Compres 061

FERRARICOMPETITIONRESULTS

CompRes

THE ITALI A JOB. ALL READY FOR THE 2011 SEASON.

ISSUE 061 JANUARY / FEBRUARY 2011

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 SEASON’S GREETINGS We appreciate this twomonth Jan/Feb issue makes it rather late to wish everyone a great 2011, but nevertheless we shall do so. Whatever aspect of Ferrari competition you are involved in we hope that you have great success and, most importantly, lots of fun. For our part, we shall do our best to accurately record all the action as it unfolds and keep you abreast with all the news.

It is about now that an exhausted Miss Tonks hangs up her party kit and gets down to work rather than to the wine bar.

As you will see from the photo, she has enjoyed her Christmas and New Year celebrations in her usual fulsome fashion. She promises that her 2011 resolution is to sip nothing stronger than Earl Grey in the afternoon, although we shall believe it when we see it.

THIS MONTH’S COVER The cover of this issue of CompRes may strike fear into the hearts of our regular hillclimbers.

At my suggestion, our Chairman, RA, wheeled his latest silver dream machine out of its heated motor house for a photo shoot. I think you will agree his 458 Italia looks stunning, especially as it’s all decalled up and ready for action.

There is really nothing not to drool over this latest V8 machine from Maranello. As I have commented before, the 458 is arguably the most desirable motorcar I have seen emerge from Ferrari for a long time. It may even match the Dino’s significance when the history books are written.

full list of ‘house points’ is given for all Club members who took part in any of our competitions last season.

The Club’s trophies will be presented at the Prize-Giving Luncheon at Whittlebury Hall on Sunday, 10th April. This is a great opportunity to applaud all those drivers who use their Ferrari in the way Enzo intended!

PRE-SEASON DINNER & KARTING Included with this issue are the full details and ticket application forms for the traditional Pre-Season Dinner which we are again organising in conjunction with Pirelli. You will also find the joining instructions and entry form for the PreOur party loving Miss Tonks - she’s the Season Karting Race which one on the left - sends her love to is being run earlier in the everyone. day at Thruxton Motorsport Centre.

2011 COMPETITION The date is Saturday, 26th CALENDAR March and we look forward to Bundled with this edition of receiving your paperwork for this CompRes is a copy of the 2011 popular event. Don’t delay Ferrari Owners’ Club competition because it is usually calendar. It lists every round of oversubscribed! our three series, PFfc, PFO and PFHC, together with dates of the PIRELLI CALENDARS Club’s track days, concours, and You will recall that we made social events associated with an arrangement with our friends competition in some way. at Pirelli to award one of their As we move through the superlative 2011 calendars to season we shall continue to each of the first three highlight the dates of events competitors to register for the coming up soon. Watch these, as Club’s three series: the PFfc, PFO it is always possible that a date and PFHC. may change from the original one I can tell you that the announced. successful competitors in Classic were Ray Ferguson, Martin Hart HOUSE POINTS and Jon and Pauline Goodwin In this issue of CompRes a (who have to share!). In the

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Open series, the early birds were Robert Pulleyn (who delivered his registration form by hand to make sure he was a winner!), Craig Milner and the Shirley family – all three of them – from the Highlands. Well done, all of you. Your alacrity is not only appreciated but rewarded as well.

Unfortunately, due to the 2011 Regulations still not being available, hillclimbers are at the moment unable to submit their registrations and beat each other to death in the rush for a calendar.

JACQUES SWATERS We pay our respects to the memory of JACQUES SWATERS who died peacefully in his sleep on 13th December 2010, aged 84.

He was the last of the great Ferrari team owners from the fifties and sixties, amongst whose number were Col Ronnie Hoare, in England, and Charles Pozzi in France.

Belgian born Swaters started his motorsport career at the 1948 Spa 24-Hour race, co-driving an MG with fellow countryman Paul Frère. He made his F1 debut at the German GP in 1951. Perhaps his best results were achieved in sports car racing. He took 4th place at Le Mans in 1954 driving

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a C-type Jaguar and finished 3rd a year later.

Jacques went on to form the Ecurie Francorchamps race team and was the founder of the famous Garage Francorchamps, Ferrari’s official dealership in Brussels. In later years he was an avid collector of anything to do with Ferrari. He gathered together an immense wealth of material including papers, letters, drawings, etc, which he housed in his beautiful museum.

On a personal note I shall remember Jacques for his unfailing courtesy and kindness whenever I met him – usually at Spa – and the twinkle in his eye when the talk turned to the ladies. And I was honoured that in his Ferrari Collection he kept every copy of Ferrari Competition News from the very first edition.

SPONSORSHIP Back in November last year, at the End of Season Dinner, Martin Pallot confirmed that Pirelli would continue with their sponsorship of the Club’s racing and hillclimbing activities.

This announcement is great news, because without Pirelli’s invaluable assistance we would be unable to do all the things that go to make our Ferrari competition so tremendously successful.

