FERRARICOMPETITIONRESULTS
CompRes
BEN CARTWRIGHT: 2010 DRIVER OF THE YEAR
ISSUE 060 NOVEMBER / DECEMBER 2010
CompRes Chevy Chase, Leeds Road, Selby, North Yorkshire YO8 4JH T: +44 (0) 1757-702 053 F: +44 (0) 1757-290 547 E: cs.man@btinternet.com
CompRes is available by subscription and is published 10 times a year for the FERRARI OWNERS’ CLUB
FERRARICOMPETITIONRESULTS RACERS’ DINNER The 2010 Presentation Dinner, held at Pendley Manor Hotel at Tring on Saturday, 20th November, will go down as one of the best ever. A record breaking attendance of close to 150 guests enjoyed an excellent meal in the company of many of their closest friends and family. The occasion also celebrated the 25th anniversary of the start of the Maranello Championship back in 1986, and we were delighted to see so many of the drivers who had taken part in that first season. For the record, I’ll list all those Anciens Piloti who managed to come along. From Holland came Rob Grootveld and Nico Koel, two drivers who gave us a real run for our money in their quick Boxers. Keith Maddox and Tim Blackburn made the journey from France where they now live, reminding us of their rapid Dino and blue GT4 respectively. Hew Dundas, who had thrown a small party for his HRD racing team the evening before, was joined by Peter Collard (one of his team drivers) and his brother David. Rupert Turner of Dino and Metro 6R4 fame was in attendance along with Malcolm Little, one of the leading competitors in his 308GTB in those early days. David Cottingham, another Dino stalwart, was happily again in rude health after his recent problems. Richard Chester, who still races albeit now in Group C, had flown in from Switzerland while we also had the pleasure of seeing the Berman twins, Robert and Andrew. Last but not least we also enjoyed the company of the very first
Maranello champion, Tony Worswick, whose bright yellow 308GTB had proved uncatchable. Colonel Ronnie Hoare’s director who liaised with us in 1986 was Roger Maingot and we were delighted that he and Sue were also able to be with us. Our other Guests of Honour included the Club’s President, Jack Sears, John Kemp representing Ferrari North Europe, Pirelli’s Martin Pallot, and Ferrari’s principal link with the UK, Tony Willis. All these gentlemen helped us out with the presentation of the huge number of trophies and mementos. I won’t dwell on the food, the wine or the venue, apart from to say they all seemed to come up to scratch. If anyone found a lull in conversation there were hundreds of zoomy balloons and crackers to let off. We were particularly impressed with John Kemp’s aerodynamic skills in shaping his balloons to achieve the best trajectories. All the Anciens Piloti from the 1986 season were presented with a souvenir in the form of a leather visiting card holder in a nice red Ferrari bag, specially commissioned by us from Ferrari’s upholstery experts, Schedoni. The little souvenirs, which were handed to all the drivers who took part in the 2010 season, were Swiss Army penknives bearing the logos of our two race series. They would have been a dream gift for most small boys, which after all is what many of us competitors are still thought to be! Following the distribution of all these goodies, it was the turn of the principal award winners to receive their trophies. For the PFO (Open) series, these were: Paul Brooks (Maranello
Trophy) for Class S Mike Reeder (Ivan Bishop Trophy) Class C1 Mick Dwane (David Hathaway Trophy) Class C2 Paul Bailey (FF Corse Cup) Class C3 In the PFfc (Classic) series the winners were: William Moorwood (Stubberfield Trophy) Group 1 John Swift (Stirling Cup) Group 2 Ben Cartwright (The Big Swifty Trophy) Group 3 Jim Cartwright (Trofeo Italia) Group 4 Martin Hart was the winner of the handsome crystal glass Spirit of the Series award for Classic while David Hathaway won the equivalent Open trophy, the Il Spirito della Seria. A new award, Alan Newton’s Preston Trophy for the Preparer of the Year, was presented by David to the ever popular duo from QV London, Mike Lester and Phil Warburton. Always a surprise we keep to last is the Wilkinson Bowl which is awarded to the Driver of the Year. This time, to his great delight, it went to Ben Cartwright after his fantastically successful season in the Classic series. There were a few other awards still remaining. Some of the people who help to make the Ferrari racing such a success were rewarded with bottles of fizz, and included Christian Mineeff (the Club website), Simon Cooke (photography), and Derek Seymour (paddock organisation). Finally (almost!) the season’s newcomer drivers were presented with boxes containing a rather nice Italian red together
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SUBS TIME Included with this issue is a subscription renewal form for 2011’s CompRes. Despite escalating costs we have kept the price at the same level as last year – and two years before that! – so it represents an even bigger bargain than you would believe. So that you don’t miss any issues we recommend you complete and return the form, together with your sub, without delay. For those who register for
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DON’T TOUCH ME, I’M ELECTRIC At the recent Racers’ End of Season Dinner at Pendley Manor, Anne and I were presented with some extraordinarily generous gifts, presents from many of the competitors who clearly were appreciative of our efforts to enhance their racing this year. Anne was thrilled with her beautiful necklace and bracelet, a lovely pair of items which she says would have been her own perfect choice. And yours truly was really pleased to receive a case of my very favourite red, the superlative Château Clarke. This is certainly not a wine you can get at Tesco or even Majestic Wine, and its UK source remains a mystery to me. However, someone clearly knows what he’s doing when it comes to getting hold of Baron Edmond de Rothschild’s glorious nectar from the Listrac-Médoc, and I am very grateful. Last but not least, my fellow drivers have bought me something I have increasingly lusted after: an ELECTRIC winch for my trailer. The header to this piece, which many readers will probably not immediately recognise, gives the link to this wonderful pressie. Don’t Touch Me, I’m Electric is the title of a favourite song of mine from the late seventies, produced by Bill Nelson’s Red Noise. Bill used to live just up the road from me in a house that one of my ancestors, ‘Peg Leg’ Peterson, once lived in. But I digress. The new winch, which I shall have fitted early in the New Year, will be of great help to me in getting my Ferrari loaded up for the circuits. And each time I don’t have to struggle with the old winch handle of yore, I shall think
warmly of my mates who have made life so much easier for me!
NEW TROPHIES The introduction of two new classes in the Pirelli Ferrari Open series this season left us a bit short on trophies. We needed to supplement our existing perpetual silverware with suitably prestigious awards for the winners (I should say “most successful” since PFO is not a championship) in Classes C2 and C3. Galloping to the rescue, without much persuasion from me, came white knights in the form of David Hathaway and Anthony Cheshire, of FF Corse. Photo: SwiftyPix
one of the Club’s competition series – the PFfc, the PFO or the PFHC – you can deduct the payment from the registration fee when this is subsequently paid.
