march 2009 preview

VAUXHALLGRUDGE MATCH

VAUXHALL ASTRA VXR-V-CORSA SRIWE TRACK TEST THE TWO CARS THAT DOMINATED

THROUGH 2008 - WHICH IS BETTER THOUGH?

E36 M3 GUIDEE36 M3 GUIDEE36 M3 GUIDE

NEW!CLASSIFIED

RACE CARS FOR SALETIN TOPS, SINGLE SEATERS, SPORTSCARS, PARTS & MORE…

KTM X-BOW

TUNED TRACK DAY SPECIAL GETS 350BHP

FRESH GEARTHE LATEST NEW PRODUCTS TESTED

TECHNIQUELEARN HOW TO RACE LIKE YOUR HEROS

TRACK DAYSTHE LATEST TRACK & TEST DIARY DATES

THE ESSENTIAL MOTORSPORT MONTHLY - WRITTEN BY THE RACERS FOR THE RACERS

MARCH 2009/ISSUE 59/£3.99

LOTUS 211WHY THE LATEST & CHEAPEST N/A LOTUS 211 IS THE BEST YET

HOW WE WOULD PREPARE THE E36 BMW M3 FOR TRACK DAYS

GOPROSPECIAL ONBOARD CAM OFFER FOR TRC READERS INSIDE!

KTM KTM

FREE INSIDEMERLIN

CATALOGUE

MotorsportBS D

Unit 15, Red Lion Business Park, Red Lion Road, Surbiton, Surrey KT6 7QD.

Tel: 020 8391 0121 Web: www.sbdev.co.uk Email: [email protected]

Vauxhall, Ford Duratec & Hayabusambe Management systems, kits & components available

SBD British Sprint Championship 2009SBD Speed Championship 2008Westfield Speed Series Class SponsorH S A Class Sponsor

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**new for 2009**standard hayabusa 1300cc

supercharger kit - 318bhp

Capturing the classic 1980s Le Mans styling but with room for a two-seater enclosed cockpit design the Retoga is more than just a track day car. Manufactured from all bespoke components and assembled around a unique tubular chassis it’s an unforgettable experience.

Kellforms Woodmasters Ltd, Derehams Lane, Loudwater, Buckinghamshire. HP10 9RHTel: +44 (0)1494 472233 ◆ Fax: +44 (0)1494 462269 ◆ Email: [email protected]

www.Retoga.comNow with Sigma

power and fi ve-speed sequential transaxle to compliment

the Yamaha R1model. Prices

start from just £11,995 for a rolling chassis.

RetogaAD.indd 1 5/11/07 17:47:31

SPORT

TRACK

12 ROUGH GUIDEOur series of quick fire guides to kick starting a motor sport hobby continues. This month: Rallying

14 CORSA V ASTRAThe Sport Maxx Championship winning Corsa against its team mate, the fantastic Astra VXR. Who wins?

21 RACE RETROAll the fun of the show - here’s our guide to what’s on and what’s not to be missed in 2009…

95 CLASSIFIEDPick up a bargain inside the all-new classified section. Single seaters, tin tops, sports and saloons plus more

CONTENTS / MARCH 200914

28

21

TECH

TEACH

4 TRCMAGAZINE.COM - MARCH 2009

7 nEwSAll the latest paddock gossip

26 LOTUS 211The Editor gets behind the wheel of the latest entry-level Lotus 211. Is this the best Lotus yet?

33 KTM X-BOwJohn Hayman track tests the first tuned KTM X-Bow from AMD Technik and finds 350bhp rather enjoyable

62 TRACK PREPARE……An E36 BMW M3 on a budget. Take our guided tour of all the best products you must have

85 TRACK & TEST DAY DIARYAll the latest track and test dates

55 OUR CARSOur pile of rust for all to see…

70 nISSAn 200SX BUILDThe start of the ultimate track toy

77 nEw PRODUCTSTesting the latest gear

41 CORnER EnTRYTop driving tips from the experts

45 TRACK DAY GUIDEUltimate guide to your first track day

50 SILVERSTOnE GUIDE The first part of our circuit guide

62

3576

5550

45

WELCOME TO / TRC MAGAZINE

W ith all the doom and gloom of the credit crunch the last thing we needed to hear was the news of Croft fighting to overturn an order to pay a staggering £150,000 of damages to a family who live just hundreds of meters away from the circuit. It was the age old argument of noise (surprisingly that noise of track days,

not race days) which was the root of the case and if Croft’s appeal gets overturned it could open the flood gates for other residents to also cash in on the act, whether the circuit generates £3m a year for the local economy or not.

