msa magazine, autumn 2015

AU

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THE MAGAZINE FOR BRITISH MOTOR SPORT

Le Mans winnerNICK TANDYPorsche’s star who was made in Great BritainPage 34

THE ESSENTIAL GUIDE FOR COMPETITORS BUYERS’ GUIDE: HOW TO ARRIVE IN STYLE PLACE NOTES: NEW LEGEND OF BUCKMORE… GOLDEN ANNIVERSARY: 50 YEARS OF CLUBMANS

Britain’s co-drivers come clean on their view from the other seat

dirty job…It’s aWales Rally

GB preview

TIME ATTACK

IT’S NOT RACING…

Discover the sport that’s all

on the clock

001 cover.indd 1 26/08/2015 16:22

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RYAN INSURANCE MSA SUMMER14 BLACK.indd 1 27/07/2015 09:28

this issue

www.msauk.org 3Autumn 2015

Contents05 Forum Editor’s letter and Twitter chatter

06 Action replay In tribute to Justin Wilson

09 Briefing All the latest news from the MSA

19 Opinion Why anti-doping rules matter

21 Talking heads Was Group B in the 1980s the pinnacle of rallying?

25 Cover story Behind every great driver there is a co-driver calling the shots. We delve into the other side of the equation

34 Nick Tandy From Ministox to La Sarthe: it’s not been a simple ride for Porsche’s 2015 Le Mans 24 Hours winner

38 Time Attack It’s exciting, it’s accessible and it’s thriving – but what do you know of this fresh arm of motor sport?

44 50 years of Clubmans It may not be a route to Formula 1, but this long-running friendly series delivers all a driver could want

48 Vital Stats Inside Dessie Nutt’s Porsche 911

51 Toolkit Empire motor homes, plus a competition to win a Lewis Hamilton Mercedes model

52 Buyer’s guide Getting there is half the fun – if you have the right race transport

55 Place Notes Buckmore Park kart circuit

57 National Court

66 Simon says Co-driving? He’s tried that – once…

38

25

44

David EvansLong-time rally reporter for Autosport and Motorsport News, David knows the co-driver’s job from close up

Kevin TurnerMotorsport News’s editor has watched Nick Tandy’s steady progress to Britain’s latest Le Mans victor

CONTRIBUTORS

Paul LawrenceSeemingly at almost every UK race meet, Paul has been reporting and taking photos of Clubmans for many years

I can definitely say I wouldn’t be here without the MSA Rally Elite scheme… p25

COVERON THE

AU

TU

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THE MAGAZINE FOR BRITISH MOTOR SPORT

Le Mans winnerNICK TANDYPorsche’s star who was made in Great Britain4

THE ESSENTIAL GUIDE FOR COMPETITORS

BUYERS’ GUIDE: HOW TO ARRIVE IN STYLE

PLACE NOTES: NEW LEGEND OF BUCKMORE…

GOLDEN ANNIVERSARY: 50 YEARS OF CLUBMANS

Britain’s co-drivers come clean

on their view from the other seat

dirty job…It’s aWales Rally GB preview

TIME ATTACK

IT’S NOT RACING…

Discover the

sport that’s all

on the clock

001 cover.indd 1

26/08/2015 16:22

003 Contents GC DS.indd 1 26/08/2015 16:25

“Thanks to the accelerated learning provided by VBOX, we had front-running racepace from the outset in our first season of GT3.”

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RAC15_VB-MSA-fp-mar15.indd 1 26/02/2015 10:03:45

EDITOR Damien Smith

PUBLISHED ON BEHALF OF MSA BY:Motor Sport Magazine Ltd. 38 Chelsea Wharf, 15 Lots Road, London SW10 0QJTel: 020 7349 8497www.motorsportmagazine.com

THE VIEWS EXPRESSED BY THE INDIVIDUAL CONTRIBUTORS ARE NOT NECESSARILY THOSE OF THE MSA. EQUALLY, THE INCLUSION OF ADVERTISEMENTS IN THIS MAGAZINE DOES NOT CONSTITUTE ENDORSEMENT OF THE PRODUCTS AND SERVICES CONCERNED BY THE MSA.

THE OFFICIAL MAGAZINE OF THE MOTOR SPORTS ASSOCIATION (MSA)

EDITOR’SLETTER

Trust. You can’t see it or smell it, but it’s the oxygen from which so much can be won or lost. Rally crews understand its power better than most. On full flow, it gives drivers the clarity to clip that ditch and

keep it planted. But in the other seat, their heads buried in notes, the co-drivers breathe it even deeper. They call the shots, but still have no direct control over their own destiny. Bravery in its purest form.

Not that our panel of British pacenoters who contribute to our cover story would ever acknowledge it. What they do from stage to road section is taken for granted, without complaint. They don’t seek the limelight, but like a drummer in a band they know without their rhythm the stars beside them would soon run out of breath.

I often wondered why they do it – until I found myself inexplicably among their number a few years ago. Coaxed into the hot seat by that master of the silver-tongue Tony Jardine, I surprised myself by discovering how deeply satisfying life on the other side can be. It all came down to that word: trust. As my confidence grew, Tony began to believe in what he was hearing. The heat and nausea didn’t matter anymore.

Then the spell was broken: I lost my place. Blood pumped, Tony kept his foot in, but without that oxygen supply a rocky ditch was our destiny. At pro level on Wales Rally GB, the margins are infinitely finer, the results no less brutal. Trust me, I know.

Damien Smith, Editor

facebook.com/msauk twitter.com/msaukInstagram.com/msa_motorsport Forum

Nigel Mansell CBE @nigelmansell Aug 20. Great visit at the MSA today. Would like to thank Rob Jones and his team for a wonderful welcome. Brilliant job they do for all Motorsport.

Matt Croft @mattcroft77 Aug 18. Certainly couldn’t criticise the @MSAUK for lack of communication. Good to see their emails in my inbox!

Parc Ferme Podcast @ParcFermePod Aug 3. Thank you to all of our interviewees yesterday @TVKCpfi Kartmasters GP including @MSAUK Chief Executive Rob Jones #Karting #motorsport

Swift Rallycross @SwiftRallycross Aug 24. ***NEW DRIVER*** @MSAUK Director Simon Blunt set for Swift #Rallycross debut @LyddenHill @BritishRallyx next Monday.

Paul Woodford @PaulWoodford84

Jul 26. Thanks to the brilliant team at @CalderRescue. The @MSAUK can be proud to have such great people driving rally safety

IMS @IntMotorSports Jul 5. A massive thank you to all officials for your enthusiasm & dedication supporting the #F1 #BGP from @MSAUK @SilverstoneUK & @IntMotorSports

ART EDITOR Damon CogmanDESIGNER Zamir Walimohamed NEWS EDITOR Tim SwietochowskiSUB EDITOR Gordon CruickshankADVERTISING Peter De Vries, Kit Brough & Marc Butler – [email protected]@motorsportmagazine.co.ukmarc.butler@motorsportmagazine.co.ukCOMMERCIAL DIRECTOR Sean CostaPUBLISHER Sophia DempseyPRINTED BY: Precision Colour Printing

WHAT PEOPLE ARE SAYING ABOUT THE MSA ON TWITTER

YOUR THOUGHTS!

We want to know your opinion on which

motor sport issues MSA magazine should cover.

Email us at msa@motorsport

magazine.co.uk

www.msauk.orgAutumn 2015 5

Nigel Mansell with MSA’s Rob Jones and British GP trophy on a recent visit to governing body’s HQ

05 Forum DS.indd 5 27/08/2015 12:20

www.msauk.org Autumn 20156

006-007 Action Replay DS.indd 1 26/08/2015 16:27


action replay

JEFF

BLO

XHAM

WHERE: Oulton Park, Cheshire, UKWHAT: Formula Palmer AudiWHEN: May 9, 1998

Justin Wilson kicks off Jonathan Palmer’s new single-seater series by leading into Old Hall. He would go on to score the first of nine Formula Palmer Audi wins to claim the inaugural title and the coveted prize: a fully paid-up drive in Formula 3000.

This was a significant turning point in the career of the Yorkshireman, who would make it to Formula 1 with Minardi and Jaguar. We feature this image in tribute to Justin, who lost his life in an Indycar race in August, and offer our deepest condolences to his family and many friends in motor sport.

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006-007 Action Replay DS.indd 2 26/08/2015 16:28

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news

BriefingRoad safety film winners Latest on rally safety progress Quinton Motor Club in profile

ISSUEIN THIS

In a huge boost for UK rallying, International Motor Sports (IMS) has reached agreement with the Welsh Government to continue its support of Wales Rally GB until the end of 2018.

The Welsh Government has been principal funding partner to Britain’s World Rally Championship (WRC) round since 2003. The new deal makes it one of the longest-running title affiliations in British sport.

WRC star and Welshman Elfyn Evans welcomed the news. “This is massive news especially for the local economy,” said the MSA Team UK driver. “Coming from the area

I’m fully aware of what having a big event like this in north Wales does for the region.

“It’s not just in one part either – these benefits are spread all over north and mid Wales, so it’s fantastic that the Welsh Government has decided to reinvest again. Obviously I’d love to be on the podium and, perhaps, even win Wales Rally GB before 2018!”

This year’s event runs from November 12-15, with tickets now on sale. For information and updates, visit www.walesrallygb.com or follow @WalesRallyGB.

NEW-LOOK BRC TAKES SHAPENext season’s revitalised MSA British Rally Championship will be staged throughout the British Isles, combining gravel and asphalt to create the ultimate challenge in national rallying.

The campaign opens with the Mid Wales Stages in March. Crews will then tackle the Circuit of Ireland after Easter, before heading to Carlisle for the Pirelli Rally. Having tackled Kielder over the Bank Holiday weekend, they will take on the Jim

RALLYING

Welsh Government continues support for WRC round

£10m Wales Rally GB’s value to the Welsh economy

New deal gives Elfyn Evans more opportunities to go for a home victory

RALLYING

WALES RALLY GB SECURES THREE-YEAR DEAL Clark Rally in early June. The

Scottish Rally occupies its traditional date at the end of June, before an eight-week gap to the Ulster Rally in August. The season will conclude on the Granite City Rally in Aberdeen.

The championship is already set to feature one of the most famous names in rallying; Max Vatanen, son of 1981 WRC champion Ari, is one of the first drivers to sign up. There will be an ‘open day’ for prospective competitors on September 18 at Castle Combe – email [email protected] for details.

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news

Formula 1 champion Lewis Hamilton picked a pair of creative and hard-hitting clips as the winners of this year’s MSA Road Safety Film Competition, which challenged young people to bring the FIA’s 10 Golden Rules for Safer Motoring to life.

Team Kindsense’s ‘Pause’ and ‘Worth It’ by Team Gell stood out among a quality crop of entries. Both groups were due to visit the Italian Grand Prix and receive £4000 prize cheques from Hamilton.

‘Pause’ tackled the ‘Stop when tired’ rule with a simple concept backed up by superb special effects. “We’re glad to have made an impact for a really important cause and we’re over the moon to win

2015 ROAD SAFETY FILM COMPETITION WINNERS ANNOUNCED

such an incredible experience,” said team leader Shanil Kawol.

‘Stop when tired’ was the key message in ‘Worth It’. Great directing and subtle links to motor sport put the film at the top of the pile, giving the team an opportunity to tour the Mercedes AMG Petronas F1 Team garage before watching the Italian Grand Prix from the grandstands.

The competition was run in support of FIA Action for Road Safety, with funding from the FIA Road Safety Grant Programme and Allianz. To watch the winning films, visit youtube.com/MSAUnitedKingdom

ROAD SAFETY

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Lewis Hamilton judges entries ahead of Italian GP prize

Young film makers in creative pose. Two teams won prizes

010 News DS.indd 1 26/08/2015 16:34

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RACMSA SP 10-07-15_RACMSA SP 10/07/2015 17:25 Page 1

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The MSA is pressing ahead with the RallyFuture campaign to help ensure a bright future for UK stage

rallying by enhancing and promoting safety, particularly for spectators.

The Scottish Government’s Motorsport Event Safety Review (MESR) published 29 recommendations for the sport in January. Key accomplishments so far include the publication of new Multi-Venue Stage Rally Safety Requirements, covering topics including risk management, marshals’ training, communication and much more.

Safety Car Roles & Responsibilities have also been published and two pilot workshops held, while a second exclusive radio frequency has been made available, along with grant aid to re-tune handsets.

Other projects are well advanced, such as a new online training and accreditation scheme for marshals and a new-for-2016 MSA rally media accreditation system, following a meeting of rally media at Motor Sports

House. Clubs have already been given interim guidance on the control and management of the press.

Meanwhile there has been live on-event testing of five rally tracking systems in recent months. This has led to some systems being discounted on grounds of functionality or cost, while others continue to be evaluated.

Rob Jones, MSA chief executive and chairman of the RallyFuture steering committee, said: “A few months ago the Forestry Commission made plain that for it to offer a new Master Agreement, the sport must commit to the MESR’s very carefully considered recommendations. Having done so, we are now well advanced with a far-reaching programme of change.

“That is cultural as much as procedural change; as such it challenges the status quo and divides opinion in some quarters. However, we see this very much as an opportunity not just to secure the future of UK stage rallying but to set new standards for the rest of the world to follow.”

Further information and updates can be found at msauk.org/rallyfuture


RALLY SAFETY MAKES RAPID PROGRESS

SAFETY

TRAINING & EDUCATION

Q&A with Allan Dean-Lewis MBE, retiring MSA Director of Training & Education

You have worked with all of UK motor sport sport’s chief executives. Who stood out? One who sticks in my mind is Peter Hammond, who was only chief executive for a very short time because he was tragically killed in a road accident on the day of the 1998 British Grand Prix. He managed the move from Belgrave Square to Colnbrook, which was a key moment for the MSA.

How did you end up working at Motor Sports House? My first MSA job was offered by Colin Hilton under then-chief executive John Quenby in 1995; I was training & development coordinator on a part-time consultancy basis. By the summer of ’98 Colin offered me the full-time role of training & development executive. I later became head of external affairs, and I’ve spent the past four years as director of training & education, on the back of the MSA’s work after it became a gold standard FIA Regional Training Provider (RTP).

Your life seems to have revolved around volunteering. Why? That’s how I started, as a rally marshal. I got huge enjoyment out of it and understood why others did as well. I recently saw a sign in a shop in my hometown of Llandudno, which encapsulated my thinking about volunteering. It said: ‘We don’t pay our volunteers, not because we think they are worthless but because they are priceless.’

What would be your sign-off message? I felt privileged every morning that I walked up the stairs to my desk at Motor Sports House and I always took my responsibilities seriously. It has given me opportunities to travel and meet interesting people from all walks of life, where love of motor sport has been the only common theme. It’s been such a pleasure and a privilege to work with all those people; I wish them – and the sport – all the very best for the future.