The David Hathaway Trophy. Photo: SwiftyPix
with a pair of decent sized goblets. These included Paul Bailey, Paul Brooks, Ray Ferguson and Martin Hart. As is traditional at these Dinners, we had devised a motor racing quiz to test the knowledge and memories of those who wished to have a go. The quiz sheets were distributed at the beginning of the meal and collected at the end. Questions included the first names of certain Ferrari drivers, the names of the Colonel’s drivers, recognition of a number of circuit plans, the engine capacity of a list of Ferrari tipos and the whereabouts of certain wellknown corners on a variety of race tracks. We had two prizes, each being a Scalextric-type slot track featuring Granny racers in bathchairs, with a more serious bottle of Prosecco to go with it. A determined Paul Bailey won the second prize, but the clear winners, with an astonishing score of correct answers, were Gary and Debbie Culver (who we suspect had been given a bit of help by the rest of the cluedup consortium on their table). Fortunately Simon Cooke was on hand with his Nikon primed for action and we have included in this issue a gallery of three pages of his photos taken at the Dinner. We have had quite a mailbag (and email bag) of thanks from many of those who attended this year’s Dinner and on this basis we reckon it can be chalked up as something of a success.
The FF Corse Cup.
As you will see from the photographs, the trophies they have given to the Club, the FF Corse Cup and the David
Hathaway Trophy, are quite superb and will be keenly fought for in future years. Thank you again, gentlemen, for your kind generosity.
PRE-SEASON DINNER and KARTING In accordance with tradition, thanks to the generosity of Pirelli we start each season off with a team endurance race followed, in the evening, by a Dinner. Again, as usual, we shall be returning to the superb outdoor kart track at Thruxton where we shall be running a 2-hour event of four and five-man teams. The Dinner will be at the Hilton Newbury Centre where we have block-booked a number of rooms. The date for your diary is Saturday, 26th March and full details and booking forms will be circulated nearer the time.
2010 CHRISTMAS SWIFTY This edition of CompRes includes the traditional cryptic crossword which is heavily based on motoring and motor racing, and Ferrari in particular. We have three splendid prizes awaiting the first trio of contestants who submit correct solutions by the due date. You have the whole of the holiday to get your teeth into this puzzle as well as the Christmas pudding so I look forward to receiving a welter of correct solutions by the closing date.
WINNERS’ TALES This is the time of year when those who have excelled in our Club competitions are invited to tell us how they did it. Not everybody who achieved success in 2010 is quite as quick with their pen or keyboard as they seem to be in their Ferrari, but they usually manage to complete their account given time without, of course, giving too much of their game away to their rivals. In this issue you’ll find interesting stories from David Hathaway, who won the PFO Il
Spirito della Seria award, and William Moorwood, who has had another successful season in Gp1 of the Pirelli Ferrari formula classic. I hope that those who didn’t manage their homework for this Christmas edition will complete their task for the first issue of the New Year. Now get to it, chaps!
COMPETITION REGISTRATION The finalisation of the new 2011 Regulations is at an advanced stage in all three of the Club’s series and we anticipate that the packs will be ready for despatch very early in the New Year. Last year we rewarded the first three competitors who registered in each of the three series with a copy of the very collectable, not to say valuable, Pirelli Calendar. I have made preliminary arrangements with Pirelli (not yet confirmed as the calendars are as rare these days as hens’ teeth) to do the same this time. So, when you receive your stuff, make sure you volley it back to Chevy Chase Towers without delay.
THE HACKWOOD TROPHY I am pleased to announce that once again Chris Compton Goddard will be promoting the Hackwood Group Classic Driver of the Day award at all our race meetings next year. These trophies were a popular feature of our races last season and the winners on each occasion will again receive a handsome trophy. Chris didn’t enjoy the best of reliability from his Ferrari last year so we can only wish him better fortune in 2011. He may even be in contention to win one of his own trophies!
HAREWOOD 2011 Although the first Harewood Hillclimb meeting of the 2011 season, a double header on 14/15 May, is some way off, it is vital to be quick out of the traps to book weekend accommodation if you want to avoid the dreaded Wedding syndrome. You wouldn’t believe how far ahead some couples make their wedding arrangements – in some cases years ahead of the planned ceremony. With this in mind we have block-booked a number of rooms for this weekend at MONK FRYSTON HALL HOTEL, a venue we used regularly some years ago. We have also arranged a special Ferrari Dinner for the Saturday evening.
Monk Fryston Hall.
As you would expect, we have savaged the room rates in competitors’ best interests and agreed a double B&B rate of £80, with the single rate of £45. We have arranged for these rates to also apply to the Friday and Sunday nights for those who wish to extend their stay. Monk Fryston is a lovely old pile in an attractive village, and I am sure will provide a very agreeable experience for those staying there. It is situated under 20 minutes drive (17 miles) from the hill (adequate to get the Ferraris warmed up nicely) and close to the A1(M) motorway. Last year’s affair at the Bridge at Walshford seemed to be hugely enjoyed and Monk Fryston in 2011 should be just as much
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fun. We shall send out a complete info pack early in the New Year which will include a booking form for the Dinner.
2011 RACE CALENDAR We have already circulated by email last season’s registered competitors with the provisional programme of races for 2011. We always hope to be able to publish this calendar far earlier than we do but always find that organising clubs, for one reason or another, make changes to their dates which obviously screws up our original plans. This year is no exception. The attached table, although not quite in a tablet of stone, is our planned programme of races for next season, with the caveat
that it isn’t impossible for some change or other to be made. If this should happen we shall give you plenty of notice. There are 13 rounds in both the Classic (PFfc) and Open (PFO), which is two more than in 2010. As last year, we are making two sorties to the continent: everybody’s number one choice, the incomparable circuit of Spa-Francorchamps, and one of my particular favourites, Zandvoort. In accordance with many PFO drivers’ requests you will note that many of the Open races are of a longer duration. Also, because it worked so well in 2010, we have all the Classic races at the same meetings as those in which the Open series is engaged.
Just one final thing. We make these arrangements in advance of having any registered competitors or any drivers’ commitment. In a sense, we are flying completely blind! We rely on the programme’s success, as always, on the support we get from our Ferrari competitors. We had huge support last season and I am relying on everyone giving the same level of support in 2011.
MERRY CHRISTMAS! Finally it just remains for Anne and me to wish everyone a very Happy Christmas and a tremendously successful and enjoyable New Year.