I suppose on the upside of all this the claimants were refused an injunction restricting noisy racing activities on the racetrack to just 40 days a year (currently 50 days a year), even if they are now cross-appealing. Given the difficulty and importance of the case, ruling judges at the Court of Appeal are expected to reserve their decision until later this year, so Croft has at least got time to prepare for the worst. In the mean time I can only extend our arm and offer as much support as we can to everybody at Croft and urge you all to do likewise. If you compete or enjoy track days we must all unite and protect our circuits.

Keith Wood Editor

ISSUE 59

Roberto GiordanelliEuro Correspondent

Best looking race car?

This stopped my day.It has to be a Lotus 49. Or a Gulf Porsche 917. Maybe a‘71 Ferrari 512M . Or 312B F1 car…

Andrew BrownPhotographer


‘65 Alfa 1600 GTA Corse Widebody - real ‘David & Goliath’ battles with the Cortina’s, 911’s and BMW’s of its day

John HaymanSpecial Correspondent


Honda RC164 circa 1963 - aesthetically purposeful and audibly utterly fantastic… Oops, did it have to be a car?

Tom SaundersAd Manager


Goes without saying…What’s got four rings and turned the world of rallying upside down? The Audi quattro S1

TEAM TRC

PublishingFounding Directors: Keith Wood, Andrew Brown

Printing & Distribution: Warners Group Publications Plc, West Street, Bourne, Lincolnshire, PE10 9PH

Special thanks to: Lotus Group, MotorsportVision

EnquiriesEditorial: P1 Media Ltd,

194a Upper Richmond Road West, London, SW14 8ANTelephone: 020 8296 5467 Fax: 020 8240 8901

Email: [email protected] Website: www.trcmagazine.com

Editorial Assistant: Michael Wood

AdvertisingAdvertising Manager: Tom Saunders

Telephone: 020 8395 2653Email: [email protected]

SubscriptionsTelephone: 01778 392481

Online: www.trcmagazine.com

Pit Stop© 2009 P1 Media Ltd ISSN:1742193

Track & Race Cars Magazine is published twelve times a year by P1 Media Ltd. All rights reserved. Reproduction in whole or in part without prior written consent of the publishers is strictly prohibited. While every effort is made in compiling Track & Race Cars, the publishers

cannot be held responsible for errors or omissions. All prices correct at time of going to press but subject to

change. The publishers can not accept responsibility for any unsolicited materials. It is assumed that any images taken from sources which are widely distributed, such

as the internet, are in the public domain. However, since such images are passed freely between sources such as websites, the original source is not always possible to

trace. It is possible that copyrighted material has ended up being treated as public domain as a result. If you

see a graphic or image in this publication which is not public domain please contact P1 Media Ltd. Readers are advised to pay by Credit Card when ordering goods off

the advertising and editorial pages as they are regulated under Consumer Credit Act 1974, unlike debit or

chargecards which are not.

Independence Track & Race Cars Magazine is lovingly published every

month by P1 Media Ltd for all owners, drivers and enthusiasts of track and race cars.

It is entirely independent. And we speak as we find… The opinions of our contributors are not connected with

P1 Media Ltd

P1www.p1-media.com

5MARCH 2009 - TRCMAGAZINE.COM

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14

SPORT / Thorney Motorsport Astra V Corsa

FAMILY FEUD

TRCMAGAZINE.COM - MARCH 2009

15

ASTRA V CORSA

Keith Wood gets behind the wheel and drives two of the front running cars from last years championships, built by Thorney Motorsport. Two different cars, two different classes but there is only one championship up for grabs.Photography: Andrew Brown

MARCH 2009 - TRCMAGAZINE.COM

It may be statistically popular

but Vauxhall’s cars do have a

very ‘love it or hate’ following

by its consumers and critics.

The latest line-up of VXR

badged models are more appealing

and relevant to us, the track day drivers

and clubman racers, and yet the opinion

among my peers couldn’t be more

mismatched. Hayman takes joy in ribbing

me when I enthusiastically rave about the

Corsa VXR - cue the barrage of ‘wicked

mate’ gags - but the divide does end

once out on the circuit and never more

so after we tested the Triple Eight tuned

Corsa VXR back in August last year. The

extra hike in power (189bhp to 225bhp),

stickier Toyo rubber and lowered centre

of gravity gave it yet more zest and

plenty of on-track kudos.