MY MOTOR SPORT

news

Sport makes key changes with more to come

Spectator welfare is at the heart of RallyFuture campaign

LIN

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news

Donington Park and Silverstone have praised current track limits rules, saying they have reduced operating costs and enhanced safety.

New regulations brought in from 2014 state that ‘a driver will be judged to have left the track if any wheel of the car either goes beyond the outer edge of any kerb or goes beyond the white line where there is no kerb’.

“We have been able to invest in other important areas of the circuit, knowing that the need to spend money on repairing grass and other run-off areas would be significantly less than in previous years,” said Christopher Tate, managing director of Donington Park.

Stuart Pringle, sporting director at Silverstone, added: “The Clerking at national race meetings has been consistent and fair. We as a circuit have benefitted from a significantly less damaged track.”

CIRCUITS HAIL TRACK LIMITS RULES

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One step beyond – and you’ll be penalised. New rules benefit organisers

SAFETY FHRs MANDATORY FROM 2016Frontal Head Restraints (FHRs) will become mandatory in Stage Rallying, Hill Climb and Sprint – with certain exceptions in each – from 2016 onward. FHRs are already mandatory for circuit racing competitors in post-2000 single-seat cars and will be a requirement across circuit racing, except for Period Defined vehicles, from 2016. Tony Scott Andrews, MSC chairman, said: “We believe that an FHR has become as much a part of a competitor’s safety equipment as a seat, belts, protective clothing and helmet.”

SHOWS AUTOSPORT INTERNATIONAL DISCOUNT FOR MSA MEMBERSThe MSA has teamed up with Autosport International (January 14-17 2016) to offer competitors and volunteers a £5 discount on trade day tickets. To claim this exclusive offer, visit www.autosportinternational.com/trade and register using the promotional code MSA1616. If purchasing onsite, MSA members will need to show their competition licence to take advantage of the discount. Now in its 26th year, Autosport International at Birmingham’s NEC is Europe’s premier motor sport show.

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news

The current drive to enhance stage rally safety has certainly upped the ante for organising clubs, with new requirements adding to an already hefty workload. However Quinton Motor Club is one of many groups to embrace this programme of cultural and procedural change.

The club was formed in 1959 when a faction of the GKN Car Club broke away to pursue all things rally – a discipline that was still making its way to the forefront of motor sports. By 1961, Quinton MC was fully affiliated to the Royal Automobile Club and remains a healthy and proactive MSA-registered club, with 175 members.

The club is renowned for the Quinton Stages, first run in 1980 and today known as the Nicky Grist Stages. According to club chairman Steve Thompson, it is legendary co-driver and club vice-president Grist who has spurred support for the RallyFuture safety campaign. “Nicky said that if we don’t embrace new safety requirements then we might not actually have any rallying to enjoy in the future,” says Thompson. “He wanted the 2015 event to

Stage Rally Safety Requirements. The stage was then set for spectators to witness a bumper field of 169 crews tackling Mynadd Epynt’s legendary gravel roads.

Aside from its flagship multi-venue event, Quinton MC is also well regarded for the Horiba D’Isis, a single-venue asphalt rally held at MIRA near Nuneaton. “That’s always very well received and we get a full entry,” says Thompson. “Because it’s a vehicle proving ground, the available roads are absolutely superb.” Then there are some navigational scatters, further enhancing the club’s wide-ranging rally offering.

Given Quinton MC’s rallying credentials, it is little wonder that dyed-in-the-wool rally man Mike Broad is so proud to serve as president. “It is a proper grassroots rallying motor club,” says Broad, who was instrumental in bringing Grist on board. “Over the past years they have become very professional in organising two of the most popular club rallies in the UK as well as helping out other motor clubs by marshalling their events. We all seem to have some serious fun!”

lead the way in terms of following the new MSA requirements and promoting safety.”

As such, the RallyFuture ‘Vatanen Needs You’ artwork featured prominently in the event’s programme and signage, particularly in spectator areas, while Clerk of the Course Neil Cross and his team worked hard to ensure every aspect of the event complied with the 2015 Multi-Venue

FOCUSCLUB

Founded 1959 Membership 175 Website

www.quinton-mc.org.uk

QUINTON MOTOR CLUBA grassroots rallying club that is moving with the times

Nicky Grist said if we don’t embrace new safety requirements we might not actually have any rallying to enjoy in the future

016 News Club Focus DS TS GC.indd 1 26/08/2015 16:37

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225_ChristopherWard_MSA Magazine.indd 1 26/08/2015 15:57

no matter how long it takes to produce an acceptable sample, UKAD’s testing protocols under WADA are naturally strict and uncompromising.

Of course all this is a lot to take in, so the testing programme is supplemented by anti-doping education, delivered by the MSA Academy. All Academy members and all junior championships receive mandatory anti-doping education, and these same education sessions are also offered to other championships that are likely to be tested.

Additionally, the FIA has an e-learning programme called ‘Race True’. The FIA will be making this mandatory for all International Competition Licence holders in the near future and the MSA will be urging National Competition Licence holders to take part in 2016. We have also just launched an anti-doping smartphone app with UKAD – search for ‘Clean Sport’ in your app store.

If you need to take a Prohibited Substance for medicinal reasons, rest assured that we operate a Therapeutic Use Exemption (TUE) process, details of which can be found on the msauk.org website, in the Resource Centre under Competitors/Licensing, along with all the other anti-doping-regulations.

We cannot stress enough that with our anti-doping protocols we are looking out for the best interests of competitors and the wider sport. If you have any questions, you can reach me on [email protected].

in-competition testing. At the moment we carry out random urine tests on approximately 18 to 24 competitors a year. When the randomly selected competitor produces a sample it is quickly tested to check it is suitable for analysis at Kings College Laboratory in London, which tests samples from all other major sports.

In a few cases to date, the driver has at first been too hydrated to produce an acceptable sample; we sometimes remain with competitors for many hours but it takes as long as it takes. Hydrating excessively may be seen as a violation, namely: ‘Tampering or Attempted Tampering with any part of Doping Control’. Refusal to provide a sample is also a violation. Competitors normally receive their test results within three weeks and a positive result can lead to a lengthy ban.

There are drivers who may have been tested before, while for others it is a totally new experience. Most respect the process and cooperate with UKAD’s Doping Control Officers (DCOs) in a helpful and professional manner. However, that’s not to say we don’t occasionally encounter one or two more tricky customers!

We understand that finishing an event only to be notified that you have been selected for testing can be quite an inconvenience, particularly after a long weekend when you have family in tow and just want to pack up and get home! However,

My career at the MSA began in the licensing department, before

taking me across the office to become volunteer officials training coordinator. That remains my primary job at the governing body but I also act as MSA anti-doping officer – a role that has taken me to all sorts of events nationwide in recent years.

The MSA’s current anti-doping programme has been running since 2011. We believe that competitors have the right to compete in a fair and – so far as possible – safe environment, which in a nutshell is what the Blue Book aims to achieve.

Both safety and fair play are relevant to anti-doping because some substances have performance-enhancing effects, while others can compromise a driver’s reaction times and clarity of judgement, for example. An impaired driver also places others such as fellow competitors, volunteers and spectators at risk, so while some may see anti-doping in motor sport as a needless fuss, the fact is there are wider safety implications that are unique to our sport.

The MSA programme is carried out in conjunction with UK Anti-Doping (UKAD: www.ukad.org.uk), the body responsible for protecting all UK sports from doping and ensuring that national governing bodies such as the MSA are compliant with the World Anti-Doping Agency (WADA: www.wada-ama.org) Code.

The biggest issue in anti-doping is ignorance of WADA’s Prohibited List, which is updated annually and includes everything from specific performance-enhancing substances to over-the-counter and prescription medicines, and recreational drugs. There are currently two particular substances that are only prohibited in certain sports, including ours: alcohol and beta blockers. These substances are not currently prohibited in sports such as athletics and football but since they may impair the ability to drive safely at high speeds, they are banned in motor sports.

While the FIA conducts out-of-competition testing for a select pool of athletes such as F1 and WRC drivers – who must declare their whereabouts for one hour of every single day of the year and may be tested at any such time – the MSA only uses

KEEPING IT CLEANAnti-doping protocols support safety and fair play,says Jennifer Carty, MSA Anti-Doping Officer

Anti-doping education is mandatory for MSA Academy members

opinion


019 Opinion GC DS.indd 1 27/08/2015 09:48

In 2012 The Rt Hon the Lord Drayson became the inaugural recipient for Drayson Racing Technologies’ excellent B12/69EV electrical prototype racer. The following year Williams Hybrid Power won this award for its ingenious flywheel energy recovery systems. These winners have been engraved on MSA’s stunning new trophy which has just been made to honour this prestigious award. The trophy will not necessarily be presented annually and will only be awarded if a truly exceptional or outstanding nomination is received.

The solid Silver and Malachite trophy pictured with its English Burr Walnut case is an MSA Board award for which an exhaustive selection process for its production was undertaken throughout the UK. The winning design was submitted and subsequently executed by Helen M London, an inspiring young artist specialising in Sterling Silver work (www.helenlondon.co.uk). Helen has been working as a silversmith for ten years, having graduated from her degree course in 2005. In 2006 she became self-employed and jumped at the opportunity to design and create this trophy for the MSA.

This large scale project was a perfect next challenge for Helen. She was drawn to the engineering aspect required but feels that her greatest achievement is how her elegant design conceals the complexities of the handmade construction. “From start to finish”, she said, “the project took me nearly a year to complete. Each piece of the trophy had to

be made separately and could only be fitted together in the last few days of construction. So it was a really lovely moment finally to put all the pieces together and see my design depicting a ‘Cradled World’ come to life before my eyes.”

The English Burr Walnut case was hand produced by award winning designer/maker John Jacques from Radiance Furniture Design (www.radiancefurniture.co.uk). John creates beautiful, original fine furniture from his studio workshop in Wiltshire. His work combines functionality and innovation, with each piece designed and crafted to the highest quality. John said, ‘It was really good to be involved in the process to create the case for MSA’s Environmental Award, and great to collaborate with Helen on this exciting project.’

James P Hollins was appointed by MSA to oversee production as he is an expert in period antiques with a wide knowledge of precious objets d’art and production techniques. “I was really delighted to lead this project for the MSA and to achieve such an outstanding result. Helen and John are very talented and I expect to see further great things from them both”, he said.

The MSA welcomes nominations for this award until mid-October each year and the 2015 deadline is set for Friday, 16 October. The award process and nomination form - plus those for other MSA awards - can be found on the MSA website at msauk.org/awards.

The MSA’s Environmental Award was created in 2011 to recognise truly exceptional or outstanding contributions towards environmental responsibility and the active promotion of sustainability within motor sport activities, events and communications.

With a track record that speaks for itself, whether you are thinking of buying, selling or want advice managing your collection, why don’t you give us a call and we would be delighted to confidentially discuss it with you.

For more information about this, other cars in stock and our services please visit www.williamianson.com

1984 Ferrari 308 GTB Michelotto Group B One of only three of the four Ferrari 308 GTB Michelotto Group B rally cars to carry the more powerful four valve engine. Run in period by Pro Motor Sport S.R.L, sponsored by Valentino. Driven by Luigi “Lucky” Battistolli and former World Champion Bjorn Waldegaard in 1984. Raced in 1987 by the current owner for Pro Motor Sport, purchased by him the following year and kept ever since. Accompanied by an

extensive history fi le, presented in very original un-molested condition and still on its original Padova registration.

With a track record that speaks for itself, whether you are thinking of buying, selling or want advice managing your collection, why don’t you give us a call and we would be delighted to confidentially discuss it with you.

For more information about this, other cars in stock and our services please visit www.williamianson.com

1962 Jaguar E-Type to FIA Semi-Lightweight Specifi cation A stunning 1962 Series 1 E-Type Roadster restored to FIA Semi-Lightweight Specifi cation. Fresh from some 300 hours of preparation including a complete engine and gearbox rebuild by marque specialists Denis Welch Motorsport. Accompanied by an extensive history fi le, FIA papers and UK V5 road registration document. Race proven to be competitive at last month’s Silverstone Classic and an ideal entry to a

wide array of prestigious race series and tour events.

WILLIAM I'ANSON FP MSA AUTUMN 15.indd 1 28/08/2015 15:29


talking heads

There is no question about it. I’ve driven lots

of different types of car before and since Group B, and it’s just not the same. Of course, safety standards back then would not only be unacceptable now but absolutely unthinkable.

There were the obvious things – we had tiny roll cages, the cars were made of plastic and sometimes we were sitting on top of the fuel tanks – but also all the other things that you did not experience unless you were actually driving: the

brakes and the suspension were not that sophisticated compared to the power you were putting out, so every time you drove the car you were scared. The only ones who weren’t scared were either crazy or had no imagination! But at the time this is just how motor sport was: we had huge power, very little weight – and not much else.

The feeling every time you finished a stage with a Group B car was that you had won a fight. These days, when the drivers step out of the car they seem calm and composed; that simply wasn’t possible with Group B. It was a huge physical effort, and of course we had longer stages and longer rallies.

It seems with the latest rules that they are going back a little bit to the look of Group B, which shows what an inspirational time it was. It was as dangerous as hell – but it made people dream.

The Group B cars were fire-spitting monsters

that had big fan appeal, but there were mechanical issues, breakdowns and such a big difference in car performance. My MG Metro 6R4 put out 380bhp, but the Lancias and Audis were 600bhp plus.

Nowadays there is little difference between the cars. Reliability is not really a factor – the driver is the difference. I lost a good friend when Henri Toivonen was killed on Tour de Corse, so for me banning Group

B was the right thing even though I had a three-year contract and was in the first year of it. I should have been bitter about that, but the FIA made the right decision.

Now, in my role running M-Sport, we wouldn’t be competing against the world’s best manufacturers because as a private company we couldn’t sustain Group B costs. We can afford it now because of strict regulations. It’s also remarkable that this year’s Rally Finland was the fastest WRC rally ever, with a 1.6-litre engine and a 33-millimetre restrictor. There was no limit on the Quattro restrictor and it had double the horsepower.

The new regulations for 2017 are exciting because the cars will look spectacular. That will inspire the imagination. For me, the WRC’s best era is still to come, with Toyota returning and VW and Hyundai involved.

Was Group B the pinnacle of rallying?

NOMALCOLM WILSONWRC factory driver for MG, Ford and Opel,turned team boss

YESMARKKU ALENWinner of 19 WRC events. Works driver for Fiat, Lancia, Subaru and Toyota

WHAT DO YOU THINK?