Date
Circuit
Series
Time
March 26
Thruxton Kart Circuit
Pirelli Team Karting Enduro
April 30
Silverstone
PFfc
1 x 20’ Q; 1 x 20’ R
PFO
1 x 20 Q; 1 x 30’ R
May 21/22
Donington Park
PFfc PFO
2 x 20’ Q; 2 x 20’ R 2 x 20’ Q; 2 x 30’ R
July 1/2/3
Zandvoort
PFfc & PFO Combined
Testing Fri 2 x 20’ Q; 2 x 25’ R
July 22/23/24
Spa-Francorchamps
PFfc & PFO Combined
Testing provisional 2 x 20’ Q; 2 x 25’ R
August 6
Oulton Park
PFfc
1 x 20’ Q; 1 x 20’ R
PFO
1 x 20 Q; 1 x 30’ R
PFfc
1 x 20’ Q; 1 x 15 lap R
PFO
1 x 20’ Q; 1 x 20 lap R
PFfc
2 x 20’ Q; 2 x 20’ R
PFO
2 x 20’ Q; 2 x 30’ R
PFfc
2 x 20’ Q; 2 x 20’ R
PFO
2 x 20’ Q; 2 x 30’ R
August 29
September 10/11
September 17/18
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Castle Combe
Snetterton
Silverstone
Racing in Monaco! AVING successfully completed the 13th annual Monaco Kart Cup last year, the four Scuderia Rosso Corsa team members: Chris Butler, Richard Prior, Mike Spicer and your scribe returned to a hero’s welcome the following weekend at the annual PFHC Hillclimb Presentation dinner at Aspley Guise. Despite various painful rib injuries amongst us, we were all able to celebrate in our usual style through to the early hours of the morning, no change there! Over the Highland Park nightcaps the subject of returning to Monaco was raised and in our drunken bravado we all agreed to give it another go in 2010! The Monaco Kart Cup is usually massively oversubscribed and priority goes to the previous year’s entrants, who normally just carry their entry over until the following year, so we decided
to do this and thereby guarantee focussed for Monaco. I even had our entry for 2010. my own personal trainer by this During the winter months we time (Hannah: blonde, 25 and were able to see if our various rib gorgeous). Well you’ve got to injuries had healed by taking part take these things seriously in both FOC karting challenges. haven’t you! For the indoor area group event The team was then in for a we represented the ‘Cotswolds’ major hiccup. Chris had hinted but then reverted to our at the Thruxton event that he traditional (and grand sounding) Scuderia Rosso Corsa title for the excellent outdoor karting event at Thrtuxton sponsored by Pirelli. Richard Prior was really getting into the swing of things and had signed up to do a season of Club 100 kart racing Strict dietary control was imposed on the team whilst I drivers. Hilary seems to be conforming. continued to try We are not so sure about Tommo . . . and keep
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back to three injuries! drivers and 10 David and I, together with minutes after that Hilary and Fiona, took the up to four, after opportunity of testing the karts David suggested we would be using in Monaco at his good friend the exclusive test day at Nick Adcock, who Brignoles near Cannes. We had a had raced and good day and both set won at Spa driving competitive times within about ‘Rossie’, his half a second of each other. It faithful 328 last was a double celebration for year. Sorted! David as he was able to acquire a Nick is an 430 challenge during the course extremely quick of the day by telephone. Who driver having says only women can multi task! spent many years And so to Monaco. Graham racing Clio Cup Hill was my boyhood hero and of cars supporting course a five-time winner on the the British Touring streets of Monte Carlo, so as a Team captain Nick Taylor explains the strategy to Cars and more young lad I could never have his drivers (L to R): Richard Prior, Nick Adcock recently imagined that I might race there. and David Tomlin. competing in My ultimate ambition is to race a might not be able to make sports prototypes and the V de V Formula One at the Monaco Monaco. He couldnt say why, but long distance championship in his Historic one of these days but just said that it might be Ligier. I didn’t know Nick, but until that time, competing in the ‘difficult’. Ali said the same thing figured that being a good mate of Monaco Kart Cup is a pretty and then we put two and two David’s he must be good for a damn good substitute. together. It seems that racing a laugh and easy to get on with. Fiona and I watched the NASCAR around Daytona beach During the summer we Formula One qualifying at the wasn’t the only thing they got up undertook some practise in our Historique in May from the small to on holiday! ‘T’ kart at Whilton Mill where grandstand between Rascasse The impending date of the David (with his karting and Anthony Noghes, and also new Butler addition was to clash experience) was able to give us watched the karts from the same with Monaco, so not only had I some excellent advice to avoid vantage point. I can tell you the lost one of my star drivers but those painful rib injuries. We all odds of an Historic Formula One also my pit lane strategist! used rib protectors last year, but car being quicker through that Damn! One would have thought even so still ended up battered, section wouldn’t be very good so they would have at least had the bruised and broken after six it’s serious stuff. decency to think of the greater hours of racing. Those in the As usual, there was a good good of Scuderia Rosso Corsa know, use additional padding in smattering of professional before engaging in their own strategic places together with the drivers: Nelson Piquet, Romain personal pleasures! rib protector and bingo! No more Grosjean, Giovanni Lavaggi and As team manager, my headache was to get even bigger when I heard the news that Mike Spicer had been injured whilst taking part in one of Richard’s Club 100 races. It seems that during one of the pit stop driver changes, another kart had run into and caught the back of Mike’s ankles, chipped a bone and damaged his Achiles tendon, double damn! The injury was bad enough to prevent Mike from competing in Monaco, so I was running out of drivers fast! What to do? I know: give David Tomlin a call. He’s fast, an ex-long circuit kartist and certainly mad enough to want to do it. 5 minutes later we were Richard Prior hard at work.
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Pedro Lamy from F1, Augusto Farfas from World Touring Cars, and a whole host of GP2, World Sports Car and Indycar drivers competing. What was noticeable this year was there was a large number of karters competing in the Junior World Championship being seconded into a number of the endurance teams. In fact, the team next door included a 13 year-old who had just won the Brazilian Junior Kart Championship the previous weekend. As you might expect, he was a bit nifty out of the corners! There is not much opportunity in motor sport for amateur club racers like ourselves to take on the professionals, but the event seems to be taking on the mantle of an end of season ‘Pro-Am’ for the many professional drivers who live in Monaco. The layout of the track was identical to last year but the pit boxes had been moved from the quayside to the normal F1 Grand Prix pit lane. As a street circuit, the surface had changed somewhat with the odd patch of new tarmac here, freshly painted white lines there. But most importantly the track now incorporated a strip of cobbled stones just as you turned into one of the fast chicanes approaching Rascasse. Shades of the famous cobbled Nouveau Monde hairpin at the long lost Rouen–les-Essarts street circuit. The Monaco Grand Prix track
doesn’t look all that bumpy when you watch it on TV and maybe it isn’t in a Grand Prix car, but in a kart it’s a different matter. You feel every little bump, white line or manhole cover, and that’s even before you get to the cobbled The Scuderia Rosso Corsa machine - not a section! Ferrari but at least it’s red. Assuming, you can get through there without little nervous having Piquet in his skimming the barriers you’re group, but qualified easily, as did then catapulted towards the Nick A. David caused us heart Rascasse, which is fast and very failure on the pit wall with his bumpy, followed by a short, times appearing to be too slow slightly uphill straight leading into with less than two minutes to go, the blind entry for Anthony but what we didn’t know was he Noghes. Wow! You certainly just finding a clear lap. Two know about it when driving this quick laps at the end of the section of the track, but session and he had qualified perversely, you can’t wait to do it without a problem. all again the following lap! Now it’s my turn. Sitting in The Monaco Kart Cup is a the pitlane I can see my three-day event, with qualifying qualifying opposition: lots of on the Friday, a two-hour race on young fit blokes in slim fitting Saturday morning, a two-hour kart suits and custom painted race on Saturday afternoon, and race helmets, this could be the final two-hour race on tough! It takes a lap and a half Sunday morning. The qualifying to get the tyres up to format on Friday is two 40temperature by which time the minute unofficial timed sessions, clock on the start/finish straight before all drivers are divided up is reading 5-minutes-something into groups for official timed left to run. No pressure! I’m qualifying. Your official qualifying quick enough through the fast is just seven minutes long during bends and under braking, but like which time you David I struggle out of the have to nail a hairpin and the slow chicane due quick lap to to my weight and size. I never make the cut for talk to myself inside my crash the race. The helmet when racing but out of ACM impose a these two corners I am shouting strict 110% ‘come on!’, ‘come on!’ at the top qualifying rule, of my voice just to try and ‘will’ which means you more speed out of the kart. I can are under see my times and I don’t think pressure to get they will be fast enough. 90 that good lap, seconds of the session remain and a lot and the last lap has got to be a depends on who banzai effort. It goes well until a you are matched spun kart and a yellow flag at against in your Rascasse cost me time. qualifying group. Fortunately, the clock is still “Sitting in the pitlane I can see my opposition: lots Richard looked a ticking and I can get in one more of young fit blokes in slim fitting kart suits.”
