable speculation that this could be the French tyre maker Michelin but this does not seem to be very likely. Last week the company announced that it is restruc turing its European opera tions and will cut 7500 jobs within the next two years. This is around 10 percent of the staff of the company and the aim is to increase produc tivity by around 20 percent in expectation of a major tyre sales war between Michelin, Bridgestone and Durilop (which is now owned by Goodyear). The announcement was greeted with horror by French Prime Minister Lionel Jospin who warned that employment is the chief priority of his government and that a company which has just announced a large profit should not be layingoff staff and said that he

would look very closely at Michelin’s plans. Our spies at Michelin say that the company has decided not to return to FI unless there is a third tyre company involved as it does not want to put Bridgestone’s efforts in FI under the spotlight and would prefer that the Japanese com pany is frustrated at the lack of publicity as Formula I’s only tyre supplier. There is -also a question of cost as a Formula 1 pro gramme is not cheap and Michelin would need to

spend around $50m to do the job properly. And that would be hard to justify at a time of rationalisation. It is worth noting that Goodyear has already announced plans to strength en the Dunlop presence in Europe and that FI would be a very good way of achieving this aim. Goodyear is also rapidly integrating its racing technology with that of Dunlop and we hear that there will soon be Goodyear racing tyres appearing in motorcycle racing, using technology developed in bikes by Dunlop. It would thus be logical that Goodyear’s FI knowl edge and experience be used to create Dunlop FI tyres...

Mrs Dannii Villeneuve? JACQUES Villeneuve may not have had a sin gle point this season but rumours suggest he has scored a 10 with Dannii Minogue. Reports in London tabloids suggest that the 1997 world champion has put his BAR woes behind him to set up home with the vowel-enhanced popster, who has vacated her London home in favour of moving into Jacques’ report edly $5m Monaco pent house. Gilles’ lad and Kylie’s sis ter have been an item for three months, ever since

they met at a Lucky Strike function in Spain. The reports even say that Villeneuve has been helping to move her recording equipment into his luxury apartment. A friend was quoted as saying, “He is all for the idea and helped move her stuff. We’re predicting marriage. “Danni thinks Jacques is Mr Right and she loves Monte Carlo.” Great; Jacques has ‘friends’ who tell the tabloids all about his pri vate life, but they managed to keep quiet when the BAR-Honda deal was in full swing...

I’P?^ by Sutton-Images

li n

Bridge over trouble waters: Could Bridgestone be joined by another tyre supplier - it might be Dunlop - in Formula One in 2000? (PnotosbyAFi images)

... as Goodyear puts CART program in doubt HOT on the heels of the

Goodyear-Dunlop FI speculation comes the news that Goodyear may abandon its CART pro gram. If such a move was made, the sole tvre suppher in the FedEx series would, hke cur rent FL Bridgestone, via its Firestone Firehawk brand. Goodyear executives are said to be losing patience with the program, which has yielded only a single win this season for Gil de Ferran. Following the move of Newman-Haas Racing to Firestone at the start of the

season, de Ferran is Goodyear’s only leading dri ver. The only other front-line team using the American rubber is Penske Racing, which has not won a race since 1997. Indeed, there is heavy speculation that Penske will go to Firestone anyway next season, regardless of whether Goodyear stays or goes. To be fair to the American rubber, de Ferran’s Walker RacingWavoline team has had a luckless season and there have been occasions, like in wet practice and qualifying sessions, and at

Portland where the Brazilian won on merit. Added to this, the Penske Team has been in steady decline for the last three years, with A1 Unser ,Ir now resigned to qualifying in the back half of the field every race. The loss of Gonzalo Rodriguez, who was killed at Monterey, may hasten the company’s resolve, even though the accident which claimed the Uraguayan dri ver’s life now appears to have been caused by driver error. -PHIL MORRIS

Owen gets F3 test

JOINT Australian Formula Ford series runner-up Steve Owen, will head to Zandvoort in Holland in late-October for a Formula 3 test. Owen, who flew the flag for Spectrum in this year’s series, will jet out of the country after racing his Formula Ford at Honda Indy, bound for Holland and a test with the win ners’ of this year’s German Formula 3 cham pionship, the Amersoort Racing Team, scheduled tor October 25/26. ‘They’re quite excited,” says Owen. “They do want an Australian over there, especially after what Mark Webber’s done. Depending

on how the test goes, the team has indicated that they’d be happy to help out with spon sorship.” At the same time, Owen is also trying to organise a drive in the final round of the British Formula Opel series at Croft a week after the test. With the championship already decided, an avenue of opportunity has opened tor the Victorian.

“We’ve got the opportunity with the championship being decided, we’re just look ing for some extra money,” he said. - AARON NOONAN

Benetton may sue over car attack THE

Mild

Seven team is

racecar, which had been abandoned at the first

were removed or damaged before the circuit’s

assessing the damage caused when souvenir hunters invaded the track after the Italian Grand Prix. ’ Giancarlo Fisichella’s

corner, was attacked by crazed fans. A brave track marshal managed to save the outrageously expensive steering wheel, but numerous other parts

security staff moved in. If it proves uneconomical to repair the car, the team might make a claim against the Monza authorities, - QUENTIN SPURRING

Benetton

●A

Little story about Jack and D ... annii: Dannii seemed m ore interested in Mika Salo in Spain, but Jacques has got her.

^A^G(DiT8[^n^

24 September 1999

The adventures ofMr Todt and the danger ofteam orders o ne of my favourite books when I was a kid was The Wind in the Willows. I only remembered this the other day when I read it to my son. I am not sure who had the most fun - him or me. For those of you who have missed out, it is the story of ani mals with human characters who live on a river bank. There is Ratty, Mr Mole, Badger and Mr Toad who lives in Toad Hall. Mr Toad is the wild man of the bunch and soon falls in love with fast cars. And one day, driven by this insane passion, he steals a car and ends up in prison for life. Fortunately he is able to disguise himself as a washerwoman and escape. After various adventures which include jumping from a train he ends up back on the river bank where he finds that Toad Hall has been taken over by an unsavoury collection of weasels, stoats and ferrets who lived in the Wild Wood. The book ends with a rousing battle during which Toad and his cohorts evict the jabbering invaders from Toad Hall - and then there is a banquet to cele brate.

t is a manrellous book for kids and so successful that it is a part of popular culture. This means that sometimes when you are in the Press Office at a Grand Prix and you will hear someone refer to the sporting director of Ferrari as Mr Toad. This may sound odd but as everyone knows a toad is really just a big frog and a Frog is I what the English call a Frenchman. ; Jean Todt is not a tall bloke but j he is French and he has long had i important jobs in motor racing. And ! so he has become known as ‘Mr \ Toad’...' i If you listen to the other I Europeans in the Media Centres of the world you will also hear him referred to as Napoleon because they seem to think that he bears a .vague resemblance to the French Emperor of that name. It is not * really fair but there are some peo ple who seem to attract nicknames and Todt is one of them. The fact that he has a long and distinguished career as a rally co driver before becoming head of Peugeot Talbot Sport and then oversaw the French firm to great sporting successes in rallying and sportscars in the 1980s and early 1990s. His career was topped off by an historic Peugeot 1 -2-3 finish in the Le Mans 24 Hours and his appointment as a Chevalier de la ; Legion d’Honneur- the French : equivalent of a knighthood. Since 1993- six years now Todt has been in charge at Ferrari - his brief being to win the World Championship for the Italian team. He must be credited with having put together a competitive team. It took two years for him to get hold of Michael Schumacher and then another to get everyone Schumacher wanted in the team. It was clear from very early on that Todt had decided that everything would be concentrated on Schumacher to ensure that Ferrari was as successful as possible in the shortest possible space of time.

Todt wasthe nomost stranger to team orders dramatic example in his career coming in 1989 at the town of Gao in Mali. Gao is not very famous for any thing. It is one of the oldest trading posts in West Africa, dating back to the seventh century when fisher men on the Niger River needed somewhere to eat their sandflavoured sandwiches and so parked their boats there. Later it became a centre of salt, gold, cop per and slave trading. It was the capital of the Songhai empire. But for Mr Todt Gao has a spe cial memory because it was there that Todt decided who was going to win the 1989 Paris-Dakar Rally using that most advanced method of decision-making: a coin. It was a French 10 Franc piece actually... The event still had six days to run but out in the desert Peugeot Talbot Sport drivers Jacky Ickx and Ah Vatanen were locked in combat to gain the upper hand. The pace of the Peugeot 40^T16 GRs was such that the rest of the field was not able to mount an effective chal lenge and so it was left to the for mer Ferrari FI driver and the rally ing legend to keep up the interest. Just before they reached Gao the battle became so intense that Vnianen rolled his car. On the Paiis-Dakar rolling a car meant lit tle until the machine had fallen apart completely. The car was turned the right way up again and off went Vatanen, muttering a series of Finnish glottal stops for having made such a mistake. It was at that moment that the Peugeot marketing men got out their briefcases and corporate pie oharts and decided that there was a danger that both ickx and Vatanen might wipe themselves out of the rally, leaving Peugeot

without the all-important ParisDakar victory to remind people in the suburbs of Paris that the cars were tough enough to survive a trip to the local supermarche(Hey, have you ever hit one of those supermarket trollies at high speed?) Todt decided that it was time for team orders and so called a truce. He took a 10 franc piece out of his pocket and tossed it into the air: heads would mean victory for Vatanen; tails would give the win to Ickx. “Vatanen has won,” said Mr Todt. “C’est la vie,” shrugged Ickx. “I didn’t want to settle it in that way,” said Vatanen.

hound Schumacher adopted in a Third World country. The only problem was that Ferrari still could not win the World Championship and the team was running out of excuses. “After four transition years...” sounded a little far-fetched for the piranhas of the Italian press corps to swallow. And so Todt & Co decided to use a dif ferent approach... “I will state openly today that our only goal must be to win the World Championship.,” said Todt at the Ferrari launch in 1998. “After four years of restructuring, now we have to deliver.” Schumacher drove like a demon. Eddie Irvine - a man who recognises the value of a coin helped Michael as best he could, blocking at the right moments and being paid handsomely to keep his mouth shut- which as any FI observer will recognise is not an easy thing when you are dealing with people from the Emerald Isle. At the end of 1998 the team took out their hankies and wiped the egg from their faces and tried to figure out what to say at the launch of the 1999 car. “After five transition years...” ‘This is a sport,” said Schumacher. “You cannot predict anything.”

And for six daysbringing the drivers trolled around the event to a most unsatisfactory way.-It was not exactly a scandal they rarely have such things in France - but it did rather destroy the interest in the event. The most exciting part of the rally for me was trying to get the 10 Fratic piece * from Todt with subtle lines like “Have you got change for a fifty?” and ‘The phone boxes only take 10 Franc pieces”. If he kept it at all, Todt’s 10 Franc piece would not have sur vived long when he got to Ferrari as Ml Todt had to give Michael and have how right he was. would predicted thatWho at Schumacher not only a vast salary . Oh, half-season Schumacher would but also most of the furniture and smack into a wall and break a leg real estate in and around and that McLaren would then hand Maranello to pay for Michael’s ser vices. Now - in the fifth year of that Eddie In/ine two victories in a row to put him into the lead in the World deal - Michael has earned more Championship. And poor Mr Todt money from Ferrari than there is in the entire Malian government bank found out- in the worst possible way - that maybe it is just not account... and I expect the famous worth trying to influence results. 10F piece went to him and ended When it comes to worst case up being spent buying a diamond scenarios, the Ferrari 1999 situation encrusted dog biscuit for some

is hard to beat. It was clear even before Michael’s accident that Irvine was getting bored with being the second strong fiddler. He was talking to other teams. Michael's accident was the biggest break of Schumacher’s career- and the same for Eddie - but it guaranteed his departure from Maranello. And so Mr Todt found himself trying to win the World Championship with a man who was going to leave and take the World Champion’s number one with him to Jaguar. The only ray of hope for Todt was that Irvine might not be good enough to do it although this would mean that at the launch of the 2000 car Jean would have to make a speech about “After six transition years...’’ In the old days no Ferrari boss would survive that many failures and one wonders when the Italians will again turn on the team management and bay for blood to such an extent that a victim will have to be offered to them. Todt is famous for being hugely supportive of his drivers. Almost all the men who have driven for him will tell you that he understands how to support a driver like nc other team boss (with the possible exception of Eddie Jordan who can wring performance from a dish rag - not that he would ever touch one these days) and they love him for it. But when Irvine won the Austrian and German Grands Prix Todt did not even pretend to be pleased. The hope was that Michael would be back and the nightmare would soon be overbut bones is bones and no amount of motivation can make them heal more quickly than nature will allow. And then McLaren stopped being silly and started hammering Ferrari. The most significant aspect of the curious situation at Spa where David Coulthard was allowed to beat Hakkinen, having beaten him to the first corner was the unspoken insult that the deci sion was to Irvine. McLaren was so confident that it could and would beat Eddie that the team did not insist on Mika getting an extra four points. That may come back to bite them if Irvine’s lucky star pops out from behind the storm clouds but it doesn’t look very likely to happen. The Ferrari team looks like an operation that needs Michael back again. It is just drifting... and Michael cannot come back. When you think about it the only thing that would aid Todt’s cause now would be in Eddie tripped over a pile of his money and broke his arm... If that were to happen the book would end with a rousing battle during which Toad and his cohorts evict the jabbering invader from Toad Hall - and then the/e is a banquet to celebrate.

16 '24 September 1999 1 .1

fci

Professionals

© Ingall and Perkins take Queensland 500 o Bargwanna/Tander second after slow pit stop ® Off=pace Lowndes/McGonville lucky third ® Blown engine costs Bright/Baird likely win o Late brake problem leaves Murphy/Richards sixth o Skaife’s title chances end with early contact @ Truckie and Skippy Parsons dazzle in ex-GMS VT, qualifying eighth, finishing fifth © Ashby/Reed take Privateer honours Report by CHRIS LAMBDEN

NYONE can drive

these things quite 2kwell, you just can’t have your equipment let you down.”

Thus Larry Perkins summed up yet another long distance win for the Castrol Perkins team, a win in the inaugural Queensland 500 which propelled Russell Ingall into second in the Shell series. The Castrol team and its equip ment put in a flawless race to prevail by some 20 seconds over Valvoline’s dynamic duo, Bargwanna and Tander and a slightly fortunate championship leader Craig Lowndes (.sharing with Cameron McConville) some 30 seconds further away in a Holden sweep. If tyres were the talk in practice, brakes and other mechanical fail ures helped decide the race, The Pirtek pace-setting (Bright/Baird) Falcon was a sm-prising DNF with engine failure when in a very strong position at two-thirds distance, while the Radisich/Ellery Falcon fell foul of brake failure, as did the unlucky Greg Murphy, the Wynns,car (shared with Steven ^pichards) headed for a certain third lirith a lap to go. Also in the wars was John Bowe’s Cat Falcon, a flash refuelling fire delaying the team when in top three contention. In the end, Glenn Seton and Neil Crompton came back strongly from an early engine malady to get back on the lead lap and finish fourth, first of the Falcons in the FTR car, Crompton throwing out a preBathurst confidence boost for the team with the race’s fastest lap, late in the day. The race’s other sterling perfor mances came from the Parsons duo running a fabulous fifth in their exRichards VT, and privateer stal warts Ashby/Reed a strong eighth while sewing up the non-pro race.

Practice & Qualifying efore the teams even assembled in sunny Queensland, qualify ing for the first Queensland 500 was being openly described as “meaningless”. The events of the recent sprint round had shown QR’s unique sur face to be a nightmare for the con trol Bridgestone and the whole pre race period was to be. spent trying to get a set-up which minimised the cold graining problems which afflicted so many at the previous meeting. Although everyone was pretty much guessing, conventional wis dom from the local teams who had tested here was that as many heat cycles per set of tyres that could be completed in practice/qualifying the better the chances of the rubber hanging in during the race. So very few saved even one of their four allocated new sets of Bridgestones for qualifying. The view was that more than a couple of hard laps on a fresh set could dam age them beyond the point of rescue as a ‘race’ tyre. “A green tyre is a tiny bit quick er,” Jason Bright confirmed, “but the risk of ruining them is too high...” So practice for many comprised wholly of the pretty mundane task of ripping tyi-es on and off, complet ing a few laps, then more of the same. Some teams managed three or more ‘heat cycles’ on each of their four sets. HRT went a step further, dunking their rubber in a bin of water when they came off the car. Not quite what a ‘control’ tyre formula should be about... Hence the ‘meaningless’ tag on qualifying. Nevertheless the session, and the subsequent Top 10 run-off, did give an indication ofjust who had a good ‘used tyre’ set-up and who would most likely be part of the early race

Killing me softly with their Commodore: Russell Ingall and Larry Perkins didn’t have the fastest car in Queensland - but they had the best car. Aided by flawless pit work (above, left) they let everyone else make their mistakes, leaving The Enforcer to bring home the bacon. (Photos by Dirk Klynsmilh and John Grote) Parked next to the ... Baird looked like a winner until the Pirtek Falcon stopped with engine failure. And just look at who he’s looking at... (Photo by Noel Papelera)

freight train. And there were a couple of inter esting winners and losers between practice and the qualifying crunch time... The usual suspects, with a lean ing towards locals, headed the sheets during practice: Bright, Radisich, the HRT duo, Bowe, Ingall, the lead (Tander/ Bargwanna) Valvoline car, Seton, Larkham and so on. No real sur prises yet.

Settling into their new car were the Parsons duo, their ex-Wynns car re-liveried in Challenge colours and run for the first time at the start of practice. Pitted next to the regular Murphy/Richards Wynns duo, the jiair gradually acclima tised to a car which ‘Ti'ucky’ would describe as “very comfortable to drive” after springing the shock of qualifying. A late addition to the long dis tance line-up was Alan Jones, join¬

ing regular driver Anthony Tratt in the Toll Falcon. Although AJ was half a second quicker than Tratt, the Toll car still wasn’t able to break into the top 30. Qualifying was, as usual broken into two groups, although on this occasion the slower 50 percent (from combined practice times) would run their 20 minutes first. Having run mid 1:12s on Friday, before missing Saturday morning’s third practice session, John Bnggs

24 September 1999

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Backing in the Victa: Greg Murphy’s great weekend went pear-shaped with eight corners to go, his Wynns Racing VT running out of brakes and pitching him off, and from third to sixth. CAT on a Hot Tin Roof; John Bowe and Jim Richards looked to be cruising when, after their on-board air jackers failed, a fuel spill prompted a fire. Crewman Mark Eppis was slightly injured, but the car and the team carried on. (Photos by Noei Papeiera, Marshal: cass and Theo Spyker). (with Leahy) pullSd another qualify ing blinder out of the bag to top the sheets with a 1:11.16 after the lower 50 percent had done their thing. While the Super Cheap entry is ofBcially a ‘pro’ level car, this was nev ertheless a super effort for a non Ml-time team, four-tenths ahead of regular privateer pace-setters McLean (with Park) and Forbes (with Full). While the fast brigade would of course savage Briggs’ time, it would be good enough to keep a number of the top 50 percent behind and result in a 14th fastest outright time. Only three of the top group looked to have elected to keep a ■green' set of Bridgestones for quali fying - the W3mns car (Murphy to qualify it), the sister Challenge car and Romano’s Siemens Commodore (sharing with Mezera). In the case of the Wynns car, 12th in practice, it was an obvious gamble to get the car into the top 10. It worked, Murphy putting in a 1:10.74 very early in the session, good enough for fifth at the time, although it would slip to ninth at the end of the session. Up front. Bright was again - just - quickest .(1:09.89), from Lowndes ■ ki hundredth slower, putting the car away after just six laps), Radisich, Skaife, Tander and Ingall. Larkham looked secure in the ten, with a 1:10.62 (seventh best), while Murphy was eighth, ahead of what would be a tense scrap for the f-nal top ten spot as the session wound out. Longhurst was ninth, stuck on his early 1:10.86, but tenth oscillat ed from Johnson (Jnr), to Seton, to Bowe (unable to match his earlier times) as the minutes ticked by. Just when Bowe thought he had the final spot (1:10.88), out of nowhere came ‘Trucky’ Parsons. He ju.st went faster and faster. The car’s practice best (1:11.8) soon became an 11.3, then (on a second fresh set) 1:10.99 and finally i-10.69 This bounded the Challenge car into the 10, eighth actually (ahead of the sister Gibson car!) and turned the Johnson/Bowe/Seton contest into an academic one, for 11th. The Challenge team were, well, surprised but ecstatic... Bowe’s time was substantially slower than his practice effort, the

Five hundred to go: Like everything else he did Bright got the start just right, taking over the running in the first corner. (Photo by Dirk Klynsmith)

car understeering strangely. It wasn't until the session was over that the team found a broken rear bar link. No rear bar... Seton too was a trifle disappoint ed not to make the ten, but conven tional wisdom up and down pit lane was that he had found a particular ly good race set-up that was going to look after his tyres. Bowe, Seton and Johnson (Dick jumping in for a last-minute go) were all within a tenth, ahead of Briggs, Romano, McDougall, Brabham in the second FTR Falcon, Faulkner, McLean and Forbes completing the top 20. Just missing the 20 was the sec ond (Coleman/Ritter) Valvoline car and the HRT Young Lions, along with the Weel/Crick Falcon which didn’t match its practice (I4th best' pace. But as we said at the start, none of this was taken all that seriously. Sunday would be all about tyres, tyres, tyres...

Top 10 Shoot-out set of tyres to be now , the singleWith notseen a green lap shoot-out for the final top ten spots turned into a Who-CouldDo-Best on cold, used rubber. Most dropped half a second compared with their qualifying best, a tenth or two either way moving a couple of spots around. Murphy was the early one to gain a couple of slots, at the expense of Parsons and Larkham, while Ingall'Yetained sixth for the Castrol team, exact ly half a second off his qualifying time. Tander was the big winner, only dropping three-tenths with an aggressive effort.

Both Skaife and Radisich failed by a few hundredths to match Tander’s time and when Lowndes dropped a full second (having embarrassingly spun on his warm-up lap) the Valvoline car was guaranteed a front row start. Bright only had to put together a clean run, based on his earlier times, to confirm pole, but he did better, dropping just four-tenths on his way to a 1:10.29 pole lap, not far short of half a second up on Tander’s next best. Quite a mar gin in the modern V8 competition. With co-driver Baird in the 1:10s during the morning’s prac tice, things were looking omi nously strong for the Pirtek team. Still, tyres, tyres, tyres was still the conversation topic. Nobody was at all confident...

Race [161 laps] Apart fromhose R omano’s steering failure, power there were a couple of other teams with problems after the morning warmup. Glenn Seton’s engine had developed a low-end miss which, despite ■ the crew’s best efforts, even on the startline, was never quite cured. It wasn’t terminal but it made driving the car just that little bit more diffi cult, according to Glenn. The Castrol Perkins team too had a problem, one of its preferred spec brake pads separating from its backing plate. No risks were to be taken, the team switching to a back-up spec all round. With Rod Nash stranded on the infield trying to fi nd out why the Auto Pro car wouldn’t fire up, Queensland Premier Peter Beattie

waved away the remaining 41 starters (Chris Smerdon starting from pit lane after a post-warm-up engine change). Bright made the hot start, from pole, while Skaife profited from a hesitant by Bargwanna to turn grab second asone they filed through one without incident, Radisich, Ingall, Lowndes, Longhurst, Richards, Larkham, Seton, Bowe, a fast-starting McDougall, Parsons (slow away), Johnson (Jnr) and Briggs following, Conventional wisdom suggested that the field would cruise round in convoy for a while to look after its collective rubber, but Radisich wasn’t going^.to sit back that much. He was past Bargs, on Skaife’s tail into lap two and down the inside as they started lap three. Skaife wasn’t going to get involved at this stage and two corners later offered no resistance as Bargwanna thrust the Valvoline car down the inside. Although Radisich now closed quickly on leader Bright, it looked

as though he was now prepared to follow - for now. Further back, Bowe was also being circumspect, allowing a pushy Johnson through on lap six, as had Richard's, Larkham and Seton pushing past. Eight laps and rather than settle, things got hectic. First, Radisich got a run on Bright onto the back straight and made it stick to hit the front. Off line, Bright’s exit from turn three was slow enough to allow Bargwanna alongside and then inside as they turned into Four. Skaife tried to follow through, but it all went wrong, the Mobil car ri c ocheting off the Pirtek Falcon onto the infield. The front suspension had been damaged and Skaife simply had to sit it out as a replacement lower control ai-m and steering arm were fitted. It cost 12 laps and, in effect, his championship chance. Although Continued on page 18

18 24 September 1999 Continuei^ from page 17 he rejoined and the car ran like clockwork tmthe finish it would do so outside the top 20... While Radisich and Bargs circulated as one, Ingall now loomed on Bright’s bumper, with Lowndes, Larkham, Seton and Richards all start ing to queue up behind. A small gap, then Johnson, McDougall and Bowe ran close - McDougall starting a strong run which helied some recent bad press. Lap 11, and as Ingall final ly put a pass on Bright at turn three, so Bargwanna found a good run out of Five to slip inside Radisich for the lead into Six. A lap later and Radisich fell to Ingall at the same spot - had the Shell car’s tyres cried enough? Certainly the sister Johnson car was start ing to fall back after its early charge. Car 18 was okay, but it was time to consolidate. At last things settled, Bargwanna in front and eas ing away. By lap 20 he had 3.4s over Ingall, a second back to Radisich, with Bright, Seton, a fast-gaining Brabham the big mover, Richards, Larkham and a noticeably conservative Lowndes all queued up behind. Parsons and Bowe circu lated together, with Longhurst, McLean (rapid progress), McDougall, Johnson, Romano, Briggs, Weel, Kelly and the second Valvoline car in line astern. The first of an expected number of Safety Car periods came on lap 24 and changed the basic structure of the race. In a pre-planned move, Bright dived for the pits for tyres and fuel, rejoining way down in 30th in the queue as Danny Osborne’s Falcon was retrieved from the turn three sand. No-one else pitted. Why such a bold move, putting Bright ‘out of sequence’ with the rest of the field? “We figured the opening laps would be the toughest on the tyres, so if the oppor tunity arose we decided to bring him in, put on fresh rabber, look at how the tyres were going,” Ross Stone explained. “We had a ‘window’ during which it made sense for us to try it and have Brighty do nearly two full stints.” Another Safety Car would intervene in 10 laps, with a quite settled race in between, broken only by a quick pit visit by Seton. The FTR car had lapsed onto seven cylin ders as it went green and they lost a lap finding the problem. '^ Lowndes had a small rhoment, which dropped him down to eighth, behind

l/lko)0(DI7SrD®[P{] Parsons, but there was no panic and the HRT car plugged on. Up front, Bargwanna and Ingall circulated in tandem, a gap to Radisich and Brabham, who had quietly made solid ground, then a similarly forward moving Richards, McDougall (turn ing in by far the best stint of his touring car career). Parsons, Lowndes, Bowe,' McLean, Longhurst, Larkham and the rest. Heffernan it was who f ^..KonkaC beached John Trimbole’s , Commodore at turn one and % brought out that second 'Safety Car on lap 35. Still the leaders didn’t pit, just Bowe (for Richards), Larkham (for Jones) and Faulkner (for Wills) diving in Before and after: for a full fuel/tyre/driver Skaife’s car suffered the stop. most in the contact with With a clearly defined Bright, spinning onto the compulsory brake pad grass and iosing 12 laps in change window of laps 48the pits. 112, there were clearly those (Photps by Marshall Cass and Bob Potts) holding out to make a stop once the window had beert It was so hot, even the reached. / tyres were thirsty: HRT It went green at the end"of cooled their tyres with water lap 40 and immediately while ‘heat-cycling’ them on Ingall pounced on a conserv Saturday. ative Bargwanna, slicing (Photo by Dirk Klynsmith) down the inside into turn three, pressing on spectacu larly to pull out virtually 3s problem, the team wheeled over the next three laps. The the car away. According to tyres were hanging in w'ell and the team had decided to Radisich, it had been a unleash Ingall for the ten straightforward run, the tyres were in good shape. A laps before his scheduled potential winner out. stop - interestingly a few Longhm-st too was in, but it in the car). Bright laps before that brake pad wasn’t for a standard stop, as (pads, change to window... Radisich too was on the the car had trailed smoke Baird), Faulkner and Jones in the charge, also passing Bargs, down the back straight. The Castrol Falcon was also out Mitre 10 car. while Lowndes was remak This now pro ing all the earlier lost for the day - engine failure. duced two main Late stoppers now started ground, past Brabham and Bargwanna and then their first pit calls - ‘out-of-sequence’ Radisich as well for second Brabham and McDougall on groups: the first, Baird and Perkins spot as the stint drew to its lap 62, Johnson a lap later (three or four later than on full tanks (along close. with Wills and Despite Lowndes’ surge, planned due to their sister fastest on the road at this cai- hogging pit lane with its Jones), all back in time was actually McLean, problems), Richo Jnr another the pack That left the Greenfield Falcon the lap later, and finally (on lap Richai'ds, with about 71!) Kelly in the Young Lions only car into the 1:12 brack et, some three-tenths quicker car - now in second place 20 laps woilh left in than even Lowndes... behind leader Bright (yes, the tank, leading the ‘other’ group (and Bright) before pulling in. Ingall was the first fronU The race now reached an the race) briefly ranner to pit, in to hand over before Tander and to LP in a snappy 27 second interesting tactical point. With McConville went everyone having stopped once, stop on lap 50,just shy of the albeit Bright and the Cat ■'past - all three yet brake pad window. Lowndes was in for Falcon (with Richo Sm- now at to make a ‘brake the wheel) during Safety Car pad’ stop. Murphy McConville four laps later, a periods, those two now led, was starting to look really snappy in/out lap and Bright by a handsome 23s good in fourth, stop getting the Mobil car from Richards, seven seconds although the Wynns team’s back out on the road some back to McConville and relatively early pad change ten seconds ahead of Tander, 13s to Perkins, then (lap 63) would come back to Perkins. Tr-att (stHl, unbelievably yet to haunt them in a most unforBargwanna and Radisich stop!). Bates (FTR Falcon), tunate way. pitted together two laps Murphy, Wills, Mezera (now Bates was now fifth on the later, beginning a surge of in Romano’s Commodore), road in the second FTR car, stops which included the pad Parsons, Miedecke, Nbske, but only just ahead of the change, Seton and the rest. f two recently refuelled con For th e Shell car, however, Lap 79 brought another tenders - the Pirtek Falcon, the end of a good run was Safety Car (the last for the looking every bit a winner at nigh. Ellery was back in pit race), another instant tacti this .point with Baird lane a lap later with what cal decision to be made. stroking it along, but with was described as complete Seton peeled in first, fol Perkins now almost in tow as brake failure. Unable to find lowed by Perkins (for a the race moved towards the an obvious source of the fuePpad change stop, stajing psychological 100 lap mark.