Do you still yearn for the wail of an 037 or the pop-off puffing of a Peugeot T16 – or were the costs

and the risks just too high?Let us know what you think

at [email protected]

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Untitled-3 1 27/08/2015 11:44

Wales Rally GB’s coming. We talk to some of Britain’s best co-drivers and get the low-down on how they got into the sport and what their thoughts are on this year’s World Rally Championship finale in Deeside

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art of co-driving


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Robert Reid: Let’s start at the start. How did you get into co-driving, Dan?Dan Barritt: Through my family. My grandad did the Monte Carlo Rally in 1966, then my dad co-drove in the 1970s and then it was my turn to get into it. I did my first stage rally at 16.Seb Marshall: There was no history in my family, I watched it on TV and convinced my dad to take us to Rally GB in 2001 to watch Colin. By the time we got there, Colin was out, so we watched you and Richard [Burns] win the title, Robert.Reid: That was a few years ago... I started out doing a bit of driving as well as co-driving. The first event I competed on as a driver, was actually the first event Colin McRae competed on as a driver. I decided pretty quickly that my talents lay in the passenger seat.Stuart Loudon: There’s history for me. My father competed and my grandfather. And, like you Robert, I did bit of driving early on and I think it gives you more perspective on what’s going on in the car. But I soon discovered I was better with a pacenote book than a steering wheel in front of me. Scott Martin: I lived five minutes away from M-Sport and remember, when I was 11, telling Malcolm [Wilson] I wanted to work for him. I did that and got to know Matthew really well. That’s where the relationship started. Before I sat with Matthew, I’d been co-driving for about four years – doing as many rallies as I could in anything from a Sierra Cosworth to a Mk 2 Escort. Then I was invited to join the MSA’s Rally Elite scheme. Dan and I were part of the first intake. Barritt: That was in 2005. I’d been co-driving for 10 years by then, but it still helped me a huge amount. Marshall: Being selected for Rally Elite was definitely the big break for me. Getting the call from Robert to invite me was such a big deal.Loudon: I was co-driving for John MacCrone and we were both accepted onto Team UK in 2011 and ’12 and suddenly we were opened up to all this experience and amazing advice.Martin: I can definitely say I wouldn’t be here without the scheme; after Matthew and I had our big accident in 2005, we came back for the end of the season and the feeling had gone for me. I went with it for a few events, thinking it would come back, but it didn’t. I had to tell Matthew and Malcolm I couldn’t carry on – and, remember, we had a full WRC programme planned for 2006. That was one of the hardest things I ever had to do. I had three sessions booked in with Hugh Richards, then the MSA’s sports psychologist. After two, I was still sure it was all over. I don’t know what happened in that third session, but I was 100 per cent back.


art of co-driving



OUR CO-DRIVER PANELRobert Reid: Former co-driver to 2001 WRC

Champion Richard Burns, MSA performance directorDan Barritt: co-driver to Elfyn Evans, M Sport FordSeb Marshall: co-driver to Kevin Abbring, HyundaiStuart Loudon: co-driver to Robert Barrable, Ford (WRC2)Scott Martin: co-driver to Craig Breen, Peugeot (WRC2)5

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Dan Barritt at work. Driver and co-driver must form a true partnership. Left: the voice of experience

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I don’t know how Hugh did it. But it worked. He got me back. Without Rally Elite, I wouldn’t be here and that’s why I would urge all young co-drivers to go for the scheme.Loudon: It’s vital.Barritt: It definitely prepares you for the step to WRC.Marshall: I got my first WRC event in Germany 2008 with Richard Moore through contacts in the scheme. Martin: My first WRC round was Rally GB in 2004. I’ll never forget it.Loudon: The home event is very special.Marshall: There’s something about Wales Rally GB.Barritt: 2000 was the first time I did it, in a Volkswagen Polo. Coming off national rallies, the whole idea of doing 55 kilometres in Resolfen was so exciting. We went off – it felt like we were in there for about three days!Loudon: There’s definitely more familiarity about the roads at home and that relaxes you a wee bit. Barritt: There’s a real buzz about the event when you see all your friends and family coming out.Marshall: We really appreciate that support, especially when we’ve all been there, standing out in the rain and cheering at the side of the road. Loudon: Exactly. But I do remember seeing my mum and dad standing at the side of the road waving us down with some snacks for us – but we had to drive past them. I had to call them later and explain that we’re not allowed to accept anything. We weren’t just being rude! Reid: The time pressures are more evident as you progress through the ranks and that’s more obvious at home. Dan, you’ll notice the expectation level going up when you come home, and that never stops.Barritt: You’re right. Elfyn and I noticed the level going up when we got to Wales Rally GB last year, which was our first time in a World Rally Car and that’s going up another level now.Reid: I remember at shakedown for the 2001 Rally GB, Richard said: ‘I’m not doing any more interviews.’ There was uproar, but he was being pulled in so many directions. He took control of the thing, got the car sorted, then scheduled time for interviews. It is tough, you have a job to do, but at the same time everybody wants to help and everybody wants to say hello.Martin: Craig has a big fan base here and you definitely notice it when you come to Rally GB. There are a lot more people, more family and more friends around – you have to fit everything in and it can be tough because we still have the job to do. But, at the same time, it’s great to see them and


art of co-driving

There’s much more to co-driving than simply navigation, but has technology made it easier? David Evans investigates

what you can buy.”Robert Reid remembers having to

be even more inventive on the Arganil stage first time out in Portugal.

“We had to draw our own maps,” says the 2001 world champion co-driver. “You just made do. If you followed the main road it could take a lot longer to get back to the start of the stage.”

Getting around on the recce is now about following the roadbook. There might be the odd bit of piecing the thing together, but more compact and centralised routes have made the task easier.

When it comes to the rally, the job of the modern-day co-driver has changed even more. Before central service parks and cloverleaf routes, the co-driver would have pretty much complete control over the car and have the responsibility of building work on the car into the road time they had to get to the start of the next stage.

“Coming out of the stage,” says

Reid, “as well as completing all the necessary timing paperwork, you would be talking to the driver about, maybe, three potential tyre options for the next stage – but you would need to decide quickly, because options two and three might be in the service van waiting for you after this stage. But option one might be in the van at the start of the next stage. These snap decisions were taken. Then you had to calculate how much fuel you would need.

“Usually you would try to stop at the side of the road and service as close to the start of the next stage

Read this page while you’re on the telephone. At the same time, make a sandwich while adding 17 minutes 21.9 seconds to 24 minutes and 30.0 seconds. Now, work out how long it will take you to walk around your living room 10 times. Finally, work out exactly what time – to the second – you will finish that entire operation.

Done it? Easy enough?Then you’re a co-driver. Old school. Britain has traditionally produced

some of the world’s best co-drivers and, with the MSA’s help, that’s set to continue well into the future. But the job’s changing and bringing a different set of demands to what it once did.

Twenty years ago, co-drivers were co-ordinators as well as pacenote readers and time-keeping maestros.

“You definitely had to be a bit more inventive,” says Phil Mills, 2003 world champion co-driver. “When we went down to recce the likes of the Tarzan stage in Greece, there just weren’t any maps to be had – in fact, I think the only ones that were there of the

area were stolen military maps. But we always got through on the recce, we’d be going up goat tracks and all sorts to get from one place to the next. But it worked. Now it’s all about GPS. If you get lost, you can usually always call up Google Maps on your mobile and it’ll tell you where you are.”

You get the impression Mills wouldn’t have much interest in using the telephone as a map.

“I’m a map geek,” he says. “That was one of the first jobs on a rally: if there weren’t any maps then get down to the town and see

Masters of multi-tasking

Now it’s all about GPS. If you get lost you can call up Google Maps on your mobile phone



as possible. That way, the guys could drop the car down and you would aim to get into the control with seconds to spare – the thing team managers hated most was to see the car sitting for even one minute waiting to go in, because the tyres were losing their temperature from the warmers. It was a bit different back then. I remember on most rallies, when I got into the car at the start of the day, I would rarely be out for more than 10 minutes at a time until the end of the leg. You were constantly on the move.”

Much of the tradition of great British navigators came from road rallying and, while the competitive

element of that aspect of the sport has changed slightly, there are still lessons to be learned.

Mills says: “Spend £80 or £90 on an entry for a Saturday night event in Derbyshire or Wales or wherever and what you learn there will still stand you in good stead in the world championship. It’s about basic navigational awareness, pressured time management, all of that kind of thing. Co-driving is still about that and there are still some really good lads coming through these events today – James Morgan being one of them.”

Mills’ countryman Morgan started his competitive career in the lanes aged 12 and he agrees completely.

“Between the age of 12 and 16, I did around 80 road rallies,” says Morgan, “and that really helped set me up for stage rallying. The skills you learn from road rallying stay with you; it’s invaluable.”

The job has changed, but Britain’s future at the front of the field from the left-hand seat still looks bright.

Richard Burns and Robert Reid in their Peugeot days. Below: Phil Mills with Petter Solberg on 2003 title trail

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which are quite unique to Rally GB preparation.Marshall: Stopping under a bridge when it’s raining to do tyre pressures and then doing it for the driver, so he doesn’t get out and get his boots wet or muddy. Reid: If you get soaked and then get back in the car the first thing that happens is the whole thing fogs up.Martin: What’s your best Rally GB memory, Robert?Reid: There are the obvious ones with the wins, but probably the thing I look back on and love the most about this event is just being in the middle of it. In the middle of Crychan or somewhere like that, where the road’s got some camber to it and we’re in sixth gear cutting so deeply into the corners that the branches are slapping against the screen. It’s five in the afternoon, going dark and you get out at the finish and smell the mud on the exhaust. It’s classic.Barritt: That smell takes me straight back to standing in Grizedale – in the freezing

with even more detail in them for the fog. We were going through Tyle once, where there was a sixth-gear section which came down to fifth through a set of gateposts. It was really foggy and we flew past the gates in sixth and I thought: ‘Wow, that was brave…’ The next minute Richard was saying: ‘Where are the gates?’Barritt: It’s about staying relaxed and reading the notes. Neither of you can see, so you need to make the best of it.Martin: It can upset the rhythm a bit, though – especially if the fog’s intermittent. Inevitably the thing slows a bit when the fog comes, but when you’ve got your head down you don’t know when it clears and he’s back up to full speed.Marshall: Having landmarks in the notes really help as well. It’s the same in the two night stages as well, Dyfnant and Aberhirnant are proper stages to run in the dark.Barritt: Must remember to check the torch is in the bag – I always have a mag-light I can tie to my finger in case the light fails in the car.Loudon: There are definitely a few things

be on home ground. Everybody’s got a story to tell you.Barritt: There are so many stories, right from going to watch in Grizedale. I was there when Colin went off in the Legacy.Marshall: That’s way before my time! Barritt: As an event, I think Rally GB’s a unique challenge with the dark, the fog and the rain. The home advantage isn’t what it was, but the good thing for us is that we have grown up in these conditions.Marshall: That’s right, we’ve been on roads for a few years on national rallies. Reid: What can be tricky is coming here straight from Spain, which is a quite different rally. It’s a little bit similar to Finland in that you need to hit the re-set button to prepare yourself for what’s coming in terms of speed and grip changes.Barritt: The grip changes all the time, but the notes flow quite nicely at home. You don’t tend to get changes in tempo of the stage.Marshall: The fog can make it a bit more challenging. Some drivers are naturally better in fog. Richard was always good…Reid: We used to have two sets of notes, one


art of co-driving

“Take a step back and just love it!” Seb Marshall looks forward to home rally after a hard year on the road

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see where the spectators will stand on some of the rallies we do, but in Wales it’s all well behaved.Reid: The best way to support the driver is not to be in a dangerous position. I remember in 1999 or something, there was a flat-right over crest with a lay-by on the left. On the recce, anything within a couple of metres either side of the road was fair game and Richard noted the corner with more speed to run off into the lay-by. On the event, we came through that corner and found 10 people in the lay-by. Things have come a very long way from then. Marshall: Must be great co-driving for such a local driver, Dan…Barritt: There’s a bit of pain when I can’t say the place names properly, but yeah, it’s great. Reid: And you can get home Sunday night?Marshall: Maybe Monday morning.Loudon: Aye, it’s a long drive up the road.Martin: Maybe a beer on Sunday night.Reid: Good lads.

cold – watching the four-wheel steering Mitsubishi Galants come through.Marshall: Talk about freezing cold. We were waiting to watch in Myherin in 2008, but our section got shortened because of the snow and ice. We waited all day for the second run of the cars and it was awesome. You could hear them from miles away and then you could actually see the spray rising from the car before it came over the crest. It was [Jari-Matti] Latvala on a charge. Wow! Take a step back and just love it.Loudon: Mine is winning the class with John [MacCrone] in 2011. I won the Michael Park trophy as the youngest junior co-driver. That was really special.Barritt: Seb, you talk about the fans taking a step back. I have to say, I’m always impressed with the spectators on Rally GB. There are loads of them, but the organisers work really hard to keep them in the right place.Marshall: You’re right, it’s quite alarming to


art of co-driving

DEVELOPING THE NEXT GENERATIONThe UK has a proud history of producing many of the world’s top navigators, and the MSA Academy is working to support the next generation.

Renowned navigators Nicky Grist and Paul Spooner run the MSA Academy Co-Driver Programme, based on fixed sessions combined with remote and on-event support. The young competitors currently enrolled are:

• Richard Crozier (26)• Phil Hall (26)• Bridge Carey (18)• Abie Haycock (20)• Jonathan Jackson (25)• James Morgan (24)• Jack Morton (20)• Ross Whittock (23)• Chris Williams (26)

In an exciting development, Phil Hall has since been selected to join the new Toyota Gazzo Racing Challenge Programme. The opportunity arose when programme boss Jarmo Lehtinen asked MSA performance director Robert Reid to suggest an English-speaking co-driver for Japanese driver Hiroki Arai. Reid consulted with Grist and the pair agreed upon Hall.

Arai and Hall are taking on Finnish and Polish rallies this year in an R4 Subaru Impreza. Hall attended a four-day training camp in Finland ahead of their first event, the Turku Rally.

“To be a part of this unique programme is a dream come true, and it is a huge honour to have been selected,” said Hall. “The entire team have been so welcoming and it’s very inspiring to be working alongside such driven, talented and experienced individuals.”

Scott Martin with driver Craig Breen after Circuit of Ireland win. Above: Stuart Loudon and WRC2 Fiesta

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Nick Tandy, factory Porsche driver – and Ministox vet. His Le Mans victory in the 919 Hybrid (right) is the reward after a tough climb

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Nick Tandy

The next lessons would be learned in Mini Se7ens, as the brothers moved into circuit racing. There, the greater level of engine tuning put the family at a disadvantage.

“It was all about spending money on engines,” explains Tandy, who developed into one of the sport’s boldest racers. “Our cars were good, our chassis were good, but on every straight you’d get blasted by two or three cars and the only way to do better was to pass them in the corner straight away. Perhaps that’s where some of the racing aggressiveness came in.”

For 2004, Joe bought a title-winning engine and was in championship contention at the Donington Park finale. Both Joe and

Nick had clashes with James Hall, who went on to take the crown. And then the series banned Joe for 12 months and Nick for six for the on-track contretemps.

Instead, Joe went off to win the Formula Palmer Audi championship, while Nick went into BRDC Single Seaters in pursuit of the title and the £30,000 prize. He won easily, allowing him to step into British Formula Ford for 2006 with the works Ray squad.