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Cool under pressure. Fiona at work with the lap chart.
lap which is quick and clean, but I don’t know the time so I am doubtful that I have made the cut. I come trundling into the pit lane expecting glum expressions from my team mates, but, no, they are smiling and I get a thumbs up. “You’re in!” “Sure?” “Yes, yes, on your last lap, you’re in!” For two years in succession I have qualifyed on the very last lap of the session. I could do without this pressure! However, mission accomplished, we are all in the race and can now look forward to a weekend of racing on the streets of Monte Carlo. Not bad! We have a few beers to celebrate and a nice meal at the Tip Top, with a nightcap in Casino Square before a relatively early night.
a big grid of karts there is plenty of action happening all round the track and the trick is to try and stay out of trouble - easier said than done! If you do have an incident, the barriers do a good job of stopping the karts, but you are mindful of what can happen if two karts interlock wheels. During this race two karts touched in front of our pits a 100+ mph, both of them flipping and one appearing to cart-wheel over the barrier into the trees. It was like watching an air crash, such was the violence of the accident, but remarkably both drivers appeared unscathed, but still it’s not what you want to see when it’s your turn next to take the wheel! We were making steady progress in the race, with all drivers lapping swiftly and, most importantly, consistently. As we moved into three quarter race distance we were hovering around 30th position. Nick Adcock was at the wheel and we heard Scuderia Rosso Corsa mentioned by the commentator; we all smiled and gave the thumbs up to each other and then felt rather foolish when Nick failed to come round. He had gone off somewhere, but where?
Race One Richard had set our fastest qualifying time, which was good enough for 35th on the grid out of 41 - one row back from last year. Richard started the race and appeared to have made a good start before getting caught up in the inevitable first lap crash. This time it occurred at the fast left, right into the swimming pool section. Fortunately, no damage was incurred, but Richard lost a bit of time threading his way through the carnage. With such
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The similarity between Richard Prior and the Stig is amazing. Could this be the real deal?
I had caught a flash of him stopped and out of the kart on the big screen TV, but wasn’t sure if he was at Rascasse or the Tabac hairpin. Now the problem, if you have a crash, is that the team has to recover the kart and return it to the pits for repair, so if you are going to crash, crash close by! Unluckily, Nick had been taken out at the Tabac hairpin (furthest away) when he was assaulted by, not one, but two karts at the same time; nothing he could do and not his fault, but a broken steering arm was the result. We grabbed a kart trolley and dashed off towards the hairpin, which seemed to take an age, having to make our way through the actual swimming pool area and over a couple of barriers before being allowed to cross the track to recover the kart on the outside of the track. We had been briefed by the ACM that should this situation occur, the only route back inside to the pits was crossing the track at the marshals post, by the end of the pit lane. This was easier said than done. Firstly we had to run with the kart on the trolley past all the bars and restaurants on the outside of the track, which was teeming with spectators. Richard and Nick ran in front, clearing the way of startled Monagasques with shouts of allez! allez! whilst David and I pushed the trolley. Picture in your mind ‘Keystone Cops visit Monte Carlo’ to give you some idea what it was like! After what seemed like an age we got the kart back to the pits, where the repair took less than a minute by the expert Intrepid mechanics, and we were back in the race. David completed the final stint and reported no problems with the kart, but by this time we were well down the order due to the number of laps lost with the crash. We now had a 3 hour gap before the next two hour race in the afternoon, during which time Nick Adcock’s charming girlfriend,
There was even time to do some shopping. Tommo and Hilary contemplate their next meal.
Sharon, arrived and we enjoyed an excellent team lunch at Pataya, our favourite quayside restaurant, whilst enjoying the fabulous harbour view of Monaco. Race Two Because I had missed out on a second stint in the first heat, we changed things around a bit so that we would all end up with similar ‘seat time’ by the end of the second race. This meant David would do a single 25minute stint and I would do two 20-odd minute stints. Nick started the race, keeping out of trouble and making up some places before handing over to Richard, and then David who continued the good work. I really enjoyed this race as the whole team was driving well and we were keeping out of trouble and, doing a slightly longer stint, meant I could really get in the ‘zone’. Toward the end of a long stint your ribs start hurting more each time through Rascasse, and your hands and wrists are aching, but the adrenaline rush of racing at Monaco eases the pain. I look knackered after my stint, but I’m actually in good shape and raring to go again given ten minutes to recover and a cold drink.
The race finishes without any incidents and we are all in high spirits. Four hours of racing completed and just two more left to do tomorrow. We enjoy a relaxed evening together, starting at the Irish Bar near the Portier corner before the tunnel, and then a lovely Italian meal just up the road in a restaurant frequented by Princess Stephanie. As we walked up the Rue du Portier, Richard spots Flavio Briatore in one of the other restaurants enjoying a meal although sadly he wasn’t accompanied by a supermodel on this particular occasion! We enjoyed a nightcap in Casino Square before heading homewards, only to bump into Shirley Bassey, out for a late evening stroll with friends all very surreal!
of rain forecast for the last race on Sunday morning. David started this last race and drove quickly and smoothly, managing to get us into the top thirty. All was going well until we felt spots of rain starting to fall. Nick was due to take over from David, but with the rain starting to fall more heavily I switched the driver change, so that I would take over in the wet. There is never any advantage in being a heavy driver when it comes to karting, but at least in the wet it makes a more even playing field. I had visions of a Beltoisetype drive in ’72 in my mind as I waited to take over from David, but where was he? Unfortunately, David had gone off on the approach to Rascasse on his ‘in’ lap due to a sheared O/S/ F brake disc that had speared him into the barrier, but he was fortunately able to make it back to the pits for repair. Almost at the same time the race was red flagged because the ACM deemed the conditions too wet to continue, which was a shame because I was really looking forward to the challenge of a wet circuit on slicks. Although the race was stopped, the clock continued to count downwards whilst the Intrepid mechanics changed all the karts from slicks to wets - not a quick task as kart wheels are not centre locks but four stud.
Race Three The weather had been generally very pleasant over the entire weekend, although there was a chance
Baby sitter.