Although it was leaps and bounds

more track focussed it also cost a small

fortune (from around £3500 before

fitting…) and it got me questioning

just why owners wouldn’t investigate

developing their Corsa VXR themselves?

So while I was researching this theory

I stumbled into an old friend of TRC,

Thorney Motorsport, and discovered a

wealth of tuning products awaiting the

VXR owner - whether it’s a Corsa, an

Astra or even a VX220. However, among

the go-faster products and hiding in

the background were two racing cars,

both of which were modestly hoovering

up trophies in the Dunlop Sport Maxx

Production Cup on a reglar basis. In fact

so much so they collected the overall

2008 Championship trophy, too.

Since being at the helm of this

illustrious magazine from the start of

2004 I have seen Thorney Motorsport

develop from relatively small beginnings

and known Thorney’s MD, John Thorne,

just as long. We’ve featured his road

going VX220s, followed the company

as they mixed it up among the German

tuning houses at the Sport Auto Tuner GP

around the GP loop of the Nurburgring.

A year later in 2005 and John had

replicated the German event and created

a similar event right here at Donington

Park, England which continued again in

2006 but it was the motorsport side of

Above: Class A Astra VXR takes on the unlikely Class B Corsa SRi, but what is the right car for the Dunlop Sport Maxx Production Cup?

MotorsportBS D

Unit 15, Red Lion Business Park, Red Lion Road, Surbiton, Surrey KT6 7QD.

Tel: 020 8391 0121 Web: www.sbdev.co.uk Email: [email protected]

Vauxhall, Ford Duratec & Hayabusambe Management systems, kits & components available

SBD British Sprint Championship 2009SBD Speed Championship 2008Westfield Speed Series Class SponsorH S A Class Sponsor

mbe Management systems Suitable for all enginesmbe Management systems Suitable for all enginesmbe Management systems Suitable for all enginesmbe Management systems Suitable for all enginesmbe Management systems Suitable for all enginesmbe Management systems Suitable for all enginesmbe Management systems Suitable for all enginesmbe Management systems Suitable for all enginesmbe Management systems Suitable for all enginesmbe Management systems Suitable for all engines

**new for 2009**standard hayabusa 1300cc

supercharger kit - 318bhp

Capturing the classic 1980s Le Mans styling but with room for a two-seater enclosed cockpit design the Retoga is more than just a track day car. Manufactured from all bespoke components and assembled around a unique tubular chassis it’s an unforgettable experience.

Kellforms Woodmasters Ltd, Derehams Lane, Loudwater, Buckinghamshire. HP10 9RHTel: +44 (0)1494 472233 ◆ Fax: +44 (0)1494 462269 ◆ Email: [email protected]

www.Retoga.comNow with Sigma

power and fi ve-speed sequential transaxle to compliment

the Yamaha R1model. Prices

start from just £11,995 for a rolling chassis.

RetogaAD.indd 1 5/11/07 17:47:31

26

TRACK / Lotus 211

It may be 60bhp down on its older brother but the latest naturally aspirated 211 is quite possibly the best car Lotus has ever created for the track day community. Keith Wood explains why…

THE REAL

DEALPhotography: Andrew Brown

TRCMAGAZINE.CoM - MARCH 2009

27

LOTUS 211 N/A


When the Lotus

211 was

launched nearly

two years ago

it did so in a

whirlwind of supercharged power and

with a rather large price tag tied around

its neck. The price? £40,000, thank you

very much… It didn’t seem to matter

though, the limited competition meant

it’s price was perfectly in-line with the

likes of the equally top of the range

Ariel Atoms and Superlight Caterhams.

What the Lotus had in abundance was

the ability to adapt and please every

pilot. This certainly isn’t a simple task to

master, combing comfort with on-track

performance doesn’t come easy but

Lotus certainly made it seem so.

As you may have expected, the

response from the majority share of

its motoring journalists was that of

admiration. Unlike the top of the range

Atom and Caterham models, both of

which require real driving skill to fully

explore the capabilities of these cars,

the 211 had a very neat traction control

system which acted as permanent

onboard tutor. If pushing just that little bit

too hard beyond the driver’s capabilities

it would swoop in and save the day. It

could be switched off for mature drivers

but for the thinking man it also provided

a driving aid, more normally reserved for

F1 cars, for that perfectly quick lap time.