A lack of power hurt, though there was a win at Brands Hatch. There was also a clash with fellow Ray driver Peter Dempsey, after which words were exchanged and Dempsey struck Tandy. Dempsey got a ban, derailing his title challenge.

“A lot of the aggressive approach comes from Ministox,” says Tandy, who rarely misses a trick to rile a rival. “It’s full contact and there are a lot of hard characters in stock car racing. You had a lot of conflict and you had to stand up for yourself.”

The money ran out before the end of the season, forcing Tandy to leave Ray. But he and his father took out loans to attempt a family operation, led by his brother: “Things just didn’t fall into place for Joe to carry on driving and he was getting fed up working for someone

Made in Great Britain

To many, Nick Tandy’s part in Porsche’s 17th Le Mans victory

was something of a surprise. That is partly because, since becoming a factory GT driver, he has done much of his racing in North America or on the European mainland. But Tandy is in fact very much a product of the British racing scene.

For those who had seen him on his way up the ranks, it was clear Tandy –who joined the MSA Racing Elite programme in 2009 –had enormous potential. Budget issues and family tragedy prevented him from reaching Formula 1, but still he is now one of Britain’s leading racing drivers.

Having grown up on a farm, racing various bits of machinery against older brother Joe, Tandy moved into Ministox when he was 11. It wasn’t long before the two brothers became the drivers to beat in the short oval junior category.

“If you drive around open fields you know how to handle a car and we were doing that at eight,” says Nick. “The main thing in Ministox was we had the best engines. My dad was more interested in building engines than anything else and he was fantastic at it. What Ministox taught us was the expectation to win and be the best.”

Nick Tandy is the latest Brit to bask in the glow of a win at Le Mans. After his gritty climb to the top, he more than deserves his moment, says Kevin Turner


as people, but it didn’t change my view of racing. We lived to race, me and Joe.”

Tandy then won an emotionally charged Rockingham race, though Nick maintains he felt the Mygale always had a chance there: “We won at Rockingham because the car was ballistic at Rockingham. I knew if we got in front there it was done. It was easy, we were just cruising.”

But with its inspirational leader gone, JTR lost its investor and would not make it to the halfway point of the British campaign. Thankfully for Nick, rival T-Sport boss Russell Eacott had spotted his potential and recommended Tandy to Volkswagen.

driver coach Stuart Prior at Croft, Tandy’s F3 results started to come. Three podiums at the end of the season set him up nicely for 2009 and his graduation to the MSA Race Elite programme. JTR also became Mygale’s main squad and Tandy chased Carlin’s Daniel Ricciardo in the Oulton Park opener.

Tandy was a title challenger and JTR had quickly become an established and credible F3 team, but in May brother Joe was killed in a road traffic accident. It ripped the heart out of the team, but did not change Nick’s attitude to the sport.

“It didn’t affect my view of racing in the slightest,” he asserts. “It changed our lives

else. Dad didn’t like the fact we didn’t have free rein over our equipment, so he said let’s buy a car. The only car for sale at the time was Andy Meyrick’s Ray.”

Now in a Joe Tandy Racing Ray, Nick starred, winning two races at the end of the season and taking a dramatic Brands Hatch Festival victory in the wet before losing out over a safety-car infringement.

The combination continued into 2007, but the Jamun Mygale was too strong and Callum MacLeod used it well. Tandy tried to frustrate his rival and there were several clashes, but MacLeod held firm and Tandy ended up losing second in the points to the consistent James Nash.

“Having inferior kit gave us more desire,” says Tandy. “You wanted to win more, because it didn’t come easily.

“At that point I was still getting too aggressive in the race. Knowing when to consolidate what you’ve got, that you can’t win every race, came later in Formula 3.”

Despite the setbacks, two events at the end of 2007 demonstrated Tandy’s raw potential. At the FPA shoot-out (mere days after winning the 2007 Brands Festival), he arrived with no testing or experience of downforce. Yet he beat all the regulars to earn a finalist place for the McLaren Autosport BRDC Award, with its cash prize and F1 test drive on offer. Tandy impressed again, this time in a Formula Renault 3.5 machine, but a crash ruled out victory.

A move to British F3, with JTR running a Mygale against the dominant Dallaras, came in 2008, but his Porsche Carrera Cup GB outing was perhaps more pertinent to his future. As one of the benefits of being a Young Driver finalist, Tandy took part in the Silverstone round and sensationally held off former British Touring Car champion Tim Harvey to win. The starring one-off appearances, which even extended to a 750 Motor Club Formula Vee race (win and lap record), were beginning to add up.

Despite being a man with a reputation for jumping into any car and quickly finding its limit, Tandy has always tried to do his homework too, and the Carrera Cup outing was a good example.

“You have to be as prepared as possible to limit your chances of getting beaten, which is the end of the world,” he says. “When we went to Silverstone for the Carrera Cup I had a JTR guy at each corner, doing split timings and reporting back after each session as to what the fast guys were doing.

“Anything you can do – looking at previous results, development of lap times from practice through qualifying to race, how each car uses its tyres, looking at videos… Racing has to be your life.”

Once he’d cracked driving high-downforce cars, helped by a major data download with


Nick Tandy

Tandy cut his circuit racing teeth in Mini Se7ens and Formula Ford, but it was in Formula 3 (below) where he started to come of age

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fastest of the GT drivers being tried, and booked his place alongside Nico Hülkenberg (Earl Bamber was signed later) in the third 919 for Le Mans, came as no surprise to those who had seen him on the way up.

Tandy’s commitment to the UK scene is evident in JTR’s continued presence in the MSA Formula Championship. The Le Mans victory has finally given him recognition here too. Even though he is now back in the GT squad for the rest of 2015 (along with LMP2 drives with the KCMG team), it’s hard not to see Tandy getting another outing in sports car racing’s top flight.

“Ideally in the future it’s about the big races I’ve yet to win – Sebring, Nürburgring, Spa,” he says. “The greatest achievement in sports car racing, along with winning Le Mans, is to become world champion in the top class. I’d love the opportunity to try to achieve that with Porsche in LMP1.”

The result was a move to the Kolles squad in the F3 Euroseries. The operation was uncompetitive, but it did set up a chance meeting with the man who would have a profound influence on Tandy’s career.

“I drove to Zandvoort, arrived at the hotel that had supposedly been booked for us, and it was locked,” recalls Tandy. “Then [girlfriend and now wife] Brittany and I had to sleep in the car, at which point we booked a room in another hotel for the rest of the weekend.

“We just happened to meet [Konrad Motorsport boss] Franz Konrad in the bar of the hotel. He knew nothing about me until we started talking, but did some research and found out I’d won in Carrera Cup GB and done F3. It took me another two months of constant hassling and phone calls, because I could see at that point it was that or I was done.”

Now Tandy’s strange career path, jumping into lots of different machines and maximising any chance he got, paid off. Konrad had been going through a rough patch, but Tandy – finally operating with equipment parity – was a close second on his German Carrera Cup debut at Dijon. He was runner-up again in his first race in the F1-supporting Supercup and, when Konrad signed him for 2010, he was on his way.

Tandy was a frontrunner in both the German series and the Supercup for the next two years, winning races and the 2011 German title. He also took three victories from four starts (he led the other before a

puncture!) on a raid in Carrera Cup GB with the Motorbase team.

By now, the factory had noticed and helped him to drives in the Daytona and Le Mans 24 Hours. He narrowly missed the 2012 International GT Open crown with Marco Holzer in a Proton Competition-run Porsche – “we had to finish top 20 in the last round and a driveshaft broke” – and was signed by Porsche for its GT operation for 2013.

Big wins at Daytona and Petit Le Mans, peppered with other successes on both sides of the Atlantic, earned him an LMP1 test at the end of 2014. That he was comfortably

You have to be as prepared as possible to limit your chances of getting beaten


Success in German Carrera Cup and F1-supporting Supercup was the stepping stone to Porsche factory deal (below). Big GT wins and now outright Le Mans victory have followed

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Extreme, the classes running in separate track sessions over the course of a meeting.

So, are these glorified track days? That sells Time Attack well short. Professional timing and a proper championship structure gives the concept a competitive edge beyond simply driving around a circuit, and has pulled in serious teams along with weekend warriors. Championship points are scored, for classes and overall classifications, in the Qualifying sessions and then the Finals, which bring each meeting to a climax.

So why is it under the radar of the motor sport masses? It’s not because Time Attack is new: this year marks its 10th season in the UK. Instead, it’s down to its origins, which are traced back to the Japanese tuning industry that has been embraced by the

Our interest piqued, we travelled to Oulton Park to find out more.

Yes, Time Attack is all about action at top UK venues. As well as Oulton, the six-round national series consists of meetings at Brands Hatch, Snetterton, Cadwell Park, Croft and Rockingham. And judging by the sizeable crowd that was drawn to the Cheshire circuit, the choice of major venues is more than justified.

Time Attack has little in common with sprinting or hillclimbing, but it is against the clock. Lap time is the target, with cars entered into classes defined primarily by performance rather than engine size or specification. The categories cater for everything from standard road cars in the Club classes to gizmo-laden specials in Pro

‘It’s not racing… it’s Time Attack!’ reads the tagline. It also

happens to be one of the fastest growing forms of motor sport in Britain, trades on its open attitude to all-comers, features an amazing array of wild and wonderful machinery and is probably the best kept secret in the business – to mainstream motor racing people, at least.

So what is it? Time Attack might ring a bell if you are a regular reader of this magazine, thanks to its new status as an official MSA championship. It cropped up too at the Goodwood Festival of Speed this summer when Olly Clark, son of rally legend Roger, stole the limelight from familiar favourites by topping the hillclimb times in a lairy, bewinged Subaru dubbed ‘Gobstopper II’.


It’s motor sport, but not as we know it. Time Attack was born from the Japanese tuning industry and offers a unique proposition for competitors, as Damien Smith discovered

In

its

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038-042 Time Attack DS.indd 1 26/08/2015 16:49

“The first full championship was 2006 and even then we had more than 100 competitors at each event. But we didn’t pop up on the motor sport radar at all, because that wasn’t our industry.”

The MSA first took an interest in 2010, since when the series has run under the governing body’s auspices. But at first, Barnes was sceptical. “It was fresh. Why did we need the MSA?” he says. “We were already hiring the circuits, we were insured, we had good regulations, safety was paramount and people were having a nice time. But it became apparent for the growth of the sport that we should talk to the MSA, for credibility and to attract a newer audience from the racing industry as well as the tuning community. A lot of

aftermarket fanatics in Britain and around the globe who traditionally have little interest in regulated motor sport. Time Attack caters and talks to an alternative – and let’s face it, bigger and younger – automotive world to the one we all know.

Significantly, series founder Andy Barnes understands both. Time Attack’s ‘visionary’ has served time in motor racing, as the team principal of Nissan’s GT1 programme in the FIA GT Championship. But when you meet him, it’s immediately clear his heart lies in the tuning industry, having run the

respected Sumo Power organisation. “It was the Playstation age, when all

these Japanese cars were coming into the country,” he says of how it started. “I was drag racing these cars at Santa Pod, but there wasn’t really anywhere else you could run them, other than at track days. Then I went to a Time Attack event in Japan. I didn’t know what it was and was blown away. They didn’t have any rules, but all the tuners turned up and it was all properly timed. I came back thinking I’d found a purpose for people like us.


Gareth Lloyd’s Pro Extreme Mitsubishi Evo features a potent box of tricks – but he only gets to play with them all once a weekend

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With a car that puts out 1000bhp and more, it’s the ultimate buzz. The challenge is to pin it on one lap


see how quick I can make it go. We don’t have balance of performance or dyno tests. We just want them to keep making it quicker and every time they do we put them up a class. We never want to restrict them.”

The result of such deregulation can be seen in Pro Extreme , which includes a couple of cars that just about hold on to the silhouette of what we know as Mitsubishi Evos. Club racing veteran Gareth Lloyd is an avowed Time Attack convert, whose SVA tuning company has created this season’s new pacesetter. He’s coy about the trick spec, but admits the visibly astounding aero set-up creates two tonnes of downforce. So brittle is the peak performance, only once in a weekend will he run with all his ‘toys’ turned on. This thing looks like it belongs at Pikes Peak, not in rural Cheshire.

“I started in Formula Ford when I was 21, I’ve won four national saloon car racing titles and I’ve competed in the Nürburgring 24 Hours five times,” says Lloyd. “But

also require a standard suit, boots and helmet. And you only need a non-race national B licence, a speed licence. There’s no need for an ARDS course for that, though if you move up to the Pro class you’ll need a race licence.”

The aim is to pull in new competitors, who catch the bug and begin tuning their cars to find more performance.

“The quicker you go and how well you learn to engineer the car dictates your class,” says Barnes. “How quick can I make this car go around the circuit? That’s the name of the game. It remains paramount that we never lose sight of that, that we’ve always got that stepping stone from a standard car to a quarter of a million pound Pro Extreme.

“We run the championship for the competitors, not the other way around,” he adds, warming to his theme. “Someone might say I want to have 700bhp, I want to put some aero on it, I want to have carbon panels and I want it to weigh 800 kilos, and

people respect the MSA and all it stands for, so we decided to start down the path that would lead it to becoming a full-blown MSA championship.”

That process has been fully realised in 2015 and next season’s Blue Book features new regulations written by the Speed Events Committee’s Street Sport Working Group. But getting to this point hasn’t been easy.

“In the early days we were trying to be pigeon-holed by the MSA,” says Barnes. “They wanted to put us under sprinting. But I said ‘no, we’ve created a brand new motor sport, this is how we do it. It’s not sprinting, it’s not racing, it’s not anything else – it’s Time Attack.’ How we run it and what it’s all about is unique. To their credit, the MSA accepted that point and over the past four or five years we’ve worked with them on that basis. We haven’t changed much of what the competition was, from even 10 years ago. We didn’t need to change to fall in line with the

MSA because a lot of things we were doing, such as safety aspects, were already present. What we didn’t have was drivers gaining licences and going through ARDS courses for some of the higher classes.”

The top Pro Extreme class offers the spectacle, but it’s the standard Club classes that are the heart of Time Attack’s success. That’s because it’s so accessible to the archetypal, and in this case literal, ‘man on the street’.

“For the standard car classes no rollcages are needed,” Barnes explains, “although you do need a harness and a proper seat. We


Time Attack

Above: Jeff Alden’s budget Saab-powered Vauxhall. Below: diversity is rich in Time Attack and it knows how to draw a crowd


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sprinting or hillclimbing. We’re more expensive too – but then you’ve got more than an hour on track at Brands or Oulton rather than six minutes at Three Sisters!”

What else for the future? “We’re averaging between 3000-8000 people through the gates, depending on where we go, but I won’t be happy until we have 10-15,000 watching every Time Attack event, and more cars advancing through the classes as they are developed. There will always be a place for the standard cars, but I want more of the guys who are blisteringly quick to add to the show. They were turning 45sec laps at Brands, hitting 165mph over the line…

“Also, there are a lot of people keen on Group B,” he adds. “There’s nowhere else you can run them, but we want them.”