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However, the task was achieved in a remarkably quick time, but we had lost a good 40 minutes or so of the race which was a shame. I took the restart, by which time the rain had stopped and the circuit had virtually dried out. It was a pity that the officials had felt the need to stop the race in the first place, as it only rained heavily for ten minutes or so and it would have been fascinating to see the various strategy calls by the teams: stay out on slicks, or come in for wets? I think we would have stayed out on slicks for the 20 minutes of my stint before the next driver change, by which time it would have been clear that slicks was the way to go, but we shall never know. The reality of the situation was that instead of a heavy driver out on slicks on a soaking wet track, we now had a kart on super soft wets on a virtually dry track, with our heaviest driver (me) at the wheel, which is not what you want! I tried to be as easy on the tyres as I possibly could but signalled to the team I was coming in early for a driver change and refuel as I didn’t want to overheat or scrub out the soft wets. Richard took over from me, followed by Nick, who took it to the chequered flag. By this time the circuit was covered in loads of rubber ‘marbles’ from all the shredded super soft wet tyres. It was quite interesting looking around some of the karts after the race and comparing the different tyre wear patterns, which you would think would all be similar but in fact were all widely different. What with the rain and the enforced tyre changing stop to the race, it was a slight anticlimactic feeling compared to last year, but that was it, the end of another Monaco adventure. We finished pretty much where we had started the weekend, in 36th position: not brilliant, as we had targeted being in with a chance of the top 20, but our first race shunt had put a stop to that, but that, as
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The Fab Four. Driver line-up with (L to R) Richard Prior, David Tomlin, Nick Adcock and Nick Taylor.
they say, ‘is motor racing’. Richard was seen chatting with Piquet after the race and asked Nelson ‘Are you coming back next year?’ to which he replied ‘Yeah, until we win it!’ We at Scuderia Rosso Corsa may have slightly less lofty ambitions, but ‘Yeah, we’ll also be back next year!’ Thanks to my team mates Richard Prior, Nick Adcock and
David Tomlin, and our glamorous pit babes Hilary, Sharon and Fiona, for a fantastic and memorable weekend racing on the streets of Monte Carlo!
1
2
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6
5
4
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The 2010 Racers Presentation Dinner 9
at The Pendley Manor Hotel
10 1
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21
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Just in case you have difficulty in recognising some of the faces we have provided this key. Apart from the presenters of the trophies and mementos, Jack Sears (JS), Tony Willis (TW), Martin Pallot (MP) and Anne Swift (AMS), the following people fit the number alongside the photographs: 1 The Fosker Engineering table 2 Tony Worswick with John Swift 3 Martin Hart with AMS 4 Nick Cartwright with JS 5 Keith Maddox with TW 6 Mike Lester and Phil Warburton with David Preston 7 Roger Maingot with TW 8 Wayne Marrs with JS 9 Paul Bailey with JS 10 Jim Cartwright with AMS and MP 11 Rupert Turner with TW 12 One of the Anciens Piloti tables 13 Mick Dwane with MP 14 Richard Allen with JS 15 Ray Ferguson with AMS 16 Richard Chester with TW 17 The irrepressible Yvonne Preston 18 Malcolm Little with TW 19 Craig Milner with JS 20 Suzanne and Peter everingham with AMS 21 The David Hathaway table including Vince Woodman, Geoff Neal, Paul Bailey together with their ladies 22 Ben Cartwright (Driver of the Year) 23 Gary Culver with MP 24 Rob Grootveld with TW 25 Nico Koel 26 David Cottingham with TW 27 John Swift with AMS and MP 28 Peter Collard with TW. Photographs by www.simonpics.co.uk
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ANNE’S STATS FROM 2010 Anne has been beavering away on the facts and figures from the 2010 racing season. They make interesting and sometimes surprising reading.
PIRELLI FERRARI formula classic
There were 35 REGISTRATIONS of which 33 drivers have taken part.
There were TWO new drivers: Ray Ferguson and Martin Hart
TWO drivers returned to Classic: Tris Simpson and David Hathaway
The number of WINS in the various race Groups were: Ben Cartwright
8
William Moorwood
7
Jim Cartwright, Gary Culver, William Jenkins
5
Fred Honnor, Nick Whittaker
3
David Tomlin, Richard Moseley,
2
Chris Butler, Nick Cartwright, Tris Simpson, John Swift
1
FIVE drivers participated in every round: Ben Cartwright, Nick Cartwright, Richard Fenny, Martin Hart, John Swift
The number of FASTEST LAPS set by drivers in the four race Groups were:
William Moorwood
4
Nick Whittaker Tris Simpson
4 1
GROUP 2:
William Jenkins Richard Moseley Fred Honnor
4 4 3
GROUP 3:
Ben Cartwright David Tomlin
7 4
GROUP 4
Jim Cartwright Gary Culver
6 5
GROUP 1:
Establishment of LAP RECORDS green
New LAP RECORDS red.
GROUP 1
Nick Whittaker William Moorwood Tris Simpson
4 2 1
Knockhill1, Donington, Castle Combe, Knockhill2 Zolder 1, Zolder2 Oulton Pk
GROUP 2
Richard Moseley William Jenkins Fred Honnor
3 2 2
Zolder1, Zolder2, Oulton Pk Donington, Spa1 Knockhill1, Knockhill2
GROUP 3
Ben Cartwright
6
David Tomlin
3
Zolder1, Donington, Zolder2, Knockhill 2, Oulton Pk, Castle Combe Knockhill1, Snetterton2, Spa1
Jim Cartwright
5
Gary Culver
4
GROUP 4
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Zolder1, Donington, Zolder2, Snetterton1, Snetterton 2, Knockhill1, Knockhill2, Oulton Pk, Castle Combe
HACKWOOD GROUP CLASSIC DRIVER OF THE MEETING Snetterton
Fred Honnor
Spa
Martin Hart
Knockhill
Nick Whittaker
Zolder
Nick Cartwright
Oulton Park
Ben Cartwright
Castle Combe
Pauline Goodwin
Donington
William Jenkins
PIRELLI FERRARI OPEN
There were 38 REGISTRATIONS of which 34 drivers took part.