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As it ticked over, the situation became clear - barring Safety Car interference of course. Tander had scorched out 16s over McConville (who’d had a brief off and was now being hounded by Murphy), with Richards Snr just four seconds away, about to have Baird and Perkins arrive on his boot-lid. With Tander, Lowndes and Richo facing a (longer) pad change final stop, it was starting to look like a

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Bargwanna, Bright (although SBR planned a super-quick stop, leaving Baird in the car if necessary). Richards Jnr, Ingall sprint to the finish once those stops were made, with Lowndes a maybe - but things rarely work out quite like that, do they? McLean’s day was over. The rapid Falcon had shed a left-front wheel, but made it Continued on page 20

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Whatthey said Highlights of the post-race Media conference Russell Ingall: It took us a while to get the car set up. My car has been sold, so we came here in Liarry’s car and it took a while to get it right. We were stmggling on the first day. The first stint was a bit comical. No-one knew how the tyres were going to be, so there was about six of us weaving around, a couple overtaking - no-one was going to push! So we were creeping around in 1:15s, then it went down to 1:13s, everyone was getting a bit gamer, pushing a bit more. The Pace Cars allowed us to check the tyres and sort out just how quick we really could run, and once the cars that could run in the 1 ;12s knew they could, that became the race pace. That first stint was the hardest because you just didn’t know how hard you could push. If the tyres went off, that was it, lights out, because you couldn’t get them back again... Bathurst? We have to win, that’s all there is to it (in terms of the championship). Craig will be very strong up there as he always is, so it’s going to be a batle, but that’s what it’s all about. It’s good for the championship, but it’d be nice to win it for a change instead of coming second... Larry Perkins: We changed my convention and let Russell start - which was a new feeling for me - so I had the long middle stint. The idea was that the track would probably be better in that last stint and if we had to race hard to the finish, Russell would be better to do that - he’s been doing it all year. It all worked out right... [In response to a question on how his team and he always come up strong in long races] I’m normally, cook, cleaner, bottle-washer, team owner and driver, but for the long races I put that aside and concentrate on the driving side and the prepara tion side - and it seems to be working. I just can’t do that for the full year- I tried, but it never quite works out! There’s attention to detail.

●7*. Xl .

and Russell and I are very much in tune in terms of getting the package right. We don’t worry too much about the palm trees in the pits - we do worry about the crankshaft... Jason Bargwanna: The car was just great all day. It was Garth’s regular car, he put it on the front row, and it ran perfectly all day. The only problem was that last pit stop. I’m not sure what the problem was, but it was okay when we got back out - still doing 1:12s as it had all day - but it put us back a bit... Garth Tander; The car was doing 1:12s all the way through my stint. We man aged to get it set up pretty well. There was a safety Car about two-thirds of the way through my stint and after that we pressed on even harder and the tyres were , fine. We could perhaps have kept that pace up all the way through the stint. We now go to Bathurst to win the race. Wherever we end up in the championship is where we end up. Craig Lowndes: It was a lucky result for us. We defi nitely couldn’t match the pace of these two teams next to us. Although I got into the 1 ;12s in the last stint, in my first and Cameron’s we were in the high 1:13s low 1:14s. My first set of tyres didn’t look very happy when we took them off and so, as I said, we were a bit lucky that some of those who could have been in front of us had problems. Cameron McConville: Very lucky to be on the podium, you’ve got to admit. Murf’s misfortune gave us the podium. The first 80 percent of my stint was okay, the last 20 percent pretty aver age - one tyre was right through to the canvass when I came in, so it was ‘Speedway style’ for the last 15 laps... Craig drove a great last stint and to come through for third is a great bonus for us.

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Continued from page 18 to the pits only for the wheel and disc assembly to part company with the car finally a few laps later, with Park at the wheel.

New Challenger: Skippy and Truckie went like a purple blur irr the race in the ex-Richards Commodore VT. Both drove well, and getting serviced by Gibson Motorsport hardly hurt things either...

As Tander blistered along. (Photos by Dirtc Klynsmlft) extending his lead to a superb 25 seconds just five laps later, the fi rst drama chance at the race win... came as Richo Snr pitted to hand over to Bowe. LP too was in for a smooth It was going to be a longer. transition back to Ingall, pad-change stop an3rway, but while a lap later - just as the dry break o-ring in the they must have been considfi ller hose jammed as crewering their last stop timing, a man Mark Eppis pulled it billowing cloud of smoke out. Fuel sprayed everyspelt the end for the Pirtek where and there was an team, Baird bringing the instant inferno. Falcon to a smoky stop. The fire marshals, right on “We had the speed, we the spot, did a superb job to were cruising,” a disappoint ed Ross Stone confirmed. A douse it within seconds, the broken con rod or valve was only injuries being some light forearm bums to Eppis, suspected. but it took some time to Murphy now :ed (his stop check the car out before to come), with Ingall second Bowe could restart, well as a result of the slick stop. The Parsons duo Commodore down and out of the game. A potential Safety Car was was third, with the averted on lap lO'Z as Tony Ashby/Reed car clearly on a Scott was able to keep the strong run, fourth, but also engine running and rejoin still to make a final stop. after spinning the John Bargwanna and Crompton Deere car into a dangerous (flying along and soon to set spot on the outside of turn the race’s fastest lap before a fi ve, so the rash of pit stops late stop), were next, from that were about to come, Lowndes, Noske, Jones (Mitre 10) and WiUs. came under green. McConville was in on 109 Embarrassment now folfor a smooth pad-change lowed for two number two stop, handing back to -cars, both the #6 FTR car Lowndes, while Tander’s and the Coleman/Ritter handover to Bargwanna Valvoline car inexplicably (with pad change) went less missing the brake pad smoothly a lap later. It probchange vdndow, both copping ably cost them at least a 60 second Stop-Go penal-

ties... It was all about to go wrong for the Wynns team. A communication screw-up saw Murphy in pit lane on lap 117,12 laps before he should have been. The team wasn’t ready, the right tyres weren’t in pit lane, nor was Richards, scheduled to take over. Murphy stayed in the car, but valuable time was lost in what became a sloppy tyre change. When he rejoined he was just seven seconds behind Ingall. The car should still have been in front... Parsons, still to make a final stop, was in between the two at this stage, second on the road, but dived in soon after, as did Wills to hand back to Faulkner and then Noske for fuel for the run to the flag. Both the lat ter cars dropped off the lead lap in doing so, Noske forced

to re-pit for a misaligned oring in the dry break to be attended to after the car sprayed fuel. The Young Lions good showing was to come to a dis appointing end, the car stopping with an expired engine just five laps from the end. 25 to go and the race had settled into its final shape Ingall easing away from Murphy, the gap now out to 11s, Bargwanna right on Murphy’s boot-lid and looking to pass, Lowndes, settled for fourth some 20s away, then Parsons, the last car on the lead lap. Crompton had been lapped by Ingall as he emerged from his final stop, but would unlap himself as he continued on at a strong pace. A late Safety Car might have made things very interest ing, but if never came. There was half a chance when, with

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bralces have moved to 44-68 Racecourse Road North Melbourne 3205 Ph 03 9326 6088 Fax 03 9326 3822 race

24 September 1999 five to go, the John Deere Commodore, with seeming brake failure went straight on at turn one, but it was far enough out of the way not to bring out the Safety THE seemingly eternal Steve Cai-... Reed and Trevor Ashby pairin g Ten to go and Ingall was easing i took Privateer honours in the clear,. Well sort of easing - Russell I Queensland 500 after a strong had set the car’s fastest race lap, a ■ and faultless performance. 1:12.8, on lap 143 and was now 16 Privateer's Champion Cameron seconds clear of Bargwanna, who , McLean was quickest in qualifying had got past Murphy, but clearly : with a 11.52 to be 19th, just ahead wasn’t going to bridge any gap to the ■ of year-long rival Rodney Forbes leader. (11.59). After being faster in practice In fact, as the laps rolled by, i Ashby was disappointed to put his Murphy began to close again on the : ear in 23td: after making the top 50% Valvoline car, just three seconds I session, and having being baulked away with two to go, but then the i by Paul Radisich. final twist finished the Wynns Peter Doulman (25th) was just team’s top three result. i slower and very happy in his new A front calliper piston popped out ¥f, despite still feeling a little sore from the Oran Park crash. Todd as Murphy braked for turn five with a lap to go. Somehow he got it ■ VJanless was very quick aboarddhe through the sand and back onto the : Bob Thom's car to be 27th, just road, if only to crawl home sixth. { ahead of local hero Wayne The team had opted for the softer , Wakefield (29th) and teenager pad of two options and they had i Layton Crambrook was next (31st). Wakefield had a broken axle in worn out. That early pad change... And that was that. A lot of“what ; practice but was fine by qualifying. ifs”. What if Radisich’s brakes .... what if Bright’s engine ... what if Bargs and Tander’s srop ... what if Murfs stop... whatif... ●No ifs on the top step of the rostrum. A virtu ally faultless run. Lowndes was the major beneficiary of Murphy s late drama, scoring a late third and some valuable points. Crompton relieved the Challenge Commodore of fourth literally on the last lap, a promising turn of speed from the Ford duo. The Parsons boys completed their superb weekend fifth, with the last The Waterboy: Bargwanna and Tander w ent Murphy like a train, a brake pad change forcing them unlapped cai'. Johnson, father and back to second at the end. The compact son, recovered from the Bargs’ new ‘Dickie seat’ inset worked well,

early tyre problem and a (Photo by John Morris/Mpix)

strategy change for sev enth, from a strong Ashby/Reed, Faulkner/Wills in the second Wynns car. and Brabham/Bates, tenth probably a disappointment after the car’s early pace. Late retirements included the Romano/Mezera car which had worked its way into the top ten before a sloppy brake change delayed it and a rear end problem finally stooped it. McDougail and Miedecke came home 11th, just clear of the second Valvoline car, and a couple of good steady performances from the youth ful Crambrook and Weel teams with

their Tasmanian co-driv ers Crosswell and Crick respectively. Rounding out the top 15, and a good result after starting on the infield, was the Nash/Dean Waniess Auto Pro car. So the championship goes to Bathurst. There are five mathemat ical chances, three realistic ones. Top four at the Mountain will do it for Lowndes even if Ingall wins, which he must. Tander needs a win with Lowndes outside the top 14, Ingall outside the top 10. Almost impossible, but who knows...

After being much faster in practice . Rod Nash rushed himself, lost half a second and was 33rd ahead of Warren Luff in Alan Heath’s Falcon (34th), and Simon Emerzidis (35th). Mike Imrie (36th), Kevin Heffeman (37th in John Trimbole’s car), Dean Lindstrom (38th), D'afcy Russell (39th), Ric Shaw (40th in Mike Conway’s car), Daniel Miller (41et) completed the grid with Chris Smerdon and Mai Rose scratching their heads over Smerdon’s car, which was in horrendous trouble, so an engine change was ordered. Come the race Cameron McLean and Rodney Forbes were making steady progress through the field in the early running. The top three privateers settled into the back end; of the front runners, frequently exchanging positions with the ‘pro’ teams during the great early battle. On lap 31 Forbes spun at turn 6 , falling back to their steadily improv-

ifft ing stablemate, Trevor Ashby, and Peter Doulman & Rod Nash. Nash had lost half a lap at the start when a the coil popped. Nash repaired the car himself and was going before the field came around on the first lap. Smerdon started from the pits, but achieved only three slow laps before retiring with no oil pressure. Daniel Miller was also out in the opening laps with overheating dramas. Wayne Wakefield had; been lapping quickly early hovering not far from Ashby when a foelpump relay failed. It was hot-wired; andi sent back to the pits, where Wakefield and Dean Canto would lose several laps. John Trimbole would go almost the whole race lapping severa! seconds off the pace and having several offs and a flat tyre too. Bob Thom had been having an excellent race but was smoking. The Falcon retired after 111 laps opting to save the engine when the smoke

got worse. The Alan Heath / Warren Luff Ford broke a rocker and retired just under 100 laps. McLean took the privateer on lap 41 and held it until the first pitstop. Wayne Park completed a slow out lap with a flat tyre. After pitting again the left front wheel departed the car at the pit lane entry. 40 laps later the front left came off agairi down the back stfai|ht leaving: Park In the infieldL Forbes & ©eoff .Fuirwer© delayed with a faul^ fuel sensor, then overheating caused the,ears retirement, Quietly and without trouble Crambrook and Crosswell cut through the field tb a strong 13th fin ish. Nash and Dean Waniess gave the V<S a memorable swansong coming home fSth. Doulman and Cotter, finished 19th with a spin in . tom 6 for Cotter the only drama, the team overjoyed'with the new VT. -MARK JONES

Queensland 500 Shell Championship Pos 1 2 3 4 5 6 7 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF DNF

Drivers L. Perkins/R. Ingall G. Tander/J. Bargwanna C. Lowndes/C. McConville G. Seton/N. Crompton D. Parsons/S. Parsons S. Richards/G. Murphy D.Johnson/S. Johnson T. Ashby/S. Reed J. Faulkner/S. Wills G. Erabham/N. Bates D. McDougall/A. Miedecke M. Coleman/G, Ritter L. C'-ambrook/D. Crosswell P. Weel/G. Crick R. Nash/D. Waniess M. Larkham/B. Jones A. Tratt/A. Jones J. Bowe/J. Richards J. Cotter/P. Doulman M. Price/D. Lindstrom M. Conway/R. Shaw M. Skaife/P. Morris D. Osborne/B. Peters S. Emerzidis/G. Willmington W. Waketield/D. Canto J. Trimbola'K. Heffeman T. Kelly/M. Noske M. Poole/T. Scott R. Forbes/G. Full P. Romano/T. Mezera P, Dumbrell/M. White J. Briggs/T. Leahy J. Bright/C. Baird B. Thorn/T. Waniess C. McLean/W. Park A. Heath/W. Luff D. Russell/G. Johnson M. Imrie/R. Crick T. Longhurst/A. Macrow P. Radisich/S. Ellery D. Miller/T. Ricciardello C. Smerdon/M. Rose

Team/Car Castrol/Perkins Commodore VT Valvoline/Cummins GRM Commodore VT Mobil Holden Racing Team Commodore VT Ford Tickford Falcon AU Challenge Recruitment/Gibson Commodore VT Wynn’s Racing/Gibson Commodore VT Shell Helix/DJR Falcon AU Lansvale Smash Repairs Commodore VS Wynns/JFR Commodore VT Ford Tickford Falcon AU Aloe Quench/Perkins Commodore VT Valvoline/Cummins GRM Commodore VT Crambrook Racing Commodore VS K & J Thermal Products Falcon AU Auto Pro Racing Commodore VS Mitre 10/SBR Falcon AU Toll Racing Falcon AU CAT Motorsport Falcon AU Team Gatorade Racing Commodore VT Ultra Tune Racing Commodore VS Cadillac Productions Falcon EL Mobil Holden Racing Team Commodore VT Colourscan Motorsport Falcon EL Simon’s Earthworks Falcon EL Graphic Skills Racing Commodore VS Metropolis City Commodore VS Mycar/Holden Young Lions Commodore VS John Deere Commodore VT Rodney Forbes Racing Commodore VS Siemens Mobile/Romano Commodore VS Wynns-Playstation/JFR Commodore VS John Briggs Motorsport Falcon AU Pirtek/SBR Falcon Al^ Supercheap Autos Falcon AU Greenfield Mowers Falcon EL Team South Australia Falcon EL Playboy/Rod Smith Commodore VS Saabwreck Motorsport Commodore VS / Castrol/Longhurst Racing Falcon AU Shell Helix/DJR Falcon AU Miller Racing Commodore VS Smerdon Racing Commodore VS

Race time 3:29:44.6365 3:30:07.7195 3:30:39.3312 3:30:49.2665 3:30:50.5543 3:31:07.3943 160 laps 160 laps 159 laps 159 laps 158 laps 158 laps 158 laps 158 laps 157 laps 157 laps 157 laps 156 laps 155 laps 153 laps 153 laps 150 laps 147 laps 143 laps 133 laps 126 laps 155 laps 150 laps 132 laps 127 laps 125 laps 118 laps 111 laps 111 laps 97 laps 97 laps 75 laps 69 laps 58 laps 56 laps 4 laps 3 laps

F/lap 1:12.8686 1:12.2872 1:12.6917 1:11.8804 1:12.4338 1:12.6959 1:12.2994 1:12.3413 1:12.1568 1:13.0136 1:12.6602 1:12.6572 1:13.4178 1:13.0124 1:13.1102 1:12.7139 1:13.4514 1:12.7897 1:13.1619 1:14.8820 1:15.0074 1:12.7143 1:14.4167 1:14.0904 1:13.5160 1:15.1944 1:12.8953 1:13.6863 1:12.9967 1:12.7016 1:13.5712 1:12.9596 1:12.9578 1:13.9363 1:12.9721 1:15.3553 1:15.2744 1:15.1418 1:13.0019 1:12.9670 1:20.5278 1:18.7300

On 143 105 157 130 151 61 155 152 128 149 144 134 97 155 8 6 134 116 141 114 149 126 4 136 110 82 141 -128 49 121 89 100 47 6 45 31 7 4 47 53 2 2

Grid Qual 1:11.1080 6 1:10.7549 2 1:11.0101 5 1:10,9039 12 1:11.4687 8 1:11.2981 7 1:10.9922 13 1:11.7968 23 1:11.3659 18 17 1:11.3275 16 1:11.2659 1:11.6303 21 1:12.7478 31 1:11.8447 24 1:12.8109 33 1:11.4863 9 1:12.8091 32 11 1:10.8857 25 1:12.0861 1:13.6370 38 40 1:14.2031 1:10.8215 3 1:12.3773 28 1:13.2246 - 35 1:12.4254 29 1:13.5850 37 22 1:11.7372 26 1:12.1456 20 1:11.5977 1:11.2484 15 1:12.6061 30 14 1:11.1680 1 T.10.2952 27 1:12.3286 1:11.5287 19 34 1:12.9223 39 1:14.1084 1:13.5804 36 10 1:11.7786 4 1:10.8350 41 1:14.4924 42 1:16.6660

Points after 12 races: Lowndes 1642, Ingall 1588, Tander 1470, Seton 1416, Skaife 1392, Bright 1276, Bargwanna/Murphy 1148, Bowe 1078, Perkins 1016, S Richards 1010, D Johnson 908, Crompton 866, Longhurst 830, Faulkner 824, Radisich 808, McLean 721, Larkham 617, McConville 494, Truckle Parsons 488, Reed 487, Noske 460, Ashby 406, McDougail 391, Romano 354, Donaher 353, Ellery 342, Weel 332, S Johnson 324, Skippy Parsons 316. Forbes 267, Crambrook 258, Nash 211, Wills 192, Bates/Brabham 180, Doulman 178, Mezera 174, Tratt 171, G Crick 169, Miedecke 168, Coleman/Ritter 156, Crossweil 144, Briggs/D Waniess 120, B Jones 108, Smerdon 100, Pate/A Jones 96, Emerzidis 90, Gardner 88, J Richards 84, Cotter 79, T Kelly 76, Pretty/Convray 70, Harris 67, Lindstrom/Price 60, Russell 50, Poole/Wakefield/Shaw 48, Osborne 40, Finnigan/Morris 36, Imrie 28, Peters ?5, Ward 20.

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BhKXSiNm MJkMAKGEMENT I One of the most widely used engine management system in V8 Touring Cars. AUTOTUNE Self Mapping Software available soon. Perkins, Ingall, Seton, Bowe and Lon0turst rely on it. For more information call 02 9896 6888

Jordanian

24SeptemDei i999

Air Strike l HHPs 3rd win boosts title hopes l Hakkinen spins out of lead l Irvine's sixth levels score l Brilliant 2nd by Raff Schumacher

Report by JOE SAWARD at Monza HE McLaren team has the fastest cars in Formula 1 this year but the drivers seem intent on throwing away their chances to get ahead of Eddie Irvine and Ferrari. And, amid all the excite¬ ment Heinz-Harald Frentzen is sneaking up on all of them. At Monza Mika Hakkinen lost his cool and spun away an eight second lead, while David Coulthard compro¬ mised his race with an off on the opening lap. It was a good day for with Ralf Williams Schumacher second, while Mika Salo showed Eddie Irvine the way round for Ferrari. Eddie scored a sin¬ gle point and so he and Hakkinen are equal on points with three races to go. It’s a funny old world unless you’re a McLaren man...

Monza is the third oldest racing circuit in the world (after Brooklands and Motor Indianapolis Speedway! and it is the one with the most magic. It is no coincidence that when they made the film ‘Grand Prix’ in 1966, the final scene of the movie was a famous shot of James Garner standing on the main straight at Monza on the morning after the race. Monza is an integral part of the legend and the glam our of Grand Prix racing. Anyone who wants to consid er themselves to be a real FI fan has to go to Monza and go walking in the woods to marvel at the old banking, meet the ghosts and watch the tifosi in action. If you do come, take a turn in the campgrounds down at the Curva Grande from where Sir Francis Williams used to operate his early rac ing teams from a canvas office.

Monza has it all, I ut underlying everything there is a buzz of optimism wliich comes with the Ferrari fans. They come believing that Ferrari is going to win. You get the feeling that if the team arrived with a pair of caterpillar tractors done up in racing colours (and on occasion they have' there would still be people out there in the woods who would think they could win. But of course miracles do happen at Monza. In 1988 McLaren dominated Grand Prix racing to an obscene degree and yet at Monza it all went horribly wrong and Ferrari turned in a 1-2 result. It was the same last year with Michael Schumacher and Eddie Irvine coming home to an amazing 1-2. This is why they call it the magic circuit. But it is more than that. Because mixed in with the excitement and opti-

Qyaiifying It was fact not a widely pub lished but September 13 1999 marks the 100th anniversary of the first recorded automobile accident which resulted in a fatality. It happened at the corner of Central Park West and 74th Street in Manhattan when a Mr Ai-thur Smith ran over a Mr HH Bliss, who was getting off a trolley bus at the time. Mr Bliss was the first of what is estimated to have been 30 million road accident fatalities since then. and the Autodromo Nazionale at Monza has been responsible for more than its fair share.

●:| Home boy: Giancarlo Fisichella added misery to Benetton’s lousy weekend when he surfed off on lap 2. Wurz and Fisi qualified 15th and 17th, nowhere near the pace of the simi larly Supertec-powered Williams. (Photos by Sutton-lmages)

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No-one was safe: Eddie Jordan was in a hugging mood after the Italian Grand Prix. His man HH Frentzen took his third career win, while former driver Ralf Schumacher drove a blinder to go within 4s of winning his first race for Williams. Eddie hugged him just for good measure ... (Photos by Sutton-lmages and RaceAccess)

d£ks)[ko)C0m)[TO mism is the underlying knowledge that Monza is a killing ground a place where racers have always gone to the limits and sometimes beyond them. You may think that Grand Prix racing had a bad time in Imola in 1994 but at Monza in 1933 there were three fatalities during the Grand Prix weekend and two of them were top drivers of the day. Later on Alberto Ascari died here, so did Wolfgang Von Trips, Jochen Rindt and Ronnie Peterson. And a host of others... And yet there is also an insane humour about Monza. The fans are all completely bonkers. They wobble down the roads on bicycles, they wander down the roads inside the park as though the automobile had never been, invented and they climb over or tunnel under the walls and fences of the autodromo to such an extent that hundreds of extra marshals are hired just to catch the interlopers. Hundreds of little boys and girls - all dreaming big dreams - are turned away. It’s rather sad. But it could not be other wise because if everyone was allowed in the place would simply explode. Such is the power of Ferrari. This year, however, the Ferrari fans needed all the optimism they could muster because the red cars have been heading steadily back wards down the grid since Eddie Irvine’s two fortunate wins in Austria and Germany. It is very clear that the team is really missing Michael Schumacher. Eddie is not the same and as he is leaving at the end of the year there seems to be little passion for him m the crowd. They were applauding Mika Salo as much as they were Irvine. It did not make him any faster. Right from the start

24 September 1999 of practice it was clear that the Ferraris were off the pace - and a long way off it. On Friday the order at the front was Schumacher,Jamo Trulli, Zanardi, Jean Alesi and Hakkinen. Irvine and Salo were 16th and 17th. Everyone said it did not matter. It was only Friday. Qualifying would be different. And so it was with Hakkinen on pole from Frentzen with Coulthard third and Zanardi and Ralf Schumacher fourth and fifth. Salo was sixth. Irvine was eighth. “We have not made enough progress with the car over the last three or fours races,” said Irvine. “We cannot fix the problem overnight. We need to improve the aerodynamics which are so important here.” The best that Eddie could hope for was a few points in the race. And when you are supposed to be challenging for the World Championship this is not really the place to be. the moment McLaren’s rogress towards a clean sweep of the FI titles this year seems to be imperial. If the progress continues it can not be long before Coulthard overtakes Irvine to take second in the Drivers’ title and the team puts the Constructors’ title beyond the reach of the Ferraris. 'That is the aim and all the indications are that it will be achieved. Even so Hakkinen said he was surprised by his pole position. “I was a little bit surprised that I was able to bang out that time,” he said, “but we made some pretty good changes during the session to help me go faster where I was having a problem and the team did a great job. It was one of the most enjoy able sessions for me. So long

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as we get the balance right in the race 1 think every thing is going to be cool.” ‘Cool’ is probably not the right word the race at Monza which is one of the hardest of the year for the engines and for the brakes. Everything is run ning at critical levels are so pure speed does not always indicate whether or not the cars in question can run all the way with out problems. The McLaren men were happy but at Monza there is always a worry that someone vrill surprise you on race day. Hakkinen s time was so good that even Coulthard admitted that he would have been hard-pressed to beat it. “You have good days and bad days,” he said, “and day was not so good for me.” Still most of the FI field would be delighted to be third on the grid... Splitting the two McLarens was the JordanMugen Honda of HeinzHarald Frentzen. “I had the feeling that we could be on pole,” Frentzen said, “and I would have liked my revenge on Mika after he beat me in Hockenheim - but it wasn’t to be.” He ended up half a second slower but confident that he would do well in the race. Continued on page 24

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Grand Prix racing? ToraTakagi and Luca Badoer crashed into each other, pitted together, then came out together to do this at the first chicane. Minardi later accused Arrows of deliberately crashing them out. As if... (Photo sequence by Sutton)

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Tears before bedtime: Hakkinen had the perfect opportunity to ice the world championship cake; Schumacher absent, Irvine stranded in seventh and Mika with a 7s lead. Then he selected first instead of second at the chicane, spun and stalled the car. While a security guard kept the sporting Italian public at bay the World Champ had a quiet sob on the way back to the pits. (PtKPtos by Sutton-lmages and RaceAccsss)

INDY300.

M September 1999

Continued from page 23 Damon Hill lined up ninth on the grid - a full second slower than his team-mate and admitted that he was disappointed. “I did not get the best out of the car,” he said. “I lost one run because of yellow flags and then I tried too hard on my last attempt and went over the chicane.”

The Williams performance at Monza was promising, particularly for Zanardi who has finally worked out how best to drive the current FI cars after months of hard struggle. Rather than being gentle, Alex has started dri ving more aggressively and it is working - even if it lacks the finesse. Ralf Schumacher - who is not used to be beaten by his team-mate this year - was not particularly happy with his performance. He complained that he twice lost laps to yellow flags and then

could not get the best out of his tyres. Seventh and 15th on the grid were the two StewartFords with Rubens Barrichello - the new Ferrari signing - being ahead as usual. ‘The car felt unstable under braking this after noon,” said Rubens,‘and that cost me som.e time.” Herbert was not happy with his performance and blamed himself “I just did not get the job done in qualifying - which is frustrating It is no good for me or for the team to be down in 15th. Johnny had been much quicker in the morning session and did not know where the time had gone. Tenth on the grid was Olivier Fanis in his FrostFeugeot, the Frenchman continning his good showing of recent weeks. Olivier had been quick all weekend, notably on Friday afternoon when he was right up at ,the

front despite losing his best time for having run a little too far over a chicane. He reckoned he would have been eighth if he had not been held up on his second run by his own team-mate... Trulli’s qualifying was rather disappointing, given his speed earlier in the week end. On his first run he lost control and smacked into the wall at the first chicane, He ran back to the pits to take thefitted sparewith car which was not the new exhaust systems which have made the Frost handle.much better - and he set off again only to end the session off the road once again - at the first chicane. He ended up 12th on the grid, which was a good effort in the circum stances. But he had been fifth fastest in the morning so he was a little disappointed. Jacques Villeneuve was 11th on the grid which was about where one would expect to see the BAR these days (in qualifying at least). There were quite a lot of off track moments for both Villeneuv.e and Ricardo Zonta but'both avoided hit ting things on this occasion. Zonta ended up a second slower that Jacques and so Red Leader: Mika Sale’s up-and-down tenure at Ferrari was up again, taking third place. No wonder the Tifosi love him; he’s now ninth in the world championship. Not bad for an Arrows reject. (Photos by Sutton-lmages)

When only one name will do: The bright and beautiful were out in force at Monza. Honeymooning Ferrari new-boy Rubens Barrichello got together with countryman, soccer legend Renaldo, while Fergie, the Duchess of York, was there too. doing what she usually does best... (Entries on the back of a postcard). (Photos by Sutton-lmages and RaceAccess)

Mr Popular: The Italian media got to say some nice things about Alex Zanardi. The Williams man shone in qualifiying and ran second on lap 1 until HHF shot past. (Suiton-images) believed that fate would prounderstand what happened was 18th on the grid. He had vide them with a good result and why. And then I will just lost a great deal of time with mechanical problems aitd and so as the start neared so forget it and concentrate or the level of excitement rose the Nurburgring ” then spun off. It was not Mika the It was a bad weekend for with the commentators the Sauber team with Jean becoming increasingly volu- Iceman as we have come to Alesi who, lest we forget, is a ble as they prepared their expect, Monza specialist. He was tonsils for a screech-filled Frentzen was delighted to down in 13th on the grid afternoon. There were no inherit the lead, while Fedro Diniz was with great dramas in the build-up I saw him spinning off” in a few hundredths but it to the start but as soon as HH reported, “aiid I said to was so close in the midfield the lights went out it was all myself, ‘I don’t believe it!’, that this meant he would action. By the time the race Maybe he lost concentration have to start in 16th place. started there were 110,000 or something.” Between the two Saubers people crammed into the After that he took it easy, were Herbert’s Stewart and park. trying to conserve tyres as he Alexander Wurz’s Benetton Frentzen and Coulthard was planning to go for very and that meant that the did not get away well but long first stint. Everything Benetton boys were not hav Zanardi was off like a firewent according to plan, how cracker and the Williams dri ing a good weekend. The ever, and he was able to pace team seems to have fallen ver manoeuvred himself into himself to the flag with 10 back into its search for grip. a very neat second place as points in the bag on a day Giancarlo Fisichella was they hurtled down to the when his championship rivals Hakkinen and Irvine 17th on the grid and first corner. Behind him Frentzen, described his showing in Coulthard, scored one point between front of his home crowd as Schumacher and Salo slotted them. Amazingly Frentzen is “truly depressing”. The into place. now only 10 points behind in the title race. Italian had grip problems Behind that things became and mechanical difficulties. “I can’t believe it,” he said. decidedly complicated and At the back as usual were most of the tail of the field the Minardis and Arrows drove across the chicane. At It was not an He glowing although the Italian cars the second chicane Frentzen story for such Hill... ran have now got away from the battled his way passed ninth all afternoon, losing Arrows so we had Luca Zanardi to grab second time when he knocked off the Badoer and Marc Gene a fair There was further action ignition switch during the way ahead of Fedro de la at the Variante Ascari where pits stop. He then lost his Rosa and Tora Takagi. Coulthard went off onto the power steering and that dirt and bounced along. He meant that in the closing managed to scramble back laps he was caught and Race(53 laps) on but he had dropped passed by Alesi’s Sauber and saw behind Schumacher and so ended up 10th. Sunday Monza atmorning its finest, with Salo. It was a great day for Ralf warm sunshine and a slight Up front Hakkinen took Schumacher. After passing haze The gi'andstands were off. he was 1.2s ahead at the Coulthard on the first lap he filled with bubbling tifosi end of lap one and the gap came under extreme presand the red flags were flying went out quickly to 1.5s, sure from David and Mika all around the circuit. 1.9s, 2.2s and 3.0s. He made Salo. The warm-up gave FeiTari a mistake on lap six and “I was trying to make my nothing to get excited about. dropped half a second, but car as wide as possible,” he Barrichello was fastest with then it was on the attack admitted, Coulthard and Hakkinen again and by lap 10 the gap Once he had broken away was out to 5s. behind him. Then came a he closed up on Alex and mixed bag of Diniz, Herbert, It would continue to grow realised that his team-mate Villeneuve, Ralf Schumachef until he started going was in trouble, and Fanis. There was even a through the backmarkers on “I could feel something hitBenetton in the top 10. The lap 22 and it was around 8s ting the ground underneath Ferraris were 14th and 18th. when he set off on his 30th the car from early on in the But Monza being Monza, lap. Down at the first chirace,” explained Zanardi. “It in the grandstands they cane he selected first gear got to be so bad that it was rather than second. The rear lifting the nose off the wheels locked up and Mika ground. Unfortunately it spun. The engine had stalled, appears that the floor had He was out. come loose.” If he had had a revolver he Ralf radioed in and the might have shot himself - team asked Zanardi if he and he would have deserved would allow Ralf to get the bullet. Instead hejumped ahead. Alex did as he was out of the car, threw down asked and had to watch as his gloves and ran off to find Schumacher disappeared off a quite place to have a good up the road, weep. He did what he could to “When the emotions came dose the gap to Frentzen but up and I understood what the Jordan star responded had happened I started to and in the end there was cry,” he said. “Things could nothing Ralf could do. He finhave been worse. I am still ished second, leading the championship. I Zanardi deserved a point will now go back and try to or two but it was not to be. In