Now that’s an attitude anyone with motor sport in their blood can relate to, whatever their background. How refreshing.

and Demetriou, Alden’s car cost him £6000 (the engine was £220, from a scrapyard) and he spends just £2000 per year, plus fuel, for a season’s action.

There’s something for everyone, and that’s just how Andy Barnes wants to keep it.

“We’re only just getting started, especially coming out of the recession,” he says. “We’ve introduced the Classic and Retro Club class this year, which hasn’t worked out all that well so far, if I’m honest. A lot of people with classic and retro cars come from a mainstream motor sport background, they’re different people. So we have to win them over and explain it’s different to

with a car that puts out 1000bhp and more, this is the ultimate buzz. The challenge is how to pin it on one lap. That’s all the tyres and engine will do at the maximum.”

Later that day, a squally rain shower ruins his chance to turn everything up to 11 and really go for it, taking the sting out of Time Attack’s climax. When ultimate lap time is the selling point rather than door-to-door racing, the weather will always be a defining factor. Nevertheless, Lloyd had already managed to smash the Island circuit’s outright lap record with a 1min 21.004sec in practice – and was only a second slower in the Final, on slick tyres and on a damp track. Spectacular stuff.

Arch rival Andy Demetriou, in Drenth Motorsport’s sinister ‘Black Mamba’ Evo, ruled himself out of top points by blowing his second engine in a matter of days – although not before seeing off Jed Metcher’s

British Superbike in a bike-versus-car shoot out to entertain the crowds. Still, this was an expensive end to a disappointing weekend for the man from Cyprus and his €300,000 monster.

Yes, there’s big money being spent at the top end of Time Attack. But at the other end of the spectrum is plumber Jeff Alden, who campaigns a well-used Vauxhall Astra powered by a Saab engine (a common combination in Swedish tuning circles, he tells me). “I started out in track days, but was looking for more,” he says. “I would recommend this to anyone who wants to get started in motor sport.” In contrast to Lloyd


Time Attack

Above: KTM Crossbow leads – but they’re not racing. Below: Bad day for Andy Demetriou


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Insight

Clubmans strikes

for goldThe Clubmans

Formula has been delivering fast and affordable

racing for 50 years. Paul Lawrence traces the story of an enduring

national category

The Mallock dynasty has been at the heart of Clubmans racing from the

beginning – witness this string of Mk20s at Castle Combe

044-046 Clubmans GC DS.indd 1 26/08/2015 16:52


The 2015 BARC King Henry’s Taverns Clubmans

Championship features the latest iteration of front-engined sports-racing cars in the category that was created for the 1965 season. Five decades on, the founding principles remain true and the category has a continuous history that few others can come close to matching. Even Formula Ford was created two years after Clubmans, while other contemporary classes such as Special Saloons and Modified Sports failed to survive as the sport changed dramatically through the 1980s and 1990s.

The Clubmans story goes back to 1964 when Lotus 7s, and two-seater specials based around Colin Chapman’s classic design, were becoming increasingly popular as affordable race cars. Several race organisers were running races for ‘Lotus 7 type cars’ and Nick Syrett, then competitions manager of the BRSCC, saw an opportunity.

Syrett and his team drew up a basic set of rules for a new class of racing ahead of the 1965 season. Simple open-cockpit sports-racing cars with spaceframe chassis, Ford 1500cc pre-crossflow engines and cycle-type mudguards over the front wheels: the Clubmans formula had been created.

In the ensuing 50 years, the rules have developed and engines have come and gone, but fantastic performance from relatively low-cost spaceframe chassis remains a founding principal of Clubmans racing.

Right from the very beginning, the Mallock was the most popular car as Major Arthur Mallock quickly realised that the new formula was perfect for his simple yet hugely effective cars. He’d already produced Formula Juniors, Formula 2s and sports-racing cars, and the Mallock U2 range would go on to race and win for the next 50 years.

Yorkshireman David Wragg, an early Mallock customer, was the inaugural Radio Caroline Clubmans champion in 1965 Speaking shortly before his death in 1993, Arthur recalled the 1965 season. “We used 1500cc push-rod Ford engines and they revved to about 6500 or 7000rpm. They were all dry-sumped by that time and our power-to-weight ratio was not a lot different to a Formula 1 car of the same period.”

Mallock, and his two sons Ray and Richard, are among a raft of famous racing names to cut their teeth in Clubmans as drivers, constructors and manufacturers.

Notable drivers to have won in Clubmans include the late BTCC star Will Hoy, Group C2 World Champion Nick Adams, sports car racer Jamie Davies, GT racer Dan Eagling, Welsh ace Vernon Davies, Ray Mallock’s big rival Geoff Friswell and past BTCC and historic ace Frank Sytner. Le Mans winner Derek Bell’s first race car was a Lotus 7 just as the Clubmans formula was being

From top: early Mallocks experimented with various aero packages, with varying degrees of success; Rob Cochrane in his one-off Bladon, 1973; Sandy Watson’s Vision aviates over the Mallock of Chris Greville-Smith while Peter Richings keeps out of the flight path



Insight

conceived, and a young Max Mosley raced a Mallock in the late 1960s.

On the design and construction side of Clubmans racing, the opportunity to build your own car has always been a cornerstone of the category and many have done so, some with more success than others. Young Ben Bowlby designed, built and raced his own cars before forging a major career as a race car designer, most recently with the Nissan LMP1 Le Mans car.

Notable examples of one-off Clubmans cars include the St Bruno Roughcutter conceived by the late Barry Foley. The ultra-low chassis was pretty effective in the hands of the man who made the ‘Catchpole’ cartoons so popular in Autosport magazine. However, no designer/constructor/racer typifies the Clubmans spirit better than Ian Mitchell who raced in the 1965 season and is still competing, half a century later, in the latest version of his self-designed and constructed IM cars.

Many more organised manufacturers have tried to topple Mallock from the head of the category and it was Vision that came the closest. Created by former Mallock customer Paul Gibson, Vision enjoyed great success in the first half of the 1980s, but a later F3 project proved to be the marque’s downfall. Thirty years on, Gibson is back in the category, now with his Nemesis range of cars in the current Proto class.

Bladon, Phantom, Slique, Hustler, Dart, Gem, Myerscar, Diamond, Centaur and Gryphon are just some of the commercially available chassis that have been produced for Clubmans racing over five decades, but none of them have been able to stand the test of time. Meanwhile, the Mallock story runs and runs and, under the guidance of Richard, the Northamptonshire company continues to operate at the very heart of Clubmans. The story has spread, too, and Mallock has exported cars to Scandinavia, the US and Australia.

From the early days of cars with 1500cc Ford engines, the powerplants used in Clubmans have progressed through full-race

1700cc Ford engines and the class for FF1600 powered cars into the 2-litre Vauxhall engined 1990s. Today, the championship is home to four classes: the 2-litre Proto class, the 1600cc K Series class and, with the HSCC, two divisions for the growing Classic Clubmans movement for pre-1980 cars.

Today, Clubmans remains as relevant as ever. In a sport dominated by one-make racing where engineering ability and design flair have no place, Clubmans offers a rare challenge to participants. In very few

accessible categories can those with the relevant skills design, build and race a car at a total cost that is within reach of mere mortals. Of course, purpose-built cars can also be bought for those who purely want the buzz of racing a remarkably quick sports-racer.

Yet it is clearly not just affordable and quick racing that has kept the Clubmans fire burning strongly for half a century. For the drivers and their families Clubmans is a way of life, for the racing is only part of the story. This is a class of racing where lifetime friendships are made and participants are part of a big family that gets together and goes racing every month or so.

Chris Hart has been a guiding light for Clubmans racing for a good proportion of those 50 years. He says the social side of the

It’s the camaraderie, it’s fathers, sons and grandsons. It’s a family in its own way, with a strong social side

class is vitally important to its longevity.“It is primarily the camaraderie,” says

Hart. “The evidence of that is in the growth, which has been largely organic. It is fathers, sons and grandsons. It is a family in its own way and we have a very strong social side.”

That sense of friendship and camaraderie also helps to engender good driving standards as most racers know the people they are racing against and poor driving is rare. “We make it very clear that it is a non-contact formula and we have a driving standards observer. People know that they are reasonably safe out there.” Should a competitor have a problem, just about every other driver on the grid will offer advice, parts and tools as needed. It is a rare spirit and atmosphere for the modern world.

“The original concept has endured and it remains affordable,” say Hart. “The cars are incredibly strong and it is a level playing field as much as possible. The future for Clubmans is very bright and it will be business as usual into our 51st season!”

From top: Mike Sales helming his Haggispeed around Brands Hatch in 1975; Mallock Mk27

was a 1980s landmark in Clubmans design, here with Paul Gibson’s first Vision behind


Unit 7 Heybridge House Ind. Est. The Causeway, Maldon, Essex CM9 4XL

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047_MSA_AUTUMN 15.indd 52 28/08/2015 11:39


CHASSISThe standard Porsche 911 bodyshell is used with a suitable roll cage installed and underbody protection for gravel rallies. The major concern is that replacement bodyshells are now very rare and very expensive.

SUSPENSION AND BRAKESThe suspension is just as Mr Porsche designed it in period with a torsion bar set-up and it is all exactly as standard. “We don’t run anti-roll bars as it seems to handle better without them,” said Nutt. This 911 uses Leda shock absorbers on the front and Bilsteins on the back. The brakes are discs all round, which was standard for the car.

GEARBOXThe standard 1960s 911 runs an old style five-speed gearbox with a dog-leg down and left for second. It has a limited slip diff, which was an optional extra when the car was new. Nutt says that the transmission is the weak link for competition and he has to be very careful off the startline and not abuse first gear or the driveshaft joints.

PAU

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048-049 VitalStats DS.indd 1 26/08/2015 16:55

vital stats


ENGINEThe Porsche runs a 2-litre 4-cylinder simple air-cooled engine but the technology that went into the engines was ahead of its time. Porsche made many variations of camshafts, cylinder heads and valve sizes, so the option is available to run hotter cams and bigger valves. However Nutt believes that if you go down that route you get a little bit more power at the top end but lose out on torque, and most rally drivers prefer the torque. The compression ratio is raised from standard and that really is the only significant development. The car runs on Weber carburettors and the engine has just been rebuilt for the first time in five years.

Dessie Nutt Porsche 911 The inside details of a Category 1 historic rally car

The Porsche 911 ‘OLC 6E’ has been a familiar sight in historic rallying

for two decades in the very capable hands of Northern Irish driver Dessie Nutt and co-driver Geraldine McBride.

The 1966 2-litre 911 runs in historic Category 1 and took Nutt to the MSA British Historic Rally Championship title in 2004 and again in 2009. It remains one of the leading Category 1 cars, notably on Nutt’s preferred asphalt.

“I’ve rallied it since 1993 and it has certainly served me well. I’ve done well over 200 rallies and it has very rarely let me down. I’ve had a lot of fun with it. It runs to MSA specification which means it is fairly standard. Porsche built them very well and people think they are complicated, but they’re not.” Nutt’s car is tended by Dansport and is based in Chesterfield, so he only sees it when he travels across the Irish Sea for rallies.

“They’re not easy to drive and some people struggle with them,” said Nutt. “But when you get used to it, it has its strong points. Do all your braking early in a straight line and get it turned in. Once you’ve done that you have so much traction and grip that it really goes well.”

Like many competitors with cars of this era, Nutt is aware that they are becoming very collectable. “They’ve rocketed in value over the last year,” he said of the early 2-litre 911s. “But I don’t look at it that way and I want to keep on rallying it.”

Year: 1965Gearbox: Standard 5-speed

Engine: 2000cc Top speed: 120mph

BURSTDATA

048-049 VitalStats DS.indd 2 26/08/2015 16:56


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ToolkitBuyer’s guide: race transport p52 Place Notes: Buckmore Park p55

Judicial decisions p57 News, products and advice for competitors

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MOLECULEwww.demon-tweeks.co.ukWashing your race wear can be frustrating if you haven’t got the right cleaners, but Molecule has put together a fabric care kit with everything you’ll need to keep your Nomex suits in pristine condition. Ordinary laundry detergents contain additives that can attract moisture, oils and flammable stains. Molecule’s products have been designed for the unique soils of the racing environment. Each kit contains:Wash - effectively cleans Nomex fabric in standard washing machinesProtector - bonds to Nomex fabric to help repel flammable stains from oil, grease, fuel and dirtRefresher - keeps suits and helmets fresh over long racing weekends and between washesSpot cleaner - penetrates deeply into Nomex fabric to safely dissolve and suspend tough spots, stains and contaminants

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KIELDER WORKS TEAMwww.kielder.coNew brand Kielder Works Team has developed an all-new 18v cordless half-inch impact wrench, designed for maximum performance from a compact design. The wrench offers 430Nm of torque in a 168mm frame with a total mass of 1.7kg. The wrench is fuelled by Samsung Li-ion batteries and is driven by the latest generation of brushless motor, enduring an ultra-efficient transfer of power and an extra-long run time per charge. With the company being driven by engineers and mechanics, Kielder’s products are designed with hands-on knowledge and a passion for motor sport.

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losing his only son is what drives him now, to pull something positive out of such horror. John founded the Henry Surtees Foundation, which has raised thousands for accident care, with a particular emphasis on head injuries. And having guided Henry though karting and single-seaters, helping and promoting young talent is high on his agenda too, with both causes coming together in one event at his Henry Surtees Challenge each autumn. The fifth, which takes place at Buckmore on October 7, will feature MSA Academy members.

But now Surtees wants to widen Buckmore’s influence beyond promising racing drivers. “I always had the idea to use Buckmore as a means to get the attention of kids in need of career direction, by using the emotion generated by being around a race circuit. I’m talking about inspiring new engineers who can feed into the sport and the automotive industry. We’re meeting with colleges and looking at programmes.”

As a businessman, Surtees recognises the importance of the corporate market and has already invested in 50 new Sodi RT8 390cc karts, painted in Team Surtees’ yellow and blue colours. Expect further updates at the venue in the months to come.

“Buckmore has an undulating nature and offers a special challenge, where top drivers always excel,” says Surtees, with obvious pride for his new project. The great man never does anything by halves, and he won’t waste time making a real difference to a much-loved circuit.

place notes


There’s a familiar new boss at one of Britain’s top karting venues – John Surtees. Damien Smith met him

“I didn’t see it first, Henry did,” says John Surtees of the circuit he

has now taken charge of. Buckmore Park, just off the M2 in Kent, has long been one of Britain’s favourite kart circuits, but for the 1964 Formula 1 World Champion it will always have a deeply personal association. This was the place that lit the racing spark in his beloved son, who lost his life in a Formula 2 accident at Brands Hatch in 2009.