Although this was a great selling point

it wasn’t exactly ‘entry-level’ in terms

of cost which is why Lotus felt the need

to launch a cheaper option to fulfill this

empty gap in its own line-up. So packed

with the lion’s share of the original Lotus

211 package, minus a supercharger and

thus 63bhp down in power, we have

the 187bhp 211. Ok, a less impressive

power figure may have been substituted

Above: Don’t worry, it went round on him… Although down on torque, the latest entry-level 211 is still a handful in the wet

36 TRCMAGAZINE.CoM - MARCH 2009

Below: Official KTM race components will be made available at AmD in the near future which will include rear wing and head restraints

TRACK / KTM X-Bow

space - which is a very clever bit of kit.

For KTM owners have been bemoaning

the lack of audible pleasure emitted from

the standard system, but many track days

only have a 98dB limit, so to satisfy both

sides this system is noise adjustable,

tuneable as such. Incorporated within

the system are ’supertrapp’ silencers,

those of which can be unbolted so a

different one with more or less discs

can be installed instead - resulting in

customisable dB‘s without markedly

effecting its power output.

And how did AmD Essex achieve

those power outputs of 365bhp at

6250rpm and torque of 340lb ft at

3250rpm that you can see on the dyno

graph in the first place? Well, by utilising

some of the afore mentioned Audi S3’s

components, that’s how - the S3’s bigger

Turbo and fuel injectors get the fuel air

mix rammed in, the AmD custom exhaust

lets the spent gases out. A REVo re-map

with switchable capability controls the

ECU, whilst the Forge cold air intake and

diverter valves control the air and an

Autotech fuel pump makes sure enough

pressure is maintained to keep the

engine fed at all times.

138 additional horses for £5499.95

inclusive (less than £40 per gee-gee),

ones that will knock a good half second

off the standard X-Bows 0-60 time of 3.9

and continue to propel it thereafter to an

estimated 150mph.

As we know the original KTM X-Bow

failed to live up to expectations, so will

the AmD Essex and Carlin Motorsport

version do likewise? Well there was only

one way to find out - accept the invitation

to join them at a favourite TRC venue

in late January, that of the wonderful

undulating ribbon of racing tarmac that is

MSV’s Brands Hatch Indy Circuit in Kent,

which on this particular day is hosting a

(as we soon discovered) well run Javelin

track day (www.javelintrackdays.co.uk).

I’m so keen to try this car that I’m

there before Shaun arrives with the

X-Bow in tow. Before the sun’s even up…

only by a few minutes, but enough to

mean my arrivals perfectly timed to see

the tailgate drop on the BJ Race Shuttle

trailer and marvel at the Gerald Kiska

penned X-Bow in all its orange and bare

carbon glory - for this is the last time

it’ll look this pristine, as it’s January and

predictably it’s raining!

Therefore I can’t help but notice that its

wearing very track focused rubber of the

dry variety, Toyo R888’s rather than the

oE Pirelli’s - I also once its rolled into the

garage, struggle to contain my laughter

upon seeing the exhaust tail pipe, its

bloody huge (Shaun explained why, its so

the bolts that secure it can be accessed -

ie a blokes fingers can fit inside it).

That smirk is soon wiped off my face

when Shaun thumbs the starter button

though, for the pit garage instantly fills

with the cacophony that is an AmD

tuned VW engine, one which has a very

menacing and aggressive tone to it.

Later on once signing-on and the

briefings have been completed, I can


WHO ARE AMD?BEHIND THE TUNING SCENE

Maybe you haven’t

heard of the tuning

company behind the

KTM’s extra shove of

power? If not then let

me explain. AmD first

came into existence in

1987 when Geoff Everett

decided that his previous

tuning business, the Car

Clinic, was in desperate

need of a rolling road.

After a move to bigger

premises in Oxfordshire,

which lasted for 15 years,

the name was changed to

Automotive Developments

which reflected it’s more

‘hi-tech’ nature of the

business. Fast forward to

2009 and it’s now more

well known as AmD

Technik, an automotive

tuning company which

specialises in high

performance vechicle

tuning and includes

engine remaps and

suspension improvements

among a number other

areas that sit under the

tuning umbrella. The

Volkswagen Audi Group

of cars is high on

the list of those

welcomed into the two

workshops (West Thurrock

and Woking) along with

the giants of Porsche to

the more humble Renault.