24 September 1999 the laps that followed Ralfs overtaking manoeuvre Alex iost out to Barrichello and then Salo. He stopped on lap 31 but had lost so much time that he was down in 10th place by the time he rejoined. Later on part of the floor fell off and Alex was able to push hard again but by then it was too late. He finished seventh,just 0.6s behind Irvdne. Edge’s sixth place was not exactly the result Ferrari was looking for but it was something. It put Eddie on equal points with Hakkinen. “I was a bit cautious at the start because I knew it was vital for me to finish the race,” he said. “That might have cost me one or two places.” Ferrari boss Jean Todt

ning to look as though things really are getting better at BAR. He was 13s behind Zanardi’s troubled Williams - which uses the same engine - so there is clearly a lot of space for improve ment. For the bruised and battered burghers of BAR Towers, this was a moraleboost. Zonta was not as fortunate. He retired with a front wheel-bearing failure after 25 laps, Alesi ended up ninth which was not bad despite what he described as “the car’s aerodynamic shortcom ings”. “It was,” he said, “a very difficult race for me because of my emotional attachment

? Two Germans and:a Fihn walk into a <bar: Ralfy. HiHF and Salo face Che press after theirT-2-3 in Italy. cPhniohysimon-l»mgc't>

The sights of Monza: The famous and now-unused banking still frames Italy’s most famous race track - and the Campari girls did there best to add to the atmosphere too. (suHon-images) described the day as one of “damage limitation”. That was about right. Salo did a good job and his third place was a worthy reward. “This is an unbelievable result after two difficult days in practice,” he said. “To go from the back on Friday to third today is fan tastic,” Fourth went to Barrichello but the car

to Monza.” Diniz’s race was short and quite sweet. He made a good start and was up from 16th to 12th by the end of the first lap. Unfortunately at the first chicane on lap two he hit dirt and spim off. There were no other cars running at the finish, although Panis was classi fi ed 11th. His Peugeot VIO expired on the last lap. The team chose the unusual

looked to be quicker than that. In the early laps he passed Coulthard to take sixth and eight laps later made his way past Salo to take fifth place. As the pit stops approached he was able to battle past Zanardi as well. In the second part of tjie race he was under pres sure from Coulthard but he

strategy - they used the term “audacious” - of running a two-stop race with an early second stop. This meant that both drivers needed to make good starts and neither did. collision with de la Rosa Lap 0 M. Gene Minardi-Ford Both getting caught up in spun off Lap 1 G. Fisichella Benetton-Supertec traffic at the first corner, spun off Lap 1 P. Diniz Sauber-Petronos They were 10th and 12th on Benetton-Supertec fransmission/electronics Lap 11 A. Wurz the grid and 14th and 16th accident with Takagi Lap 23 L. Badoer Minardi-Ford wheel bearing BAR-Supertec at the end of the fi rst lap. ^ Lap 25 R. Zonta gearbox Lap 29 J.Trulli Prost-Peugeot Oops! After that it was a spun off Lap 29 M. Hakkinen McLaren-Mercedes fairly pointless exercise and brakes Lap 35 P. delaRosa Arrows it did not really matter that brakes Lap 35 T.Takagi Arrows Olivier’s engine began to clutch Lap 40 1. Herbert Stewart-Ford fade away some laps before engine Lap 52 0. Panis,. Prost-Peugeot it died. Jarno’s race ended with a gearbox failure. Lap Leaders: 1 -29 Hakkinen, 30-35 Frentzen, 36,Salo, 37-53 Frenizen. It was a dreadful day for DRIVERS WORLD CHAMPIONSHIP POINTS: Hakkinen 60, Irvine 60, Frenizen 50, Coulthard 48, M. Schumacher Benetton. At the first chiijane on lap 2 Fisichella lost con32, R. Schumacher 30, Barrichello 15, Fisichella 13, Sato 10, Hill 7, Wurz 3, Diniz, 3, Herbert 2, Panis 2, De la Rosa/Alesi/Trulli 1. trol of hjs car and crashed. A few laps later Wurz - who CONSTRUCTORS' WORLD CHAMPIONSHIP POINTS: was running 11th after a McLaren-Mercedes 108, Ferrari 102, Jordan-Mugen-Honda 57, good start - began suffering Williams- Supertec 30, Stewart- Ford 17, Benetton-Supertec 16, from gearbox troubles and he Sauber-Petronas 4, Prost-Peugeot 3, Arrows 1. retired after laps. Down at ihe back Arrows in the top branches of trees, new nose. He then rejoined - Badoer did likewise - and anil Minardi managed to - which is not a concept demolish each other in two which FI is keen to promote. a few laps later they collided different accidents. On the Minardi boss Gabriele again. This time Takagi Rumi got rather excited fi nk lap Gene collided with de who made a rather opti about all these adventures mistic move and did not la Rosa. As a result the and after the race seemed a Spanish interest in the race have the brakes to carry it little carried away with con was somewhat dented and a through - rudely assaulted spiracy theories. lot of people in Barcelona the Minardi from the rear, “The Arrows team can no went off to make tea. Gene “Tora’s car was feeling

held off the Scot all the way to the flag. Now, if he had qualified a little better... It was another frastrating day for Herbert. At the first chicane Johnny was caught out when Panis .stopped sud denly in front of him. He ran into the back of the Prost but the hit was straight on so the Stewart’s front wing not was damaged, Unfortunately by the time he had got the car going again he was down in 19th place. At two-thirds distance he suffered a clutch failure. Coulthard’s efforts result ed in fifth place which was a pretty disappointing result. After the race he cornplained of understeer whether this was caused by his off on the fi rst lap was not clear but it left him handicapped all afternoon. “It was a very trouble some race,” he said. “I have to be content with two

was out.on the spot and Pedro pitted for repairs. He later rejoined but it became clear points.” that the .suspension was seriehind him were Irvine . ously damaged and he was and Zanardi and then retired by the team on lap 35. we had Villeneuve, getting Takagi and Badoer to the finish for the second touched wheels early on and time in two races and beginso Takagi had to pit for a

World Championship Rd 13 September 12,1999 53 laps [305.810km] Pos Driver Car Race time 1 H-H. Frentzen Jordan-Mugen-Honda Ihl7m02.923s 2 Ihl7m06.195s R. Schumacher Williams-Supertec 3 M. Salo Ferrari Ih17m14.855s 4 R. Barrichello Stewarl-Ford 1hI7m20.553s McLaren-Mercedes Ihl7m21.065s 5 D. Coulthard Ferrari Ih17m30.325s 6 E. Irvine A. Zanardi 1h17m30.970s 7 Williams-Supertec 1hl7m44.720s 8 J. Villeneuve BAR-Supertec 1hl7m45.121s 9 Sauber-Petronas j. Alesi 1h17m59.182s 10 D. Hill Jordan-Mugen-Honda 11 0. Panis Prost-Peugeot 52 laps [DNF] Fastest Lap: R. Schumacher (lap 48) 1 m25.579s [242.723kph] Retirements:

amorous,” said one team member - with a tongue firmly in a cheek, It was actually rather a worrying moment as it became a wheel-over-wheel accident and at that sort of speed such things can end up with cars driving around

longer compete with us in terms of performance,” he said “and so adopted the only strategy they could against us - they eliminated us.” Mr Rumi sounded like a man in need of a good weep in the woods - and then a nice cup of tea.

iHdinZfHdral||l!iFlKenkzen: Ihis vietoryfeere is Ireiiiitefi"

ihave;lihished second

are thinking about all; these thi ngs. But .we did; it I have another wonder. ful reason to celebrate today - my girlfriend Tanja ; and if are expecting our first I baby! S;o there is a lot of : Celebrating to do now!

overtake.Zanardi! as^was : si'ow'onthe straigtiif^ilt- / then a great pit stop helped me get this result. _ , fr- ^ It was fantastic'to b’e on ' the podium again artdjt was particularly ertiotlonai" ‘ herein ■front.pfiallthe Italian, fans. My car was a bit better today that at the start pMhe weekend. We are trying^very haf|irtp improve our car and we have newjparts which will ■s. be testing next week.

n today. I doias for me and:the team Alex andli have an and ibdo not have enough agreementMf somebody is words to express how 111 quicker we help each other i feel. Ihe ehampiohship! because at the end:of the . j battle is ireally dOsfe in'ow' i!i day we are.driving for the can't believe W! v- teamto get the’best result. The team and^ Mugehr - n ;Nb doubt that the FW21 Honda have done a fantashas sensibly improved. I tic job to make the car fast ●would say that it looks quite and reliable. Wheniirsaw another car from what it : Mika (Hakkinen) go off the was in Hungary. track, I thought ‘bad luck Mika $al6: This is an for him, good luck for me!’ I t is hard to lead a race unbelievable result after / because you are in control ; ■' two difficult days- in pracand you are trying to maintice. To go from the back tain the gap and save the on Friday to third today is car and you can lose confantastic. You only have to centration, which is per l ook at my pit stop to. see haps what happened to how well this team w(orks. Mika. It is a lot easier to At the start, Half ! push behind someone. (Schumacher) made his ' ! Once I was in the lead I car very wide and ! could was trying to save the not get by, Then he man aged to get away from me brakes and the ^res and when his team-mate let him the engine to finish the , race without any probifems pass. Sarnchallp. passed me because I could not and it is difficult when ydu

I lEddie Jordan: Today was I another great day and a ; great victory for Heinz and: the Benson and Hedges Jordan team. We put a little ; pressure on Mika - not a i lot, but enough - and he made a mistake because he had to push harder. Those laps prior to the pit stop that Heinz drove : were really crucial and he : did exactly what was : expected of him. We i always knew we had a i good strategy and we knew j that if we were leading at j the pit stop we would be I OK. The team did a fantas; ticjob in the pits. I thought we could' win another race this season;, and; ;l'believe we have done it In style." ' '

Ralf Schumacher: This is :my best 'result this seassn and 1 am glad I achieved it here. j The first few laps of I today’s race were quite j dramatic, as Mika Salo 0 j and David Coulthard were I trying to overtake me and ^ I was trying to make my : car as wide as possible. .1 have -to say thanks to the team and as well to my j team-mate who made it : incredibly easy to get by ; him which allowed me to I drive my race. Without iis help I think I- wouldn’t

Bavi€CbulthaFd:'i( diffi cult weekend in which I had a problem finding the bal ance of the car. The amount of times I ran off the circuit shows that it was a very troublesome race and I believe that I have to be content with two points. fdaiig livine:| was a bit cautious at the start- as iknew it was vital for me to finish, the race and that mi§M have; cost me one or two places. Changes to the car meant that it was quick er -in terms of top speed but it was bad' on the kerbs, ifiiii the >end, though, I got one point and my nearest rivals got none. Now we are going to circuits which will suit our car much better and; we will be in a much stronger position to fight for the wins. We knew we would struggle here. 1 was not worried about Zanardi at the end.f had backed off to make sure I got that valuable one point. At least it feels good to be leading the championship again. Mow we must work, work, work.

M(^gpr$jyorf

s nei Four national titles in the last five years have marked Cameron McLean as a man to watch in the future. Add to that his dazzling debut season in V8 Supercars and many are looking at the unassuming 30-year-old as the next big thing for Ford. PHIL BRANAGAN caught up with the flying Greenfield Mowers Racing driver. Motorsport News: Sum up your 1999 season in one word. Cameron McLean: Learning. MN: Has it gone better than you expected it to? CM: It fiyis actually, at the begin ning of the year we had our goals but we sort of passed them in Round 2. MN: What were your goals? CM: To win the Privateer’s Cup and to finish in the top 10 a couple of times during the year. We just didn’t know how competitive it was going to be or how hard it was going to be. I’m not saying it’s not competi tive or not hard - it certainly is both of those. We finished sixth at Adelaide and that was probably the biggest shock to the system, actu ally, finishing that high up and rac ing against guys I’d been watching on television for years, that have been doing it for so long and are that good after so long. MN: Do you underplay what you and your team are capable of? CM: I don’t know if we underplay it, we’re just going along and each meeting we learn more about the car and I learn more about how the tyres hang in there and what they do and how they react. At the beginning of the year we were nowhere compared to where we are now with the set-up and knowledge of the car and tyres, ■

and the series and the guys you race against cleanly and the ones you can’t. The car’s been a lot better than we expected. We’ve changed a lot of stuff on it and I think that when it was a Dunlop (shod) car it was fairly different. We’re just taking one step at a time, with Oran Park and then the Willowbank race, the car was really good but we strug gled at Winton so we went away and did our homework. We changed a fair few things for Willowbank and got it fairly right, it seems. It was the fastest car on the track at times during the race, which is not such a bad thing. MN: Has timing played a big part in it also? I guess if you had to come into VSSupercar racing with a control tyre, and a lot of people running new cars, it kind of played into your hands a bit. CM: It has, and people like Dick (Johnson) and Stones vvere updat ing to the AD and were selling all the EL’S off which was really quite a good thing for us and also going onto the control tyre made it a level playing field, got rid of the Yokohama privateer drama of last year, and ‘Dunlop’ tracks and ‘Bridgestone’ tracks and all that sort of thing. They go on and on, on the television about how “Russell’s struggling with the Bridgestones on his car

Taking the mantle? There are many similarities between McLean in 1999 and Johnson in 1980 - Brisbane, F^icc■n^. automotive business, family. Will Cameron take over Dick's mantle? (PhoioshythricKivnsmuhi

because his not used to them." At least he’s driven a V8 before! It was good timing to jump from Super Touring - it’s all worked out really good. We got a good car because it was available, we were in the same boat as a lot of the oth ers with the Bridgestone tyres, we had to learn about them and it was a case of he who learns the fastest. MN: That’s also played into your hands a bit. No matter what you’ve done, looking back, of the past five years, you’ve won four titles. You’ve always had a starting point in having a pretty good set of hardware. CM: You’ve got to have a good car - look at Parsons over the week end as an example - and you've got to be able to drive it as well and set it up with the crew and the team. There’s a lot more to it than putting your bum in the seat and just driving the car. You can’t buy the cheapest car out there and

expect to win races. You’ve got to start off with something decent. The car of Dick’s certainly was that. MN: Having a good sponsorship package has obviously made that pattern possible. CM: As you know all of our spon sors have been with us for quite a :ong time. They’re ail really enthu siastic, probably more so this year than ever before, looking forward to Bathurst and more next year. Having committed sponsors is obviously a really big part of the equation. Without them you go nowhere - you can’t buy the car, you can’t buy the tyres, you can’t do anything. MN: It was a Jump to go from the Opel to the BMW in Super Touring and it’s obviously been a jump to go from the BMW to the Falcon. Cost-wise, how big a step is it? CM: The V8s are probably cheaper to run per meeting but there’s more meetings so it really works out not a lot different. What we spent this year com pared to what we spent last year with the BMW is probably not a great deal different. It’ll be more this year because of the long dis tance races. These things are just so hard on brakes, you’ve just got to keep buying brakes - that’s where our costs probably doubled this year. It’s a bit more expensive, but you get a lot more exposure. The corporate side of it is so much bigger too.

/ feel I’m a lot better racing driver at the end of this year than I was at the beginning of this year

MN: But if you’d have gone around and finished fifth in the Privateer’s this year, you wouldn’t have got that sort of coverage. CM: It was a bit of a gamble, because over Christmas it really was a big decision. I didn’t sleep quite a lot while I was working out what to do, and whether we’d done the right thing. But we’ve gotten a lot of cover age on television, if we were running 25th in all of the V8 races, we would it'-

KASSUIKES P.MAtiH RtPAffiS

YOKOHAMA^

kassuikes 7 RMASh RFPAIRS

Back in Yellow: McLean had two seasons in a BM'W, separated by one in an Opel 'Vectra. This is his 1996 car - the year he didn’t win a title

have been nowhere and virtually fallen off the face ot the planel it’s turned around the other way though and worked out really well for us. The profile of myself and the team has gone up quite a bit. I can’t complain, there’s no looking back and wondering why MN: Did it help much having the drives for Garry Regers Motorsport? You must have been pretty confident that you were at least confident of doing the job in a V8. CM: I did a couple of test days when Garth (Tander) and Jason Bargwanna weren't there. With the times, Jim (Richards) and I were quite encouraged. It’s never the same when you jump into some body else’s car and you’re expect ed to match the guys who've been running the car ali year. It’s quite difficult. The team’s winning races this year so Garry's obviously no dummy. MN: In 1995 you won the Australian Sports Sedan title in the M3. Shock? CM: It was, an ‘accidental' nationa> title! We were running in the State title up here and thought we may as well go down to Phillip Island for the national meeting and see how we would go. It was a track which suited the M3 and it rained. We just killed them, it was really quite good. We never thought we’d have a big stab at winning that title but all we had to do was finish foi irth or fifth at the next race at Oran Park in the dry (to win the title). That’s what started all this happening. MN: From that, that gave you a personal level of confidence that you could build from and then onto running a professional show. CM: With each one of the cars from BMW to Opel to BMW to the Falcon, you’ve confidence grows. If you’re crashing up cars and all that sort of stuff it might just work against you, but each step we ve taken has been a good one. MN: There were also some bad ones, especially last season, you came close to winning races outright in the BMW and you had things like the engine fail at Eastern Creek. Did that start to get to you a bit?

Mot^rs^mfflr

CM: It did actually, last year was a bit of ‘\vhat do I have to do - it’s never going to happen.” Safety Cars at Eastern Creek, yellow flags at Lakeside, spearing off at Winton - it was a bit hard trying to cope with things that were out of your hands. It wasn’t like I did anything wrong with ail of that stuff- it was just taken sway from me for no apparent reason. Sometimes though it just makes you want it more. It would have been nice to win one or two of those Super Touring races last year. MN; Well, you’ve got a chance next month... CM: That’s it. I’ll make up for them all if it happens. MN: Are you optimistic or pes simistic by nature? CM: I always prepare for the worst - don’t knovr why! For some reason, I think, it’s just mechanicai background. You always try to cover every angle of the car and how you treat it. Prepare for it all to go wrong and if it doesn’t it’s a bonus. MN: Why you? Why are you getting good at this(racing)? CM;(Long pause)! don’t know. MN: Was it something that drove you as a five year-old watching racing cars on the TV? CM: Not really. I’ve always been interested, I’ve never really set out and focused on it -- you know,“buy a Formula Ford at age 16, win the championship and get into a V8”. It hasn't been my life’s focus fhaLs for sure. I’ve always had an interest. I'm quite a competitive person. To race at that level and against those guys and be that competitive at it is quite a good thing, quite a boyhood dream. You think about guys playing foot ball who want to play State of Origin, it’s that sort of thing, but I never had the backing or money to even consider getting there. ! was just going to be a club Soorts Sedan racer or something and even that was a bit of a strug gle. Things changed when we got the M3 and it all sort of fell into place and here we are. MN; How did it all come through? .How did you meet Theo fReinhoW of Greenfield Mowers)? CM. Theo’s son had a Fiat 128,

which Dad {John McLean) put some twin carburettors on once, and Theo had a Ferrari 308 which had the same carburettors on it. Dad got the Fiat going quite well and Theo came over one day and said 'you’ve got that thing going well, have a stab at sorting this Ferrari out’’. Dad just balanced the carbies and gave it a tune-up and that was the beginning of it all. Theo went to the Ferrari Club meetings, it was the best running car there and they all started bringing them here and the rest is history. That was probably 15 years ago at least.

kids with the chicken pox all day, so it’s that sort of lifestyle. I’ve known Gina forever, basically . When I had the Fiat she used to come out to the race track and help me unload it off the trailer at 7 o’clock in the morning. and all that sort of stuff. She’s been around for the whole time, helping out. She knows what’s going on knows how it has grown. She’s riot going to be one to put the foot down and stand in the way. I appreciate it, it’s quite good to have someone so understanding. particularly when you’ve got three small children running around at home.

MN: And he started sponsoring you when - at the BMW Sports Sedan stage? CM: No, go-karts when I was at school. Out of little acorns grow... I used to get free oil for my kart and my brother used to get free oil for his bike as they used to bring in Kendall Motor Oil. He gave us $5000 or something for the year when we had the Sports Sedan.

MN: You’ve had a lot of exposure, obviously you’re getting some sort of profile now. How’s that been? CM: I still find it a bit odd. When you got to an airport after a race, someone’ll walk up and start talking about the weekend, what you’re doing next month_and all that. I don’t mind it, it doesn’t bother me at all, it’s quite good. That’s the thing though that makes Dick Johnsons and Peter Brocks, getting out there and getting exposure.

MN; So back to the question. Why you? Do you have some good personality trait that makes you good at doing this sort of stuff? CM; You’d have to ask my wife I think! I had the wrong personality probably two years ago -just get ting fired up and doing silly things, an eye for an eye and all that sort of stuff. That’s the wrong way to be. I feel I’m a lot better racing dri ver at the end of this year than I was at the beginning of this year, just because of the competitiveness of the series and what you’ve had to do to be there at the end of the day. I really don’t know why. I guess if you just want it bad enough and you’re looking for it, you'll get it. MN: And you’ve grown into wanting it bad enough in the environment of run ning a business with your brother and hav ing a wife and three kids. CM: Yeah I know, that’s the problem! Having a family is easy, having a business is easy but having all three of them can certainly become a struggle. (Wife) Gina’s walking around with one of the

MN: Have you got any role models, someone’s who’s traits you seek to emulate? CM; Probably the only one, driver wise would be Gilles Villeneuve. My brother and I would watch Formula 1 at 3 o’clock in the morning with those fuzzy horrible oictures you used to get in the early 80s. ! was quite young and Gilles Villeneuve was the one. I still remember sitting there watching his body fly through the air when he crashed at Zolder. He was probably it.

MN: What now, what have you got in mind for next year? CM; We’re looking at building a car and getting some help from Ford. We’re looking at it - nothing’s defi nite yet but we’ve got some people talking to us from this year in terms of increasing our sponsorship. Like we’ve done for the last four years we’re just going to take one step at a time, and not make a big step, and make a giant cock-up out of it. Just make it grow that bit more. Look at Garry Rogers, he’s done it that way and it has worked out pretty good for him. That’s the plan. We’ll try to get an AU together and get a bit more stuff hap pening in-house so we have a bit more control and hopefully build on what we’ve done this year.

There’s a lot more to it than putting your bum in the seat and just driving the car You can’t buy the cheapest car out there and expect to win races. You’ve got to start //off with something decent II

MN: Do you want to be in a situation like Dick Johnson? He kind of arrived at Bathurst, young Queenslander, thirty something. Would you like to fol low in his footsteps? CM: Out of the guys who’ve got their own team like Longhurst and Johnson and that lot, I guess you’d like to aspire to the set-up Dick's got down there. MN: You’ve got a lot in common. He was almost the same age as you when he hit the rock,family man, automotive business, wasn’t a full-time racer... CM: Spooky isn’t it? You never know. Bathurst is coming up and I’m driving as good as I have, I think, and the car we’ve got is as competitive as we’ve ever had a car, so maybe it could all happen the same way...

Accidental Hero: Ac .can’s 1995 rseason was just going to be about the Queensland Sports Sedan series and the odd appearance at a National round. Instead, it raided at PI and Sandown and his BMW took the title from the V8s!

MN: You’ve obviously got one of the better V8 Supercars at your disposal, you’ve also got possi bly the best Super Tourer around coming up next month. Compare

the two,- tell us in layman’s terms what it’s like to drive each. CM: I think if you went down the road and found someone in a Commodore and someone in a BMW down at the shopping centre and drove the two road cars, it’s actually the same feeling as the way they handle, their horsepower and the way they stop. It’s just that you’re going about 140km/h faster when you’re on the track. The V8s are a lot faster in a straight line but they’re not a? nimble under brakes and in the corners. They are totally different cars to drive and they’re built to a different set of rules and they’re not really comparable. They’re just so different to be honest - you need such a different driving style for both of them. I enjoy driving the Volvos around Bathurst just as much as the Falcon. That BMW last year was quite a good car and I enjoyed every lap I did in it. MN: Was the best lap in the world that first lap at Darwin? CM: I don’t know what happened there (in going from rear of grid to 13th) I got a great start and it was out of there. I passed a few more around the back and it was quite surprising. You might pass 20 cars but you’re still thinking about the 10 in front of you. Sitting on the grid at Oran Park was probably the most satisfying thing so far and then running around in fifth, sixth and seventh for the day was really quite a different discipline and I was really happy with the fact that Bowe, Crompton, guys like that, were behind. MN: So what’s the next step, podiums and wins? CM: Yeah, that’s got to be it. We were running around in sixth at Willowbank and qualified seventh at Oran Park I guess next year that’s where we’ve got to be looking. It’s not going to be easy, it’s just getting more and more competitive. But nothing is impossible.

».

28 24 September 1999

The Ringmasler m

fHREE years ago this

month, at the 1996

Sandown 500, Tony Cochrane arrived in

l V*

.'1

rnotorsport with the announcement of the formation of V8 marketing group AVESCO and there are still some who shake

their head at the mention of

it... A shrinking violet Tony Cochrane ain’t and his

h A

aggressive, front-foot style has upset, nay infuriated, many - including motor sport’s traditionalists -

along the way. But right now, V8 Supercar stocks are running high. A third State Government has just signed up to back the V8 Supercar circus and grids are overflowing. The V8 Supercar show is huge and growing. And that, according to Tony Cochrane, is what matters. Where to nowfor V8 Supercars? Has the VS Supercar steamroller helped or hindered other elements of motor sport? Should the sport’s governing body be a party to it? CHRIS LAMBDEN spoke with Tony Cochrane... Motorsport News: What do you think are the achievements of AVESCO as a group - the management and the direction it has gone in? Tony Cochrane: Well, I think, it’s a bit like marking your own score . card, so it’s probably best for others to mark the score card rather than me. However, we’ve been pretty happy with some things - we’ve made some tremendous progress in certain areas and in other areas I’m bitterly disappointed ... we haven’t achieved what I had hoped we would have achieved. I had hoped by now that more of the circuit owners would have really, genuinely embraced AVESCO as a great new way forward in Australian motorsport... that’s a disappointment It’s certainly been a disappointment that two-litre initially didn’t take up our invitation to come and be involved with us and chose to go down their own path and then, obviously, having been kicked out of Bathurst - the traditional, original Bathurst on the October long weekend - it’s been a disappointment that we were forced to go on and do our own thing and that then, those who *

threw us out have chosen to criticise us and now [are] almost attempting to pass us off and reinvent some form of us all over again at their Bathurst. That’s all been a little unjust and unfair and confusing for the fans. I think the big winners of the last three years have been the fans. They’ve got more rnotorsport, it’s better presented, the grids are fantastic, the competition has never been better and the opportunity for the fans to see our racing in the best possible u facilities has never been as good as it has been now. And it’s going to get better, so I think the fans have really been the big winners.

solidly announce a calendar in September for next year; all the teams can immediately rush off now and get some sponsors clearly locked in for next year. I don’t think there’d be too many teams who’d be grumbling dramatically that the situation hasn’t improved dramatically since we started in late ’96. MN: It seems as though you’re going to have 30+ professional cars next year. That means the

and still with some certainty about their future. MN: Do you think that the V8 Lites series will pull crowds? TC: I do, because we are going to different places, by and large, and I think that it will go with some very strong support categories and, obviously, it’s going to be a lot cheaper for fans to go and ... I think it wili help to develop it. Look, it obviously won’t pull the crowd numbers that we’re now pulling, but I think that it’ll pull 4,000-5,000 a round in time, and that will grow just as in America the Busch Series has grown with NASCAR. I think that’s a role we have to play. I think we’ve currently got 82 registered V8 Supercars in the country so we have to make sure that we’re providing something for all of those teams and Individuals, whether they be full-time or amateur, or whatever term you want to hang off them. We have to provide them with a way forward, something so they can stay involved in V8 Supercars

I was happy to get involved, but it was on the basis that we moved

forward and We didn Y just tinker with the edges

MN: AVESCO is a commercial operation and one thus presumes the ‘pie’ has grown. Are the individual teams that were there when AVESCO kicked off commercially better off in dollars and cents than they were then? TC: I’m sure they are. I think that AVESCO is unashamedly a commercially-driven organisation and sport today has to be commercially-driven. There’s just no other choice. Directly and indirectly, the V8 Supercar circus employs about 1,800 people and that’s a lot of wages to find each week. I think what we’ve done with the championship in particular, from that point of view, is that we’ve given teams a more solid footing to find sponsorships on and go forward. Just the fact that we can

sprint race grid is going to be pretty full and, hence,the V8 Lites series. Is that the original concept? Were you always going to have a totally professional circus? TC: It was,[but] we had no concept we’d achieve it so quickly. It’s in a very healthy state and, I would say, we’d be a shoe-in to have 30 professional cars on the grid for next year in the Shell Championship Series. And the reason why we’re introducing the development series which has just been announced as the V8 Lites, with the cars not changed, is to make sure that those teams who are, perhaps, ‘fringe players’, who are currently, perhaps, privateers can afford to keep going racing in the current cars they have and still with a television package, still with the AVESCO management in place

MN: Next year there’ll be two major street races involved as a part of the series and so there are a number of permanent circuits that won’t have a major Sheil round. Should there be a limit on the number of street races that AVESCO undertakes? TC: I guess the word ‘limit ‘is probably the wrong word, but we don’t envisage having too many more [street races] if any more.

because we don’t want a series made up of just street races. Otherwise they don’t become special anymore, they just become the norm. The announcement of Canberra is obviously a huge step forward. It takes V8 Supercars into the new millennium ... we’re the only country in the world that’s going to have a street race around its parliamentary precinct, and it’s going to give us a new level of consumer and corporate support. It’s a great step forward. Adelaide was a great success this year and I think that’s probably about the right mix. But what we are certainly going to be looking for are vast improvements in some of the places that we go to, so that we can keep expanding and keep getting larger and larger crowds, and those crowds and our fans are looked after - with better toilets, better grandstand facilities, better shade, better food and beverage ... things to do for the kids, jumping castles and all those sorts of activities - because we really do want to make our particular part of rnotorsport, V8 Supercars, a real family sport if we possibly can. MN: There have been rumours and counter-rumours and maybes about New Zealand and other overseas events. Are any of those realistic possibilities in the near future? TC; As we said at the launch of the Canberra street race and the launch of our 2000 calendar; we are committed to going to New Zealand in 2001 as a part of our Shell Championship Series. There are three groups bidding for that race ... we’ve given all three of them the cnteria on which we need to go and we are absolutely committed to adding

24 September 1999 New Zealand as a round of the SCS in 2001. 1 am totally of the belief that that will happen. It will effectively replace Indy Car. 2000 will be our last year on the Gold Coast and we’ve told Indy Car that so, effectively, the New Zealand round will become round 14 and it will replace our appearance on the Gold Coast. In 2002 I think you’ll see a race added in Asia and I would say by 2004 probably our championship calendar will consist of two or three rounds that will be off-shore. There’s a lot of derriand and a lot of interest. We’ve had delegations from Taipei, from Brunei, from Malaysia, from South Africa, obviously New Zealand that have already taken the time to come and see us and come to one or two of our events down here and start to talk to us about the future. So, clearly, there’s an interest in our product and what we’ve got to do is manage that interest. MN: Is the Grand Prix demo event likely to continue as a ‘demo’ event? TC: Well the Grand Prix can never be a championship round for us for a variety of reasons. I’m pleased to say that, at the moment, we’ve had very constructive meetings with both the Chief Executive, John Hamden, and the Chairman, Ron Walker, for the last three months, and we’re working our way forward to a satisfactory resolution to our problems. I’m very confident that we’re going to be making a very big announcement in regards to the Grand Prix. MN: There has been a level of ‘conflict’ if you like between AVESCO and, particularly. Super Touring. Has it all been necessary as, clearly, the V8 Supercar category is the top category in Australia. TC: Yeah, and I think that if everyone had recognised that, from day one, instead of going through this stupid charade, instead of some of the emotional bullshit that was being shoved down our throats - that we were ‘dinosaurs’, and we were ‘history’ and the way of the future was some other category and all that garbage ... I mean, if that hadn’t have happened it would have been much better for everybody, no question. MN: But other categories still have the right to try and the right to be in the marketplace, whether they succeed or fail... TC: Correct. And, from our point of view, I have no problem with a million other categories in Australia, provided [that] they do

their own thing and provided they don’t try and pass themselves off as us, I couldn’t care. Even our harshest critics must look at things now and concede that motor sort has had real growth over the last three years. If you look at statistics - which is a hell of a way to judge - CAMS membership has grown 11 percent in that time, their revenue has grown nine percent. Every part of the fieid that travels with us, whether it be GTP, Formula Ford, Formula Holden, whatever category it is, has had tremendous growth over a three year period... With regard to our category we were going to some rounds in 1995 and struggling to get 16 cars turning up. Now we’re going to some rounds where 16 cars can’t qualify. It doesn’t matter how you want to judge it, the motor sport pie in Australia really has leapt forwards in leaps and bounds and I think, in fairness to AVESCO, we should be able to take some credit in being a real catalyst in making that happen. In making that happen we haven’t kept everybody happy and, sure, we’ve upset a few and certainly I have a style that is ‘take no prisoners’, but it was necessary. Everybody fiddled qt the edges of this thing for a long time and got nowhere, quite frankly, and 1 wasn’t interested. I was asked to get involved, I was happy to get involved, but it was on the basis that we moved forward and we didn’t just tinker with the edges...

made a submission to the newlyformed AVESCO that they wanted part ownership of it, so that, if all the things we promised we were going to do eventually eventuated, they would get more than a decent rights fee and they would use that money to help decrease the costs. in motorsport. They went down that road, we agreed to them having a percentage shareholding (which worked out to be 10 percent) and they’ve done very, very well out of that shareholding. But in actual fact, if you look at the position they’ve taken with the alternative V8 class, all they’ve done, quite frankly, is uphold what any correct legal position is. And that is we have an exclusive licence to run Ford verses Holden V8 racing in this country, just like TOGA have an exclusive licence to run two litre racing in this country, just like the Formula Ford Association have that licence, etc. etc. In the same way, if we [at] AVESCO had’ve gone and said “Oh, well we’re going to run a Junior Two Litre series,” TOCA would have jumped up and down and, rightly, said “hang on a second, why are we paying a licence fee for something that you can now hand out to anybody?”. So, in all fairness, I think ... I’m the last person to defend CAMS, but on this particular situation CAMS has been much maligned, unfairly. All CAMS have done is rightly respect a commercial contract that they entered into three years ago.