“My friend Derek Redfern called one day and asked if Henry would like to go karting at Buckmore,” says John. “He was eight. That’s how I became a karting father.”

There has been karting at Buckmore since 1963 when a 400m track was laid down as an army engineering exercise. The nearby scout centre made good use of the circuit, as did the Rochester Motor Club, but by the mid-80s Buckmore had fallen into disrepair. In 1985 Bill Sisley stepped in, resurfacing and extending the circuit to 600m. It held its first MSA-licensed event in 1989.

Over the following 20 years Sisley would establish Buckmore as a centre of karting excellence, promoting talented youngsters such as Jenson Button and Lewis Hamilton

along the way. Further circuit extensions and investment in better facilities have polished away the place’s old rough ’n ready outlook and it now caters perfectly for the booming corporate market that provides the core business for kart circuits in 2015.

Surtees first became involved when Sisley approached him to help build a new club house in 2003 and an additional paddock building a year later. “My involvement got deeper two years ago when Buckmore appeared to be under threat,” says John. “It had been purchased from the charity that had leased out the circuit and this company had been liquidated, so I safeguarded it by buying the freehold.”

Now Surtees has taken the final step by taking over the management of his property. “It’s a well established business and Bill has made a difference to young drivers who are stars today,” he says. “But nothing stands still and now we’ll see what we can do. ”

At 81, Surtees’ energy and ambition remains as remarkable as it was during his years as a motorcyclist, racing driver and team owner. But the source of his motivation changed after 2009. The devastation of

John Surtees with TV baker Paul Hollywood and ex-Formula Ford racer Scott Malvern at Buckmore relaunch

Buckmore Park

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055 Place Notes DS. GCindd.indd 1 26/08/2015 17:08

national court

to failing to stop and had excluded them from the event.

The matter was then referred to the MSC National Court to consider the imposition of further penalties.

Having considered the evidence presented to us, the National Court considers that it would be inappropriate to impose any further penalty in this matter.

Whilst it was clear that an SOS board had been displayed when car 127 approached the stationary car on SS5, as held by the co-driver of car 123, as it was 3 minutes later it is less than clear what would have been visible to the driver and co-driver of car 131 crewed by Owen Telor Pugh and Elen Jones.

In the circumstances no further penalty is imposed against either competitor nor is any order for costs considered appropriate.

Decision set down at 13:25 hours on 7th July 2015.

DAVID MUNRO, CHAIRMAN

SITTING TUESDAY 28TH JULY 2015David Munro (Chairman)Chris MountBob KettleboroCASE No J2015/16 Appeal of a Competitor

The MSC National Court has considered the Eligibility Appeal of a Competitor.

The matter arises from a decision of the Clerk of the Course at the Super One MSA Cadet Championship round and Buckmore Park on 14th June 2015.

After the final the carburettors of the first three karts were removed for examination.

The carburettor fitted to the Appellant’s kart was found to have an additional flat washer fitted to each jet above each jet retaining spring. This was said to be in contravention of the Kart Racing Yearbook 2015 Regulation B2.3.

A non-compliance report was completed and the matter was referred to the Clerk of the Course who ordered the Competitor to be excluded from the race under General Regulation C2.1.1(d).

The MSC National Court concludes that the addition of the two flat washers constitutes a modification to

SITTING TUESDAY 7TH JULY 2015David Munro (Chairman)Mike HarrisBob KettleboroCASE No J2015/12

The MSC National Court has considered the matter of an EntrantPG Licence Holder.

The Entrant PG was dealt with by the Stewards of the Meeting at Rowrah Kart Circuit on 26th April 2015, following an incident at the meeting organised by the Cumbria Kart Racing Club.

The Entrant PG had been found guilty of a physical assault contrary to General Regulation C1.1.9 and the matter has been referred to the National Court pursuant to General Regulation C2.6.2 for the consideration of the imposition of further penalties.

The National Court notes the apologies that have been received from the Entrant PG and further notes that there was no physical injury.

However, such incidents cannot be ignored and the National Court considers that the PG licence should be suspended for a period of 12 months from today’s date.

The Entrant PG is ordered to pay costs in the sum of £500.

Decision set down at 14:55 hours on 7th July 2015.


SITTING TUESDAY 7TH JULY 2015David Munro (Chairman)Mike HarrisBob KettleboroCASE No J2015/13 Owen Pugh & Elen Jones

Mr Owen Telor Pugh and Miss Elen Jones were competitors in car number 131 in the Plains Rally, a National ‘B’ Multi-Venue Stage Rallyon 16th May 2015.

On SS5 car 123 had stopped in stage after a mechanical failure had led to one of the crew suffering burns. The two following cars had stopped and an SOS board had been displayed at that time.

The Clerk of the Course had found that Mr Pugh and Miss Jones had breached General Regulation R25.4 due

the Tillotson carburettor which means that it does not comply with the relevant Fiche; as such it was ineligible. Accordingly the Appeal is dismissed.

The Appellant is ordered to pay the sum of £500 towards costs.

These findings were set down at 16:25 hours on Tuesday 28th July 2015.


SITTING TUESDAY 18TH AUGUST 2015Guy Spollon (Chairman)David ScottPeter RichesCASE No J2015/17 Arron Newby Eligibility Appeal

This matter comes before the National Court by way of an Eligibility Appeal on the issue of non-compliant fuel.

Mr Arron Newby was excluded from the Manx National Rally (8th/9th May 2015) on the basis that fuel allegedly taken from his vehicle exceeded the prescribed octane rating.

Mr Arron Newby appeals on the basis that the officials failed to adopt the correct procedure as set out at General Regulation D34.1.5.

Regulation D34.1.5 states that“……Each sample SHALL be placed and sealed in a tamper-proof evidence bag and each bag signed by

(i) The Chief Scrutineer or Eligibility Scrutineer and

(ii) The Competitor.”From the paperwork provided to the National Court it is apparent that:(a) The tamper-proof evidence bags

provided had no specific area for a competitor to sign and more particularly

(b) The competitor, Mr Newby, did not and was not called upon to sign the tamper-proof evidence bags.

(c) There are various irregularities with the paperwork in any event.

In the premises the National Court:(a) Allows this Appeal.(b) Directs that the Appeal fees are

reimbursed to the Appellant.(c) Orders that Mr Newby’s result is

reinstated in the results of the Manx National Rally.

GUY SPOLLON, CHAIRMAN

SITTING TUESDAY 18TH AUGUST 2015Guy Spollon (Chairman)David ScottPeter RichesCASE No J2015/18 Damian Cole Eligibility Appeal

This matter comes before the National Court by way of an Eligibility Appeal on the issue of non-compliant fuel.

Mr Damian Cole was excluded from the 2015 Manx National Rally on the basis that the fuel allegedly taken from his vehicle exceeded the prescribed octane rating.

Mr Cole appeals his exclusion on the basis that the officials failed to follow the correct procedures as set out at General Regulations D34.1.5 and D34.2.5.

General Regulation D34.1.5 states that when fuel is taken from a competitor’s car:

“………Each sample SHALL be placed and sealed in a tamper-proof evidence bag and each bagsigned by:


(ii) The Competitor.”General Regulation D34.2.5 provides that:

“…the Entrant is entitled to select one of the samples for their retention… and to nominate a testing laboratory on the list of the United Kingdom Accreditation Service (UKAS) for the independent testing of that sample, if required as per 34.2.9.”

Mr Damian Cole contends that:(a) As the Entrant he was not permitted

to select one of the fuel samples although Mr Martin Wilkinson (Director of CA1 Sport Ltd.) was offered one of the samples in a clear bag which was neither properly sealed nor marked.

(b) He never signed nor was asked to sign any tamper-proof evidence bags.

From the paperwork provided to the National Court, it is apparent that:(a) Regulation D34.1.5 as drafted

provides a mandatory requirement for the tamper-proof evidence bags to be signed by the competitor.

(b) The bags provided failed to have any designated space for the competitor to sign.

(c) Damian Cole was not asked to and did not sign any tamper-

MOTOR SPORTS COUNCIL NATIONAL COURT


057-59 National court DS GC.indd 1 26/08/2015 17:08


Under the provisions of General Regulation D34:

D34.1.1 “Fuel testing may be carried out at any time, before, during or after a Competition…”D34.1.4 “Three samples will be taken and must be sealed and labelled in separate MSA-approved containers…”D34.1.5 “…Each sample SHALL be placed and sealed in a tamper-proof evidence bag and each bag signed by:


(ii) The Competitor.”From the paperwork provided to the Court it is quite clear that:(a) The tamper-proof evidence bags

provided had no specific provision for the Competitor’s signature on the bag itself.

(b) The Competitor did not sign the evidence bag at any stage in any place on the bag.

(c) The terms of Regulation D34.1.5 are mandatory and they have not been complied with.

Accordingly this Appeal is allowed and Mr Simpson’s Appeal fees must be refunded and his result in the Manx National Rally re-instated.


The National Court feels it necessary to make the following points:(a) Tamper-proof evidence bags must be

provided to officials which have a specific and designated area where a competitor can be asked to place his signature.

(b) A concise bullet point manual dealing with the procedure for the testing of

proof evidence bags.(d) Damian Cole as entrant was not

provided with the opportunity to select one of the fuel samples.

(e) There were irregularities with the relevant paperwork.

In the premises the National Court directs that:(a) This Appeal succeeds and(b) The Appeal fees must be

reimbursed and Mr Cole’s result restored in the Manx Rally and any relevant championships.


SITTING TUESDAY 18TH AUGUST 2015Guy Spollon (Chairman)David ScottPeter RichesCASE No J2015/19 Stephen Simpson

The matter comes before the Court by way of an Eligibility Appeal relating to fuel.

Mr Stephen Simpson was a competitor on the IM Gold Manx National Rally on 9th May 2015. A sample of fuel was taken from Mr Simpson’s car at Post-Event Scrutineering and sent for testing at a UKAS registered laboratory. The results of the tests indicate readings which exceed the limit of 102 octane contravening MSA Regulation J5.13.4.

Mr Stephen Simpson was subsequently excluded from the results of the Rally but now appeals on the basis that the officials failed to follow the correct procedure for the testing of fuel and in particular contravened Regulation D34.1.5.

fuels would almost certainly assist officials and avoid both irregularities with the process itself and the preparation of related paperwork.

The provisions of section D34 as drafted should be reviewed.

SITTING TUESDAY 28TH JULY 2015David Munro (Chairman)Chris MountBob KettleboroCASE No J2015/20 Appeal of Daniel Ticktum

The MSC National Court has considered the Appeal of Daniel Ticktum who was a competitor in the MSA Formula Championship rounds 13, 14 and 15 at Croft Circuit on 27th and 28th June 2015.

There had been an incident on the final lap of round 13 in which Daniel Ticktum’s car, no 27, was in collision with car no 31, driven by Lando Norris.

The incident occurred at the hairpin when car 27 collided with the rear of car 31 during an ill-fated overtaking manoeuvre.

As a result, there was a hearing before the Clerk of the Course who found that Daniel Ticktum had contravened General Regulation C1.1.5.

As a consequence he was excluded from the results of the race and a five-place grid penalty was imposed for the next race.

Daniel Ticktum then appealed to the Stewards of the Meeting, and the hearing of that Appeal took place after race 2 (round 14). The Stewards upheld the Clerk’s decision following which the Appellant gave notice of his intention to

appeal to the National Court. Having viewed video evidence and

having received evidence from both drivers, the MSC National Court concludes that Daniel Ticktum’s driving was incompatible with general safety and departed from the standard of a reasonably competent driver.

He attempted an overtaking manoeuvre which was both over-ambitious and recklessly executed. It cannot be regarded as just a racing incident. It was a singular misjudgement which had the almost inevitable consequence of contact between the two cars.

In these circumstances the MSC National Court concludes that there was no gross miscarriage of justice and confirms the decision of the Stewards with regard to the breach of General Regulation C1.1.5.

The matter of penalty now arises. The Appellant was allowed to compete in rounds 14 and 15, having entered notice of intention to appeal.

The MSC National Court has power under General Regulation C7.5 to impose a fresh penalty and in the circumstances of this case concludes that it should do so. Accordingly the appellant is excluded from the meeting on 27th and 28th June 2015. For the avoidance of doubt he is excluded from rounds 13, 14 and 15 of the Championship under General Regulation C2.5.

The results of those rounds and the Championship tables shall be amended to reflect this decision.

The Appellant is ordered to pay costs in the sum of £2000.

This decision was set down at 15:58hours on Tuesday 28th July 2015.


MOTOR SPORTS COUNCIL NATIONAL COURT – CONTINUED

national court

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TOOL CHESTS/ CABINETS

ASSEMBLE AS SHELVING, BENCH OR CORNER UNIT

Contents not included (all items)

EXC.VAT£77.99

INC.VAT

£64.99

EXC.VAT£59.98

INC.VAT

£49.983

EXC.VAT£203.98

INC.VAT

£169.985

HEAVY DUTY & PROFESSIONAL

THE ULTIMATE IN TOOL STORAGE!