Shaun Hollamby, AmD

Technik’s Managing

Director, can pedal too -

he was one of the stars of

last years Dunlop Sport

Maxx Cup and carries

with him over 30 years

of race experience from

single seaters to

tin tops. - JH

Right: John Hayman felt at home in the KTM, enjoying the benefits of aerodynamics that actually work and, at last, a decent amount of poke, too

hop into the drivers seat - which just like

the steering wheel is in a fixed position,

it’s the pedals that are adjustable via a

lever down on the left of the transmission

tunnel, one which releases the ratchet on

the sliding platform which the pedals are

mounted on - and me being the height

I am, find the perfect driving position

within seconds as I use my heel to slide

it where I want it. Next up is to follow the

starting procedure of: Press the starter

button, then press the Mode button on

the steering wheel, then press the starter

button again whilst not forgetting to

have both the clutch and brake pedals

depressed at the same time - it fires up

immediately once prodded and settles

into a smooth idle, depress the fittingly

weighted clutch and slot the perfectly

positioned and weighted gear lever

into first. Here and now the X-Bow is,

as has been written a thousand times

now, a very user friendly and solidly

constructed tool with an air of quality

about it - the engines vibrations are

quelled to the extent of a quality road car,

likewise the structure and transmission

has a tight, well constructed feel to it too

- there’s no rattles of any description to

speak of anywhere on this KTM.

A sighting lap later and I’m already

very impressed, the only downside to the

experience at this point is the steering

feel, its comfortably light which is good,

but sadly it isn’t as communicative as

I would like it to be - its no Elise or

Caterham that’s for sure and has more

turns lock to lock than one might expect

from a track focused machine.

The rest of the cockpit dynamics

however are spot-on, the gearshift is a

little long in throw, however its slotting

into every gear with absolute accuracy

along with being comfortably weighted

too - the brake pedal feel and travel feels

just right for the job, enabling perfect

feel-some pressure to be applied to the

Brembo calipers in these far from perfect

conditions, and ideally placed for easy

heel and toe as well. Those Toyo R888’s

which lasted for 15 years,

the name was changed to

Automotive Developments

which reflected it’s more

‘hi-tech’ nature of the

business. Fast forward to

2009 and it’s now more

well known as AmD

Technik, an automotive

tuning company which

specialises in high

performance vechicle

tuning and includes

engine remaps and

suspension improvements

among a number other

areas that sit under the

tuning umbrella. The

Volkswagen Audi Group

of cars is high on

the list of those

tin tops. - JH

that actually work

decent amount of

AMD KTM X-BOW

37

50

TRACK / Silverstone Circuit Guide

Our in-depth guide to our nation’s race circuits continues and this month Keith Wood introduces you to Silverstone and its very popular National Circuit layout. Here’s the start of our three part series.

CIRCUIT GUIDESILVERSTONE

TRCMAGAZINE.COM - MARCH 2009

Above: The National Circuit in all its glory. Below: Get used to these symbolsS

oon to be the spiritual

home of the British Grand

Prix I think deep down,

even after Donington Park

eventually gets handed

the reigns to Bernie’s circus, Silverstone

will always be known as Britain’s Formula

One circuit. Bridge, Copse and the

wonderfully twisting Maggotts are all

memorable but highly technical corners

that require large proportions of patience

backed up with a quick functioning brain

that can keep up with the high speed

entries. Inside the catch fetching these

complex corners aren’t the only reason

why Silverstone has constantly attracted

world class customers, combined with

faultless facilities and eye catching

architecture it’s a truly impressive motor

racing circuit. It’s also a great club

motorsport venue.

The sheer scale of the circuit allows

for a number of different layouts but one

of the more popular - outside of the full

International design - is the short and

sweet National circuit. This is the circuit

I will dedicate the next three issues to

and although it looks simple you may be

surprised to hear that, in my opinion, it

still contains some of the more technical

and iconic parts of the Silverstone we are

acquainted with. Although there are only

five distinguishable corners on a map

layout these corners are far from simple.

Although it’s missing the elevation

qualities of Brands Hatch, Donington

Park and Anglesey it is still a circuit that

encompasses almost every type of skill

required for a driver to lap quickly.

TURN-IN

APEX

EXIT

THE KEY

51

CIRCUIT GUIDE


As with our previous circuit guides

I always start our guide from crossing

the start and finish line and Silverstone’s

main straight is the same as any other.