MN: CAMS has had a bit of (( criticism thrown at it this year from other categories in particular that its shareholding in AVESCO compromises it when it makes decisions relating Can I also point out to to other categories. Do you have a view on that? everybody that when they[CAMS] entered into that contract, rio-one TC: I guess I’ve got a view on it, wanted to know about us. We although 1 can’t speak for CAMS were ‘dinosaurs’, we were ‘a thing and that’s got to be emphasised... of the past’ ... no-one was they are their own people. CAMS and I have some really 5 interested in going forward with V8 racing, it was dying on the vine. good arguments from time to time Now, that same group of critics so, for those people out there that are trying to reinvent something think that CAMS just agrees with that ‘passes off ‘as us and CAMS everything Tony Cochrane says and vice-versa, then they should have rightly said “we can’t, come to some of our meetings. unfortunately, offer that sort of But CAMS had a choice. licence because we’ve already When we first formed AVESCO, offered it... it’s been taken up and CAMS had certain rights in they’ve paid their dues”, and that’s the position. regards to the series and, up till We’ve gone forward, we’ve then, we, like any other category, had paid an annual fee for those made something work, we’ve got rights. people working with us, we’ve got a bulging category and all of a CAMS,through their AMSC,

The King and I: Cochrane and Queensland 500 winner Larry Perkins both have strong views on the sport and are happy to put them on the table.(Picand main photo by AFJ-Images)

sudden somebody comes along and says “hey, that’s a good idea, I might take that as well...” Well, it’s tpo late. I think McDonald’s is a good idea, but it’s too late -somebody has already jumped the gun! So I can’t come along now and make out that I’m going run a McDonald’s chain of restaurants because that licence is already out there in the marketplace...

We're going to make sure it's more than just a moment in the sun we're going to make sure they get a really good suntan...

- ij n hf n

The long haul: One of the signs of the strength of the category has been the introduction of new,government-supported events. Count the number of cars in this shot which made the long haul to Darwin’s Hidden Valley.(Photo by Dirk Kiynsmith)

MN: It’s been three years ... three years from now, where do you expect it all to be? TC: It’s so hard to predict, we’re just going forward in such leaps and bounds and we’re getting such interest, such consumer interest, such corporate interest... it’s very, very difficult to predict. I think that we will have our fanbase doubling, or more. I think that the interest in our category will probably quadruple from what it is now. If you look at our growth in spectator crowds, it’s roughly averaging between 12-15 percent per year, which is better than any sport in Australia at the moment. In fact, most sports are averaging decreasing crowds each year. MN: Is it correct that we moved up in the latest Sweeney Report [Ed’s note; the Sweeney Report ranks nationally televised sports in terms of viewer numbers]? TC: Yes, in 1995 we were ninth in that. In 1998 we were third. We truly are a national sport. There’s not very many truly national sports in this country. Certainly cricket, certainly AFL, women’s netball ... but after that you start to struggle. Tennis really is a national sport but only really has a major focus for four weeks a year. But we have a major focus for nine months a year... we’re truly a national sport and I think we’re just going to be an outstanding, booming success going forward and these guys deserve it. The Larry Perkinses, the Glenn Setons, the Dick Johnsons, the Tony Longhursts ... all these characters ... the Mark Skaifes, they all deserve it. They’ve all done the hard yards

and battled and battled for years and they deserve their moment in the sun. We’re going to make sure it’s more than just a moment in the sun - we’re going to make sure they get a really good suntan... MN: There’s been some resistance to increasing the number of Shell races from 113 is that likely to remain? TC; By 2003 I really think it will be a 15 round championship. But the secret to that is that it is well-funded. AVESCO revenues have grown astronomically, quite frankly, and it will continue to grow. I would like to think that one day we could get to the stage of having a public float and the fans can really participate in the company. I would like to do the ‘Woolworths’ sort of float, the ‘Mums and Dads’ float, where the fans one day could have a genuine ownership... they could have a 1,000 shares in AVESCO,or whatever it becomes, and have a real genuine ownership of the championship because that would really make it interesting and exciting. Unlike ‘Bernie bonds’, it would give some of our teams a real chance of having a genuine equity participation. MN: Will that be the point when the investors, ie the original teams, get the big payout? TC; It’s too early to say, and it’s probably what I would say at the moment is in my gladbag of wishes, but yeah, obviously if it was to take place it would be a wonderful financial opportunity for the teams, no doubt about that. A lot of people lose sight of the fact and get critical of AVESCO for not doing this and not doing that... AVESCO really only has one real role, and that is to protect and preserve and enhance and grow the interests of V8 Supercars and that’s the only reason AVESCO lives. We’ve got a wonderful iconic Australian product here. We’re immensely proud of it and it’s growing tremendously, but our only interest here is to make sure we enhance that growth. We do not have a portfolio to expand motor sport generally or to look after any particular interest group in the sport. Our key strategy is to grow V8s. Sure, lots of people get the benefit of that as the pie gets bigger, but that’s our primary interest.

30 24 September 1999 The annual Bathurst event takes on a new look this year, with the 1000km classic being replaced by a series of shorter races. PHIL BRANAGAN previews the racing. THE 1999 Bob Jane T Marts Bathurst ’99 hits Mount Panorama, with a different look, and different sound, and some of the biggest changes in the his tory ofthe October meeting. Since the last appearance of the ATCC cars in 1996 the race has undergone a huge amount of change and that

Cricket has Australia versus England. Union the Wallabies and the All Blacks. AFL football Collingwood versus everyone else. Super Touring has Morris versus Richards. The battle between ‘the Gentleman’ and ‘the Dude’ through the BOC Gases Championship was resolved in the final race of the season

,VDiVD ~ it- n

Bathurst: The Battle continues /

continues this year. There and that, largely, was deter will be no 1999 Bathurst mined by a single pitstop. 1000 and, in its place, a nemo’s lads turned the ‘Festival of Speed’ format, BMW around faster Volvo Oz managed with the S40 and featuring two events for that settled the fight by 2 Super Tourers and a 300km blast for V8 Bathurst Tourers points, in favom’ of Morris. Volvo heads to the Hill with and AUSCARs, taking pride revenge high on its list of pri of place. Some may not agree, but orities. And it heads there the last two October 1000s with a completely different were better races to watch strategy to Morris. Jim is than iceir opposite numbers sharing the BTCC/Bathurstin November. Much better. winning S40 with Cameron So, to ’99. The field is McLean, and they will be depleted - and that is some backed up in the second, yearthing of an understatement. older car by Craig Baird and After two years of watching Matthew Coleman, formerly Williams and TWR-Volvo roll of Audi/BJR. out container after container All four have proven them of serious hardware, no selves in the cars; McLean BTCC or European teams are was in fine form at Calder heading down under this four weeks ago and Baird, year. They will be missed; while he had only raced local Channel 7 and the promoters ly at the Queensland 500 this will put a positive spin on year, is the man who what they do have in the matched Morris in the BMW race, but take drivers like two years ago before heading Alain Menu, John Cleland, Derek Warwick, Paul off to join Ford’s BTCC disas Radisich and Rydell out of ter the year after. Moms is off on a different any field and there is a tangent. The Bimmer may be bloody big hole. getting long in the tooth but it There will be some over has been almost a match for seas entries, mostly from New Zealand, but the field is the newer car on the track. down both in quantity and Team-wise, the NEMO outfit quality. may have been somewhat Add to that, the Audi Sport rushed together the start of Australia team, which has the season but, with the sus shown that they can match it pension expertise of Morris’s with the foreign invaders in partner Tim Neff, the 320i terms of preparation at dri have been in top form. ving talent, will miss the race The situation at Bathurst as well. That also hurts; even could be a little better too, if the A4 quattros were a lit with BMW Motorsport tle too porky to win on the n weighing in with support to mountain like they had get the Versari Paper car everywhere else. Brad and home.'The team had a muchKim Jones and the lads have vaunted (by some in the proved they have the ability media) new engine for the to make a car go hard and Calder BOC decider but, long, which is more than you apparently, there are at least gan say for many of the another two engine evolu Euros. tions available from the Right. That’s what won’t be BMW mega-mark Motorsport there. What will be is the catalogue... ongoing battle between two of Paul is running the race the big names of the sport. solo. That’s a potential

Here we go again: Jim Richards (top) and Paul Morris have been at war since March 14 and there is still not much to choose between Volvo’s and BMW’s number ones. (Photos by Marshal! Cass and Dirk Klynsmith)

win/lose situation. The team will probably save a little in pitstops by not having to install a new driver but the potential downside is, if it’s hot, Morris could potentially lose a little at the end of the race. But, then again, it was at least as warm in ’96 and Baird was still quick in the car after 3h30-odd minutes... Best of the rest looks like Team Mondeo. Two years ago Peter Hills and his troops took two Mondeos to and Luke, look likely to be in Bathurst and, quite frankly, Ferrier. While he has had a Phoenix-prepared car in the looked out of their depth. quiet season Searle knows his race too, the ex-Searle/ the next pack, the black SAE/ Bonnets flew up after pit- way around Bathurst and Adderton Toyota Camry. Roadchill Beemer having had stops, cars were backed down Super Tourers, while Ferrier Mike Kilpatrick and Jamie a solid season and, with quali brings an impressive Formula the track by one-a-year dri Miller will share the car, fying on Friday, the 3l8i vers and it was all a bit Ford CV to the table. looking for a top 10 finish. should start in a grid spot rep You may read some much. Last year there were Best of the rest status goes resentative ofthe car’s speed. three cars; two of them had Politically Correct stories to Tony Newman. The like Look for another black car problems but Hills got one of elsewhere about women in to be close to it, Aaron able Kiwi has had a tough them to the finish of the race, -motorsport, stating that McGill’s Trivovin Mondeo season with his Peugeot amid much celebration by the females “just want to be which is being shared with 406s, with reliability prob small but enthusiastic team. veteran Don Pulver. 'The Jim treated like any other dri lems hampering set-up with This year has seen a, liter vers”, or that they “want to be Cornish/ Roger Townshend ally, dazzling transforma Nissan Frimera should be judged on their results, not his latest, ‘98-spec weapon tion. Dean Canto came on looks.” Let’s just state this; (identical to the car Patrick close too. board as team-mate to Hills Leanne Ferrier is a very good Watts won in early in the The 81 lap Bob Jane T and, with him, came Canto’s racing driver with, if there is season). With a good pre-race Marts Bathurst 500 is sched Bodyworks in Sydney. any justice in this sport, a build-up, Newman could uled to start at 1400 on Phoenix Motorsport’s Mike bright future. End of story. Sunday, with a three-hour challenge the Mondeos. Quinn joined in to- prepare There will be a third The Searle brothers, Troy time limit. the cars, now updated in current-shape spec. The results? Hills and DATE TO BE j Canto went 1-2 in the CONFIRMED| Independents’ Championship. Hills had ONE mechanical failure for the season, a brake PIAA Australia are giving you the unique opportunity to problem at Calder, while purchase quality spares including engine and gearbox as we Canto got up to his speed in are auctioning our Reynard 910 car and spares. the other car. And they now look like race'cars. Race car will be broken down by items for this auction eg engine, gear box, corners, tub, PI Joining the driving force is system, front and rear wing assembly, nose boxes, wheels etc. Ron Searle and Leanne Register your interest by contacting Les on 03 9820 5133 or fax 03 9820 3341.Complete list of all items to be auctioned available.

AUCTION

L-t.

Head for the Hills: Peter Hills has had a great season, mixing it with the works teams on occasion. (Photo by Marshall Cass)

Short history of race car l Winner 1999 Silver Star Championship l Runner up 1998 Silver Star Championship l Winner 1998 Australian Cup l 3rd outright Sandown Tickford 500 1998 l 8th outright 1999 Gold Star Championship l Competed in 33 races and completed all 33 races in 98/99 l Ex Birrana Racing/Jason Bright/Alex Zanardi F3000 l Engine and gearbox completely over hauled and just two meetings old. Ail other running gear maintained regardless of cost. l Spares - endless list of quality spares to be auctioned.

24 September 1999

And please,don't call me Junior :.

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BMW 320i Versari Paper/NEMO Motorsport BMW318i Bruce Miles Racing Volvo S40 Volvo Australia S40 Racing Volvo S40 Volvo Australia S40 Racing Mitsubishi Lancer Evo VI Dilantha Malagamuwa BMW318I Anthony Robson Nissan Primera Racing ProjectA/isit your Vet Ford Mondeo Trinovin/Smeg/Omega TC Motorsport Peugeot 406 All Auto Parts Toyota Carina Vauxhall Vectra Rodney Jones Racing BMW 318i MPD Racing Peugeot 405 TC Motorsport BMW318I Fraemohs Homes

30 44 56 70 77 88 95 97 99

Paul Morris (Qld) Bruce Miles(NZ)/ Murray Cleland (NZ) Jim Richards (Vic)/Cameron McLean (Qld) Craig Baird (Qld)/Matthew Coleman (Vic) Dilantha Malagamuwa (Th)/Eiji Tajima (J) Alan Letcher(WA) Jim Cornish (NSW)/Roger Townhsend (NZ) Aaron McGill(NSW)/Don Pulver(NSW) Tony Newman (NZ) Milton Leslight (NSW)/Denis Cribbin(NSW) Mike Newton (UK)/Andy Lloyd (UK) Michael Downard (Vic)/Martc Porter Rick Armstrong Dennis and Deborah Chapman(NZ) /Brian Bradshaw (NZ) Troy and Luke Searie(NSW) Dean Canto (NSW)/Leanne Ferrier(NSW) John Henderson(NSW) Tony Rutherford (NZ)/Ted Jarvis(NZ) Malcolm Rea (Qld) Peter Hills (NSW)/Ron Searie(NSW) Mike Kilpatrick (Qld)/Jamie Miller(NSW) Claude Elias (NSW)/Paul Leabeter(NSW) T8N/TBN

2 6 7 8 10 12 13 14 81 84 85

Pretty Motorsport Nathan Pretty (Vic) SVO Motorsport Paul Pedersen (NZ)/Miles Worsley (NZ) Biante Model Cars Jamie Brock (Vic) Bruce Williams Motorsport Terry Wyhoon (Vic)/Marshall Brewer (Vic) Jason Wylie Motorsport Jason Wyiie (Tas) Bruce Williams TBA Goanna Racing Team Peter Wright The Driving Force Brett Youlden (Vic) V8 Adventures Racing Bill Cox/Bill Tempter(NZ) Ray Sidebottom (Vic)/Andrew Mclnnes (Vic) Australian Petroleum Service Tim D’Ombrain (Vic)/Graeme Gilliland (Vic) Bendix Mintex/Ultimate

SAE/Hartge/Roadchill Signature Security Team Mondeo John Henderson Bartercard/Air Vanuatu etc Motorsport Developments Signature Security Team Mondeo Archerfield Speed Karts Claude Elias Motorsports Developments

Mothers Polishes. Waxes and Cleaners A3 Andrew Fawcet(NZ)/Lewis Scott(NZ) Revell Model Kits A4 Graham Crawford (Vic)/Ken James(Vic) Jorin Agosta A5 John Agosta (Vic) Leanne Ross A11 Leanne Ross(SA) HPC Constructions/Ascot Car Rentals A15 Hector Guitierrez (Vic) Snowy Mountains Milk Company A18 Armin Chada (Vic)/Mark Sutherland (Vic) Leigh Yarnall A22 Leigh Yarnall (Vic)/TBA Bob Jane T Marts A28 Matthew White (Vic)/Rodney Jane (Vic) l&V Truck and Trailer Repairs/PPG A31 Danyl Speers (Vic)/Gerry Raleigh (Vic) Wayne Smith Racing A38 Wayne Smith (Vic) A44 Darren Mcponald (Vic)/Peter Fitzgeraid (Vic) Powermac Racing Products A6L Anthony Leitch (Vic)/TBA Austraiian Heavy Haulage A96 Shane Houlahan (Vic)/Gregg East(Vic) Keech Castings : A04 Nigel Benson (SA)/Rod Wilson (Vic) Barreau Hotel Group ; A09 Andrew Gillespie (Vic)/Con Vereker (Vic) Pennzoil/B&A Automotive

BMW318I Ford Mondeo Holden Vectra Toyota Corolla Toyota Carina Ford Mondeo Toyota Camry Hyundai Lantra Toyota Carina

Commodore VS Falcon EF Commodore VS Commodore VS Commodore VS Commodore VS Falcon EL Commodore VS Commodore VT Commodore VS Commodore VR

And theinwinning num bers next week’s Tattslorto are... It’s-probably easier to predict what numbers are going to come up in Tattersall’s next Super draw rather than who’s going to take the che quered flag first at Bathurst in the new Bathurst Tourers category. Sadly, politics have played a huge role in the birth of the Junior Tourers/New Millenium Auscar/Auscar 2000/Bathurst Tourers class long before it has been anywhere near a race track and, while a turnout of 11 official BTs (coupled with 14 AUSCARs)is impressive for a first time out, it could have been a whole lot higher... Still, with over $53,000 in prizemoney (including $2,500 from Dunlop for the polesitter, $500 from

Peter Perfect:

The “King of the Mountain” Peter Brock has been a great supporter of the Bathurst Tourers concept since the beginning. Despite its late start, the class now gets its chance. (Photo by Tony Glynn)

Yella Terra for the race’s hardest charger and $10,000 for the winner) the race is surely to be hotly contested. On the face of what’s been presented, the names to look forward to leading in the Bathurst Tourers 300 will be those who have known form in various forms of racing, most notably a handful of AUSCAR front runners and a number of known circuit racing drivers. Nathan Pretty, Jason Wylie and the Terry Wyhoon/Marshall Brewer combo are all known Superspeedway drivers with known capabilities on road circuits. Also thrown in as a major chance should be the New Zealand pairing of Paul Pedersen and Miles Worsley at the wheel of Mick Webb’s SVO Falcon. Both kiwis have been to the mountain before and can’t be looked past. A dark horse could be Peter Fitzgerald, the mega-experienced Production racer pairing with AUSCAR racer Darren McDonald.

Commodore VS Commodore VS Commodore VP Falcon EL Commodore VS Falcon XR8 Commodore VS Commodore VS Commodore VS Commodore VS Commodore VS Commodore VS Commodore VS Commodore VS Falcon EL

While some have tout ed the return of a Brock to the mountain as something to look for ward to, James ‘son of Peter’ Brock would prob ably prefer to make his mountain debut with a little less attention. Still Brock, a gifted fabricator who has spent time working in the UK with Vauxhall’s factory Triple 8 team, is believed to have put together a reasonable package and, with good recent experience on road circuits and with the master of the moun tain looking on, could figure prominently in the results. Apparently the AUSCAR 2000s (the new name for the Thunderdome’s AUSCARs)are also com peting for points in the first round of their annu al series and will be pro viding a race within a race while also challeng ing for outright honours. With an allowance of the same braking pack age as the BTs, the same Dunlop slick tyres and, despite being a little down on power, a weight advantage of around 50 kilos, each and every AUSCAR 2000 - all wellproven packages over the last 10 years - is in with a show of leading the field across the line. The Bathurst Tourer 300 is scheduled to kick off race day at the tradi tional 10am start time, for those planning on sitting down in front of the TV ...

More than moral support: Perfectune’s Dave Bennett, a long-time financial supporter of Australian motor racing, has joined with others in helping boost the Bathurst Tourer prizemoney to over $53,000. The class’ instigator, Bruce Williams, recently thanked Bennett, right, for his support. (Photo by Tony Glynn)

You’re invited to be part of Australia’s fastest growing motor sport Why 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 pow & driver weights to choose from. * Other more powerful classes available for experienced racers.

^(S):

The Austraiian Karting Association Inc For information about karting & how to get started call NSW 02 9834 3860 VIC

03 9362 1144 www.kartj'uide.com.au/vka.hlm

QLD 07 3844 8507 www.akaqld.asn.au TAS 03 6272 6848

web site:

www.aka.asn.au

08 8242 3513

08 9409 4441

tit!p/Avww.,ir.Kl),nft.au/ii«TV.ik.iw.i/ifKJox.hlm

08 8978 2916

National AKA Web Site www.aka.asn.au > \

24 September 1999

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●\|/iith Andrew Cow in US Narionals^Bunnenup MN: Well, you have time to settle down from the big weekend at the US Nationals, how’s it all been the reaction and the feelings? AC: It’s just been excellent, we’re still all over the moon. We can’t believe the reaction that we’ve had from people. Even at the track when we were getting ready for the final round - we were pitted next to Cory McClenathan all weekend and when we were warming the cars up for the final we had so many people around our car clap ping and cheering, it was great. People were telling us they wanted to see the underdogs, the young guys from Australia, win. Even after the final it didn’t let up and the amount of people around the trailer in the pits was unbelievable. Also, when we went for dinner later that night, we went to a steak house and walked inside and peo ple stood up and cheered and yelled. We looked around to see what it was all about, but they were cheering for us. It was special. MN: Getting to the final round was a major achievement, but even Aualifying in itself is an achievement and you guys did it a little tough there for a while, only getting in on your last run. AC: Yeah, we got deep into the field with our first run when we ran 4.72/302 and even then I pedalled it a bit when it shook. The second run it smoked the tyres on the step and then the tyre came off the bead and I almost hit the wall. Then the third and fourth ses sions we shut it down after the burnout both times when the engine block, which was a repaired one, was leaking oil. All the time we’re looking at the names going ahead of us on the qualifying list and seeing our name fall... Thankfully on the last run we got it together, as I knew we would, and we ran quick enough - 4.702 to get the 16th spot in the field. I don’t think Bernstein was too happy, but he’s put us out before both dad and me - so that’s OK by me. MN: Going into the first round must have been both exciting and a little intimidating. You ran Joe Amato, like Bernstein a five time World Champion and tfie number one qualifier. AC: Yeah, Amato’s been tough lately. He won a couple of events back-to-back and [crew chief] Jimmy Prock had that “thing” run ning real good in qualifying - good ,and consistent. On the run we had some luck, he dropped some cylinders and we outran him... it was good! He looked a little upset... maybe it was a bit of kryptonite that fin ished off his Superman car!

MN: What about the second and third rounds? AC: We got a little lucky against Randy Parks in the second round. I was a little late on the ‘tree and I could see him all the way down the track. He lost an engine at the fin ish line which slowed him, but I still thought he’d won. When the TV cameras came over I thought “this is just too goodl" [Bob] Vandergriff was great before we ran in the semi-finals. He said that he’s a lot bigger than me and if I won I better not take my helmet off down the bottom end! Naturally he was disappointed not to beat me but he still wished me the best in the final which was great. MN: What about the final? The previous three rounds your K&N Filters/Auto Meter car had been in the 4.6s but in the final, really when you needed it, you ran a 4.82 to McClenathan’s 4.61. AC: We hopped it up for a low 4.60 or even a high 4.50 but we ran out of time to do the clutchproperiy with the tight schedulfe... because of the TV. It blew through the clutch pretty good to start with, but then there was nothing. Still, we made the final and put on a great show and proved to everyone else, along with our selves, that we’re capable of being more than competitive. Our first goal when we came over here at the beginning of the year was to qualifying. Now we know we can, we want to go rounds. MN: So now it’s all more than just a dream? AC: The US is the home of drag racing and to do well here is like being in Formula One - it’s the pin nacle of our sport. We’ve always dreamed of rac ing here, always wanted to come back after dad was here in the 80s. The US Nationals was a funny thing, though, 'cause when dad, Johnny and myself were home recently, I had a dream that we did real good. I wasn’t superstitious until now...

Racer backlash at Troy ECreek race bid Tops Radio’s Alan Jones also joins the fight for a stand-alone drag racing facility

SEEN as an attempt to undermine the proposal currently standing before NSW Premier Bob Carr for a stand-alone drag racing facility near Eastern Creek, the AEDC has received a huge racer backlash following its propos al to run a “champi onship Pro Am eighth mile drag race at its Eastern Creek venue in December the planned event now being, apparent ly, dropped. Circulated to licensed ANDRA racers earlier this month, the proposal has raised the ire of drag racers in Sydney and follows on from a scathing attack on the ARDC and the

Jones, who has jumped on the band wagon in the push for a purpose-built drag rac ing facility on a prop erty adjacent to Eastern Creek, labelled the venue on his pro gramme on 2UE on September 1 as “inade quate for drag racing” and that having drag racing incorporated into the facility for the “sake of making an extra quid is not neces sarily in the best inter ests of drag racing.” Jones was disap pointed in the ARDC’s attitude towards the sport and the sugges tion that drag racing could be run over the eighth mile on a large-

ly unprepared track. “It’s like suggesting that we should actually at AFL play Homebush... The AFL are entitled to a facility which is not a [run ning] track and that’s precisely the difference between [circuit] rac ing drivers and drag racers,” Jones said. No word has been received from the Premier’s department regarding racer Jim Read and publisher David Cook’s proposal for the stand alone facility, although it is believed Read is confi dent of a favourable response. - GERALD McDORNAN

Not playing ball: Sydney drag racers are furious over the ARDC’s bid to run a “championship” 1/8th-mile race at Eastern Creek in December. (PhotDbyjc*nBosher)

Eastern Creek facility by Sydney radio com mentator Alan Jones. It is believed the pro posal, which included running Wild Bunch cars and a combined

TRANSPLANTED! Aussie Troy Critchley! put in his strongest performance to date in the US with a Pro Modified top qualify ing effort in New Hampshire a fortnight ago. D riving Johnny Rocca’s ’49 Mercury, Critchley ripped out a 6.313/222.14 and was clearly the strongest run ner during eliminations, setting the low elapsed time every round. Critchley’s run of luck ended, though, when he fell in the semi-finals to Steve Vick, losing on a i holeshot. Vick advanced into the final round, where he was defeated hy AJ Billes’ ’53 Studebaker. Also scoring Professional wins at New England were Paul Romine in Top Fuel, John Montecalvo in Pro Stock, Von Smith in Alcohol Funny Car and Bill Furr in Nitro Harley. For Romine, it was his first victory since the ’98 Empire Nationals over one year ago. Romine and his radi cal fueller qualified in the number one posi tion, setting a new IHRA record at 4.71 seconds. In the final round he defeated low-

Competition/Super Stock bracket, wouldn’t have received the sup port of ANDRA, with the sanction body hav ing previously informed the facility that it wouldn’t sanc tion racing on the ti-ack unless it was full pre pared - Eastern Creek’s proposition including full preparation on the start line only. “

buck racer Bobby Lagana - 4.80/294 to Lagana’s tyre-smoker. -DAVID OSTASZEWSKI

Read wins Worid Finals

Robin Read downs Gordie Bonin, but “2W’ takes FIA title

What dreams are made of: Andrew Cowin’s US Nationals campaign was just that and his runner-up result in Top Fuel emulated the feat of his father at Pomona in Funny Car in 1987. (Pholo by Dave Ostaszewski)

ROBIN Read, brother of “Pommie” Steve Read, has taken out Top Fuel at the World Finals at Santa Pod in England, defeat ing vetferan American Gordie Bonin in a wild final round. On his way to winning in a 5.34/241 to 5.51/199 decision, Read spectacularly blew his engine - his second of the day - near the finish line, while Bonin’s Prolong-backed moimt drifted over the centre line, getting close to Read. Six Top Fuel cars, the biggest field in Europe this season, contest¬

ed the event with Bonin top qualify ing with an engine destroying 4.99/284 and Peter Lantz second (5.01/271). While. Bonin made his way to the final round, Read downed Lantz with the Brit running his best ever, 5.08/295 in beating the troubled Scandanavian. Bonin, who secured the FIA European Top Fuel Championship at the event, also consumed an engine in the first round, only stag ing on a semi-final bye while trying to conserve parts for the final.