There were 15 NEW DRIVERS: Paul Bailey, Thomas Boettcher, Gary Eastwood, Cliff Fox, Keith Godber, Ian Hartley, Derek Johnston, Darren Laverty, Robert Macfarlane, Mark McAllister, Leon Price, Gavin Shirley, Stuart Tarrant-Willis, Arwyn Williams, Sean Winder
5 drivers RETURNED to the Open series: Paul Brooks, Jim Cartwright, Mario Ferrari, Craig Milner, Paul Unsworth
The NUMBER OF WINS in the various Classes were:
Mick Dwane
8
Paul Brooks, Leon Price
4
Graham Reeder, David Tomlin
3
Mario Ferrari, Mark McAllister, Jamie Stanley
2
Gary Eastwood, David Edge, Ian Hartley, Nigel Jenkins, Derek Johnston, Nima Khandan-Nia, Darren Laverty, Robert Macfarlane, Wayne Marrs, Paul Unsworth
1
The number of FASTEST LAPS set by drivers in the four race Groups were: CLASS S
Paul Brooks Mario Ferrari, Jamie Stanley Nima Khandan-Nia, Paul Unsworth, Arwyn Williams
4 2 1
CLASS C3
Leon Price Gary Eastwood Paul Bailey, Ian Hartley, Mark McAllister
3 2 1
CLASS C2
Mick Dwane Robert Macfarlane
8 1
CLASS C1
David Tomlin, Graham Reeder, Vance Kearney Wayne Marrs, Pat Gormley, Mike Reeder,Nigel Jenkins, Mark I’Anson
2
Establishment of LAP RECORDS green CLASS S
Paul Brooks Jamie Stanley Mario Ferrari Paul Unsworth Nima Khandam-Nia Arwyn Williams
1
New LAP RECORDS red. 3 2 2 1 1 1
Spa 1, Zolder 1, Zolder 2 Snetterton 1, Snetterton 2 Knockhill 1, Knockhill 2 Oulton Park Castle Combe Donington
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CLASS C1
David Tomlin Graham Reeder Mark I’Anson Mike Reeder Nigel Jenkins Wayne Marrs
2 2 1 1 1 1
Snetterton1, Knockhill1 Zolder1, Castle Combe Knockhill2 Spa1 Oulton Park Donington
CLASS C2
Mike Dwane
6
Robert Macfarlane
1
Snetterton1, Snetterton2, Spa 1, Zolder1, Oulton Park, Castle Combe Donington
Leon Price Gary Eastwood Paul Bailey Mark McAllister Ian Hartley
3 2 1 1 1
Snetterton 1, Snetterton 2, Spa 1 Castle Combe, Donington Knockhill 1, Knockhill 2 Oulton Park
CLASS C3
Green = record established
Red = record broken
The Series visited Snetterton, Spa-Francorchamps, Knockhill, Zolder, Oulton Park International, Castle Combe, Donington Park
JANUARY
FEBRUARY
7
Christian
Mineeff
8
Philip
Whitehead
10
Christopher
England
16
Nick
Whittaker
17
Chris
Wilson
18
Richard
Atkinson-Willes
Peter
Hitchman
23
Mark
I’Anson
24
Peter
Sowerby
27
Tim
Mogridge
28
George
Christopher
Andrew
Micheals
Peter
Moseley
30
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4 5
Nima Andrew
Khandan-NIa Lawley
Vance
Kearney
14
David
Dove
16
Stuart
Bowler
Jack
Sears
18
Enzo
Ferrari
21
Gary
Culver
22
Neil Jeff Richard
Reeder Lester Fenny
Peter
Rogerson
24
Peter
Fisk
25
Lewis
Carter
26
Peter
Rowley
27
Alex
Mortimer
Mark
Hargreaves
Photo: Jonathan tremlett
Winners’ Tales: WILLIAM MOORWOOD
O
VER THE WINTER, the principal work done on the car was to pay attention to a number of areas where rust to both the chassis and bodywork needed attention. This included a new front chassis cross member which theoretically would increase the rigidity of the chassis. In March I went to a track day at Brands to check that all was in good shape. The car felt as good as ever and I couldn’t detect any change in the handling. The season’s start at Snetterton was eagerly anticipated and the first race could not come soon enough. The first scrutineering session of the season is an interesting test as there always seems to be something new, and this year was no exception as I was asked for my MOT certificate (which of course I didn’t have). This little
problem was circumvented by pointing out the current road tax disc and the assurance that this would not be valid without a current MOT. With this explanation I was given clearance. As the only Group 1 entrant, I wasn’t sure where I would get competition from but all was well in the form of Ray Ferguson’s Mondial t. The first race was very entertaining as I could catch him up from The Esses all round to Russell before losing out on the long straights. For ten laps I could exit Russell alongside him before losing out on the straight, for despite weight of polish on the Mondial it is formidably quick in a straight line. Luckily the pressure told and on the final lap I pounced on a mistake by Ray at Russell and managed to keep ahead for the rest of the lap to finish just ahead. The second race was not so eventful as I struggled to keep the Swift 308 in sight with no one chasing up behind me. Still, it
was a good start to the season and great to have a successful run before heading across the Channel to Spa. Spa is just one of the best places in the world, for not only is the circuit fantastic but the whole ambience of the Ardennes mountain setting makes it really special. Little events, like the pre race briefing, add to the experience as it is nothing like a UK meeting run by an MSA official. The halting English of the ADAC Clerk of the Course adds nicely to the confusion of what should be done at key points of the circuit. The highlight this year was when asked to make sure that the pace car would go quickly enough for everybody to warm up their tyres. The Clerk assured us that this would be case as he would be driving the pace car; but then he added, with an almost straight face, that the pace car would be a Fiat 500 Abarth which is much quicker than any of our Ferraris.
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“At Snetterton I pounced on a mistake by Ray Ferguson at Russell and managed to keep ahead for the rest of the lap.“
Group 1 was bolstered by Nick Whittington’s GT4 and by the delectable 275GTB4 of Jan Gijsen. Race 1 was dry and uneventful but for a very confused start, which fortunately didn’t affect me. Race 2 was very entertaining, as it was my first Spa race in the rain, not a full downpour but enough to make it very interesting. The first lap in wet conditions makes for an especially good adrenaline rush, and Spa is the perfect place for it. After a cautious run up through Eau Rouge I got past Richard Fenny and Ray Ferguson on the first lap to get onto the back of William Jenkins and John Swift, who were travelling as close as they dared to the Gijsen 275GTB. Whilst the track was wet I could keep up with them but unfortunately as the track began to dry out I slipped back a little. Still, the race was hugely enjoyable and as ever it was a great weekend. Next stop was Zolder, a first time visit for me, and the track with all its history met up with my best expectations. When I arrived on Friday afternoon it seemed that we were in for something special as my tow car’s thermometer told me it was 420 C. As night fell it didn’t seem to get any cooler. At the end of the pre-race Dinner, the Cartwright family had the very good idea of going on a
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midnight stroll, which included a full lap of the circuit. Fortunately most of the track was floodlit and a close inspection of the three chicanes which are lined on the inside with formidable aluminium speed bumps was particularly worthwhile. Most of us had not raced there before and the challenge of a race weekend, with two races and two practice sessions, made it equal for all. The temperatures on Saturday and Sunday were exceptional - around 320 C in the morning rising to 400 C or more
in the afternoon. In common with all GT4s, my car has suffered from high engine temperatures and as a result has been modified with a frontmounted oil cooler to help keep temperatures down. I was glad to see that it just about coped with these temperatures without giving the driver undue alarms. This certainly helped, as the driver was in a constant state of overheat. Keeping hydrated over the weekend was a challenge, with determined efforts to find shade and constant water intake was an essential activity. The first race went well as I worked really hard to keep in touch with Peter Moseley’s 328 and to keep ahead of John Swift in his modified 308. John had a poor start and after a couple of laps I could see him creeping slowly up on me until he got past, with two laps to go, after a sneaky move when I allowed Paul Brooks to lap me. Even then he nearly went off the track in sight of the chequered flag but kept his car straight enough to just keep ahead of me. The second race was less eventful as unfortunately John had to pull out with a terminal brake problem. Maybe this was a good thing as temperatures were significantly higher and I was
Oulton Park is William’s favourite UK circuit. Here he is under extreme pressure from Pauline Goodwin and Tris Simpson.