Now, I am delighted to announce two further sponsorship arrangements for 2011.

Firstly we welcome UK’s premier exclusively Ferrari race organisation, FF Corse, who will be supporting our Pirelli Ferrari Open series this year as associate sponsors. All cars competing in the 2011 series will carry FF Corse sunstrips.

Under the leadership of the irrepressibly enthusiastic Anthony Cheshire, FF Corse have gained an enviable reputation and a loyal clientele. Based at Silverstone circuit, they race-

prepare and run a collection of Ferrari 360 and 430 machines to various specifications.

Last year, a total of eight FF Corse drivers participated in the Ferrari Open races, registering 10 overall and class wins between them. For 2011, we have generally increased the duration of the PFO races in accordance with many drivers’ requests. FF Corse competitors who took part in our Open races last season seem to have enjoyed their racing and we wish them many enjoyable and successful outings this time.

We are also very pleased to welcome back Caracalla Bath, specialists in luxury goods and accessories in finest Italian leather. We have made an arrangement with Caracalla’s proprietor and designer, Simon Jordan, for the season’s class winners and runners-up in the Classic and Open series to receive a superb leather toiletry case, as shown in the accompanying photograph.

All cars competing in the two series will display Caracalla Bath decals.

RACING OVERSEAS Although still some time away, it is well worth planning your overseas racing at an early stage. Our trips abroad this year, to Zandvoort and SpaFrancorchamps, are both in July, when hotels are at their busiest.

It is therefore vital to make your arrangements early if you are not to be disappointed. The same

goes for making your ferry bookings, as again they can be in high demand. So here is the information which you may find helpful.

On 1st to 3rd July we are at Zandvoort. On the Friday there is optional testing, with qualifying on the Saturday, and the two races on Saturday and Sunday.

If you wish to participate in all these activities you need to have hotel accommodation booked for three nights: Thursday, Friday and Saturday. I have arranged for Sunday’s race to be fairly early in the day to enable Ferrari competitors to reach their ferries for return to the UK that evening.

Don’t forget that Zandvoort is a seaside holiday destination for many Dutch families (the circuit will be absolutely packed with spectators) and therefore hotels get booked up early.

A list of local hotels can be found on the following website: http://www.vvvzandvoort.com/ participant/hotels-pensions-bedand-breakfasts/ Our second sally to the continent is to SpaFrancorchamps on 22nd to 24th July. Although the timetable for this race meeting is not yet finalised, the intention of ADAC, the organisers, is have Ferrari free testing and the first qualifying session on the Friday, Q2 and the first race on Saturday, and finally Race 2 on the Sunday.

You should bear these provisional timings in mind when you make your travel arrangements.

This year I have made a block-booking of a substantial number of rooms at the new 4star hotel Hotel de la Source.

This is a really magnificent spot with excellent facilities, built within a stone’s throw of the hairpin at, you’ve guessed it, La Source. With its close proximity to the circuit it will be possible to simply walk there from the paddock. As with the terrific hotel we used at Zolder last year, you can nip back to the hotel for

a shower or a snack during the day without needing a car to get there. You can check all the hotel’s features on their website: www.hotel-de-la-source.com I have negotiated a demon deal with the hotel, where the regular rate for a king-size double room is €160 + €15 pp for breakfast. The Ferrari room rate is an unbeatable €115 inclusive of breakfast, which equates to a very reasonable £95.00 or so per night.

My block booking is for three nights: Thursday, Friday and Saturday. You may extend your stay if you wish at the special rate.

On the Friday evening I have arranged an unmissable special Spa Ferrari Dinner at the hotel.

If you wish to make your reservation from my block booking at the Hotel de la Source you need to telephone reservations on +32 (0)87 79 58 00 In order to obtain the special rate it is important that you quote ‘Ferrari Owners’ Club’.

Full details of both these race meetings will be sent out to registered competitors nearer the time.

SIZE MATTERS Well it does when it comes to trucks. News from arch enthusiast David Hathaway is that he has acquired a new transporter. The new vehicle will take 5 cars and David is offering to assist anyone planning on racing their Ferrari at Zandvoort and/or Spa by taking their car for them.

If you wish to take advantage of his offer you can contact David at david.hathaway@dhtl.co.uk

TRACK DAYS FF Corse have announced the dates of a number of forthcoming track days where they will be out with their fleet of race Ferraris. Where they are organising the track day

themselves, they have kindly extended an invitation to our PFO drivers to join them.

The dates for March through to May are as follows: March 7th: Silverstone GP April 5th: Oulton Park April 12th: Donington Park April 18th: Silverstone GP May 10th: Oulton Park May 26th: Snetterton May 30th: Silverstone GP Fuller details are on FF Corse’s website at: www.ffcorse.com If you wish to be included it is necessary to contact Anthony Cheshire on 01327-857601 or acheshire@ffcorse.com

2011 CORPORATE EVENTS More news from FF Corse is that they are launching some new and exciting corporate event for 2011, the GT Cup Driving Days.