From the entry onto the straight your car

will naturally glide onto the left hand side

of the circuit and that’s where you need

to stay for the run towards Copse which

is the first corner and the most difficult

to perfect. The entry is difficult and the

exit pretty crucial as its there’s a slight

drag uphill for the small straight towards

Maggotts Curve. As with the majority of

the circuit Silverstone’s maintenance is

impeccable so you won’t have any issues

of braking over an uneven surface but

you will struggle with seeing your apex.

The pit wall actually runs deep into the

corner which then bends into the corner

and forms an armco barrier which

protects the cars entering the circuit.

The apex isn’t where you first expect

and the run-off - although spacious - soon

tightens up by the time you’re out of the

corner. Once mastered Copse can be

taken very quickly with plenty of inside

kerb. Don’t be tempted to dive in too

deep because the corner features those

plastic floppy bollards which may look

harmless but can cause plenty of damage

when struck hard. So take your time and

familarise yourself over a number of laps

by turning into the corner late - rather

than early - so you don’t run out wide

over the kerbings on the exit. This isn’t

just a kerb though, there’s also a thin strip

of grass running along it’s entire length

and once wet has been proven to be very

slippery. Bear in mind that towards the

end of this kerbing there isn’t the comfort

of a large gravel trap to slow you down

before the tyre barrier either.

START&FINISHCOPSE

Above: How Copse looks from the sky. Notice the large chunks of run-off on the way which soon narrows on the exits… Below: Copse in all its glory during the start of the Silverstone 1k

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Tel: 07973 508132e-mail: [email protected]: www.roberto-giordanelli.com

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◗ racing front runners to trackday enthusiasts◗ £345per day plus circuit cost.◗ bring a friend, if 2 are sharing £450per day.◗ valuable set-up advice included◗ see website for more details◗ e-mail or call for trackday availability list

Ards qualified instructor, current historic racer and with 40 years successful motorsport, Roberto offers a

one-to-one course in your own car (road or race car) at a circuit of your choice. One day with Roberto is

worth ten years of lapping on your own.

…is what you will receive with just one day’s intensive driver training with Roberto Giordanelli.

“The most cost-effective wayto be quicker and safer.”

RGAd.indd 1 8/2/08 12:14:13

Garages Double £2200

Garages Single £1250

Karting pavilion booths £60 a square metre (2 and 4 metre depth only)

Garage booths £60 a square metre (2 and 3 metre depth only)

Karting pavilion open space £45 a square metre (2 and 4 metre depth only)

6x6 metre marquee with mat floor £950


Open space £50 a running metre (for vetted exhibits only) x 6 metres depth (deeper units price on request)

CLUBS AND NON PROFIT MAKING ASSOCIATIONS ARE ENTITLED TO 20% DISCOUNT

Exhibitors renting double and single garages are entitled to free track access on both days.

Exhibitors in marquees and from open space wishing to run cars on the circuit, there is a one off registration fee of £200 for track access for both days (these cars will be housed at the top end of the pit lane).

All vehicles accessing the track will be subject to noise testing

Electric connection £60

ALL PRICES SUBJECT TO VAT AT THE CURRENT RATE

STARTING GRID LTD Hammonds Barn, London Road Burgess Hill, West Sussex RH15 9QJ

Tel: +44 (0) 1444 246446 Fax: +44 (0) 1444 246456 [email protected]

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INCORPORATING

22 – 23NOVEMBER 2008

LONGFIELDKENT DA3 8NG

















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www.londonmotorsport.co.uk

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Tel: 07973 508132e-mail: [email protected]: www.roberto-giordanelli.com

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◗ racing front runners to trackday enthusiasts◗ £345per day plus circuit cost.◗ bring a friend, if 2 are sharing £450per day.◗ valuable set-up advice included◗ see website for more details◗ e-mail or call for trackday availability list

Ards qualified instructor, current historic racer and with 40 years successful motorsport, Roberto offers a

one-to-one course in your own car (road or race car) at a circuit of your choice. One day with Roberto is

worth ten years of lapping on your own.

…is what you will receive with just one day’s intensive driver training with Roberto Giordanelli.

“The most cost-effective wayto be quicker and safer.”

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INCORPORATING



www.londonmotorsport.co.uk

014xTRC0908AD.indd 1 27/8/08 09:47:13

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