able to enjoy the circuit without giving the driver and car undue stress. It was a memorable weekend, especially because of the brilliant circuit and the unusually torrid weather. For those who may remember my report from last year, the Zolder weekend was followed by the local produce show back at home and you will be glad to hear that I have retained my position as the champion Sweet Pea Grower. Oulton Park is still my favourite UK circuit and this year’s race was the best one this year. There was a record turnout of GT4s, including my first sighting of Tris Simpson’s newly acquired one. I qualified well as the first of the GT4s which was just as well as the race was the best of the year. I made a good start, getting ahead of some potentially faster cars which, after 5 laps, managed to find their way past. Then it became a serious GT4 race. Initially Nick Whittaker was right on my tail only to disappear coming out of Cascades. Then it was Tris Simpson’s turn to apply pressure and he was right on my tail for the last three laps, finishing only 1/10th of a second behind me. Donington Park was good and bad in equal measure. It was good to be back there and see that the circuit is up and running again. The open pit lane test day before the race was not to be missed, with race cars ranging from a Mini to Benetton and Arrows F1 cars. The highlight was being overtaken by a Lola T70 through the Craner Curves. Ray Ferguson’s Wiltshire Building Contractor’s photograph of my statue, dressed up in his team uniform, showed an inappropriate lack of respect, particularly as the photo was pinned up on his pit wall. Really! Qualifying as the quickest GT4 showed the value of the test day. The race was not so good as, coming out of Redgate on the second lap, I first had to avoid the spinning Richard Fenny GT4. This wouldn’t have been too bad but then Richard unfortunately struck the Wilson 308, causing
further avoiding action. By this time I had a wheel on the grass. I thought that the car was running straight but this wasn’t to be as I “Spa-Francorchamps, and as ever it was a great weekend.” spun three times, finishing up a long with my canoe and holed it just way from the circuit with my race above the water line. This effectively over. It was an caused some parental strife, unfortunate end to a great culminating in me having to go season but the good thing was and formally apologise to Ricky’s that the car was completely barrister father for my undamaged. inappropriate behaviour. After my last year’s ‘Winners I forgot about this until 25 or Tale’, Pauline Goodwin kindly told more years later when Ricky, me that she had enjoyed reading now Richard, attempted to cross it. Well in turn I had much the Atlantic in a record time. His enjoyed Jon’s report of the first attempt failed just short of previous year on his planned Lands End when his boat sank. space mission and meeting with When he set off again, I wrote a Sir Richard Branson on a desert letter wishing him luck and island. Jon is not the only racer reminding him of his first sinking. to have met Sir Richard as I went I didn’t get a reply, but I thought to school with him at the age of it was worth one. Well, 25 years eight. He was known as ‘Ricky’ in after that it is now Sir Richard those days. One day Ricky and I and he wants to put Jon Goodwin ‘borrowed’ his father’s dingy and into space. I wish them both took it to a local lake. This was good luck and hope that no all good fun until I rammed it young upstart damages the spacecraft. Thanks, as ever, to John and Anne for their support and encouragement. Thanks also to Mike, Phil and Sean of QV for looking after the car so well and making it a pleasure to drive. In John’s Oulton report he described the car as being ‘as reliable as a clockwork mouse’, to which Phil has added that it was being driven as slowly as one. I am just hoping that elevation to ‘Preparer of the Year’ does not go his head. My thanks to the Cartwright family for their hospitality, and finally thanks to Catriona who is as supportive as ever, and who would come to more meetings if she could manage it. Zolder. “Keeping hydrated over the weekend was a challenge.”
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Photo: www.simonpics.co.uk
Winners’ Tales: DAVID HATHAWAY
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We carry plenty of wine and beer - we need that for visitors. On one occasion I broke the top of my bottle of Glenmorangie single malt, so I poured the Photo: Trveor Noble
HE FOC TECH & REGS Committee this year decided to allow all current models to enter the PFO (Open) series. What a great idea that was: good grids; good racing, what more could we ’gentlemen drivers’ ask for. It was good to see the likes of FF Corse drivers appear, and what about Paul Brooks in a 456. Not to mention Paul Unsworth in his 550 Maranello. The Hathaway transporter was well equipped, with M&S tinned curries (on the advice of that domestic goddess, Debbie Culver). These turned out to be a godsend, especially at Snetterton when the management decided that the restaurant would not open on a Friday evening before the meeting. It was almost party mood in the truck. There were a number of occasions when this happened. One time we had Peter Everingham going into detail of his ‘press officer’ job
with the Army, and how to drive (steer) his hovercraft around the fjords of Norway. If anyone wants a laugh, I suggest you get him to recall them to you.
Juggernaut or mobile Curry House? The Hathaway transporter was a welcome sight at Ferrari race meetings during 2010.
Photo: Trveor Noble
David’s 360 Challenge car just got more competitive as the season went on.