Veteran UK Top Fuel Motorc.ycle rider Brian Johnson was again the class of the FIM Competition Bike field, Johnson’s mount running as quick as 6.121/234.11 before win ning the final over Reel Koedam with a 6.36/205. Five fuel bikes at Santa Pod ran in the six second zone. Long-time Pro Stock racer Michael Malmgren was also impressive, setting a new European record with his Panasonic Olds run ning 7.061. -MAURICE APPLEBY

1999 WINSTON DRAG RACING SERIES CHAMPIONSHIP POINTS AT AUGUST 22, 1999

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1999 Winston Top Fuel Championship 1 Tony Schumacher, Exide Batteries .... ,10 90 ,1054 2 Joe Amato, Dynomax 3 Gary Sceizi, Winston 1044 10 35 4 Mike Dunn, Mopar 9 96 5T Doug Kalitta, Kitlyhawk .9 96 5T Kenny Bernstein, Budweiser King .9 64 7 Cory McCienafhan, MBNA/Circuit City 8 Larry Dixon, Milier Lite ,9 46 .9 29 9 Bob Vandergriff, Jerzees .922 10 Doug Herbert, Snap-on Toois

1999 Winston Funny Car Championship John Force, Castrol GTX ‘99 Mustang ....1549 Tony Pedregon, Castroi Syntec '99 Mustang.,1269 Whit Bazemore, Kendail Oils Z28. 1156 Frank Pedregon, Penthouse Magazine ‘99 Pontiac ....868 Dean Skuza, Mateo Tools ‘99 Avenger ....813 Del Worsham, CSK ‘99 Pontiac .768 Tim Wilkerson, Sioux City Kenworth ‘99 Pontiac ..675 Cory Lee, Pioneer Electronics ‘99 Avenger674 Jim Epier, WWF ‘99 Pontiac, .669 10 Ron Capps, Copenhagen ‘99 Camaro Z28 ..665

1 2 3 4 5 6 7 8 9

1999 Winston Pro Stock Championship Warren Johnson, GM Perf. Parts '99 Pontiac.. 1417, Kurt Johnson, ACDelco ‘99 C.amaro Z28..1187 JegCoughlin Jr., Jeg's Mail Order 98 Olds ....1091 Jim Yates, Splitfire/Peak ’99 Pontiac 1023 Richie Stevens, Valspar '99 Pontiac 872 Mark Pawuk. Summit Racing '99 Pontiac..821 Troy Coughlin, Jeg's Mail Order ‘98 Olds..734 733 Allen Johnson, Amoco ‘99 Avenger Mike Edwards, Dewco ‘99 Camaro Z28 ...725

10 Greg Anderson. Humphries Racing ‘98 Olds ... 723

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RFORMANCE DRIVEN PEMOIL EX

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Pennzoil karting ace Rhys Archer impressive in ’99

Starting his racing career at tender age of seven, Rhys Archer is a young man in a hurrv as his strong karting results display after just four years in the drivers' seat. From the regional Victorian town of Kyneton, Archer and his family based Pennzoil Kart Team hove been instrumental in helping this talented young driver to expand his racing expvi- ^ ence with every karting event or series contested. 2

An impassive B^eart%. Pl^Archer

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Rookies Club Championships held in Ballarat. The success continued with Archer's second Victorian Country Title victory, but ihis time in the more competitive Rookie category. Last season Archer continued his winning ways with a victory in the Western Region Country Series held over five rounds on five regional circuits. 1998 also saw Archer finish 6th in the South Australian Titles event, and 5th in the ACT Junior Sprint Classic held in Canberra. A runner up spot beckoned at the 1998 Victorian Country Titles, a 3rd place result in the Victorian Open Championships in Hamilton and 6th at the Junior National Classic event held at

Upon his kprttng debut in 1995, f Archer took the runner up spot in M the Midgets Club Championsnip in Sprint Classic event held at Bendigo, taking the next step the Melbourne’s international standard following season by winning his Todd Road racing complex. To cap fi rst Micbet ClL*t> Championship, off a brilliant season. Archer also The 1996 season also saw the won the Victorian Country Title at

_ factured driving a locally manu Monza GP Sprint Kart, The 1997 season saw a new racing kart, an Australian made Omega Magic Kart in which

Puckapunyal in Victoria. Here is a summary of Archer's 1999 season resets after the

youngster fi nish 5th in the Junior

Archer guided to equal first in the

taking his tally of podium finishes

the Bendigo circuit during 1996

transition to Junior National Lights,

to just under 60 at the age of 13. 1999 SEASON RESULTS l Star Series R1, Oakleigh - 10th ® Geelong 5000 - 2nd l Seymour Meetings - 1st, 1 st, 2nd, 2nd, 2nd, 3rd. * Victorian Open Titles, Seymour DNF ® Western Country Series, Mildura

- 2nd

® Open Meeting - Seymour - DNF ® Eastern Country Series, Bendigo 1st ® Junior National Class ic, Canberra - 6th ® Star Series R2, Ballarat - 3rd » Bairnsdale Street Meeting - DNF ® Eastern Country Series, Numurkah - 3rd ● City of Wodonga Titles - 3rd ® Mt Gambier Open Meeting - 2nd ● Star Series R3, Oakleigh - 4th ● City of Melbourne Titles - 8th ● Star Series R4, Ballarat - 2nd \

34 24 September J999

IHRA,NHRA and aH things ii

JON ASHER takes a close-up look at all the behind-the-scenes goings-on 1

We hear that only two driI vers voted against the con6 cept, and we’ll let you figure I out who the two were... Q ^ Switch forward to Indy 2 now, where 44 Pro Stock I Trucks appeared to do battle and again the fuel situation came up. Chassis builder Jerry Haas polled the 44 entries about going to spec fuel and 41 favoured doing so. Two of the three opposed run in the same colours as the Pro Stock drivers who voted no. Draw your own conclu sions...

Where’s the chicks? Jim Dunn’s eye was on the ball at Indy and,even though the year hasn’t pro duced much other titillation for the Penthouse team on the track, off it they’ve continued to attract unnecessary Attention. Aero-wars: Paul Romine fronted at both Norwalk and Indy with this new aero-enhanced Spitzerbuilt Car Quest fueller. It hasn’t delighted the NHRA tech boys, although Joe Amato's Superman effort at Indy was all in the interests of truth,justice and the American way...

FUELGATE

CROWDS, SPONSORS,TV THE LOT!

good concept, it’s quickly put into the mix by the forwardlooking IHRA staff.

Fred Wagenhals, CEO of Action Performance he last weekend of Companies, which counts August and the first of among its subsidiaries September included two of Goracing.com, flew in to the biggest races of the sea son-the IHRA World Norwalk to view the racing in Nationals at Norwalk in Ohio person. He was particularly taken with Pro Modified and and the NHRA US Nationals we look for Goracing and/or at venerable Indianapolis Action Performance to Raceway Park in Indiana. become a major player in Along with all of the rac future IHRA activities. ing action there were inter We’ve heard from several esting things to note about each event, things that could sources that Wagenhals is less than enchanted with be considered a reflection NHRA and many of the racon where each organisation ' ers who compete with Action and where it’s all going. The IHRA event attracted associate sponsorships. Our understanding is that a turn-away crowd on Wagenhals may consider Saturday, although for many of those under contract Sunday’s eliminations the crowd wasn’t much more ungrateful for his support. We also know that his than 10,000. dealings with NHRA’s sou - This is obviously one of the main reasons that seven venir vendor. Sports Service, have been, shall we of 10 IHRA national events next season will be say, strained. Thursday-to-Saturday Iso on hand at Norwalk evening affairs instead of the were executives of TNN, traditional Friday-to-Sunday afternoon situations we’ve which will telecast in prime time on Sundays a dozen seen in the past. Under Bill Bader’s direc IHRA races next season.. tion the IHRA seems headed That’s the upside to the towards a bright future. The TNN deal, although the downside is that the tele man’s personal charisma is impressive as is his ability to casts won’t begin until early August, months after the first deal one-on-one with every racer, manufacturer and fan races have taken place. who approaches him. He While that at first appears constantly “works” the pits, to be a distinct negative, getting input from all sides IHRA has been promised on a wide variety of racing prominent exposure on related topics, and when TNN’s “Race Day” program that’s broadcast twice on someone comes up with a

Sundays, with a morning pre-race time telecast, and another following the end of the racing day. That will mean that IHRA’s top quali fiers will be included along with NASCAR and other racers in the morning, with the evening telecast includ ing clips and results, so they should come out of it all right. A week Indy the racinglater wasat also good and, like Norwalk, there appeared to be some crowd “problems.” The house was full for Friday evening’s under-thelights qualifying session, but it was decidedly Ijght on Saturday. It was packed again on Sunday for final qualifying and the Big Bud Shootout, but race day Monday’s crowd was noticeably light. There were visible “holes” in the grandstands on both sides of the track on Monday and pit traffic was far lower than expected. Part of the problem is traceable to high ticket prices which were $93 per day for Top Eliminator Club tickets and only slightly less for some reserved seats. NHRA did try to address the problem of too few General Admission seats by setting aside about 1,000 choice seats near the starting line on the Pro pits side of the track, with addi tional GA seating near the

By nowAmerican everyonedrag whorac fol lows ing is aware that some Pro Stock teams apparently recently had access to some hot fuel that produced exceptional horsepower while still passing NHRA’s —asr*,rather antiquated fuel check. 5 Calling the fuel check “antiquated” wasn’t our word I choice, but was the one used by a prominent Detroit representative following the Mile-High Nationals when a top end on the other. Still, when IHRA is pair of black and yellow Oldsmobiles met for the Pro charging about $30 for Stock title - the same duo prime seats, NHRA should probably re-think its pricing. that had faced off for the money at the Winston At least one hard core Showdown a week earlier. spectator contacted a num NHRA apparently took ber of teams on this very away samples of the “hof subject, with at least a few fuels for further testing and of those teams forwarding reacted by saying that all the letter to NHRA officials. fuel in future must be pur Our theory is that for chased only from approved every person that writes a suppliers at the track. letter of concern, there Unfortunately, this ruling must be hundreds more hasn’t apparently worked who simply don’t bother, with the questionable fuel believing that their prob still around and will still pass lems will fall on deaf ears, fuel check with ease. or they’re simply too lazy to Our sources report that a sit down and pound out the well known Pro Stock driver words. polled the top 17 points Regardless, we hope earners in the class about NHRA doesn’t just shuffle going to “spec fuel,” {i.e., these concerns under the fuel supplied by and deliv ered to the racers at the rug but actually pays atten tion and responds. track by NHRA).

oy.com

STALKING CHEVROLET Following the US Nationals we hear that John Costanza and Casey Powell have been schmoozing Chevrolet on behalf of Casey’s daughter, Cristen. We hear Chevrolet has declined to take a formal sponsorship position with the team, so the team have ordered a pair of Camaro bodies in the hope that something formal will result Also pitching Chevrolet are the WWF entries of Jerry Toliver and Jim Epier but again there’s no formal deal, at least not yet.

THE SUMMIT GETS HIGHER

e hear that Summit Racing will have a top flight Pro Mod team racing for them next season and no, it isn’t Bill Kuhimann Kuhimann will remain a part of the team but will apparent ly continue racing in the Nitro Coupe class of the Super Chevy program. Attacking the IHRA national events will be the blown ‘53 Corvette driven by Fred Hahn and powered by Jim Oddy engines. The duo have performed well in very limited IHRA out ings this season and will make the full tour in red, white and blue livery in 2000. We also hear that Summit’s presence in IHRA sportsman racing may expand but to date there’s been no formal announce ment from the Ohio-based mail order giant.

Reaching new heights: Fred Hahn and Jim Oddy are expected to wear Summit colours in 2000 while attacking the full IHRA Pro Modified tour with their wild '53'Vette.(Photo by David Ostaszcw^i)

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of American drag racing On the NHRA side of the ledger Mark Pawuk and John Lingenfeiter will contin ue to be their flagships in Pro Stock car and truck. Sportsman racer Dan Fletcher will expand his oper ation with the addition of a new Pontiac in Stock Eliminator. The car, which made its debut at Indy with Aussie Bernie Cunningham behind the wheel, includes a factory fuel injected small block engine and was the subject of considerable interest at indy. Driving duties in both Stock and Super Stock means that Fletch will return Edmund Richardson's Super Comp dragster that he’s been running this year.

ROMfNE’S RIDE

HRA stalwart Paul Romine debuted the first-ever Top Fuel car built by Mike Spitzer at the IHRA World Nationals and then had it painted in time for Indy. The car features a unique front end body design that includes a wide front wing and exacting body work to direct the airflow around the car rather than under it. The body also includes some interesting ducting that NHRA apparently doesn’t like, considering it downforce-enhancing - something Spitzer doesn’t agree with. He views the ducting as simply being more efficient in keeping air from collecting under the car than in creating more downforce. We can only say that Romine qualified at Indy when the likes of Kenny Bernstein and Brainerd win ner Larry Dixon didn’t.

SEARCHING... le “two Mikes,” driver

_ Edwards and crew chief Te Elliott, are seriously looking for new sponsorship support as team-owner Mary Lou

Kight has told the pair she won’t field the car next year without significant financial support. When Mary Lou’s hus band John died early last year he left Kight enough money to run the team for two years but no more. Edwards reportedly had a conversation with Joe Gibbs about getting into Pro Stock but the former footbali coach wasn’t interested citing, among other reasons, the bad taste his former sponsor McDonald’s had in their cor porate mouths after the machinations of one Jim Yates and engine supplier Richard Maskin a few years ago. This is a first class opera tion and, hopefully, they’ll come up with something to continue...

USING HIS INFLUENCE? We heard on supposedly good authority that fol lowing the Top Fuel finale at Indy Gibbs was bending the ears of some NHRA officials about the post-Indy coverage in National Dragster. Gibbs reportedly did not want his MBNA fueler pic tured on the same cover as the Frank Pedregon-driven Penthouse Pontiac. The “Penthouse issue,” which has become some what moot since the announcement of the return of Moon as team-owner Jim Dunn’s sponsor for next sea son, is still rearing its ugly head and for no apparent reason. Every time the Penthouse Pets have been at the track they’ve been tastefully attired and have been thoroughly profession al in their demeanour. They’ve shown far less flesh than have the women touting Copenhagen, Winstons or even Budweiser. So, what’s the problem? Perception more than reality.

Joe Cool: After 14 years of trying, Joe Amato finally won his home town event. (Photo by Gerald McDoman)

Report by DAVID OSTASZEWSKI FOURTEEN years into the event and five-time Winston Top Fuel Champion Joe Amato can finally call his home event in Reading, Pennsylvania his own. Amato took the Keystone Nationals win over points leader Tony Schumacher with a 4.67/303 when the Exide digger smoked the tyres violently 100 feet from the start line. Amato and the Tenneco team had struggled a little during qualifying, but crew chief Jimmy Pi'ock proved con sistency - which they found for race day - wins races and rounds of competition. The win, Amato’s fourth of 1999, moves Amato him to second in the points, just 36 points behind Schumacher and 10 ahead of Gary Scelzi. in the final round when eat up some of the lead. quickest Pro Stock Bike field “We had about 3,500 folks Capps’ Copenhagen mount Coughlin caught Pawuk in history (7.433 bump) when from Tenneco, plus friends spun the tyres at halftrack, and drove by to take a he defeated a resurgent Dave and family, so there was a suffering engine damage and 6.93/198 to 7.00/196 win, a Schultz in the final round little bit of pressure,” said a small fire. margin of victory of only 7.25/188 to 7.29/183. Amato. “It’s just a special Hines was dominant all “I feel a huge monkey is off 0.012s. race. I was just trying to my back now, finally getting Pawuk had defeated top weekedn, also setting a new focus on the race. I didn’t that first win. The pressure qualifier Warren Johnson in national record in qualifying want to go out there and get was really on, with Tony the semi-finals, downing WJ’s at 7.188 seconds, officially beat up on by one of the Stewart [Gibh’s NASCAR black Pontiac by just 0.007s. becoming the first rider into young whippersnappers.” Bruce Allen made some the “teens”. rookie driver] winning last As for taking 15 tries to week and Cory Mac winning news in qualifying when he He also left Maple Grove win here, “When you are 55 Indy,” Johnson said. became the 12th member of with a four point lead in the years old, you have to reach Points leader John Force the Holley 200 MPH Club, standings, when season long a little deeper... we complet lost in the first round of elim driving the Reher/Morrison point leader, Angelle Seeling, ed the punch list.” Outlaw Pontiac to a 200.17 got an early ticket home fol inations after qualifying sec Scott Kalitta looked to give ond behind team-mate Tony mph shot. lowing a second round redAmato his first real race in Pedregon. Matt Hines conquered the light against Tony Mullen. the semis, having run 4.58 Jeg Coughlin his and 4.63 in the early rounds, scored but the front end of Kalitta’s fourth Pro Stock mount climbed skyward and win of the year kept climbing until he got in a final round out of the throttle, giving battle of Ohio' Amato a 4.62/307 win. mail order parts Schumacher, like Amato, warehouses was consistant on raceday when his Jeg’s Order getting quicker in each round Mail 01 d s m 0 bi1e with wins over Cory McClenathan, Kenny defeated the Summit Pontiac Bernstein and Gary Scelzi. Tommy Johnson,in only his of Mark Pawuk. Pawuk left on eighth event behind the wheel of Joe Gibbs’ Funny Car, Coughlin, but Pontiac recorded a surprising win at the moved around a Maple Grove, defeating Ron considerably on Capps in the final round. Driving the Interstate the 1-2 gear Pleasing the coach: Joe Gibb.s’ new driver. Tom my Johnson, scored Batteries Pontiac, Johnson change, allow motored to a 5.10/281 victory ing Coughlin to big by winning his first event in a fuel Funny Car. (Photo by David Oslaszewski)

Smokin'Joe Amato deans up at horn

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24 September 1999

Joe checks in for first win JOE Nemechek became the second driver in two weeks, joining Tony Stewart, to win his first career Winston Cup race, Nemechek taking the che quered at New Hampshire Speedway. “This is special... this is for John,” said Nemechek, who dedicated the win to his broth er who died in a NASCAR truck wreck in 1997. Having recently announced his was leaving the SABCO team at the end of the year, Nemechek’s win couldn’t have come at a better time and should help with his search for a new ride. The race finished under caution, but Nemechek had the advantage over Stewart during the final laps, Stewart’s Pontiac picking up an engine misfire thought to havf been caused by a bro ken valve spring. Dale Jarrett had some back luck, but still holds the points lead after finishing 18th - Mark Martin strug gled all day after an early altercation to finish 17th and fell back to third in points

behind third place finisher Bobby Labonte. Rusty Wallace won pole with a 128.820 mph lap after only one round of qualifying, thanks to the remnants of hunicane Floyd. Jarrett was to his outside and behind were several surprises - Ken Schrader third, Kevin Lepage fourth, Stewart fifth and Jeff Gordon 19th. Race day was littered with caution periods, nine yellows flying in total, with damage being sustained by some of the sport’s major runners, putting many of them out of contention. Nemechek and Stewart passed Terry Labonte just prior to the last yellow flying, Nemechek beating Stewart to the line and, as they say, that was all she wrote. Jeff Burton had a great run after winning the New Hampshire race earlier in the year; he started 37th and battled back to finish fourth. Despite being involved in a multitude of incidents, Gordon still salvaged a fifth, so don’t count the champ out of the points race yet. - MARTIN D CLARK

n Jufct for the record,it took Tony Stewart 25 races to win his first Winston Cup event, com pared with 16 for Dale Earnhardt, 42 for Jeff Gordon, 72 for Rusty Wallace and 113 foi- Mark Martin. The late Davey Allison, said by many prior to his tragic death in a heli copter accident to be the next big thing m NASCAR,took only 14 races to win his first Winston Cup race.

Let’s get ready to tumble... dry; Ricky Rudd will drive for Robert Yates in the #28 Ford, FOLLOWING the revela tion of the loss of long time sponsor Tide wash ing powder to new Winston Cup team owner Cal Wells, Ricky Rudd has signed a three year contract with Robert Yates Racing to drive the famed #28 Texaco Ford Taurus in 2000. The announcement came on September 13, following days of much speculation that Rudd would sign with Yates if backing was not forthcoming for his own operation. “I look at my driving

career and I probably have three to five good years left,” said Rudd. “I want to win a championship really bad before I step aside in this sport and I’ve got a few races I’d like to win. “It got really frustrating for me as an owner fighting that battle and seeing that time clock really tick. This is a super opportunity for me to step into a team that’s cham pionship ready right now.” After talks with two prospective sponsors, Rudd decided to move to Yates and will possibly close doors on his existing team, possi bly auctioning off stock if a

buyer or partner is not found. In the agreement with his new driver, Yates has also secured Rudd’s team’s real estate, including a 25,000 sq ft complex on six acres in Mooresville, North Carolina, industrial park, where most of the Winston Cup teams are located. With news of the driver switch, long-time RYR spon sor Texaco Havoline upped it’s sponsorship package with the team, announcing at the same press confer ence that they had signed up through to 2004. - MARTIN D CLARK T-

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mtt@r of time HE’S won in everything else, so a win in Winston Cup was only a mat ter of time... 25 races, in fact and that’s all it took for “rookie” Tony Stewart to secure his first race, win ning in Richmond on September 11. Stewart, who became the first dri ver since Davey Allison in May 1987 to win in his rookie year, dominated the event, heading 333 of the 400 laps around the one mile D-shaped track and leading home Joe Gibbs Racing team-mate Bobby Labonte by just over one second. “It’s been a long time coming for this team," remarked Stewart, ‘There’s a lot of knowledge and depth in this team already for a rook ie outfit. “This is something Joe Gibbs has been dreaming about, a one-two fin ish... fm just glad I’m the one on top , of the one-two tonight!” As in the spring race, tyre prob lems bit a few drivers, Terry Labonte the first of those and he retired on lap 54 after Impacting the wall hard and bursting into flames. Rick Mast and Jeremy Mayfield also hit concrete when they cut tyres early. Dale Jarrett gained back some of the points lost during the last two u

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races with a fine third place run after dodging a few bullets, being bumped aside by both Bobby Hamilton and Dale Earnhardt as his crew searched for the correct chassis set-up. Finally, over the final laps, Jarrett came on strong and moved steadily through from outside the top 10 to third, but he had nothing left for the Gibbs duo. Jeff Gordon’s chance of challeng ing Jarrett for the championship took another major blow, Gordon finishing 40th - his seventh finish of 30th, or worse, this year. ^ Mark Martin’s points challenge also stumbled when he went out with a burnt piston with just 29 laps to run - Martin ended up 35th and lost 102 points to Jarrett and now sits 270 in arrears with nine races left. “We didn’t have the best car; we just had to do what we had to do,” said DJ, who has now posted 21 top 10 results In 25 events this year. Mike Skinner captured the pole with a 125.465 mph lap - he and Stewart swapped the point early, but Stewart took the lead on lap 33 through to another tyre caution for Chad Little on lap 169.

Indianapolis 500 TWO INCREDIBLE WEEKS. The world's largest single day sporting event.

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n Although nothing has been officially released, apparently Kenny Irwiji, currently with Robert Yates, will replace Joe Nemechek in the Team SABCO Bell South Chevy in 2000 -the announce ment will be made in Atlanta, the sponsors headquarters, at the sea son finale weekend. n Rich Bickle will replace Steve Grissom in the Melling Racing Ford Taurus as the team searches for a permanent replacement for Jerry Nadeau. Bickle himself was released from Tyler Jet Motorsports on September 6, while Grissom had run atjust three tracks for Melling. Talk about cut-throat... ■ Derrike Cope will be behind the wheel of the new Bud Moore/Fenley Motorsports Ford at Charlotte in October Cope was recently released from Bahari Eel River Racing.

A couple of bright sparks: Rick Mast had problems with his Woody, while Stewart just basked in the glory of victory lane. Photos by Sutton-Images)

Martin and Gordon headed Stewart off pit lane, but Stev/art passed Martin with ease and hound¬ ed Gordon for 15 circuits before shoving his way past again. Martin was involved in a shunt with Ward Burton lap 12 when Burton slowed and Martin couldn’t stop in time entering a turn. This put Burton out of contention after a strong qualifying effort and he would later spin in front of the lead ers on lap 211. Another points contender, the “million dollar man” Jeff Burton, came home a lowly 13th after run ning strong until the final green flag run, when he fell 10 positions. Dale Earnhardt Jr showed well, finishing a career-best tenth in just

n IRL team owner John Menard is branching into NASCAR racing, fielding a team in the Truck Series next year with dri ver Bryan Reffner and' looking in the future toward Winston Cup.

his fourth start. Sterling Marlin equalled his best result of the year in fourth and Kenny Irwin posted his second top five of the season in fifth. Again, Dale Earnhardt was a con tender in sixth, but he slipped back in the waning laps. - MARTIN D CLARK

■ Jack Sprague filled the seat for the recently fired Rich Bickle at Tyler Jet Motorsports, but the for mer truck champ failed to make the field in Richmond, along with Dave Marcis, Hut Stricklin, Stanton Barrett and Tom Baldwin - the latter is the father of Ward Burton s crew chief, Tom Baldwin Jr, who is a regular in the NASCAR Modified Series. Elliott Sadler, Jeny Nadeau, Steve Grissom, Darrell Waltrip, Brett Bodine, David Green and Robert Pressley used prorisional slots to make the 43-car field. -MDC

1999 WINSTON CUP SERIES RESULTS Dura Lube 400 New Hampshire Speedway 19 Sept 1999 I. Joe Nemechek

.Chevrolet Monte Carlo

2. Tony Stewart 3. Bobby Labonte 4. Jeff Burton ... S. Jeff Gordon

.Chevrolet Monte Carlo

6. Rusty Wallace

Ford Taurus

16. Hut Stricklin

Ford Taurus

7. Johnny Benson 8. Ward Burton ,

Ford Taurus

17. Mark Martin

...

Ford Taurus

.. . .Pontiac Grand Prix

...

Ford Taurus

18. Dale Jarrett 19. Bill Elliott

Ford Taurus

20. Rich Bickle

....

Ford Taurus

9. Rick Mast

. ...

10. Kenny Irwin

.Chevrolet Monte Carlo

... .Pontiac Grand Prix

11. Bobby Hamilton 12. Ken Schrader . .

.. . .Pontiac Grand Prix

13. Dale Earnhardt

.Chevrolet Monte Carlo

Ford Taurus

14. Elliott Sadler

15. Steve Park

.Chevrolet Monte Carlo .Ford Taurus Chevrolet Monte Carlo

Ford Taurus

Points to 19 Sept I. Dale Jarrett . . . . 2. Bobby Labonte . 3. Mark Martin . . . 4. Tony Stewart . . S. Jeff Burton 6. Jeff Gordon . . . . 7. Dale EarnharC r , 8. Rusty Wallace .. 9. Terry Labonte . . 10. Ward Burton ,

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24 September W99

Possum makes h four Report by JON THOMSON POSSUM

Bourne

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claimed his fourth straight Australian Rally Championship, clinching the win ahead of Toyota rival Neal Bates. Bates and Bourne tied the final round, Bourne winning the opening heat on Saturday and Bates taking the upper hand in Heat 2 to win by 13 seconds. However, Bourne’s overall point score for the season puts lum eight points clear of Bates, giving the flying Kiwi the ARC crown. Subaru’s Cody Crocker retained his national Group N title for the second year, holding out experienced cam paigner Ed Ordynski after a tough struggle across the final three rounds, the Mitsubishi driver taking both heats ofthe final round. Formula 2 fell the way of VW driver Simon Evans, who was pushed all the way by Honda’s Brett Middleton.

Still number #1: Possum Bourne added title number four to his impres sive CV, splitting the hon ours in Tasmania with Bates. Coral Taylor and Craig Vincent (above) looked pret ty laid-back after the final battle of the season. (Photos by Peter Whitten)

Ironically, after four wet rounds of the ARC Super Series, the final driest and least slippery round saw a massive crash which destroyed Stewart Reid’s Evo VI Lancer and put him and co-driver Michelle Murphy in hospital - fortunately, both are now recovering well. Bates and Bourne went at it from the start, with the pair equal on the opening Super Special Stage at the Derwent Entertainment Centre in Hobart. But, once the event moved to the forests, the reigning titleholder established his dominance once again. The Bourne Subaru took 19s from the Toyota on the day’s second stage, after both

he and Bates had a spin. The third stage of the day was shaping as a close battle until Bates lost more time. Reid jagged a massive rock on a steep and fast downhill section, boimcing his car side ways and rolling in a hoirific series of flips which saw it headed for a crowd of specta tors - but it missed the spec tators, hitting a Southern Cross cameraman who suf fered only minor injuries to his hand. Reid suffered a badly crushed hand and head injuries, while co-driver Murphy was hospitalised with concussion. Tlie stage was stopped and all times neutralised until late that night, when

Rev Ed: Ordynski beat Crocker to Gp N honours, but the Subaru driver won the title. Four or Forel Simon Evans was in prime form, taking F2 in his VW Golf.

Rally 6f lasiiariia

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Heat1 1 Bates/Taylor Toyota Corolla WRC 2 BourneA/incent Subaru Impreza WRC 3 Ordynski/Stewart Mitsubishi Lancer Evo V [N] 4 Crocker/Foietta Subaru impreza WRX [N]

48m27s 48m40s 51m06s 51m25s

Heat 2 1 BourneA/incent Subaru Impreza WRC Toyota Corolla WRC 2 Bates/Taylor 3 Ordynski/Stewart Mitsubishi Lancer Evo V [N] 4 Crocker/Foietta Subaru Impreza WRX [N] Stewards reinstated the times. The rally continued, with Bates finally getting the upper hand on the next stag,e t^ng 6s off Bourne to be just 13s off the Subaru rival. Meanwhile, the battle for group N was going Ordynski’s way, with Crocker content to go for the safe second option to ensure his second group N title. / Ordynski had a 3s lead over his young adversary as they entered the fifth stage. After a season he’d prefer to forget, Mitsubishi driver Spencer Lowndes rolled his Lancer after sliding wide on a sweeping fi fth gear corner down a bank. The car rolled twice before landing on its roof, a large rock smashing the rear sus pension. Lowndes was confident that the his team could repair the damage, however the decision was made that they would pack up and worry about'correcting the car for Rally Australia next month. As well as that, Canberra Subaru driver Michael Thompson retired with a blown turbo. After SS6, Bourne had a 27s break on Bates, the lead then blowing out to nearly two minutes on SS7, the last of the day when the Toyota suffered a flat tyre mid-stage. Bates losing lm26s to the Subaru. There was plenty of drama in this final stage, Evans hit ting a rock just after the start

62m02s 63m55s 65m38s 66m18s

ofthe stage. The tyi'e went instantly flat and he was forced to pull over to change the wheel, losing approximately three and a half minutes and conceding the lead to Middleton (who was suffering badly from the flu). But it was enough to put the Honda driver into a posi tion which would see him claim the F2 win for the day. Steve Winwood, who had already clinched the Aussie Car Class, had lost all brake pressure to his Falcon’s hand brake mid-stage and was struggling. ■^Crocker was trailing Ordynski by 40s in the group N fight, but it didn’t matter as he had now taken an unas sailable lead in Group N, the young Victorian and co-driver Greg Foletta claiming their second consecutive production class title. Bourne was fastest out of the blocks on Sunday morn ing, taking 3s off Bates on the first stage, but the Subaru driver would soon settle into a safety position knowing Bates had to do all the work and a serious error could rob the Kiwi of a fourth title. Ordynski was leading Crocker by 5s in group N, while Evans was enforcing over his advantage Middleton. Bates then bounced back on the second stage, grabbing back 7s to lead by two sec onds - he was obviously determined to save some hon our in what had been another

dismally unlucky year for the Canberra driver. The Toyota driver captured another 2s on the third spe cial stage, with NSW privateeer John Long posting third fastest in his Lancer, ahead of the Group N Subaru of Crocker, who equalled with Ordynski. The F2 contest was all Evans as he powered the Golf around the course to be well ahead of rival Middeton. Going into Heat 2, the points in the championship saw Evans on n 98 and Middleton on 94, making vic tory in this heat the only real way for either competitor to secure the F2 title for 19b'.}. With so much at stake, the Evans team pulled together to ensure victory was theirs. Long hit a snag on the fourth stage of the day, suffer ing a puncture and losing sev eral minutes. While he was having drama. Bates extend ed his lead by another 7s. There was a degree of inevitablity about the rally as it wound down to a close. Bates taking another 2s off Bourne on the penultimate stage, but the Subaru driver knew that he only had to make it through the final two tests to make sure of the title. Bourne made sure of it in the best possible way, taking fastest on the final stage around the super special on the edge of the Dei-went, bet tering the Toyota by Is however, Bates won the heat by 13s. “We’re really chuffed,” stat ed an ecstatic Bourne. “It’s a real credit to the team. It’s bloody hard to beat them (Toyota Team Australia) any day of the week and they’ve really got their package together!” Evans clinched the F2 title by beating Middleton over the closing stages and the Group N title fell to Crocker, despite Ordynski’s win in both of the final heats.