• Extra heavy gauge double wall steel construction

1

3

4

MAX. WEIGHT LOADING 500KGEVENLY DISTRIBUTED

EXTRA LARGE SIDE HANDLE FOR EASY

MOVEMENTFITS EITHER SIDE

GREAT LOOKING, BIG 5" INDUSTRIAL CHROME SPOKED WHEELS FOR EASY MOVEMENT EXTRA LARGE

DRAWER PULLS

RUBBER GRIP SIDE HANDLES

EXC.VAT£143.98

INC.VAT

£119.982

EXC.VAT£299.98

INC.VAT

£249.985

4

SAVE 10%

WHEN YOU BUY ANY MIX OF 5

FROM THIS RANGESAVE AT LEAST£17.99 INC.VAT

SEE NEXT PAGE FOR MORE!ALL SIZES/SPECIFICATIONS ARE APPROXIMATE

INCLUDES SINGLE

LOCKABLE DRAWER

Available in Red or Galvanised Finish

EXC.VAT£179.98

INC.VAT

FROM ONLY£149.98

EX.VAT£35.98

INC.VAT

FROM£29.98

FULL DETAILS - SEE IN-STORE OR

VISIT WEBSITE

BLUEYELLOW BLACK & GOLD

EXTRA LARGE SIDE HANDLE

FOR EASY MOVEMENTFITS EITHER

SIDE

1

2

MODEL SHELF DIMS WxDxH(mm) EXC.VAT INC.VAT150kg 800x300x1500 £29.98 £35.98350kg 900x400x1800 £49.98 £59.98

CHOICE OF 5 COLOURS

RED, BLUE, BLACK, SILVER & GALVANISED

STEEL

MODEL DESCRIPTION DIMS WXDXH(MM) EXC.VAT INC.VAT CLB600 6 Dr chest 660x305x365 £78.99 £94.79 CLB900 9 Dr chest 660x305x475 £99.98 £119.98 CLB200 2 Dr step up 672x310x195 £49.98 £59.98 CLB1005 5 Dr cabinet 685x465x795 £169.98 £203.98 CLB1007 7 Dr cabinet 685x465x955 £199.98 £239.98

1

2

EXC.VAT£239.98

INC.VAT

£199.982

DIMS. MODEL DESCRIPTION LXWXH MM EXC.VAT INC.VAT CBB209DF 9 Dr chest 710x370x420 £129.98 £155.98 CBB211DF 11 Dr Cabinet 785x490x1075 £299.98 £359.98 CBB309DF 9 Dr chest 975x370x420 £179.98 £215.98 CBB311DF 11 Dr Cabinet 1045x490x1075 £379.00 £454.80

1234

LOCKABLE FRONT COVERS STORE NEATLY WITHIN

CABINET

MODEL DESCRIPTION DIMS WXDXH(MM) EXC.VAT INC.VAT CBB206B 6 Dr Chest 710x328x365 £99.98 £119.98 CBB209B 9 Dr Chest 710x315x420 £119.98 £143.98 CBB210B 10 Dr Chest 710x315x475 £139.98 £167.98 CBB203B 3 Dr step up 710x315x250 £69.98 £83.98 CBB215B 5 Dr Cabinet 758x468x815 £199.98 £239.98 CBB212B 3 Dr Cabinet 755x470x810 £169.98 £203.98 CBB217B 7 Dr Cabinet 758x468x975 £249.98 £299.98 CBB213B 3 Dr Cabinet 758x481x975 £199.98 £239.98

12

3

4

5

MODEL DESCRIPTION DIMS WXDXH(MM) EXC.VAT INC.VAT MECHANICS RANGE CTC600B 6 Dr chest 600x260x340 £52.99 £63.59 CTC900B 9 Dr chest 610x255x380 £64.99 £77.99 CTC500B 5 Dr cabinet 675x335x770 £119.98 £143.98 CTC800B 8 Dr chest/cab set 610x330x1070 £104.99 £125.99 CTC700B 7 Dr cabinet 610x330x875 £124.98 £149.99 CTC1300B 13 Dr chest/cab 620x330x1320 £149.98 £179.98 PROFESSIONAL RANGE CTC103 3 Dr step up chest 672x310x250 £49.98 £59.98 CTC106 6 Dr drop front 662x305x365 £64.99 £77.99 CTC109 9 Dr chest 662x305x421 £74.99 £89.99 CTC105 5 Dr cabinet 685x465x790 £169.98 £203.98 CTC107 7 Dr cabinet 685x465x950 £199.98 £239.98

1

2

34

5

MODEL DIMS WXDXH (MM) EXC.VAT INC.VAT CWB1000B 1000x650x880 £149.98 £179.98 CWB1500B 1500x650x880 £199.98 £239.98 CWB2000B 2000x650x880 £259.98 £311.98

350KG

PER SHELF

EXTRA LARGE

BOTTOM DRAWERS

4

LARGE 37" CABINET

EXC.VAT£215.98

INC.VAT

£179.983

HEAVY DUTY BOLTLESSSHELVING

265KGPER SHELF

WIDE48"/1220mm

Boltless, quick and easy assembly (only a mallet is required) • Tough steel frame • Adjustable height shelves • 5 easy wipe clean laminate board shelves • (W)1220 x (D)460 x (H)1830

BLUE, RED AND SILVER AVAILABLE

EXC.VAT£95.98

INC.VAT

ONLY£79.98

NEW

ALSO ASSEMBLES AS BENCH

CORNER UNIT

MODEL SIZE DESCRIPTION DIMS WxDxH(mm) EXC.VAT INC.VAT CBB306BG 36" 6 Dr Chest 910 x 305 x 47 £169.98 £203.98 CBB229B 41" 21 Dr chest 1045x415x486 £249.98 £299.98 CBB315 36" 5 Dr Cabinet 927 x 416 x 985 £299.98 £359.98 CBB228B 41" 8 Dr cabinet 1126x468x1000 £399.00 £478.80 CBB224B 41" 14 Dr chest 1045x415x486 £269.98 £323.98 CBB226B 41" 16 Dr cabinet 1126x468x1000 £459.00 £550.80 CBB231B 56" 9 Dr chest 1460x615x490 £419.00 £502.80 CBB230B 56" 13 Dr cabinet 1503x622x1011 £649.00 £778.80

1

2

23975

MSA Magazine 270x200.indd 1 28/08/2015 10:53

WHERE QUALITY COSTS LESS

24008LH

HIGH FREQUENCY BATTERY CHARGERS

• Energy effi cient inverter,protects battery from high current damage• Microprocessor provides appropriate charging rate• Variable current output forquick, mediumor tricklecharge

MAX MAXMODEL CHARGE BATTERY EXC.VAT INC.VATHFBC12 6 Amps 100Ah £39.98 £47.98HFBC12/24 20 Amps 200Ah £69.98 £83.98

NEWRANGE

HFBC12/24

2 TONNE TROLLEY JACKS

* CTJ2250LP has a 2.25 tonne capacity, has a low entry of only 80mm and includes 2 sockets

EX.VAT£23.98

INC.VAT

FROM ONLY£19.98

DIGITAL VERNIER CALIPERS

Dual scale calibration in 0.01mm & 0.0005” units Locking screw feature for batch

measurements Supplied in a caseAlso in-stock CM265 300mm

Digital Calliper only£36.99 EXC.VAT £44.39 INC.VAT

EXC.VAT£20.39

INC.VAT

FROM ONLY£16.99

CM145

JETSTARPRESSURE WASHERS JET8000 & 9000 include

hose reel Detergent applicator for extra cleaning power

JET9000

EX.VAT£65.99

INC.VAT

FROM ONLY£54.99

Ammeter Multi-position charge regulator Overload protection on charging cycle

BATTERY CHARGERS/ENGINE STARTERS

BC520N

EX.VAT£57.59

INC.VAT

FROM ONLY£47.99

AUTOMOTIVEWHEEL DOLLY SET

Four swivel castors for easy movement in confi ned spaces Heavy duty steel construction - load rating 500kg per dolly

BIG3" CASTORS

AWD1

EXC.VAT£53.99

INC.VAT

£44.99

PER PAIR

PRO 7" SANDER/POLISHERPOLISHER

• Pro sander polisher, Includes hook & loop backing pad and hook & loop wool polishing bonnet. • 1200w motor

CP185

EX.VAT£83.98

INC.VAT

£69.98

ANTI FATIGUE FOAM FLOORING

• 6 interlocking foam tiles protect fl ooring & provide comfort when standing or kneeling• Each tile is 610x610mm & includes detachable, yellowborders

EX.VAT£23.98

INC.VAT

£19.98

FOR 6 TILES For home user, automotive and industrial applications.

#Turbo fan cooled

SEE THE FULL

RANGE ONLINE &IN-STORE

ARC WELDERS

EX.VAT£59.98

INC.VAT

FROM ONLY£49.98

‡ was £107.98 inc.VAT

• Inc. 17, 19, 21 & 23mm chrome vanadium sockets• 2x 24v Ni-Cd Batteries & 1 hour fast charger

• Inc. 17, 19, 21 & 23mm chrome

1 hour fast charger

HEAVYDUTY

CIR220

24V CORDLESS IMPACT WRENCH

• Folding and fi xed frames available

• Robust, rugged construction • Overload safety valve

Fully tested to proof load

cooled

• Inc. 17, 19, 21 & 23mm chrome vanadium sockets• 2x 24v Ni-Cd

24V CORDLESS IMPACT WRENCH

MIG WELDERSQuality machines from Britain’s leading supplierSee online for includedaccessories

ENGINE CRANES

CFC100

EX.VAT£215.98

INC.VAT

FROM ONLY£179.98

EX.VAT£107.98

INC.VAT

£89.98CIR220 ONLY

EX.VAT£179.98

INC.VAT

FROM ONLY£149.98

8/250

BIG 2HP7.5CFM

TURBO AIR COMPRESSORS

Superb range ideal for DIY, hobby & semi-professional use

HUGE CHOICE OF SPRAY GUNS &

AIRTOOLS

EX.VAT£95.98

INC.VAT

FROM ONLY£79.98

GWH5

CTJ2001G

EX.VAT£23.98

INC.VAT

FROM ONLY£19.98

AXLE STANDS

MAX MIN/MAX MODEL TONS HEIGHT EXC.VAT INC.VATCAX-3TBC 3 300-430mm £19.98 £23.98CAX-6TBC 6 400-615mm £29.98 £35.98

• Ratchet action for quick height adjustment • Sold in pairs

MAX MIN/MAX MODEL TONS HEIGHT EXC.VAT INC.VAT

3 TON & 6 TON

MODELS

ARC ACTIVATED HEADSHIELDS

CWH7

CWH8

CWH6

• Activates instantly when Arc is struck • Protects to EN379 • Suitable for arc, MIG, TIG & gas welding

EXC.VAT£47.98

INC.VAT

£39.98

EXC.VAT£53.99

INC.VAT

£44.99

EXC.VAT£53.99

INC.VAT

£44.99

MODEL MIN-MAX AMPS EXC.VAT INC.VATPRO90 24-90 £179.98 £215.98110E 30-100 £214.99 £257.99135TE Turbo 30-130 £239.98 £287.98151TE Turbo 30-150 £269.98 £323.98165TEM Turbo 30-155 £339.00 £406.80175TECM Turbo‡ 30-170 £399.00 £478.80205TE Turbo# 30-185 £429.00 £514.80

‡ was £490.80 inc.VAT # was £539.98 inc.VAT

ANGLE GRINDERS

INC. DISC& HANDLE

CAG800BEX.VAT

£27.99INC.VAT

FROM ONLY£22.99

MODEL DISC (MM) MOTOR EXC.VAT INC.VATCAG800B 115 800w £22.99 £27.99CON1050B 115 1050w £27.99 £33.59B&D CD115 115 710w £29.98 £35.98CAG2350C 230 2350w £49.98 £51.59

MODEL DISC (MM) MOTOR EXC.VAT INC.VATCAG800B 115 800w CON1050B 115 1050w B&D CD115 115 710w

MODEL DISC (MM) MOTOR EXC.VAT INC.VATCAG800B 115 800w MODEL DISC (MM) MOTOR EXC.VAT INC.VATCAG800B 115 800w MODEL DISC (MM) MOTOR EXC.VAT INC.VATCAG800B 115 800w MODEL DISC (MM) MOTOR EXC.VAT INC.VATCAG800B 115 800w MODEL DISC (MM) MOTOR EXC.VAT INC.VATCAG800B 115 800w MODEL DISC (MM) MOTOR EXC.VAT INC.VATCAG800B 115 800w MODEL DISC (MM) MOTOR EXC.VAT INC.VATCAG800B 115 800w MODEL DISC (MM) MOTOR EXC.VAT INC.VATCAG800B 115 800w CAG800B 115 800w NEW

B&D CD115 115 710w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w NEW

HYDRAULIC PRESSES

* Available with/without 7 pce pin, bracket & pressing plate ‡Without kit

PROFESSIONAL QUALITYBuilt for tough daily use in automotive/industrial workshops • All models include gauge

EX.VAT£155.98

INC.VAT

FROM ONLY£129.98

MODEL EXC.VAT INC.VAT4 ton bench‡ £129.98 £155.9810 ton bench* £189.98 £227.9812 ton floor* £239.98 £287.9820 ton floor* £399.00 £478.8050 ton floor‡# £1598.00 £1917.60# was £1978.80 inc.VAT

MODEL MOTOR MAX. PRESSURE EXC.VAT INC.VATJS1750 1600w 1522psi £54.99 £65.99JS1900 2000w 1957psi £79.98 £95.98Jet8000 2400w 2610psi £139.98 £167.98Jet9000 2600w 2900psi £159.98 £191.98

SAVE OVER £61OFF OUR NORMAL PRICE

329 HAND TOOLS

TOOL CHEST AND TOOLS

• This great value set includes CTC900B 9 drawer chest & CTC500B5 drawer cabinet • Includes the most popular sockets, spanners, pliers, drivers, wrenches etc

CHT624

EX.VAT£311.98

INC.VAT

ALL THIS ONLY£259.98

TOOL CHEST CHT624CHT624CHT624CHT624

PACKAGEDEAL

MODEL MOTOR CFM TANK EXC.VAT INC.VATTiger 8/250 2Hp 7.5 24ltr £79.98 £95.98Tiger 7/250 2Hp 7 24ltr £89.98 £107.98Tiger 11/250 2.5Hp 9.5 24ltr £119.98 £143.98Tiger 8/510 2Hp 7.5 50ltr £129.98 £155.98Tiger 11/510 2.5Hp 9.5 50ltr £149.98 £179.98

MODEL TYPE EXC.VAT INC.VATCTJ2B DIY £19.98 £23.98CTJ2MB DIY £24.99 £29.99CTJ2250LP * Low Profile £39.98 £47.98CTJ2QLG Pro Instant £69.98 £83.98CTJ2001G Pro Garage £74.99 £89.99CTJ2GLC Pro Long High Lift £169.98 £203.98

NO GAS/GASMIG WELDERS

• Uses fl ux cored steel wire, which creates own gas shroud as it burns

EX.VAT£203.98

INC.VAT

FROM ONLY£169.98

MODEL AMPS EXC.VAT INC.VAT90EN 24-90 £169.98 £203.98105EN 30-100 £184.99 £221.99151EN 30-150 £209.98 £251.98160EN 30-150 £259.98 £311.98

CTJ3000G

JACKS ALSO IN STOCK UP TO 5 TONNE

3 TONNE JACKS

EX.VAT£53.99

INC.VAT

FROM ONLY£44.99

SADDLE HEIGHT EXC. INC. MODEL TYPE MIN-MAX MM VAT VATCTJ3000QL Quick Lift 195-520 £44.99 £53.99CTJ3QLG Pro Instant Lift 145-520 £83.99 £100.79CTJ3000G Pro Garage 145-520 £84.99 £101.99

CAR RAMPS• Lift cars safely and quickly • Tough angled steel construction

EX.VAT£32.39

INC.VAT

FROM ONLY£26.99

PER PAIR

MODEL CAPACITY EXC.VAT INC.VATCR2 2000KG £26.99 £32.39CRW25 2500KG £36.99 £44.39

CAR CREEPERS • Oil resistant vinyl covered padded backs & headrests • Swivel castors

for easy manoeuvrability

EX.VAT£26.39

INC.VAT

FROM ONLY£21.99

MODEL DESCRIPTION EXC.VAT INC.VATCMC36 Car creeper £21.99 £26.39CMC45 With adjustable headrest £28.99 £34.79CMC50 Folding car creeper £44.99 £53.99

NO GAS/GAS MIG WELDERS

• Professional type torch with on/off control • Thermal overload protection • Turbo fan cooled • Easy conversion to gas with optional accessories