contents into an empty Chardonnay bottle. I forgot about it and at the next meeting offered Yvonne Preston a glass of ‘Chardonnay’. “Best wine I’ve ever had” she said. I’ll have to stock up with some more for next season. Another great advantage of the transporter is that Lee (Dyer) always seems to find the bits and tools etc that he is constantly asked for by our fellow competitors. The best example of this was during a GT Cup meeting at Snet. After a disastrous day, the starter of my 360 was used by Marco Pullen to win one race and finish the other. Marco went on to be the GT Cup champion this year, and probably without our starter this would not have happened. Lee and I always try to turn up at the meetings first so we can claim space for the Ferraris; the best one was Castle Combe on August bank holiday when I arrived two days early and Lee acquired some reels of ‘Police’ tape which was duly put around the Ferrari area. Now to the races. It was wonderful weather for the Spring meeting at Snetterton in April. This was the first occasion where the 360 and430 tipos were competing. I used my 360,
rolling starts great, I came second in my class behind Mick Dwayne, so well pleased. I kissed the back of Wayne Marrs’s beautiful 360GTC after he stalled on the grid, which wasn’t so good On to Spa in May, after having competed in a couple of AMOC Intermarque races. As usual, Lee and I were first on site (the truck knows its way now). Really rubbish position in the paddock, downwind of the toilets (which I would add were slightly better than last year, but only slightly. The showers were much better). Two good qualifying sessions: third on grid for the first race. Had a bit of coming together with the Brussels driver, Van Riet, at Stavelot, so I ended up 4th in the race and off the podium. In the second race, on slicks, it started to rain when we got to the assembly area. Then the ‘Wet Race’ board appeared as we were ready to go onto circuit. On the second lap, as we climbed up through Eau Rouge, I saw Leon Price spinning and looking as though if he was heading for the wall at Radion. Enough, I thought, and came in. Mick Dwane drove a great race to win on slicks for the heavens really opened during the race. On July 9th it was Belgium again and Zolder. We arrived
even before Anne and John, and spent a while in the entrance holding area before were admitted to the circuit. This was a race meeting when it was unbelievably hot. During the weekend the temperatures got to almost 40°C. The awning of the truck was well used by many to shelter from the sun and drink beer. The Mick Dwane show appeared complete with chef to cook and offer home-made burgers and sausages, and they were well received. Curry (even M&S) is a bit difficult in these temperatures. Great circuit (John just keeps bringing then on - thanks John). With two good qualifying sessions, I managed to got used to the layout. We were parked at the rear of the track, which is bounded by one of the large Belgian canals. Well, one of the excuses I use for my disastrous race was that at about 10.00pm before race day, a couple of large barges moored opposite us, an all night rave started and went on until 7am, when they steamed off up the canal. No sleep was had that night. Come the race, I was 4th on the grid, brand new tyres, rolling start, only about half a lap to warm up the tyres, turn 8 outbraked me, over rumble
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strips, spun, into tyre wall, race Classic my lovely 308GT4 waved over. Debbie and Yvonne the white flag going into Folly on insisted I went to the Medical the second lap, and I spent the Centre, and Debbie drove me rest of the time watching Ferraris over. There I met Graham going around the circuit from my Reeder, who was a bit hot and vantage point at the inside of bothered, and under surveillance. Quarry. The doctors eventually found I The last meeting of the had a couple of cracked ribs. season, at Donington Park, Just in case of trouble I had turned out to be one of my best taken my 355 to Zolder but the events. We arrived at 17.55 on doctor wouldn’t let me drive the Friday evening only to be told again that day. the circuit shuts at 18.00, which Trying to get our heads apparently is before 17.55 around the situation, I realized Donington time. We eventually that I was probably suffering got in to the paddock after a lot from Classic Race withdrawal of ‘discussions’. We then spent a symptoms, having previously fair part of the evening/night invested(via eBay) in a 308GT4. Lee and I decided that he would turn it into a race car and he did! The next meeting was Castle Combe for the August Bank Holiday Monday meeting. There were three races for me: Trimarque, Intermarque and Classic. I had the 355 Challenge for the first two as the 360 was not repaired. The qualifying sessions and races were good for the first two events. However, in The faithful F355 Challenge was used very effectively in Intermarque races. qualifying for the
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Photo: www.simonpics.co.uk
Photo: Stefan Eckhardt
David leads a group of cars into Les Combes at Spa.
looking at and listening to the planes going into East Midlands Airport. Do you know that the passenger flights stop at about 1.00am, but the DHL cargo planes start again at 2.30am and come in until 4.00am? We were engaged for two races: Open and Intermarque. There were really good grids: 20 for PFO and 30 for Intermarque. The PFO race was spoilt by the early appearance of the Safety Car and then stopping the race 2 minutes early. But, hey, what a great race! This was the one I almost got up to the times of Mick. I came 2nd in class, and Tommo drove a blinder to come 2nd overall on only his first time out in his 430. Intermarque was brilliant, even just watching Jackie Cochrane pedal his blisteringly quick Sunbeam Tiger around. 2010 was a great year and I can’t wait for the next one. Thanks to all, especially Anne and John.
THE 2011 CHRISTMAS SWIFTY ACROSS
1
2
3
4
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9 In nature, men change to become a Ferrari team driver (9)
11
10 Army rat tossed around inside an old foreign car (5)
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21 The statue of a Greek character in some point in time (8)
3 A cosmetic look at a Formula One car from the seventies (3,6)
15 14
15
16
17 21
19
20
4 A piece of paper which shows the popular name of an old British sportscar (4) 5 Ones aunt may provide these covers for your open car (8)
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22
23
24
25 26
27
30
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If you enjoyed trying your hand with previous Christmas cryptic Swiftys you should have fun with this one. There are some great prizes for the senders of the first three correct solutions opened on the closing date of Monday, 10th January 2011. Be sure to include your name and address with your entry. Good luck!
6 Stupidly I rent an old Ferrari (5) 7 Start in dilapidated van (7) 8 A trap leads Ferguson to get a 1964 Chevrolet Corvette (8) 14 Scribe before you cut, it’s a small handy tool you need (8) 16 Rang out an awkward primate (9) 17 The race is almost full. It should be interesting! (8) 18 Prisons without any opening for this Dutch F1 driver (7)
23 Soldier retreats to the gents, and discovers Inuit houses (6)
Name:
26 Delicate result from a French petrol in blending (5)
Address:
20 Reg robs disgracefully another F1 driver (7) 22 Skirts for small cars (5)
27 Top class conclusion from winning estimate (5-4) 28 Fling Wisden into confusion and sort of watch (4-7)
DOWN 1 Gran is upset and taken into care. It’s a big accident! (7)
12
13 A short day following telepathy and you get a Lamborghini (6)
19 Aston Martin team manager goes after city solicitor (6)
7
2 A hot bath leaves Felipe Massa unaffected (5)
18
18 An extended greeting from this radio band (4,4)
6
10
11 Indian is a cheap misfit (4)
15 A dictatorial type in a damaged car following another, a short time after (8)
655
8
1 Throw the Spanish fortune to the backward Italian racing driver (11)
12 Your crankshaft needs them and you’re lost if you lose them! (8)
5
24 Right! A Greek character is something of an animal (5) CompRes, Chevy Chase, Leeds Road, SELBY, North Yorkshire YO8 4JH
25 The sort of bar where you might find a bird! (4)
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Our winter race car project has just returned from the paint shop looking resplendent finished in Argento. We are preparing the car to run in next year’s Pirelli Ferrari Formula Classic which we have sponsored for the past two years. The car is about to receive its full racing livery with the option to run in either group 3 (standard class) or group 4 (modified). The original interior has been removed and a full roll cage, colour coded in silver, has been fitted along with new Sparco Rev racing seats with 5-point harnesses and a Lifeline FIA approved fire extinguisher.
Nick Cartwright Specialist Cars Telephone: +44 (0) 1629 56999
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QV LONDON FERRARI SPECIALISTS
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● SERVICING ● CAMBELTS ● BRAKES & SUSPENSION
www.racecars-mdl.com ● RACE PREP ● TRACK SUPPORT ● ENGINE & GEARBOX WORK
ENQUIRIES: leighton.mdl@hotmail.co.uk
Mike and Graham Reeder Performance and Specialist Cars
Maranello Ferrari Challenge Champions 1998 and 2000 Fixed Price Servicing - Race Preparation and Track Support - Tyres Supplied and Fitted Electronic Wheel Balancing - Personal Service Guaranteed
The Garage North Newnton Pewsey Wiltshire SN9 6JU Tel 01980 630327 Fax 01980 630015 E-mail enquiries: gcreeder@aol.com
Choose from a Turn Key Service to Technical Support On the day. Various Packages available
WREN CLASSICS
‘The South’s Premier Preparers’ Contact: Steve Farthing Tel: 01747 852899 Fax: 01747 854988 enquiries@wrenclassics.com
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