38 24 September 1999

DUfM

Report by JON THOMSON DIDIER Auriol drove one of the best rallies of his long career to take his Toyota Team Europe Corolla to victory in the first-ever WRC round to be conducted in China. Auriol played it cool dur ing the first two days, allowing Richard Burns and reigning World Champ Tommi Makinen to make the nmning before grabbing the lead late on the penultimate leg to storm home and win. The Frenchman finished a stunning 55 secs clear of Burns’ Subaru, with Toyota team-mate Carlos Sainz coming home third, a fur ther 1 min 23 secs behind. Auriol, who now claims a share of the lead in the dri ver’s title, was highly critical of the event in the days leading up to it, particularly in the area of safety follow ing a number of serious road accidents during recce, including two which alleged ly claimed the lives of locals. But the Frenchman, who hasn’t claimed a victoi-y in almost two years, was more circumspect following the win, saying the rally stage security was as good as any other event in the world. The rally, however, was not up to scratch in many competitors eyes, with the

extremely rough stage condi tions claiming 46 of the origi nal 71 starters, including both the Ford works Focus cars of Colin McRae and Tomas Radstrom on the same corner on the opening stage.

Leg One

The China Rally was run in the mountainous rural area to the north of the capi tal, Beijing, on loose gravel

roads, which were never designed for anything more than bicycles and horses and carts. While recce was conducted in fine weather, torrential rain in the days leading up to the rally meant the roads broke up badly and from the yery first stage would cause havoc. The official start was on the night before competition and two stages were can celled due to the heavy rain.

while pace notes were ren dered useless by the drasti cally changed conditions. Colin McRae, charging through the first stage, clipped a rock on the inside of a nasty corner less than 3kms from the start and broke his suspension. Two cars later and on the very same corner, team mate Radstrom did exactly the same thing, putting Ford out of the rally in a matter of minutes.

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“It is a design issue, which will have to be fixed,” was the lame excuse offered by McRae for what was clearly a case of driver error. Auriol grabbed fastest in a portent of things to come, while the Subaru drivers

On the fourth stage of the rally, Makinen overstepped OP a long sweeping right hander, the impact swinging the car around and forcing him to reverse out. The crash caused severe damage to the driver’s side dooj arid suspension and cost him the best part of 30 secs. The balance of power had been altered dramatically, Makinen now driving with his tail between his legs. Burns now assumed the running as the carnage con tinued - already 17 cars had been forced out in just four stages! Out of some of the sloppy mud and sand which charac terised the early stages, the Subaru team was making good times, their Pirellis bet ter suited to the harder roads the later stages were serving up. Burns was stretching his lead out to 15 seconds after the fifth stage as team-mate Kankkunen started to set some fast ones as well, despite some early handling problems that caused him some front-end damage. The battle for Group N was stunning everyore Japanese gubaru piloi Toshihiro Arai blitzing the field with a lead of Inrin 29 over nearest rival Earned aJ Wahaibi in a Lancer - Aral’s team mate, Shigeyuki Konishi, was third, part nered by Australian Glenn Macneal. Formula Two was a nonevent, with the Hyundais of Alistair McRae and Kenneth Eriksson facing vir tually no opposition, espe cially after Monster Tajima’s Suzuki was sidelined on just the third stage following a crash. Piero Liatti was out after

complained about their Pirellis not matching the Michehn-shod cars. Makinen struck back on the next stage, the long 26km test claiming a further three cars, but not causing too many problems for the reigning champ, who fin ished 12 secs ahead of Bums to grab the lead. Aussie Michael Guest was struggling in Group N, suffering the first of six punctures on the stage, the Dunlops simply not standing up to the conditions, while the other all-Australian crew giving his SEAT a drink in a of Rick Bates and Jenny river crossing on the penulti Brittan were battling in an mate stage, the carnage under-prepared VW Jetta. count now up to 30 and Makinen continued to climbing, including the Rick stretch his lead in the Bates VW, which had cried rough going, stunning his enough. Guest had suffered a fur opponents with the times he was setting as he moved to ther five punctures during put a seal on a fourth World the day and was now in a Drivers crown. hopeless position in the Yoslri Kataoka had staited Subaru, almost ten minutes the rally with the Asia behind Arai in Group N. Pacific all but in the bag, but By the end of the leg. on the third stage the bag Burns had taken a 19.8-sec was emptied when the lead over Auriol, with Mitsubishi driver crashed Makinen climbing back to be out of the rally. just 2.6 secs further back in

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third - Kankkunen had battied through the day to be fourth, 16.8 secojids behind the Mitsubishi, with Sainz in fifth, the Spaniard extremely unhappy with the conditions. Arai continued to lead Group N, while Alistair McRae had slipped through to lead F2, ahead of Eriksson.

}

Leg Two

Burns was out of the blocks quickly, determined to build on his lead despite suffering the penalty of having to sweep the road clean for the following cars he extended his lead on the opening stage by 2 secs, "The roads are very slip pery, but you just have to keep pushing,” said Burns. “The Pirellis seem to be working better in these con ditions, but 1 reckon the pressure will be on later in the day.” Konichi was out on the opening stage after rolling into a cornfield - the car was later extracted with minimal damage, but the time lost was too great to make on. Auriol started to eat into the Burns lead as the dayunfolded, takmg a massive 13 .seconds from him on stage 10. The remaining SEAT of Harri Rovanpera was actual ly second-fastest, 10 seconds off the flying Frenchman in what had so far been a lack lustre performance by the Spanish team. Sainz and Kankkunen trailed behind their teammates - Makinen was com plaining that he could not find his rhythm after the ci’ash on day one and,in fact, could only manage seventh fastest. But Makinen’s fortunes would quickly change after the service at the end of SSIO. The Ralliart team rectified the car’s handling problems, a legacy of the previous day’s crash and put,the world champion back in the frame. .He took fastest on stage 11, six seconds quicker than Bums as he set about haul ing in the leaders from fourth on the road. “Everything is fine now; problems is fixed and we can conc;ent.rate on winning,” said Makinen. Arai had a 1 min 20 second

lead heading into 11, but a puncture cost him most of that, al Wahaibi emerging just 17 secs behind him on the tough stage, Makinen continued to eat into the deficit, leap-frogging Sainz to be less than 30 seconds behind Auriol and 42 seconds off Burns, the Mitsubishi driver setting a time 11 secs better than the Subaru driver, who was stniggling as first car on the road, Makinen and Auriol were both super-fast on stage 13, Makinen fastest by just 0.3 secs, but the performance

three>-horse race, Auriol leading Burns by 10.7 sec onds and Sainz another 48 secs hack in third. Kankkunen was now out of contention, a tyre explod ing on the second last stage of the day and costing him two minutes, putting him in a fimi fom-th place still with a comfortable buffer over Rovanpera in fifth.

Leg Three The final day of the rally took crews north-east into a new area - but the rain had returned, making conditions

-0

il.66l08£

Two Finns who are seeing red: Makinen and then-BAR man Mika Saio both have contracts for 2000. (Sutton-images)

Mitsubishi kueps Makinen f@r

'fiii@ken dreams: Riigr^g Ohamp Tommi MaKine called it quits on cny

FORD will not have the

his Lancer breakii^ itS' rear suspension on the murderous Chinese roads.

allowed Auriol to close to within five seconds of Bums, Auriol did it on SS 14, taking the lead with a 12second advantage over Burns and eight seconds over Makinen. With harder-packed roads, Auriol had the suspension on his car changed to the same settings he used in Finland and charged through to be 18 seconds faster than his first tilt at the stage. Makinen was continuing to close in on Burns, taking 16 seconds off him on the penultimate stage of the day to be just 13.7 seconds off second place. But the effort had come at a cost, the rear suspension on the Lancer breaking and the Finn limping into the next stage. It was too much for the Mitsubishi and, lOkms into the next stage, the suspen sion gave up and the car stopped, putting the Finn out of the rally. It was now down to a

embarrassing situation of having the two highestpaid rally drivers in the world, with the news that Tommi Makinen is stay ing put. The reigning World Rally Champion will stay with the Mitsubishi team for 2000 and 2001 despite the rumoured mega-million dol lar offer to join the blue oval. Makinen, 35, who is bid ding for a record four drivers championships in succession in 1999, and who leads with 10 of 14 rounds run said that on the slippery roads through the rural villages even harder than on the two previous days. Auriol started the day with some fine form, winning the opening stage by two seconds from Burns in what was a fast and ohallenging test. With the gap at 12 sec onds, Auriol had no time to relax and he pushed even harder on the next, taking another six seconds to open the gap to 18secs. The Frenchman was using Michelin’s narrow motocross t3rres, which were doing the job perfectly, while Bums was clearly struggling on the Pirellis. The final day’s six stages were a loop of three tests completed twice each and it was on the third stage that Auriol really pushed his advantage, taking another 14 seconds from Bums to be up by 31.7 secs, “ifverything is OK and the car is working well. I think we have the right

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tyres for the task, but we still have three more stages to go,” said Auriol. Burns fought back on stage 20, taking 4.9 secs from Auriol after the latter suffered a puncture near the end of the stage - but the ball was still in his court and the pressure remained on Bums. Auriol all but sealed it on stage 21, taking another 11 seconds off Bums to be up by 35 secs going into the final 16km test. Hammering the last nails in, Auriol grabbed a 20-sec advantage on the final stage

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to seal his first WRC win since making the winners rostrum at Catalunya last year, taking the win by 55.8 seconds from Burns, with Sainz a further 1 min 23.7 secs back in third. Kankkunen came home in fourth 2min 58secs behind, while Rovanpera picked up makes points for SEAT with sixth place, another 4 mins back. “It may have seemed like a cruise on the final day, but believe me it was very. treacherous and incredibly slippery,” Auriol said at the finish in the shadow of the Great Wall. Burns was astounded by Auriol’s performano'e and paid tribute to the Frenchman’s performance. “He controlled the last day and set some incredible times which we simply couldn’t match,” said Burns. “I still think I can win the title and I reckon I have a good chance of wins in Australia and Britain, so the

series is far finm over just yet.” Hyundai took the F2 hon ours as predicted, with Alistair McRae taking 10th, ahead of team-mate Eriksson in 11th. The Group N contest was spoiled a little with al Wahaibi out on the final stage of the day, less than 20 km from the finish with a series of punctures, This meant Arai clinched the class with a stunning 8min Isec win over Gustavo Trelles, with Katso Taguchi taking third ahead of Guest, who consolidated after his first-day woes and took advantage of the mistakes of those ahead. Taguchi’s placing sealed the outright Asia Pacific title for him, after a consistent performance across every round, Aunol now heads to San Remo locked together with Makinen on 48 points in the lead of the driver’s title - the pair are 10 ahead of Sainz on 38, Kankkunen on 37 and

he was happy to keep the successful ‘Triple M’ combi nation - Makinen, Mitsubishi and Marlboro - together. “Mitsubishi is the winning team and I want to remain a part of that,” he said. “My aim is to conquer the events I have not won and become the most successful rally driver ever with the greatest number of victories.” Makinen has 18 WRC wins to his credit - 17 of those in Mitsubishis and one [ironical ly, his first] in a Ford - and is just five behind his country man Juha Kankkunen in the overall tally. Burns on 36. The first China Rally was not considered by everyone to be a total success, the pre event safety issues and the roughness of the stages being particular points of contention - but, as a rally ing adventure, it lived up to expectations. World Rally Championship 1999 China Rally Results L Auriol /Giraudet Toyota Corolla WRC 3h 38m 16.6s 2. Burns/Reid Subaru Impreza WRC 3h 39 m 32.4s 3. Sainz/Moya Toyota Corolla WRC 3h 40m 56s 4. Kankkunen/Repo Subaru Impreza WRC 3h 43m 54.7s 5. Rovanpera/ Pietilainen SEAT Cordoba WRC 3h 47m 52s 6. Isik/Bodur Toyota Corolla WRC 3h 54m 42.3s

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$4 mtiL Western Aut Raceway Nationals WHILE disappointed about losing his scheduled round of the World Series Sprintcars(WSS)Series originally slated for December 18, Western Auto Raceway promoter Geoff Trewin has filled the void in grand style with the $40,000-plus Western Auto Raceway Nationals. As Trewin is one of the prime movers behind sanctioning body Speedway Australia, he was philosophically at odds with the WSS requirement that all drivers and competitors were required to be NASR licensed - NASR being the opposition body to Speedway Australia - to be eligible to compete in WSS events. “I agree with most of NASR’s principles, but there was just one clause that goes

against my whole views on the sport and I couldn’t agree to that,” stated Trewin. “This will be a big night!” a delighted Trewin said about his new, high-dollar event. “We have just got confirmation that this night will be covered by Channel 10.” With sponsorship interest in the televised race high, the prize purse has a'lready reached $40,000 and it is anticipated that first prize will be worth around $10,000. With most of the name drivers competing in the Garden State at the time for the plethora of WSS races programmed that month, it is expected that they will all contest the event - and most teams have already expressed interest in running the race. -BRETT SWANSON

listralia’s richest Super @daii race for Tasmania TASMANIAN speedway is gearing up for a bumper year and the highlight would have to be the Australian Super Sedan Championships to be held at Premier. Number 1 Speedway in the state’s south in January. Already over 60 expres sions of interest have been confirmed from the mainland teams and it looks like being the biggest speedway event

in the state in recent years. This will be followed the week after by Australia’s richest Super Sedan race at Latrobe, with prizemoney of over $50,000 for the Cascade Apple Isle Grand Prix. 'This season marks the start of AMCA National rac ing in Tasmania, after much dehate over whether or not to allow the cars to run. For the first year’s racing, it appears over a dozen cars will hit the track and that is

certainly impressive for a new category. The Sprintcar fraternity will also hold a bigger than ever South Pacific Sprintcar Classic at Garrick and pro moters have already started working on gaining some mainland drivers for the event. The racing season kicks off on October 6 at Garrick Speedway, after a display at the Launceston Show. -ALLAN ROARK

ilMSff severs ties les with peak

No more negotiations with Sprintcar, or Speedcar Control Councils,or Australian 1Saloon Car Federation

THE second annual conference of the National

Assocration of Speedway Racing (NASR) Council was held recently, mem bers of the board voting to cease negotiations with and formally sever ’all relationships with the Sprintcar Control Council of Australia (SCCA), the Australian Speedcar Control Council (ASCC) and the Australian Saloon Car Federation (ASCF). All NASR accredited divi sions will, however, adopt existing specifications from these respective organisa tions, ensuring that no changes \nll need to be made to competing cars. NASR will run series in for season 1999/2000 Sprintcars (WSS), Sedans (All Stars V8 Super Sedan Series) and Formulq 500s (Tucker Time Series 2000). NASR also confirmed that the All Stars series round originally scheduled for Western Auto Raceway on Jan 21 has been transferred across to Avalon on Jan 18, The NASR Speedcar Nationals will consist of a four round series in the new year and the Super Sedan

Nationals will be conducted at Archerfield on April 28-29. The AMCA Nationals are set down for Nyora Speedway on March 18. All Ni^R Nationals cham

pions will carry Australia #1 on their cars and will be granted lifetime access to all NASR venues - State Title winners will also be allowed to canyV#l,N#l,S#l etc. The NASR presidential card has been withdrawn and the council confirmed that NASR tracks will require all competitors to be licensed to NASR and, for the time being, will accept cars registered to national, or state, associations that meet the specification for the class. In response to the above, George Tatnell, the president of the seeA, issued a letter to all member clubs which confirmed the SeeA’s deci sion not to join NASR. The opening paragraph states: “After reading your media release, I believe NASR has no intention of lis tening to the competitors, only ploughing ahead with yom- own agenda.” It goes on to say: “Competitor reaction to your conference has alienated them further from your

cause. I believe now a com

petitor-based organisation will be formed similar to TEGA/AVESCO to protect the rights of the competitor. “I have spoken to yourself (John Hughes), David Lander, Peter Gurbiei, BMl Goode, Bill Barrows, Des Ferris and Kevin Burton, expressing my concerns of the ramifications of your inability to sell NASR and the pig-headed attitude towards competitors’ con cerns, as they demand and have the right as to their future not to be forced by an interim board set up iwo years ago which competitors have not embraced and is still in place.” The letter ends with; “I am sorry. But at the present, the situation has deteriorated to flash point.” Adding further weight to the anti-NASR stance of the Sprintcar clubs is the fact that, despite the best efforts of Bob Tanks and many of the committee of the New South Wales club - which unconstitutionally took another vote on the matter, despite it not being more than 12 months since the last vote was cast- the mem bership voted once again against joining NASR.

1999/2000 Parramatta City Raceway Caiendar October 2 October 9 October 16 October 23 October 30 November 6 November 13 November 20 November 27 December 4 December 11 December 26 December 29 January 1 January 4 January 7

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24 September 1999

L^{^LFS{p(o)[F{]'

Well, the Knoxville track’s Sprintcar Championship has been run and won and I missed taking out the series for three years in a row by a mere 35 points to Terry McCarl. I won the ’99 series finale by starting out of eleventh spot, trim ming McCarl’s 400 point lead back to 35 by the end of the night - we nearly got there and it was a great effort by all the members o,f our Jensen Construction Team.

During the series, we won five A-Mains and managed to rack-up six second placings - I think our worst result was a fifth - but we just missed winning some of the features and that prevented us from being at the top of the points tally once again.

e took in a show at Cresco, Iowa, several weeks ago. I qualified fifth and started the AMain from the front row, taking the lead early and was in position for another victory, until I came across two cars that had tangled - you guessed it, I had nowhere to go and got involved in their incident. I was sent to the rear of the field, finally making my way through to tenth spot in the few laps remaining ip the race. ’m having a break this week before taking in something like six or seven race meetings, including severak Pennzoil World

6f Outlaws rounds, before head ing back home to Sydney in early November to take in the World Series Sprintcars tour and a swag of other events. We have been talking to Geoff Trewin at the new Western Auto Raceway complex near Bacchus Marsh and Wendy Turner in Adelaide about taking in some of their majgr race nights. In the meantime. I’m arranging things over here for next year, as well as preparing for the forth coming summer season back in Australia. Hopefully, I’ll be able to update you all on what will be happening on both sides of the Pacific in the near future. AJ Happy birthday to earlier my sonin the who turned two week. Boy, the kids grow up quickly these days - I suppose he’ll want to start racing shortly. See you soon.

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n W’alsh Motorsport will be back to running a two-car team in season 1999/2000, but sadly it won’t be the big fella, Mark Walsh, behind the wheel, along with little brother Darren - Darren will, in fact, be driving Mark’s new PRC (Precision Race Components - Ken Veal) chassis, which will be crewed by Mark, while former Victorian Formula 500 champion David Swayne will install his ex-Stephen Bell engine in Dan’en’s JSR chassis. The Graham Hussey-built engine in Mark’s PRC should also be fast and reliable, after the installation of some new engine coniponents purchased from Bill Roberts’ SOS Raceparts concern. Mark had originally intended taking the wheel again this season but,following a kn«:

operation, decided to take it easy for a while. The car will be s'upported by Chemblast, DM Diesel service,(Damperdown Couriers and Sportspower Camperdown - both cars will be transported and maintained by the Walsh brothers, who plan to contest the SRA series, some rounds of the Adrenalin series and other major events in Victoria. n PCR Manager moves on: Longtime Parramatta City Raceway manager Stuart Telfer has flown the coop to take up a new position with a computer software supplier. Telfer’s resignation is effective from September 30. Telfer was the manager at PCR for the last ten years, but has had a speedway involve ment for some 34 years.

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9 Sprintcars and speedway are to once again feature at the Royal Melbourne Show. Nightly demonstrations of various classes are scheduled, culminating with the Sprintcars in attendance on closing night, when the cars of Flocon Racing (Steve, Peter and John Knight), John Vogels and Ian Smith will be cutting some demonstration laps. Wayne Milburn’s two-seater will also do some laps, with some lucky punter getting the opportunity to experience the ride. n Geoff Clifford rang Motorsport News after our last issue where we stated that it was rumoured that he had his two-car operation up for sale - he said that he had received heaps of phone calls in regard to the story and that,in fact, he was far from selling up.

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Clifford has just returned from the USA, where he was looking for another engine and the cars, based in Terang, have just finished being powder-coated - both Clifford and Darren Russell will be fronting up for anoth er season. 1 Ian Lowe has also confirmed that his busi ness, I&V Truck Repairs, will once again be supporting Mike Van Bremen. “Mike is a great racer and a great guy to deal with and we’re having a lot offun,” stat ed Lowe. “Our new business venture, MOJO Cycles, will also be on board as sponsors and we’re looking foi-ward to a busy and successful, but fun-filled season. - BRE’TT SWANSON

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24 September 1999

n Two Australians face legal action in England following an amazing incident in the British Elite League meeting between Eastbourne and Kings Lynn, which was televised. After a racing incident, Eastbourne’s Martin Dugard punched the Swedish rider Stefan Andersson of Kings Lynn, a punch seen by millions of viewers. Craig Boyce was commenting as a studio expert for Sky TV and Shane Parker was interviewed about the incident and both were critical of the action of Dugard. But the incident which has apparently brought about the legal action were allegations by both that Bob Dugard,the Eastbourne promoter, had doc tored the track to suit his son. Other actions are in the pipeline, with Andersson allegedly suing Martin Dugard for his injuries and the Kings Lynn club also considering further action. 0 The Australian involvement at Peterborough is having a major influence on the club’s charge for the British Elite League title. Ryan Sullivan, Jason Crump and Nigel Sadler are all members of the seven-man team which won three meetings in a row to put them in pole position to take the title. They have caught up with champions Ipswich, who have fin ished their home programme and the'title’s destiny now looks to rest between Peterborough and Poole, who they nan-owly defeated in a last heat decider. H Belle Vue, the longest continual ly run club in British speedway, is again under threat. The Greyhound Racing Association, which owns the Kirkmanshulme Lane Stadium, is keen to capitalise on renewed and increased interest in dog racing and this could threaten the Friday race night used by speedway at the venue. However, another dog venue at the other end of England has emerged as a possible new home for speedway. The Hove Stadium near Brighton, owned by rival group Corals, is considering bringing speedway into their umbrella at the stadium, which is currently only used for dog racing and junior football. P Interest is building towards Speedway’s World Team Cup Final at Pardubice in the Czech Republic, when Australia meets the host country, England and USA for the title.

NT Trail quinella ay

By Tony Millard team into the final as qualified, which means Jason Crump,Ryan Sullivan, Leigh Adams and Jason Lyons, along with reserve Todd Wiltshire, could actually be favourites to take the honoursCrump and Sullivan will not be able to fly to Prague until after their important League meeting for Peterborough on September 30. n World Champion Tony Rickardsson, currently involved in a two-horse race with Tomasz Gollob to retain his title, has won the Swedish Championship. Rickardsson dropped just a sin gle point, that to Pyter Karlsson, who finished as runner-up in heat five. Mikael Karlsson finished third. The event at Norkopping attracted a crowd of over 4,000. n Two Australians have enjoyed success in Poland as members of new Polish League Champions Bydgoszcz. Ryan Sullivan and Shane Parker have been fellow team members with superstar Tomasz Gollob in taking their club to the title by a single point from Pila. Bydgoscz will now meet Wroclaw in the play-offsemi finals over home and away legs and there they \rill come up against fellow Aussies Jason Crump and Brett Woodifield, who race for that club. n The final Grand Prix of the sea son, at Vojens in Denmark on September 25, promises to be a nail-biter for evei-yone, not to mention the battle between Tomasz Gollob and Tony Rikardsson for the World Title. Jason Crump,currently fourth, will hope to earn a rostrum place above tliird-placed Jimmy Nilsen, but he could be the only Aussie to automatically qualify for the GP next year. Leigh Adams (7th) and Ryan Sullivan (11th) both face a ner vous time and both could have to take part in the GP Challenge at Lonigo in Italy on October 10 if they are to qualify. Todd Wiltshire is already in the series for next year after winning the World Inter-Continental title earlier this year, j

Donny Schatz for WSS

PENNZOIL World of Outlaws star Donny Schatz has been con firmed for the entire 17-round, 13th anniversary, 1999/2000 World Series Sprintcars Championship. The 24 year-old from Minot, North Dakota, who won the 1997 WoO Rookie of the Year award, will have two new Maxim chassis and operate out of Shane Krikke’s WA-based premises — backing will be supplied by his US sponsor Parker Stores and Krikke’s sponsors, Bunbuiy Toyota, Kenny Pie Company and Toyota Genuine Spares.

Max Dumesny Motorsport,

Australian Distributors for

^^ RACING TIRE

For more information on Hoosier Drag and Speedway Tyres call:

NSW: 02 9679 1990 Fax 02 9679 1187 VIC: 03 9331 6477 Fax 03 9331 7444 SA: 08 8332 0800 Fax 08 8364 0296

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THE Titan Racing Team completed a successful Northern Territory .Sprintcai: Trail by taking a quinella in the overall results when the 1999 series reached its conclu sion over the weekend at Northline Darwin’s Speedway. Dean McComb took the final feature and with it a V overall honours, while o team-mate Drew Kruck was £ CD second overall, despite breaking a rocker as the a field lined up for the final race. E o Third overall was the top end’s own Superman, o 2 Warrene Ekins, who drove c three races with a ruptured (0 <D disc and tom ligaments. Q A field of 18 cars and Ekins was third from David and Green and Ekins both started off some big car-cmshing crashes were Atkinson - Kruck’s time was a new the front row after taking two heat features of the 1999 Trail. wins each - Kruck and McComb track record for the 15-lap incidentThe trail kicked of at Arunga free feature. won the other heats. Park Speedway, Alice Springs, with Ekins got the jump at the start of With the glitz and pizzazz turned a double-header on Friday and the feature, with Green just behind. up full for Saturday’s final night, Saturday, September 10-11. A failed attempt to pass Ekins Ekins got the large home crowd Trevor Green, McComb, Ekins, saw Green spin and restart at the jumping with victory in the open Kruck, Quentin Downes and Ben heat. Atkinson were all heat winners on rear of the pack. Kruck then won two heats and It was while on his banzai charge opening night, but Green went no through the pack that Green came Ekins won two more - Atkinson further and withdrew with prob won heat three. unstuck, driving his right rear lems, while Victorian veteran wheel over the front of Mike Kruck was flying and beat Garry Chippindall destroyed his McComb, Ekins, Green, Atkinson Hanlon’s car and flipping end for car in the first heat - Terrj' Dowmes end down the track. and David in the top six shootout. and Charlie Camilleri both suffered Ekins was still leading when As the field was forming up with engine failures. slight, but unintentional, contact Kruck on pole, he suddenly pulled Four-time National Speedcar from a challenging McComb saw infield with a broken rocker. Champion Ekins won the mystery Ekins spin back to fourth place. This put Ekins on pole and he feature, beating McComb and McComb and Kruck then shared made it count, leading away until Kruck, with Brooke David and the lead, before McComb took the they encountered lapped traffic. Mike Hanlon next. honours from Kruck and Atkinson. McComb saw which way Ekins Ekins and Green shared went and took the alternative route Ekins, despite the spin and the Saturday’s heat wins with two each back pain from his earlier crash, to emerge in the lead as they and then Ekins followed up with a finished fourth, ahead of Barlee. lapped Camilleri. win in the trophy dash over McComb then held his lead over Friday’s heats were won by McComb and Green. Atkinson, Downes, McComb, Ekins the closing stages, with Ekins, In the feature event, Ekins was !2> and Green (2)- the mystery fea Green, Atkinson and Russ Walker running away with the race until ture was a 1-2 for Team Titan, following him home. - BRETT SWANSON tragedy struck as he attempted an wdth Kruck leading home McComb. outside pass on Mike Harrie. Ekins rode the rookie’s wheel and end for ended the Geoff Murphy machine,landing on his wheels. The landing, though, slammed the diff into the seat and a semi conscious Ekins was taken to hospi tal suffering back pain, which lucki ly turned out to only be severe bruising - this style of accident IN an Australian speedway first, the $50,000 to win Sprintcar often ends in crashed vertebrae, so race at Parramatta City Raceway on February 11-12 will be tele Ekinsfwas extremely fortunate. Green was the winner of the vised live nationEdly by the Seven Network’s €7 Sport channel, shortened race from Kruck, with the race to be aired on Optusvision and Austar and reaching McComb, Alan Barlee, David and a potential audience of more than 500,000 Austraha-wide. Chippindall - there were no other The meeting will be aired from 7pm until 11pm on Saturday night. finishers. February 12, 2000, the footage including in-car camerawork throughout i The crashes continued when the the four-hour telecast. circus moved on to Katherine’s Reserve seating will be available at the track for those who wish to; on Crossways Speedway smell the Sprintcars in action, with travel and accomodation details to Wednesday, September 15. be announced in the weeks leading up to the richest single Sprintcar This time it was Green’s turn to race in Australian history. destroy a car.