MIG145EX.VAT

£131.98INC.VAT

FROM ONLY£109.98

‡ was £203.98 inc.VAT *no gas only

MODEL MIN/MAX AMPS EXC.VAT INC.VATMIG 102NG* 35/90 £109.98 £131.98MIG 145 35/135 £149.98 £179.98MIG 152‡ 40/140 £164.98 £197.98MIG 180 40/160 £179.98 £215.98MIG 196 40/180 £199.98 £239.98

MODEL AMPS EXC.VAT INC.VATEA110 40-100 £49.98 £59.98EA165 65-160 £64.99 £77.99115N 30-110 £64.99 £77.99EA200‡ 60-200 £87.99 £105.59160N 40-150 £67.99 £81.59190N 50-185 £94.99 £113.99190TEN# 35-180 £139.98 £167.98235TEN# 40-210 £149.98 £179.98

OTHERMODEL MAX TORQUE EXC.VAT INC.VATCorded CEW1000 450Nm £56.99 £68.39Cordless CIR450C 450Nm £119.98 £143.98Corded CEW1000 450Nm Cordless CIR450C 450Nm Corded CEW1000 450Nm Cordless CIR450C 450Nm Corded CEW1000 450Nm Cordless CIR450C 450Nm Corded CEW1000 450Nm Cordless CIR450C 450Nm Cordless CIR450C 450Nm Cordless CIR450C 450Nm Cordless CIR450C 450Nm Cordless CIR450C 450Nm Cordless CIR450C 450Nm NEW

MODEL DESC. EXC.VAT INC.VATCFC500F 1/2 ton folding £149.98 £179.98CFC100 1 ton folding £154.99 £185.99CFC1000LR 1 ton £199.98 £239.98 long reach

3HP V TWIN AIR COMPRESSORS

• Suitable for powering all common air tools & spray equipment

TIGER 16/510

EXC.VAT£263.98

INC.VAT

FROM ONLY£219.98

AIR AIR EXC. INC. MODEL RECEIVER DISPLACEMENT VAT VATTiger 16/510 50 litre 14.5 cfm £219.98 £263.98Tiger 16/1010 100 litre 14.5 cfm £269.98 £323.98

X-PRO AIR TOOLS

HUGE CHOICE IN-STORE/ONLINE

CAT131

EX.VAT£23.98

INC.VAT

FROM ONLY£19.98

CAT127

MODEL DESCRIPTION EXC.VAT INC.VATCAT127 3" Cut off tool £22.99 £27.59CAT128 1/4" Die Grinder £19.98 £23.98CAT131 1/2" Impact Wrench £59.98 £71.98CAT132 13Pc 1/2" Impact Wrench Kit £74.99 £89.99CAT133 3"Cut Off Tool & 1/4" £47.99 £57.59 Die GrinderCAT134 1/2" Reversible Ratchet £34.99 £41.99CAT136 6" Dual Action Sander £34.99 £41.99CAT137 3/8" Keyless Reversible Drill £34.99 £41.99CAT139 150mm Air Hammer inc 4 Chisels £19.98 £23.98

• Gravity Fed Spray Gun

• Air Wash Gun• Tyre Infl ator

• Air Blow Gun• 5 Metre Air Recoil Hose

Also available 3 pce Air Tool Kit - KIT600 Paraffi n

spray gun, tyre infl ator & blow gunOnly £14.99 EX VAT £17.99 INC VAT

5 PIECE AIR TOOL KIT

KIT1100

EX.VAT£23.98

INC.VAT

£19.98

MODEL MAX AMPS CHARGE/BOOST EXC.VAT INC.VATBC100N 15/100 £47.99 £57.59BC130C 15/120 £61.99 £74.39BC190 38/180 £89.98 £107.98BC210C 15/120 £94.99 £113.99BC410E* 35/400 £119.98 £143.98BC205N 30/200 £169.98 £203.98BC520N‡ 50/510 £179.98 £215.98BC430N 60/400 £369.00 £442.80*was £155.98 inc.VAT ‡was £227.98 inc.VAT

BC410E 35/400 BC205N 30/200 BC520N‡ 50/510

BC410E 35/400 BC205N 30/200

35/400 BC205N 30/200

‡ 50/510

35/400 BC205N 30/200 BC205N 30/200 BC205N 30/200

35/400 BC205N 30/200 BC205N 30/200 BC205N 30/200 NEW

BC430N 60/400 was £155.98 inc.VAT

BC520N‡ 50/510 BC430N 60/400 BC430N 60/400 BC520N‡ 50/510 BC430N 60/400 BC430N 60/400 was £155.98 inc.VAT

50/510 BC430N 60/400 BC430N 60/400

‡‡‡‡ 50/510 BC430N 60/400 BC430N 60/400 BC430N 60/400 BC430N 60/400 BC430N 60/400 BC430N 60/400 BC430N 60/400 BC430N 60/400 BC430N 60/400 NEW

& gas welding

NEW

CAG800B 115 800w CON1050B 115 1050w B&D CD115 115 710w CAG2350C 230 2350w

CAG800B 115 800w CON1050B 115 1050w B&D CD115 115 710w

CAG800B 115 800w CAG800B 115 800w CAG800B 115 800w CAG800B 115 800w

B&D CD115 115 710w CAG2350C 230 2350w B&D CD115 115 710w CAG2350C 230 2350w B&D CD115 115 710w CAG2350C 230 2350w B&D CD115 115 710w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w CAG2350C 230 2350w NEWCAG2350C 230 2350w CAG2350C 230 2350w NEWCAG2350C 230 2350w CAG2350C 230 2350w NEWCAG2350C 230 2350w

CAG800B 115 800w CON1050B 115 1050w CAG800B 115 800w CAG800B 115 800w CAG800B 115 800w CAG800B 115 800w

B&D CD115 115 710w

CAG800B 115 800w CON1050B 115 1050w B&D CD115 115 710w

CAG800B 115 800w CON1050B 115 1050w CAG800B 115 800w CAG800B 115 800w CAG800B 115 800w CAG800B 115 800w CON1050B 115 1050w CON1050B 115 1050w CON1050B 115 1050w CON1050B 115 1050w CON1050B 115 1050w NEW

LOAD LEVELLER Max load capacity - 500Kg Fine screw adjustment for precise leveling

CLL500

INCLUDES CHAINS

AND HOOKS

EXC.VAT£35.98

INC.VAT

£29.98

430mm between centres Compound slide with 4 way tool post Power fed screw cutting facility Forward/reverse lathe operation Clutch for independent mill/drill operation

ALSO AVAILABLE: CL430 - As above but without the Mill/Drill head £699.00 exc.VAT £838.80 inc.VAT

FULL RANGE OF ACCESSORIES

IN STOCK

6 SPEED METAL LATHE

WITH 12 SPEEDMILL DRILL

- CL500M

EXC.VAT£1018.80

INC.VAT

£849.00

3-IN-1 SHEET METAL

MACHINES

EXC.VAT£215.98

INC.VAT

FROM ONLY£179.98

• Bend, Roll & Shear metal up to 1mm thick • Min. Rolling Diameter 39mm

• Bending angle 0-90º MODEL BED WIDTH EX VAT INC VATSBR305 305mm £179.98 £215.98SBR610 610mm £359.00 £430.80

EX.VAT£47.98

INC.VAT

FROM ONLY£39.98

656565656565SUPERSTORES NATIONWIDE656565

NOW

LOW ENTRY ONLY 85MM

ALUMINIUM RACING JACKS

* steel chassis

Quick lift Non-marking nylon wheels

Rubber contact pad - helps protect vehicle undersides

EX.VAT£101.99

INC.VAT

£84.99FROM ONLY

MODEL EXC.VAT INC.VAT1.25 tonne £84.99 £101.992 tonne £149.98 £179.982.5 tonne* £139.98 £167.98

HYDRAULIC BOTTLE JACKS

EX.VAT£

£7.99

9.59INC.VAT

FROM ONLY

MODEL EXC.VAT INC.VAT2 tonne £7.99 £9.594 tonne £11.99 £14.395 tonne‡ £49.98 £59.986 tonne £14.99 £17.99

MODEL EXC.VAT INC.VAT8 tonne £17.99 £21.5910 tonne‡ £69.98 £83.9812 tonne £24.99 £29.9920 tonne £34.99 £41.99

‡ NEWTelescopic

Range

NEW

INDUSTRIAL AIR COMPRESSORS

• Cast iron pumps on SEV11C,

SE16 and SE19 • Twin cylinder pumps (except

SE11)• Motor

overload protection

• Petrol models

available

EX.VAT£443.98

INC.VAT

FROM ONLY£369.98 Offers the durability & reliability

demanded by professionals.

*230V Supply +Run From 30 Amp Supply ‡Run From 40 Amp Supply ^400V 3 Phase •Supplied With Direct On-Line Starter ◊Supplied With Sequential Direct On-Line Starter †V-Twin #Supplied With Pre-Wired Star Delta Starter

CFM MOTOR RCVR MODEL (HP) (LTR) EXC.VAT INC.VATSEV11C* 9 2 100 £369.98 £443.98SE16C100* 14 3 100 £399.00 £478.80SE16C150+ 14 3 150 *£429.00 £514.80SE16C200+ 14 3 200 ‡£499.00 £598.80SE18ǂ 18 4 200 ^£549.00 £658.80SE26^ 23 5.5 200 £679.00 £814.80SE29+◊† 28 2x3 270 £969.00 £1162.80SE36^● 30 7.5 270 £979.00 £1174.80SE37+◊† 36 2x4 270 £1099.00 £1318.80SE46#^ 40 10 270 £1449.00 £1738.80

H/DUTY

*was £526.80 inc.VAT ‡was £622.80 inc.VAT^was £682.80 inc.VAT was £826.80 inc.VAT

was £1798.80 inc.VAT


GET YOUR FREE COPYNOW!• IN-STORE• ONLINE• PHONE0844 880 1265

Calls to the catalogue request number above (0844 880 1265) cost 7p per minute plus your telephone company’s network access chargeFor security reasons, calls may be monitored. All prices correct at time of going to press. We reserve the right to change products and prices at any time. All offers subject to availability, E&OE.

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INCLUDINGINCLUDINGNEW

SPECIALIST TOOLS & MACHINERY visit machinemart.co.uk

24008RH

HEAVY DUTY 17KG

EXTRA LONG 1m LEADS

JUMP STARTS

Provides essential home, garage and roadside assistance Integral work light 910 includes air compressor Long life battery

EX.VAT£63.59

INC.VAT

FROM ONLY£52.99

SPRAY GUNS

HUGE CHOICE IN-STORE/

ONLINE

PRO12C

EX.VAT£23.98

INC.VAT

FROM ONLY£19.98

PARTS WASHERS

PARTS WASHER FLUID FROM £4.99 EX.VAT

£5.99 INC .VAT

EX.VAT£47.98

INC.VAT

FROM ONLY£39.98

CAR TRANSPORTERLASHING

5000KG CAPACITY

EX.VAT£20.39

INC.VAT

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*Folds for storageMODEL CAPACITY EXC.VAT INC.VATCES340 340kg CES340 340kg CES340 340kg CES340 340kg CES500A 227kg CES340 340kg CES340 340kg CES340 340kg CES340 340kg CES340 340kg CES340 340kg CES340 340kg NEW

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Ex Desire Wilson/ Tim Davies Crossle 33F 1977 FF2000. Totally rebuilt regardless of cost including engine and box, new bodywork, dampers, wheels, battery, belts etc. Full history. £22,000 ovno. Tel. 07801 862264 or email: [email protected]

1969 - Morgan Plus 8 Moss Box. Full FIA spec race car, pristine in sport grey with black interior. Recently rebuilt to a very high standard. We would be delighted to prepare and support the car for the purchaser. £87,500. Tel: 0118 983 1200

1966 Lola T70 MK2 Team Surtees. Offering the ex Team Surtees chassis SL71/48 Lola T70 Mk2. 2015 Goodwood Bruce McLaren Trophy winner and lap record holder. POA. Tel: +44 (0)1451 821611 www.legendsautomotive.co.uk

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Classifieds MSA Autumn 2015.indd 62 27/08/2015 14:52


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opinion

Herringbone and tulip diagrams, a couple of Ordnance Survey maps covering Sheffield

and adjacent landscapes… it was hardly cutting-edge GPS. We didn’t wear helmets or protective clothing and my mate Dave’s Mini had primitive seatbelts that would have offered little protection should a fly have hit its screen. Such, though, were the available tools as I sat down for my competitive debut as a co-driver.

Strictly speaking, ‘competitive’ is an exaggeration. In theory, this Sheffield Students Motor Club event was a 12-car rally, a test of navigational dexterity rather than a bid to set a new record for the fastest ever lap of the Peak District. Theory and reality, though, are often some way apart.

For one thing there were more than 12 cars on the entry list – quite a few more, if memory serves. Speed? That wasn’t a widely available option. Most crews were, like us, in elderly Minis or similar, cars held together by string, duct tape and other stuff usually found in kitchen drawers. Open Dave’s bonnet and there was no conventional Mini 850 distributor cap, but a plastic bag and rubber band performed pretty much the same function (if anyone still owns TPF 299F, I’d love to know whether this set-up is still in place).

Although most cars had been kept on the road through love and improvisation, there were conspicuous exceptions. One bloke had a freshly built Spartan kit car with Triumph Vitesse running gear and a comedy air horn, which he persisted in pressing every time he passed somebody. In our case that was quite often, although we weren’t always travelling in the

same direction so realised we couldn’t both have read the maps correctly.

Our final view of the Spartan? We came over a crest to see its rear wheels resting on top of a dry-stone wall. The car had apparently been a couple of feet from the ground when the co-driver called a left turn, at which stage the steering wasn’t particularly responsive. On the far side of the wall, a co-operatively soft field restricted damage to little more than a scuffed front bumper and buckled number plate.

In the end we approached only one time control from the wrong direction and, as almost everybody else had done likewise, we were classified sixth. More than 35 years later, it remains my best result as a co-driver – largely because it’s the only one. There was nothing wrong with Dave’s driving, but really I wanted to be in the other seat and for that I required a car – something I simply couldn’t afford (I had looked at a Mini offered locally for £45, but the

purchase price alone would have been a stretch – never mind running costs).

The good old days? Not at all. In the UK you can still take a cheap car and use it competitively in events that test skills other than speed – navigational road rallies as above, of course, or production car trials.

No matter where we’d finished as we pulled into the finishing area (a pub car park on the Sheffield moors), ours had been a triumph for budget motor sport.

Budget motor sport has a rich history, says Simon Arron, whose own first rally involved a plastic bag and rubber band

Simon says...

“Most crews were in elderly

Minis or similar, held together by

string and duct tape”

Having covered every Formula 1

world championship grand prix between

2001 and 2012, Simon Arron has

returned to the real world and is now

features editor for Motor Sport

magazine

Accessible combat: speed is king in some forms of our sport, but not all...

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066 Simon says GC DS.indd 66 26/08/2015 17:09

Untitled-36 1 02/03/2015 12:21

msa magazine, autumn 2015

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