Live TV for PCR's $50,(MW show

1999 WORLD OF OUTLAWS SERIES 46th Annual Gold Cup Race of Champions Silver Dollar Speedway, Chico, CA Saturday 18 September 1999 Channellock B Main (20 laps)

1. Steve Kinser 2. Mark Kinser

3. Greg DeCaires 4. Randy Tiner 5. Peter Murphy 6. Brooke Tatnell 7. Lee Brewer,Jr. 8. Lance Blevins

9.Eric Rossi 10. Jason York 11. Jason Solwold 12. Todd Bammer 13. Toni Lutar 14. Jim Skinner IS. Kyle Schild 16. Graydon Cross

17 Scooter Lambert

18. Johnny Rodriguejt (first four qualified for Feature)

Channellock A Main (20 laps)

I.|ac Haudenschild 2.JeffSwindell 3.Brent Kaec^ng 4. Donny Schatz 5.Steve Kinser 6. Mark Kinser 7. Tim Shaffer 8.Jason Meyers

9. Darmy Lasosld 10. Kevin Gobredrt 11.Johnny Herrera 12. Kevin Pylant l3.RandyHannagan 14. DaleBlaney IS. Tim Kaeding 16. Brad Furr

17. Oaryn PHtmart 18. Ran^ Tmer l9.JasonStatler 20.Greg DeCaires 21. Tommy Tarfton 22.Sammy Swindell 23. Andy Hlllenburg 24.Stevie Smith

i /

24 September 1999

Second straight Gold Cup to Wild Child Jac LOCAL racer Tim Kaeding, son of Californian legend ; Brent Kaeding, stood proud- j ly atop the podium after scoring his first World of L'V

in with a show: Murphy-Fontana Speedcar driver Tony Tucknott is a Lawson Medal contender. (Peter French) FORMULA 500 driver Brad Chapman will be an outright contender when the judges sit down to determine the winner of the Lawson Medal, the win ner of the best and fairest from any division at Claremont last summer. The medal is traditionally presented at the launch of the next season and this year is no exception, with the event planned for October 8. Chapman claimed five feature races this summer and set two new track records, over the eight and ten lap journeys, which he held previously - and he stiU holds the record for six and 15 lap races. Considered Chapman’s main rival, Ken Sartori claimed two feature races. If Chapman does win the award, he will be only the sec ond Formula 500 driver to do so, following in the footsteps of Phil Crofts in the ’92/93 season. Sprintcar ace Ron Krikke, winner of last year’s medal, is

another favourite after taking out fom"feature races. In Speedcars, honours were pretty even, with Tony Tucknott and Neville Lance expected to be the main chances. Tucknott claimed three fea ture wins, while Lance claimed four, including the WA champi onship in one of the match races of the season against NSW’s Stephen Graham. IGngsley Jones was the best placed of the Super Sedan crew, winning three big ones, while Gary Higgs was out in front twice. Winner of the WA Late Model Championship, Brad Blake was the best of the drivers in the tin top division when they visited Claremont, taking two wins. Mr Versatile in WA speed way, Mike Figliomeni claimed the WA 360ci Championship and had two feature wins in Perth in the budget Sprintcar class, as did Todd Kenworthy. Top honours in Modified Sedans appears to have gone to Ben Ellement with three wins,

Legal strife: Sfian^arT^ is being taken to task over post-race comments - see Tony Millard’s Euro Notes column on opposite page.

ahead of Frank Does with two. Veronica McCann, winner of the Smarter than Smoking Junior Sedan Series, proved getting early runs on the board is a big advantage. She won three consecutive features at Claremont prior to Christmas and, despite a horror run in the second half of the summer, claimed enough points to win the series, ahead of Ashley Jarvis who had two wins. In the Super 6 Sedans, State champion Keith Higgs was miles ahead of the opposition , winning both features under the bright lights. Krikke, Lance and Figliomeni are the only previous winners of the award that are in with a real chance this time aroimd. Claremont’s 1999/2000 launch will be held at the showgrounds from 7 pm on October 8. The night will also feature the presentation of the Quit Driver of the .Year awards for various divisions. - DARREN O’DEA

WAR loses its WSS round to Warmambooi

(Mike Patrick pic)

Sprintcar Stampede

SPRINTCARS up to an engine capacity of 360 cubic inches are expected to from for a Sprintcar Stampede at Ellenbrook Speedway on October 1(1 This is hkely to see drivers from the 320, limited and 360 divi sions put together for an exciting day’s racing, One of the men behind the promotion is 360ci driver Brett Searle, who believes a lot of cars could front as they shake down their macliinery hir he summer season. Nomination is $50 and $70 for late-comers - for further infor mation. contact Searle on 0419 479 550. - DARREN O’DEA

WARRNAMBOOL’S Premier Speedway has taken up the option of an additional World Series Sprintcars round to replace the meeting originally scheduled for Western Auto Raceway, Bacchus Marsh. John Hughes, manager of WSS, expressed regret at the inability of Bacchus Marsh to come to terms over the standard contract with its NASR emphasis. “We were left with no alternative other than to transfer the round originally slated for Bacchus Marsh on December 18 - to Wanmambool,” said Hughes. “That meeting has now been rescheduled to run at Premier Speedway on December 12, imme diately after the preceding night’s event at Avalon International Raceway, Geelong.” Hughes further stated that “unfortunately, Bacchus Marsh is yet to recognise the benefits of our umbrella organisation. We would welcome a round of World Series Sprintcars there whenever they accept the same terms and condi tions that every other major track in the country has agreed with.”

! Outlaws preliminai’y feature ^ win on the opening night of g the Gold Cup Race of I Champions. Kaeding won a fierce battle yU ' with Sammy Swindell to take n the US$5,000 first prize after ;U 25 laps. Ml While Kaeding couldn’t B match Swindell’s blistering » , qualifying time, he did, howev- '’J er. win his heat and then the [ *? Dash to start from pole. Swindell, Todd Earner and Randy Tiner also scored heat . wins. Tim’s brother Bud collided Brooke Tatnell: missed out.(Clark) . with Bryan Bullard before the start and then Earner spun in tum 2, taking out Lance Blevins, Jason: Statler, Johnny HeiTera and Bullard. Tim Kaeding led the opening lap before Swindell swept into the lead..■; Kaeding kept the pressure up and tailed Swindell until Sammy hit the berm and pulled a wheelstand, allowing Kaeding back into the lead on lap 17. On the last lap, Swindell outdi’agged Kaeding down the back straight> but carried too much momentum into the turn and couldn’t keep the car . down low, allowing Kaeding to pass him deep in the last turn to take the win by less than a car length. ' Kevin Gobrecht, Brent Kaeding, Donny Schatz, Jason Meyers, Herrera, Randy Hannagan, Daryn Pittman and Kevin Pylant rounded out the top ten. Friday night’s preliminary race two saw three Aussies in action Brooke Tatnell, Pete Murphy and Dennis Farr - but it was Andy Hillenburg who took the win after passing Danny Lasoski on lap 4 and leading till the end. , Stevie Smith set fast time with Tatnell seventh, Murphj' 11th and Farr 39th. However, Steve Kinser was only 17th and Mark Kinser, who was s.u|-. fering from back problems, was only 32nd. , Tim Shaffer, Jeff Swindell, Hillenburg and Lasoski won the: heats affl/ Shaffer also took the dash, with Tatnell seventh - Farr’s night ended with his 13th in the C-Feature. Lasoski took the lead from the start of the race as Steve Kinser and , Murphy collided on lap 2 and Murphy stopped on the track. Hillenburg challenged and passed Lasoski after the restart, only to have Lasoski do the same. Hillenbm-g came back again and took and held the .lead on lap 4. Mechanical dramas ended Tatnell’s promising run after just 12 laps as Smith was starting to challenge, the latter eventually taking second from Lasoski. Shaffer, Jac Haudenschild, Dale Blaney, Jeff Swindell, Tommy . Tarlton and Steve and Mark Kinser completed the top ten - Murphy was 15th, with Tatnell scored last. The “Wild Child” Jac Haudenschild, assisted by Aussie crewman Ryan Ki’ikke, then won his second straight Gold Cup race of Champions at Chico’s Silver Dollar Speedway after taking the lead with just over one lap left to run in the 40-lap event fi nal. Jeff Swindell looked liked bagging the US$20,000 to win event, until forced to take evasive action on lap 39 when Thursday’s Preliminary fea ture winner, Tim Kaeding, spun in fmnt of him. Haudenschild seized the opportunity to take the win, while Swindell had to settle for the US$10,000 .second place prize. Farr went no further than 13th in the E-Feature, while Murphy and Tatnell finished fifth and si.xth, respectively, in the B-Feature. both just missing a slot in the A - the B-Foature was won by Steve Kinse?', with Mark Kinser, Greg DeCaires and Randy Tiner next. Front row starters Hillenburg and Sammy Swindell collided at the start of the race, with Hillenburg rolling. Jason Statler also rolled, while Tommy Tarlton, Brad Furr, Danny Lasoski, Stevie Smith and Johnny Herrera were also involved Hillenburg and Smith were out and Swindell only lasted one lap before retiring. Brent Kaeding took the lead at the restart and led the first 13 laps, until Jeff Swindell drove past into the lead and soon after Haudenschild was into second place. Swindell had a slight buffer with just under two laps left when Tim Kaeding .spun and Haudenschild took the load and the win in the Jack Elden Maxim. A disappointed Jeff Swindell was second, ahead of Brent Kaeding, Donny Schatz, Steve and Mark Kinser, Tim Shaffer, Jason Meyers. Lasoski and Kevin Gobrecht. Mark Kinser now has a 28 point lead over Lasoski as the season draws to an exciting conclusion. ~ BRETT SWANSON

I/.

24 September 1999

C ?ntre of attention: 'Troy Hunt in the media spotlight. (Sean Henshelwood pic)

STEFANO Fabi, son of ex^oriiMila One and Indy racer Teo,, Giinehed the European Intercontinental A Chanipions'hip at the Sarno eirGuit in Italy., ! Drivijjig Top/Comer/Bridgestone, Fabi beat home nearly 200 other j competitors in the chamipionship and won seven of his eight heat races, i Capietto(PCD claimed second, w4th Piccione (Top Kart)third. ; -SEAN HENSHELWOOD

Sean Henshelwood pi^

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Bearing failure spoils dream run

TROY Hunt was best of the Australians at the 1999 World

was won by France’s Franck Perera (Tony KartWortex/Bridgestone) Championships for Formula A over the Jos Verstappen entry of Holland’s Fonny Schmitz (Kosmic/ (FA) and Formula Super A Rotax/Bridgestone) and another Other winners were Josh Brown (FSA) at the Mariembourg cir Dutch driver. Nelson Van Der Pol cuit in Belgium last weekend. (Junior Heavy), Scott Auld (National (Tony Kart/Vortex-Bridgestone). While not able to emulate James Heavy), Dean Ballard (Yamaha The other Aussie in FA was Ryan Courtney’s World Championship Super Heavy), Andrew Thompson Wlodzinski (Energy/EKIR/Bridgestone), (Rookies), Ryal Harris (Yamaha FA victory in 1997, Hunt and two who had a shocker of a time trial, other Australians - Ryan Briscoe qualifying 99th and fifteen seconds Junior), Mark Winterbottom (Yamaha Light), Richard Mules and Ben Horstman, both in FSA - off pole. (Junior Light) and Michael made the finals of karting’s tough However, this was no true reflec est event. Rosenblatt(National Light). tion of Wlodzinski’s pace, as the Fresh from winning the Formula session started on a wet track The second round in August saw One Selection Kart Race in Japan James Gun- win Junior Clubman, which got drier and drier each run Dean Ballard back up his first win recently. Hunt (Top Kart/Comer/ - with Ryan in the fourth group out to take Clubman Super Heavy as Bridgestone)time trialled a magnif to qualify, he had no chance of a well, Jason Hryniuk win Resa, icent third of 103"entrants. good time. Chris Williams defeat Chris Some fantastic performances In Formula Super A, multiple Gilmour in Clubman Light, Russell during the heats kept Hunt at the World Champion Danilo Rossi Vellacott take Clubman Over 40s, pointy end of the grid, but a retire (CRG/CRG/Dunlop) was back on ment with a failed engine bearing top to win the final, despite only Hayes Taylor win PRD and Alan Gurr (Kosmic) back up his Oceania dropped him back. time trialling 16th. Troy managed to move up to and Wynn’s Series win at Ipswich Qualifying in dry conditions, with the ehte Formula 100 win over sixth during the final, but fell back Giorgio Pantano ('Trulli KaitVortex/ Luke Van Doom. to tenth by the chequered flag. Bridgestone) stopped the clocks - SEAN HENSHELWOOD The FA World Championship with 55.224 for pole from Ronnie

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AFTER a disappointing run in Formula A since his impressive second place at Ipswich’s second round of the 1998 Wynn’s Series, Queensland’s William Yarwood had a string of wins in the 1999 Queensland Open Championships held at Toowoomba’s Greer Park cir cuit. Yarwood dominated the Resa Heavj' final in his CRG, as well as taking second behind Luke Van Doom in Yamaha Heavy - he then took a strong win in Clubman Heavy and Piston Port to add three state titles to his name. Also continuing his recent good form was multiple state champion Ben McCashney (Omega), adding yet another state Midget champi onship to his name.

FA World Champs Quintarelli (Tony Kart/Vortex/ Bridgestone) and defending World Champion Davide Fore (Tony KartWortex/Bridgestone)- Fore, however, had a disastrous run in the heats and the Champion had to come through the repechage to make the final! Reigning European Formula C Champion Quintarelli crossed the fine second in the final, followed by the privately entered machine of Pantano -’98 FA World Champion, Brazil’s Ruben Carrapatoso (Tony KartWortex/Bridgestone) managed seventh. Of the Australians, Ben Horstman (Biesse/Fox/Bridgestone) qualified 28th (56.008), while the arguably more fancied Ryan Briscoe(CRG/CRGAAega)could only manage 48th (56.441) out of the 58 entrants - both drivers made the final, with Briscoe managing to claw back and finish 14th, while Horstman had problems and was classified 34th. - SEAN HENSHELWOOD

Super Endurofinal scheduled Three-way shootout for Eastern Creek series for ReSa Cup puts Laue under pressure ““SINCE its opening in 1997, Sydney’s Eastern Creek International Karting Raceway has been at the forefront of racing developments in Australia with its involvement in international events and

driver and event sponsorship. In fact, bolstering their claim to be one of the best karting facilities in the world was Tom Cruise’s deci sion to hold his 37th birthday bash at the Creek, stat ing afterwards that he enjoyed himself so much that.5 he’d be a regular visitor. In keeping with their forward thinking ideals. Eastern Creek Kartway’s operator Garry Holt announced earlier this year that he would conduct a series of endurance races featuring the newly intro duced Rotax MAX engine. The first of these races was conducted over six hours in the rain between 13 teams of three to four drivers on June 26. After a tremendous mid-race battle. Drew Price Engineering’s own team of Doc Pearson, Greg Martin, Adam Dunyk and Maree Weatherstone overcame all obstacles in their Arrow AX6 to win by seven laps (447

laps) over the No-Dig Birel team of Wynn’s Series regu lars Brendan and Clinton Dive, Steve Moylan and Trevor Groenveld;

The second six hour was held in more appealing con ditions, the Europa Communications team of Peter Jaramaz, Barney Bedellis, Ray Gajewski and Max Roamonovich taking their Tony Kart to victory (523 laps) over the BKC/Sure Shot Racing team of Anthony Bugeja, Tony Manfield, Matthew Sydenham and Wayne Ellis(Arrow AX6). The five-driver Mike Wilson Kart team of Cid Maroun, Brett Rowley, Tony Stocker, Peter Hill and Scott Hill won the 6 hour event in September with 526 laps. Also regular competitors when not competing else where in the countiy are Troy Hunt and Nick Agland Agland was one of the guns at the opening round, set ting a hot pace early before mechanical failure dropped his team down the order. The four round series is set to conclude with a final 12-hour Super Endiu-o on October 23-24. -SEAN HENSHELWOOD

KRIS Laue enjoys a 20 point break in the title chase for the Pettaras Press ReSa Cup, which runs as the main support class to the Wynn’s FMK Series. Laue(Haase) was veiy competitive at the first round in Adelaide, but retired in the closing laps, handing the win to Tim Karmiste (Tecno), who now sits third overall.

Second in the pointscore after a couple of consistent placings is Brenton Deckert(Gold Kart). Regular drivers who follow the series are well up in the pointscore however,the winners ofthe last two rounds are not title contenders. John Grother (Mike Wilson) won rotmd two in Queensland, while Geelong’s Kenton Ferguson (TibiKart) won on home soil in August. Laue, Deckert and Karmiste all have realistic hopes of taking the title, while Linden Lumbewe (Tony Kart) and Timm Weitzel (Swiss Hutless)could still be considered outside chances. The fourth and final round will be at Sydney's Eastern Creek International Karting Raceway on October 16-17. -SEAN HENSHELWOOD

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U2 under a blood red sky Track test by BRIAN REED

THE Mallock U2 was the cre ation of a rather unorthodox Englishman Major A.M.R. Mallock - unorthodox in the sense that his philosophy was “no cost racing,” and he followed old-fashioned principles that somehow worked for him. “If it’s more than nothing, it’s too expensive” was his motto, and this frugal attitude from a man on a shoestring budget governed his approach to motor racing and his role as a racing car constructor. One old-fashioned idea was his retention of front-engined configu ration, even after other more illus trious car makers such as Cooper, Lotus and Lola started placing the powerplant behind the driver. Mallock also located the offset driver’s seat just ahead[ of the rigid back axle and enveloped the sturdy but extremely fight space firame in what was once unceremoniously described as “a coffin-like body.” In spite of the slab sides and lack of flowing fines, aerodynamics on the Mallock U2 were surprisingly good. The U2 also dominated the 1172 Formula in England, winning the 1962 championship with 14 consec utive victories. He repeated the suc cess the following year, many hillclimb wins were recorded, and when the Clubman formula appeared the Mallock came right into its own. Given the simplicity of design and adherence to seemingly out moded principles, the Mallock U2 has enjoyed remarkable racing suc cess. Part of the success came from clever suspension geometry Mallock claimed his later double wishbone independent front sus pension ideas were adopted in Formula One. His combination of negative front camber, vertical rear and 49/51 weight distribution was the ideal recipe, making the Mallock U2 faster through corners than any other race car of the time. Although more than 200 Mallock U2s were built, they are virtually unknown in this country. One that did make it down under was a 1960 car originally raced by Malcolm Smith in England and imported to Australia by Dr. Rob Kirkby. It’s the fourth of five built in that year, and the first Mk.2 sports car, all others being Formula Juniors. The Mallock U2 is now campaigned in Group Lb by Roy Williams of Geelong. First impression is its size - it stands only marginally taller than knee high, and is extremely light weighing in at only 440kgs. The Mallock's polished aluminium body has a spidery yet purposeful look about it, and its original wheels have recently been replaced by neat alloys for hillclimb events. Wheelbase is only 81 inches, wliich makes it prone to slight understeer, an aspect that Mallock

24 September 1999

THE eighth annual Arthur’s Seat Historic Hillclimb on September 5 attracted a capacity field of 110 competitors, and in spite of the weather conditions which were described as “cold and windy, with rain squalls,” the slow track didn’t deter some fierce competi tion. Fastest Time of Day went to Rex Broadbent(Porsche Carrera) with a best run of l-43.2s, while fastest Historic car was the Ford Escort RS of Peter Kyriakidis. His winning time was 1-47.5s.

Results:

U-boat; Our man Reed syyeeps the Mallock U2 through the Motorsport News Esses at Winton. The Ford pushrod engine breathes through twin 40mm Webers; looks like a Formula Ford driver’s dreams come true ... (Photos by Neil Hammond)

himselfcondoned. “Understeer, like alcohol, is best taken in moderation,” he once said, and through fast corners there’s just a trace while in tighter sections it changes to a tad of oversteer that’s easily controllable. Overall it maintains a fairly neutral charac teristic and can be really thrown around with confidence. In keeping with the Mallock phi losophy of making things simple, the suspension has inboard coil shocker units, and at the back is an off-set BMC A-series differential with coil springs and Panhard rod. Under the bonnet is a 105E Anglia engine of approximately 1030cc which is fitted with Cosworth crank, rods and pistons. Twin 40mm Weber carburettors feed the engine, and the 4-speed Ford gearbox houses Holinger gears with syncro on first. The brakes are Austin A40 drums all round whick have been extensively drilled, and a hand brake is located on the right hand side ofthe transmission tunnel. 'The driver’s seat is a neat fit(the passenger side looks even neater!), and your feet have to negotiate a

'TKotiiinAfMnt HmU

protruding cover over the clutch housing in order to reach the closeset pedals. Once inside the Mallock U2 feels snug and offers a good driving posi tion. The simple instmment panel houses a range of dials and switches, including (from left to right) an almost out-of-reach horn button required only for compliance with sports car regulations, switches for the tail fights, then an oil pressure gauge, a water temperature gauge incorporating a warning light, a fuel pump switch, ignition switch, a rev counter with tell-tale red fine, an oil warning fight and finally the ignition button - they become more important as you move to the right. Final instructions before moving out onto the track were to jump on the brpkes when needed and to keep up the revs, so the first thing I did was stall! Although a diminu tive car, the Mallock U2 has a very heavy clutch, and requires lots of » revs to get it off the fine. l The owner assured me the Mallock U2 likes a rev, adding he was pulling 9000 in 3rd gear across the finish line at the recent Mt. Ararat hillclimb. I set myself a

CHASSIS TOOLS

ENGINE TOOLS

● Tube notcher ● Tube bender ● Camber/caster gauges

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

● Spring rate testers ● Scales

PO Box 6330 Shepparton 3632 Ph/Fax: 03 5827 1359 Mobile; 014 406 980 Email: speedwerx@diesel.net.au www.kartsport.com.au/akn/speedwerx.html

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

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

limit of 7500 and within 3 or 4 laps had adjusted comfortably to the handling characteristics. I found the gearing quite tall. with second gear required through the tighter comers such as Penrite and 3rd gear through the sweeper and the more open bends. Top gear was reached along the finish line straight. Along Winton’s new pit straight where the little car was at its quickest, the wind turbulence really added to the pressure on my helmet. Possibly a small perspex screen (as fitted on other Mallock cars) would help deflect air away from the driver’s head, This aside, it’s a car that quickly instils confidence and would be ideal for someone wanting a low maintenance but very quick Group Lb Historic racer. On the tracks it’s very competitive in its class, and an almost certain winner in sprints and hillclimbs,/as evidenced by the results of its current owner Roy Williams. From 10 starts this year in the Victorian hillclimb champi onship, Williams has scored 5 wins and 5 second placings. He set a new class record at Morwell recently, and also broke the record at Arthur’s Seat on September 5. Good news is that Roy Williams is wanting to change Major Mallock’s motto to “U2 can have my car” - for an appropriate sum, of course! Roy has other projects on the drawing board and is looking for a new owner for his Mallock U2. He can be contacted on (03) 5229 3375.

OTHER l Lap ■timers ● Pit canopies ● Exhaust gas temp gauges ● Technical videos

● Drill sharpners ● Go-kart tools

'99 Catalogue now available

Class 1: Travis Osborne (Austin Healey 2-06.7S. 100) Class 2: Nigel Newman(PRB Clubman) 1-52.3s. Class 3: Rex Broadbent (Porsche Carrera) 1-43.2s. Class 4: Len Cattlin (Robnell Cobra) 1-47.0s. Class 5; Stephen Schmidt(Austin 2-07.1 s. Healey Sprite) Class 6: Brendan Jones (Elva Courier) 1-55.6s. Class 7: Allan Taylor (MG Midget) 1-50.3s. (AMX) Class 8: Ray Sprague 1-52.2s. Class 9: David Bishop (Schultz Austin 7 2-01.Os. s/c) Class 10: Tony Osborne (Delage 2-21.0s. Hispano) Class 11: Anthony Molina(MG TB Spl. 1-53.9s. s/c) Class 12: Doug Nantes (Jaguar SS s/c) 2-18.5s. Class 13: RonTownley (Holden 1-59.9s. Speedcar) Class 14: Peter McKnight (Aarons 1-57.1s. Lotus IX s/c) Class 15: Jim Russell (Nedloh 2) 1-48.7s. Class 16: Peter Kyriakidis(Ford Escort 1-47.5s. RSI600) (Ford Class 17: Derek McLaughlin 1-53.Is. Mustang) The Arthur’s Seat Historic Hillclimb is organised by the Austin 7 Club Victoria Inc. with assistance from members of the Rosebud SES. n One ofthe gi-eatest motoring tests, the Italian road race known as the MUle Migfia ran from 1927 until 1957. After three decades, with traffic density worsening plus the ever-increasing speeds of racing cars on public roads,the Mille Migfia was abandoned. , n 'The memories live on, and in the early 1980s a group of enthu siasts in Modena resurrected the event as the Mille Retrospective a 1000 mile drive around the same roads in Italy that were originally used for the race. Since then the Mille Migfia tradition has spread to the USA and Argentina, and in 1997 Australia became part of that tradition with the running ofthe inaugural Australian Mille. n The local event is a 1000-mile non competitive drive open to cars manufactured between 1927 and 1969 of a type that ran in the Mille Migfia, or that may have competed had there been a simi lar event conducted in Australia during those years. The 1999 Australian Mille will take place over four days and three nights commencing in Melbourne on 'Thursday, October 7. For further information contact (08)8374 0444 or fax 8278 7310. - BRIAN REED

Lap Timer

495,

millealmesa32l3P recall memory and mcludes the trackside Iransmittdr.

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46 '< 24 September 1999

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Silver strikes Gold: The display of Auto Unions and Audis was enough to take your breath away. The streamliner is a replica of the Bernd Rosemeyer land speed record car. Ford’s GT40(above) made a great sight, while classic American sporties like this stunning Chevrolet Corvette (below) were a dime a dozen ... almost.

Iifornia Dreaming

Report and photos by GEOFFREY BOTT

HAVING drooled over the fan tastic range and quality of cars in America for many years, it did not take a lot of talking by my mate Walmsley to convince me to take a trip with him to Cahfomia

a couple of weeks ago to take in the Historic Racing at Laguna Seca.

Arriving at Los Angeles on the Monday beforehand, we hired a con vertible of course, a Pontiac Sunfire, and drove up the coast via the spec tacular Big Sur(you think the Great Ocean Road is great!) and lobbed on

the Wednesday. Thinking that we might have a little peek at the cir cuit, we drove in to get the he of the land, not expecting much. To our great excitement we drove straight into the paddock and discov ered that we had wandered into the principal photo shoot of the featured Auto Union racing cars.

There were four examples of the superbly prepared original pre WW2 Grand Prix Cars including A, B C & C/D models plus a simply superb recreation of the Streamliners with divine polished aluminium bodywork. We hung on the wire fence like monkeys until the pros had their fill at repositioning and photographing the cars from a cherry picker and then the security guards relented and let us in with our cameras. Running about like madmen, we clicked our shutters until we had captured every possible detail and then conned our way onto the cherry

British Racing Sheene at OR%

TWO times SOOcc worid champion n Barry Sheene donned his racing leathers at the Australian road racing championship, held at Ipswich’s new Queensland Raceway. After not having ridden a bike com petitively for years, things did not shine all that bright for the 1976/’77 champ. During practice, a fall resulted in : some paint missing off his borrowed ! replica Matchless G50 and leaving Barry with a bad limp. In his first race, he ‘Skaifed’ off the line only to be rewarded with a 20s penalty. Being a birthday boy [$2000 Baz or we say how old] he was reward ed with a win in Saturday’s second race. Sheene found some serious opposition i in Sunday’s rounds, having some great duals with another former world champion, - Kiwi Hugh Anderson and former Australian supetbike rider Peter Guest. -A 5th and a 3rd on Sunday, mixed

1- |j—

with a hell of a lot of fun, Sheene proved he still has plenty of go in those old smashed up bones. - MARSHALL CASS

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Ferrari Testa Rossas, C & D type Jaguars, the E-type Lightweight Coupe recently discovered, Maseratiis of all kinds, Siata, Volpini, Fiat Abarth, Porsche Abarth, Porsche 904, Aston Martin DBRl, even an Aussie Jolus, Corvettes, FI cars and monstrous Camaros Mustangs and not just any Morgans but the only two produced SLR coupes. The list just went on and on and in quantity. ' We had other commitments and saw the racing on the Saturday only. However this featured such luminar ies as S. Moss, P. Hill and multiple multi milhonaires strutting their stuff in the hove menched. The si^ts and sounds were simply fantastic. Noise meters do not seem to be fashionable there.... Our pics do the talking. K you are thinking of gomg, buy your ticket on the web, go to the cir cuit before the racing and get in early on race day. The cars are wonderful and the attitude of the racers is even better. They are so fiiendly and really want to t^to you about their cars.

You’re time isn’t up,number 7; Sheene shone on tJie Malchle.ss, and even met up with a fan from the 1970s.

eastern Raceparts

picker just before it was stashed for the night. We managed to capture the overhead shot that is featured here, well before the great unwashed were to clutter the place. On Thursday we arrived early and once again drove straight in to the paddock after signing a release. By then most cars had arrived and were lining up for tech inspection (scrutineering). We were able to see into the guts of some of the greats of the race car world and photograph them in detail. Just some included

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CLASSIFIED

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Motorsport News Classifieds are FREE for private sales, Classifieds from motor sport traders are accepted (marked with a ●) and must be prepaid, at the following per issue rates: $5 per 10 words, photo $10. Further enquiries to our advertising department.

Sedans/Sports Cars I

Sports Sedan; Mercedes Benz 190 Evo II, space frame, torque tube, 5 speed trans axle, Indyoar uprights, big brakes, c/lock Simmons 16s, on board jacks, carbon fibre interior. No expense spared. 2 bare engines if reqd. POA. Ph: Barry 0411 420 743 (BH), 08 9356 8071 (AH). 163 Mitsubishi Evo III Production car. Fresh engine 8 gear box, ready for Bathurst. Many spares & wheels. $55,000ono.Ph: 0418 795 996. ra XF Falcon AUSCAR Sportsman. Runner-up 1998/9 season. Front-running Ford. Record time of 36.68 sec. Spares included. Flat track set-up. Spare shell, painted and caged. Ideal Club Car. Price neg. Ph: Andrev/ 03 5367 1866 (BH), 03 5369 2271 (AH), 0419 355 524. m C

JL 55' l«.

Australian Porsche Cup Winner. Winner of 1999 Porsci'fc Cup. Consistent winner, holding the lap records at Winton, Willowbank and Oran Park GP race circuits. Professionally built in Jan 1998 to highest of standards. Absolutely immaculate. 3.6 It turbo, 6 speed box, Motec, 3 sets 18' Simmons wheels. Complete history and assistance available. Ph: (02) 9418-3711 BH 163 Alfa Romeo 1976, fully restored, fuel injected 2lt, big brakes. Bilstein susp, Momo Star wheels, 12 mths reg, exc cond. $12,000. Ph: 03 5968 4808.

‘

Ford Escort, ready to race. Originally built by Zakspeed, Germany. Fuel injected, supercharged 13B Mazda rotary engine, left hand drive, QC diff. $18,000. Ph: 07 3816 3288. 163 AUSCAR Sportsman Commodore, championship winning engine, very comp, always finished top ten. Car comes with full range of spares. Cannot be described in 30 words!. $10,500. Ph: 0410 640 644. V NASCAR, Pontiac Grand Prix, new body, 18 degree Chev engine, fast & consistent car, complete with pit equipment, flat track set-up, Jerioo gearbox, Alcon brakes etc. $40,000. Ph: 0410 640 644. 163 Commodore Cup car. Immaculate cond. Fresh engine, prepared by Chris Milton Engine Developments. 1999 spec. Must sell. Spares available. Ph: 0414 332 093. 163 'JS-

Escort Sports Sedan: ex Bob Holden with Group C log book, brand new 2 Itr engine, all the best gear, race win1,0413 128 287. lea ner. $11,000. Ph: Trevor 03 9763 97 BTCC Honda Accords (2). Prodrive built, Neil Brown engines, cars come with spares package inci roll bars, dampers, springs, ratios, wheels, tyre warmers, slick. 1 X spare engine. Ph: 00 11 649 236 9966 (NZ). 163 Commodore Sports Sedan - mid mount Chev, HDT & Harrop running gear, Detroit locker, fully floating rear axle, Watts linkage, Super Tib, F5000 engine. Little work to fin ish. Job lot or will split. Ph: Rod 02 6562 7762

Immaculate Porsche Cup Championship car '96, '97, '98. Fully maintained by Porsche specialists, lap record holder at Winton, Mallala, E Creek. Genuine sale - mid sea son move to another class. Race at Indy 99 + Porsche Cup 2000. Car -r spares $85,000. Ph: 0412 337 227, 03 9822

f Escort Sports Sedan, sell as roller, takes 4 cyl engine, mid-mounted, spare wheels, difts, very tidy. $6,500. Ph Dick Willis o2 6652 2099 (AH). i62 Falcon AUSCAR Sportsman #2. Genuine front runner. 4th 98-99 season, current log book, spare engine rebuilt (never ryun), spare diff, 12 wheels, 1 set new tyres, purpose-built trailer. New helmet equipped for radio. 5 boxes of spares. Nothing to spend. $15,‘000 the lot. Ph: Gerry 03

Commodore Cup - win the 2000 championship! Fastest, lightest, best prepared Cup Car available yet. Comprehensive spares package 2 yrs data (any Australian circuit). Never finished lower than 2nd in 1999. For sale, not lease. Genuine enquiries only. Ph: Christian D'Agostin 03 9568 7020,0418105 369. les

Porsche Cup Car - B Class. 1974 style update Australian compliance Coupe. 3.2 It, 153kw power, Haltech system, 3 sets wheels, flared guards, alloy tank. Ready to go now. Would suit buyer interested in competing at Indy 1999. Complete race records available. Great assis tance package provided. Ph: (02) 9418-3711 BH. 163 Ford 1967 Cortina, 1500GT motor, body EC, very little rust, unfinished project, perfect for restoration. $650. Ph: 03 9359 1774. to

911/930 Road Reg Class B Porsche Cup Race Car. Meticulously maintained by T&D Automotive. 1975 chassis with full chrome moly roll cage with removable intrusion bars. 1993 (964) 3.6 fully rebuilt fresh engine, 270 hp. Close ratio 915 dog box, Bilstein Coil Over suspension. Currently running 1st Class B Porsche Cup and 3rd outright. Will sell as a Road Car with 915 box and 16' wheels or as a full race package with or without spares. Registered, $55,000 Road Car, $65,000 Race Car. Ph: 07 3368 2727, 0418 753 256 or email : mike@gokarts.net.au 163

Escort Sports Sedan, sell as roller, takes 4 cyl engine, mid-mounted, spare wheels, diffs, very tidy. $6,500. Ph: Dick Willis o2 6652 2099 (AH). TO Datsun 200B SX, 95% finished. New race motor, not much to spend. Set up for Open Sprints, hillclimbs. Has great poten tial. Urgent sale. $3,000ono. Ph: 02 9871 3757. to GTP Mazda.626 Class D championship car. Heaps of spares, available after Bathurst. $16,000. Ph: Phil Kirkham 03 9306 5715. to f Ford Escort 79. 2.0ltr, 11 months rego, extractors, mags, cyl head just serviced with new cam. Noisy 4 speed - have spare. $1,250ono. Ph: 02 9738 0014. to Sports Sedan - Mazda R100, Ihd, 4w discs, 13B p/p, 5 speed c/r. New everything, very fast and light. $10,600ono. Ph: 02 6331 3548, 0418 650 282,

[●. --4

Brock Calais Director, build no. 2356. Good clean original car, 122.000 kms, mech A1, must sell, all reason able offers considered. $10,000. Ph: 07 5578 4621, 0413 388 917. TO

Van Diemen Multisport, 1989 model. Ford 1600cc XR3i engine, Bosch K-Jetronic inj. Extremely rare and unique, build no. 21. Excellent cond, never raced in Australia. $18,000ono. Ph: 02 4228 0659. iei

Replica Lotus. Accurate copy of Series 3 Lotus 7. Unfinished project. Consider part exchange English nnotor cycle. $9,500. Ph: 02 4384 3571. to

Mercedes 190E, 1986, red. 5 speed, bone Connolly hide Recaros, factory roof and aircon, Zender body kit, Ronal wheels, genuine 68,000kms with books. Immaculate cond. $31,900ono. Ph: 03 9758 8669. 0412 366 157. TO

MGBGT, 2.1 stroker, SCCR box, 4W vented discs, LSD, Konis, fully adj front end, panhard rod, Lexan windows, lightweight hatch, rebuild from bare shell with new every thing, plus heaps more. Great Targa/Club car. Very quick. $16,800. Ph: 03 9836 7331 (AH), 0411 540 512. 161 Cortina Mkl Group N, GT specs, new all-steel engine, new Quaife rocket box, new Bilstein suspension, carbon brakes all round, reapinted & rewired in the past 3 months. Immac cond, ready to race. $15,500. Ph: 03 9726 7431. TO

Modified Production EL Falcon. Forte racecar bar work to ASCF specs. Complete car, less motor, g/box, seat seat belts. Can be used in 3 litre class. $6500ono. Ph: 03 5339 5834,0411540 809. les Super Sedan chassis, Pontiac body, four meetings old. single leaf car. has rear sliders and eng mounts. VGC. $3,500 Ph-02 4572 5949. ra Speedcar, USA62, 1998 Gaerte EDD, engine, KSE, Willwood, Winters, Sanders, Carrera adj shocks, Gilliam splined wheels, all as new cond. V fast car, spares include: Winters diff, front end complete, shocks, bars, wheels, engine parts, all vgc. Ph: 07 5546 8732, fax 07 5546 3868. TO Super Sedan, factory Rayburn, Mandrel bent rails, com plete roller, new Quicksteer, Wide 5 hubs, gun drilled axle aluminium radiator, Willwood brakes, new rack, fuel cell. Ready to race less engine. $12,000ono. Ph. 02 9724 0806, 0419 692 677. is3 Frankland Quickchange, 4.86 with lift bar. 54 3/4'w, $1700. 4.11 crown wheel & pinion, $140. Trutrac -r spud $275. 19, 21 -643 gear sets, $70 set. 11 3/4 D rotor x ' 1/4 thick -6 4 spot calipers, $160. Ph: 03 5422 1942 (BH). m

Modified Production TF Cortina. Methanol engine, 3 speed gearbox, Quicksteer. spare tyres, rims, diffs etc. Ready to race. $5,500. Ph: 02 6033 2830, 0417 504 799. TO Torque link set-up and coilover kits wanted for Super Sedan. Ph: 02 6242 6638. TO Formula 500m chassis, 1.75 chrome moly. tig welded on jig. Includes all panels and nerf bars. Brand new. Ph: 03 6424 4544 (BH). TO Sprintcar parts: right & left hand rear wheels, six pm. 2 front ends, aluminium stubs etc, Ayres power steering pump, 4 sets of 6 pin hubs, steering wheel, harnesses, front caliper. All must go, best offers. Ph: Chris 03 6334 1385 (AH), or 03 6331 2849 (BH). to

Open Wheelers IS ■

Lotus 23 1962 Ford twincam. Engine and gearbox. Recently rebuilt. Immaculate. Very original. Only 4 owners. CAMS certificate of description. Consider trade race or road car. $112,000. Ph 08 8373 2070 bh, 08 8295 4342 ah or fax 08 8373 2087

Historic Sports Racing Car - Group R. full restoration. Hewland gearbox, Elfin rack, Kaditcha body, rotar.' pow ered. Offers around $30,000. Ph. 03 9682 2466. ia.

Speeilway

2351. 163

MG Midget, 1972, racing car. CAMS log book, rose jointed suspension, Tele shox, factory SCCR g/box, 60 thou stroker 1360C0, split Webers, steel flywheel, 8‘ slicks etc. $12,000 complete or $6500 as a roller. Ph: 03 9894 4270. to Honda Civic 1974, twin cam CRX 1600cc, twin 45mm Webers, 5 speed box. 4 wheel discs, Bilstein shocks, steel cage. $4,000 Ph: Phil Kirkham 03 9306 5715. TO

Datsun 160S (710) SSS rally car, steel cage, Wetiers 5 speed, 5.1 ditf etc. 12mlhs rego, unfinished protect. $9,000 ono (spare car available). Ph: 0418 695 212, 02 9831 7784

GTP Maserati Cup. Sandown lap record holder, one of a few vehicles capable of beating the Porsohes at a reaiistic price. Comes with Maserati crew chief & track assis tance, sponsorship & buy drives for endurance races including Bathurst. Comprehensive spare parts inventory included. Ph: 0412 346 923. 163 Holden EH Appendix J, spares include block, exhaust etc. Very fast, unraoed since 95, must sell. $10,500ono. Ph: 0418 695 212, 02 9831 7784 (AH). 162 Subaru RX turbo rally car. Ex original Peter Glennie car. Group A CAMS, RPM seats, full roll cage, some spares, NSW reg to 5/2000. $8,500ono. Ph: 02 6562 6258. TO

Sports 1300/Ciubman. Second NSW Championship 1995 & 1996, third 1991, 1997. Corolla engine, Holinger c/r gearbox, moulds, reg trailer. First race early 70s. $12,750. Ph: 02 9918 8735, 0414 825 648. 161

Formula Holden 1991 Ralt RT23, 3 sets wheels, mount ed wets, spare nose & wing, suspension arms etc and heaps more. Ph- Mark 03 9761 4737, 0418 531 797 .« Van Diemen RF95. AMSA. professionally maintained by Banfield Motorsport, top Lamer motor (currently under going rebuild). Proven race winner 1999 Vic series. In exc cond, race ready now. Many spares incI complete set '95 comers. Can provide all assistance incI race engineer 2000 season. $28,500. Ph: 0414 646 949. >63 Formula Ford RF94/9S Van Diemen. Two complete engines, two sets wheels, ratios & spares. Top finisher in National series Ph: 08 9458 4586 (BH). TO

IMd0®[?sii>®[?0

Formula Ford championship-winning team would like to talk to drivers interested in leasing our race-winning Spectrums for the up and coming Formula Ford season (2000), Full lease packages available. Cars also available for Indy, Bathurst. Serious enquiries, phone Keith 0408 066 106. 163

Formula Libre Cooper Honda. '98 NSW Hillclimb c/ship class v.'inner. Bullet-proof CBR 1000 motor, near new ■Avons. quick & reliable. Includes fully end trailer plus spares. Must sell. $5,900ono. Ph: 0410 544 629. uss

24 September 1999 l 900hp 509 Cubic inch Sonnys Big Block Chev. 100% brand new, never assembled all parts still in boxes including: new GM Bowtie 4 bolt block with billet main caps, new BBC 4340 non twist billet steel crankshaft, new Sonnys-Dart CNC ported alloy heads with Hart shaped chambers, Manley stainless steel valves, titanium retainers & collets, new huge Crane roller cam, lifters & pushrods. New Carillo rods, 12:1 Venolia pistons with pins, new Miloden gear drive. Used Hilborn injection manifold, new M48 full sequential Motec computer. Heaps of other parts. No time wasters, will not separate. Sold as complete unassembled unit, $23,500ono, Ph: Peter 0411 233 453, 163 Foimula FortJ engine, fresh, never been raced, comes with manifold, clutch, flywheel, ready to bolt straight in, POA, Ph: Jeff 03 9791 4633(BH), 03 9570 3683(AH), 162 Chev 400, new, all best parts. Crow, Ross, Jessel, Lunati, LA, Accel, Peterson, Ferra titanium, Bowtie, Bo Laws, Grower, Tilton, Pontiac, dry sump, methanol. Complete. 700+hp. $18,000. Will separate. Ph: Michael 024257 7303. 162 Chev 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. Will separate heads and manifold from bottom end. $6,000ono. Ph: 02 9604 8910,0417 253 324. is2

Porsche Cup. 2 x sets of 17x8&9 Simmons wheels with Pirelli Slicks (1-2 races old) $5000; 1 x set of 16 x 8&9 Simmons wheels with Dunlop slicks in good condition, $2500; Pirelli Slicks, $1000 per set. Ph: 07 3368 2727, 0418 753 256 or email ; mike@gokarts.net.au 163 Cobra Clubman race seats, Black x 2 with RPM 4-way 3 point Blue harness. $500 the lot. Ph:02 6672 3618. 162 4 13x7 Hotwire 90% A4 Le Mans, 2 13x7 Hotwire rims, $400. Ph: 0413 963 332. 162 Wheels, alloy and steel, new/used. Large assortment, suit club level motor sport, road, rally, autooross, speedway, off road etc. From $20 each. Ph:03 5222 1139,015 811 295. 162 Fire extinguishers, 4 x Lifeline 3.375kg electric, alloy chamber. $875 each. Ph:03 9580 5236. 162 Race wheeis, three piece, alloy rims with alloy centres, 4 inch PCD, two 13x9.5, two 13x12, suit Mk6 or 7 Cheetah F2. $900ono. Avon wet weather tyres. Two 13x570, two 13x620 in good condition. $200ono. Ph: 03 9878 9515 (AH), 0417 851 716(BH). 162 Formula Holden wheels, two rear, three front, sand blasted, ready to go.''$2,200ono. Ph: Jeff 03 9791 4633 (BH), 03 9570 3683(AH), les Pirelli tyres x 4, all new, P7, 235:40:16. Cost $540 each, the lot $1,000. Ph: 07 5529 0427, 0410 715 548. 162 Wet weather tyres on rims, Dunlop - 2 x 225/500-13, 2 x 250/535-13. $400. Ph;03 9480 4040. i62

Parts MSB Promag, ten times more output than conventional magneto. Built-in rev limiter. $2,150. Ph: 0418 514 444, 03 5176 2257. iia VW, IRS Beatle type Super box, billet steel hemisphere (American), 4 star gear diff, 25mm alloy ribbed sideplate, 4.125 crown/pinion, Holinger 3rd & 4th gears - 1.58/1.14. $900 ono. Ph: 07 3351 3506, 019 628 074. ra

Chevron B34, 1976, with Historic logbook. Fresh 2-litre twin cam Novamotor. 2 sets wheels/tyres. Excellent cond. Some spares. $42,000. Ph: 07 3396 1624. TO Superkart, 250 Inter, 2 cyl, 6 speed, Kelgate brakes. Must sell. $5,000. Ph: 08 8633 0574, 0418 837 745. 162 Road registerable Clubman Sports Car wanted as project to restore. Wrecked, damaged or just in need of TLC. I don't care. Fair price paid. Ph: 03 5255 2446. to Drive available - Formula Ford Indy & Bathurst - cham pionship-winning oars and team. Ph: 07 5446 7611, fax 07 5446 7480. to Superkart Gladiator lay down, full house Y280,6 speed, water cooled, fresh motor and box. spares, wets, CAMS log book. $3000180 kg lockable trailer $1000. Ph 07 5578 1993 to Kart - Kail CRG, bluprinted Hurst motor, KT100S, plus spare motor, stand, trolley, many spares. Fully adj chassis, ready to race. $3,500ono. Ph: 0419 611 665. TO

Drag Raging

Go Racing; car never raced Brand new Pro built 3/4 chass car, 355ci, injected, methanol eng. Bob Grant Power Glide, 9in coil over, diff, too much to list. Save $$$. Sell $25,000. Ph; 07 4637 9693, 0419 734 506. to Torana, yellow and black 2 pack, drop tank, half cage, SAAS seats, velour interior, Band M shifter, LSD 9 inch, 4.11 gears, VS Simmons, Yokohamas, remote deadlocks. Less motor, g/box. $7,500. Ph: 02 6341 3991 (AH), to

Engines Chew SO degree VS, aluminium heads, roller motor, all bowtie internals; 300+ hp. Including LJ Torana fibreglass front, Kevlar bonnet, 3/4 chassis, mini tubs, 9‘ diff etc. All ready for completion. $6,000ono. Ph: 0412 008 290, 0417 ,■382 764. ,ai Turbo-supercharger bottom end 202 + .060’, ex ■Jpeedway, .047' deck height, $750. Arias pistons, turbo, supercharger 202, plus .003", $400. 202 steel main caps, studs & nuts, $350. Knife-edged Commodore crank, .010', $350. Slarfire rods, floating pins. $200. Ph: 03 5422 1942 (BH), 03 5422 7037 (AH), to Chev 17 degree motor. Dart al heads, bowtie block, T&D shaft, rockers. Grower crank, Oliver 6" rods, JE pis tons. Fully recced by Rob Benson. 650hp. $17,500. Ph: 0418 514 444,03 5176 2257 to Holbay Ford 2400 stroker kit - new 93.2 pistons, RS500 block, 88mm steel crank, steel rods, gaskets, $7,000, save $3,000+ on replacement. RS500 crank, $950. BD14 cams $850. Ph: 08 8278 5988 (AH), to

● Brake calipers, discs, pads, master cylinders. Large range new/used. Ph: CCI 0418 925 767. TO * Clutches: AP Tilton, QM, 7.25, 5.5, 5.0. New/used. Ph: CCI 0418 925 767. i66 # Oil coolers: Earls, Setrab, Serck, 7-60 row, used/new. Ph:CCI 0418 925 767. ra ® Pedals; brake/clutch, floor mount/hanging. Large range. Ph: CCI 0418 925 767. i6c « Radiators: alum/brass, new/used, 1, 2, 3 core. Ph: CCI 0418 925 767. to ® Hewland DGB, TPT, R top gear ratios, new/used. Ph: CCI 0418 925 767. to Formula Ford; Van Diemen Rebel alloy mag wheels x 4, with tyres & nuts, $300. Ph: 07 3351 3506, 019 628 074. 163 Ford: JE Yates flat top pistons, 1.30 pin height, used, $400; titanium inlets $650, titanium exhaust $650; 351C dry sump pan, $320; roller cam valve springs 175-350, '$150; 302w pushrods $120. Ph: 07 3878 2740, 0419 655 701. TO Harrop brakes, AUSCAR front calipers and rotors, exc cond. no cracks. $2,400. Ph: 0407 775 688. to Chev SB JE pistons, set of 10, excellent cond, suit 18 degree heads, 3.375 stroke, 4.125 bore, pin height 1.322, $950ono. Motion valve springs, K-950 new, $350. Roller camshaft, $350ono. Ph: 0408 468 217 (BH), 02 9686 7129 (AH). 163 Cosworth B0H 1300CC head assy, crank, rods, pistons, Lucas fuel injection. Excellent condition. Will separate. Ph: Ken 03 9796 4588 (BH). to Datsun 1600 parts: doors, struts, hubcaps, diff, har ness, seats, tail light, headlight, gearbox, 1800 motor, carbies, bumper bar, roll cage, bootlid. Priced from $5. Ph: Ross 03 5334 6364 (AH), to Carillos, 6' Chev, large journal, new, never used. $1,900. Ph: Danny 03 9716 1560, 0407 328 108. to Yokohama A008RS 205x14, 605x4, $190 each. Ph: Stephen 07 3262 7833 (BH). 163 Escort Fierra ring & pinion sets, 4.9, 4.7,^.1, new, $745 each. Atlas 3.75 $450. Quaife Rocket box sc/cr $1450. 2000E c/r 3 rail box $825. Quaife Pro 3 rail box $2150. Ph: 08 8278 5988 (AH), to * Scales, Longaore, tor race car set up. 4 pads, individ ual, front, rear, side, side weights. $1500. Ph: 03 9587 6199 Fax 03 9587 6807. to ● Speedway Quicktrak diff centre QC-531A, new, $500. Ph: 03 9587 6199 Fax 03 9587 6807. to ● BDA Cosworth distributor, cam buckets, pistons (S/H), flywheel, rings, valve guide seals. Ph: 03 9587 6199 Fax 03 9587 6807. to ● Hewland 0G3OO 1960-70 vintage gear sets, various, offers. Ph: 03 9587 6199 Fax 03 9587 6807. to ● V6 Formula Holden steel crank ACL $2500, fuel rails, alternator, dry sump, camshafts, water pump, roller rockers and studs, timing chain sets. Ph: 03 9587 6199 Fax 03 9587 6807. to ● Holden 308 road & race cams, roller rockers, cast cranks, headers, valve springs (double & triple), VL V8 bellhousing, M21 bellhousing, VL Grp A con rods. Ph: 03 9587 6199 Fax 03 9587 6807. to ● Chev Grp A 5 litre steel crank $2,800 new. Prim & sec exhaust exhaust (VT) $2500 new, (VS) $146o s/hand. Camshafts $400, roller rockers $600, dry sump $300, roller lifters $200, head stud kit $80. Ph: 03 9587 6199 Fax 03 9587 6807. to ' Longacre deluxe pyrometer, brand new, in case, $200. Autometer Pro shift light with SOOOrpm pill kit, brand new, $100. Ph: 03 9722 1745, 0419 138 017. to

Kenworth & 40' Pantech. Truck carries 10 people in lounge room comfort legally. Trailer carries two sedans with workshop and sleeps five in comfort. Ph 07 5543 1693 163

Ford F350 XLT: 4X4 auto hubs, full compliance 9-96, 7.3lt turbo dielsel, 82,000km, 5 speed m. Lots extras, Alcoa rims, gooseneck hitch, 12 mths rego, adj air bags. Ph: 02 6361 3140. TO

Ford F150XLT, 1990 model, customised. One of the best. Two-tone white/burgundy. 351 auto, air con, canopy, 300 liotre gas tank, custom seat, tinted windows, CD play er, bull bar, tow bar, alloy wheels, alarm, new tyres, RWC, service history. $32,000. Ph: Andrew 03 5367 1866 (BH), 03 5369 2271 (AH),0419 355 524. 163 Trailer - lightweight, only 850 kg (has work bench with 12 & 240 volt power) $10,000. Ph: 07 3368 2727, 0418 753 256 or email : mike@gokarts.net.au 163

ACCO 1730 dual cab, seats 8, Neuse 358 diesel, 5 spd, 2 spd diff. 23ft pan, lined in woodgrain, tyre racks, storage space, 2 large bunks, sink, clothes looker, elec^\ winch. Ideal transporter any race car. $17,500ono. Ph: 03 5024 2276,018 502 982. i62 1987 FSR Isuzu 24'x8.5' pantec. 6.4 Itr DSC, 6 spd, 6/2000 Vic reg. Ramps to suit Commodore or Falcon sedan. 90001b winch, 3 phase, fridge, TV, lockable storage cabinets etc. Finished in white, no money to spend. RWC supplied. With 24'x12' canopy. $27,500. Ph: Christian 03 9568 3020,0418 105 369. 162 Trailway trailer, suit FF/FV, rego, single axle. $2,400. Ph: 073219 1311. i62

Bathurst coKiriver required for race winning GTP car. If you want to win the Three Hour in November, have a CAMS C4 licence and a budget, phone 0410 640 644. to ' Bucket seats, slim & narrow, upholstery condition not impor tant, for a Manx Dune Buggy project. Ph: 07 5474 9817. 163 Lancia manifold for two 45 DCOE Webers to suit 2000cc motor. Ph: John 03 9287 5722 (BH), 03 93791587 (AH). 163 First year apprenticeship. For 2000, mainly (V8 Supercar or Super Touring team). It would be best if the team is based in Sydney or near Sydney. If interested ph Paul (02) 96245979 IG3 4WD body, coupe or sedan, no mechanicals required. Any make/model considered. Ph: 03 9306 9839 (AH), to Tyres, second hand Hoosier A60 or B60 x 13. SD or SDS. Ph: 0419 264 981. to Video tapes of complete FI races, Spa 91 to Spa 98. Will buy or borrow. Please write to: Mary, 29 Mont Iris Ave, Glen Iris, Vic 3146. 162

Motorsport magazines: Racing Car News, Chequered Flag, Auto Action etc. Any books/newspapers/mags from eraly 70s through to early 80s. Ph: 07 4982 6260 after 7pm. to

64 Albion, 401 Leyland, gas fridge-stove, sleeps 4. Holds car + lots of wheels, spares, fuel etc. $6,000. Ph: 03 5422 1942 (BH). TO Mallala Super Truck photos. Most trucks, Sports Sedans, Club Cars, HQs. Ph: 08 8634 5310. to

. ,sr.

Fully end dual axle, electric brake trailer. Suitable F/Ford/Historic single seater. Lots of storage, compact. $2700. Ph: Richard Carter 02 9999 3606. to / Tandem trailer, 13ft x 6ft, pro built (EaSytow), electric brakes, ramps, 2000kgs tare, 8 ply tyres.7 Long reg, tows great. $2,000ono. Ph: 03 9889 3019. to

Chevrolet Dually 5th wheel tow unit. Chev 454 pet/gas, a/c, Alcoa wheels, 3001 gas Silverado interior, trailer as new. Sleeps 6, a/o,TV, stereo, fridge, sink, length 42ft. $85,000 ono. Ph 08 9304 1551 to

i Category: □ Sedans □ Open wheeler- □ Speedway □ Drag □ Parts □ Engines □ Trailers □ Wanted □ Photographs □ Other

Motor sport books for sale: Aust Comp Yearbooks, Nos 3-12, plus 15, 16, 18, 19, 22. Australia's greatest Motor Race, The Great Race, 81 thru 88. Bathurst, 83 thru 88. $600 the lot, may separate. Ph: 08 8251 7889. to GTP co-drive Bathurst 3 Hour. Mazda MX5. Turn up and drive, $5,000. Ph: Phil Kirkham 03 9306 5715. to Car Watch electronic vehicle monitoring and tracking system, designed for stolen vehicle recovery. Silent, coded alarm signal is sent to the 24 hour Stolen Vehicle Monitoring Bureau, which calculates the location of your vehicle to within metres. This information is then passed on to the police. $1500. Ph: 07 3325 1613. to HKS electronic turbo boost controller, current model. Cost $1459, sell $750. Ph: 07 3325 1613. to Alfa Romeo showroom sales brochures, various models - Giulietta Sprint, Alfa Sud, GTV, Alfa 75, 33 16v, $3 each. Ph; Gail 03 5334 6364 (AH), to Memorafeilia - late 60s onwards. Programmes from Bathurst, Towac, Catalina, Warwick Farm, AIR, Surfers, Oran Pail., Hume Weir. $5 each Yearbooks early 70s $10 each. Ph: 02 4934 5395 (AH), to Rare Adelaide FI, Gold Coast Indy posters and promo material, too numerous to list. Also some mid-70s FI posters. Ph: Anthony 07 5479 1049. 1G2

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50 ' 24 September 1999 Racing for glory

Tasmania: fact vs fantasy Ui

NEWS

Editorial Editor Phil Branagaat Techoiical Editor Tony GlyiMi Assistant Editor Gerald MeDornan Graphiics Co-ordinator Viv BramSsy

Advertising Advertising Manager Brendon SSieridani

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, Aaron Noonan FI: Joe Saward, Adam Cooper Europe: Quentin Spurring US: Phil Morris NZ:i)ohn Hawkins Speedway: Brett Swanson, Dennis Newlyn, Sue Hobson, Geoff Rounds, Tony Millard (UK), Rally: Peter Whitten, Jon Thomson Drag Racing: 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, John Morris/Mpix, Frank Midgley, John Bosher, Phil Williams, Mike Patrick (UK), Daniel Wilkins, Wayne Nugent, Peter French Artist: Bernie Walsh

Dear Sir, Whilst from time to time I can accept that we at AVESCO will be criticised, I find myself on this occa sion having to respond to the criti Send letters ISTalk Converter ci^x 1010 Nortk CiidReid cism leveled at us with regards to ^Rrto <gg27 7766. Tasmania as so much of it is simply ageae The staff of Motorsp unfounded and unfair. Allow me to give you the correct AVESCO’s position on the above also for not committing themselves details for the record. matter is extremely clear; we want to upgrading the track and faciliFirstly, the AVESCO Board to run the Shell Championship ties. If we had Mr Kennett as spent considerable time deliberat Series at the best possible venues Premier, I’m sure we would not ing the calendar for the 2000 sea providing good quality facilities for have lost something that has been son. This is never an easy situation, .both fans and Teams alike - that is part of Tasmania for 30-odd years. particularly when we have to con John Bowp recently made a valid our only criteria in selecting sider that the Teams are only pre venues’eligibihty to host a round of point that the V8 series should pared to undertake 13 rounds of the Championship and for next year we had potentially 22 circuits and tem porary tracks which wished to undertake a round of our Championship. For the record: (al On two separate occasions we have tried to communicate with the Tasmanian Government without any response from their end. (b) In the first yieek of June this year, we wrote to each circuit in Australia asking them to outline their proposal for a round of the year 2000 Shell Championship Series and the Development Series. Every single circuit responded except one - you guessed it, Tasmania! (c) In the last two years that we have raced in Tasmania, the AVESCO office has had a great Unbalanced: Enduro points system hurt Skaife’s chances.(John Grote pic) degree in difficulty, right up to the death knock hour, in getting those the Shell Championship Series. start in the southern states during responsible for running Symmons In closing, we do appreciate and the better months and move north Plains to sign our contracts. CAMS acknowledge our tremendous fan during the winter months, have also faced similar difficulties, base in Tasmania - let’s hope that If this had been so, then (d) We have experienced the we can again find a way to return Symmons Plains would have been same difficulties in negotiations to your wonderful State. packed the last few years and and ensuring our team freight gets patrons would not have had to put across to Tasmania for our Tony Cochrane up with inclement weather because Championship round. Chairman, AVESCO of the thoughtless scheduling. Given the above, it is a bit rich Ed:See letter below... Looking at next year’s venues for for those in the know in Tasmania the V8s, Victoria has four rounds, to now have a go at AVESCO and Dear Sir, NSW three rounds, Qld two rounds, We V8 fans in Tasmania whole myself and distort the true position SA, WA, the ACT and the NT one to the fans in that State. heartedly agree with Alex round each. TASMANIA - NONE! We are aware of the tremendous Rothwell’s comments in your last Is this parochialism? And you say contribution that Tasmania has issue of Motorsport News on the Tony Cochrane for PM - you have made over the years to the axing of the Symunons Plains roimd to be joking! Championship and in particular of the V8s. It is disgraceful that the people of Tasmanis. It is those AVESCO has deemed fit to deprive Denise Elhngs, race fans in Tasmania that we real us of our one weekend of the year. West Launceston, TAS Shame on our Government here Ed;And see letter above... ly feel sorry for.

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Dear Sir, After watching the Queensland 500,1 can’t help but think that the point scoring system should be changed for future years, a piiy because of the double points on endurance rounds, drivers like Bright and Skaife have virtually kissed goodbye their championship chances because of one race. We have had Skaife winning the majority of rounds, but he nowfinds himself slipping right down the points score. We could have the situation now that a points leader will drive con servatively at Bathurst to protect, his points lead, rather than go all out for a win and risk an error or breakdown and lose the champi onship in one race. Will a Team Manager instruct a driver not to push on for a win r i Bathurst if it may put the champi onship at risk? In my opinion, Bathurst is the most important race on the V8 Supercar calendar and should be fought out vigorously, without the threat of losing a whole season of hard work. Spare a thought fot the co-dnvers ofthe championship contenders. They have to carry an added pressure of not stuffing up a cham pionship for their team mate. Will they drive conservatively to ensure that they won’t make an error? How would a championship con tender feel if their season was ruined by another driver - their team-mate? I believe that there should be two championships in a season, One would he for the endurance races - Bathurst, Queensland 500 and Adelaide 500 - and the other would be a sprint championship from aU ofthe other rounds. I don’t follow any of the remaining championship contenders, I just want to see Bathurst raced out to the finish, rather than drivers possibly racing for enough points to make a championship safe. Paul Winter Email: <lbswint@riverland.net.au>

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