They offer an opportunity for 12 driving guests to experience the thrill of driving a fleet of Ferrari 430 Challenge raceprepared cars under the watchful eyes of professional race instructors.

The days are available to members and associates of FF Corse but they have indicated that they may also be able to accommodate one or two of our PFO drivers.

The venues chosen are the extended Stowe track at Silverstone and Goodwood circuit. Hospitality catering, PL indemnity insurance, race equipment and full support are all included. The 2011 Silverstone dates are July 19th, August 10th and September 5th & 7th.

Complete details and event prices are available from FF Corse using the contact information given previously.

AUTOTOXIN I see that the latest money making idea to come out of the City involves old cars. The scheme is for a fund to acquire “25 of the world’s finest classic

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cars” on the expectancy of a hike in market values. For a minimum investment of $500,000, punters can get themselves a slice of the action – or inaction, because presumably the chosen cars will end up as static objects in a heated and air-conditioned storage shed and won’t turn a wheel from one year end to the next. The cars will become pieces of art, in the manner of pictures, sculpture or sideboards, and will cease to be the throbbing motorcars we once knew and loved.

It is yet another nail in the coffin of old competition machinery being used for the purpose for which it was built.

Who will want to race their 250GTO, 275GTB/4 or 250SWB if they can cash in their chips by selling to an investment company? And you can bet your boots that if this bright idea catches on there will be a proliferation of similar schemes ready to mop up the remaining valuable cars.

The movers and shakers behind this idea include that willo’-the-wisp, Nick Lancaster, founder of Lancaster and former chief exec of HR Owen, together with Nick Mason of Pink Floyd fame.

For those who love to see historic cars being driven in anger it’s all very depressing!

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RA’s HILLCOMMENT Here we go again with only a month or so before the club competition season opens with a sprint at North Weald, that rather bleak airfield in Essex, on Sunday, March 13th. Despite the less than therapeutic surroundings there is usually a good entry - it is an attractively safe place to experiment on the first outing after the winter layoff.

One month later it is away to the far more agreeable Jersey Hillclimb at Bouley Bay, of which more anon. If you have got the PFHC calendar down in your diary you will know there is all the usual good stuff coming up in what we plan to be a very special year: 2011 is our 25th Anniversary!

Photo: Richard Allen

The Hard Winters now being experienced, supposedly as a result of all this global warming nonsense, are none too helpful Ferrari wise. Over the New Year period I went up to Scotland for a

few days, completing nearly a thousand miles, and did not see even one Ferrari anywhere - they are all hiding in garages surrounded by salt encrusted streets and lethal wheel smashing potholes. New Years Eve was a beautiful day and along with some Scottish friends I had lunch in that excellent café at Doune hillclimb – though no chance of a practice! (see pic). The really heavy snow period before Christmas convincingly proved how useless rear wheel drive cars are, particularly those on very low profile tyres. This is why you now see those very effective winter tyres being marketed especially to cater for things like fancy 4WD SUVs fitted with ridiculously low profiles rendering them not much better than 2WDs in these conditions. I went to Scotland in my ancient FWD Volvo V70. This has 15-inch wheels and 55 profiles. It is ace

Snowscape at Doune on New Years Eve.

on snow, unlike my BMW 330 M Sport (on 18-inch and 35s) which is best left at home.

The Classic Cup was introduced in 2009 to encourage participation with the older pre348 tipos. Somebody unkindly said it was for pre-1948 drivers, but then we do have one or two notably younger drivers too!

Judging by recent trends, as you can read about below, there is certainly now going to be no lack of older Ferraris, and of course Jon Goodwin may be tempted to bring out his 250GT Lusso more often.

Barrie Wood is another keen practising motor engineer who has encountered the usual expensive problems on his F355, like exhaust manifolds needing rebuild or replacement and so on.

Consequently he has decided to re-invigorate his 308GTS for more PFHC action in 2011. For some time his car has been down on power and he has been busy over the winter trying to find out why, so far with no great success. If he gets this sorted Barrie will be another serious runner in the Classic Cup mix for the new season.

Peter Hayman some of you will recall. He is the tall young man from Anglesey who used to compete with us many years ago.

He campaigned a fearsome 512TR, somewhat sorted in the handling department and was often impressively quick. At times this huge car did get the better of him, and with mounting bodyshop bills he took a sabbatical. Now, eight years older and, as he says, more mature, he feels ready for another crack at the PFHC and is in the market for a 599GTB. This should be an interesting combo

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John Marshall you recall sold his very effective weapons grade Scud in the autumn, then went out and bought a very sorry 308GT4. Turns out this GT4 has proved to be very much a rescue mission, requiring the devotion of a vast amount of time to completely rebuild the car. A competent engineer, John has encountered all manner of problems including cylinder heads that seemed to be welded to the block. He has used much ingenuity and a huge amount of labour so far, but says he has enjoyed every minute. The engine still has a long way to go, but right now the body is in the paintshop and will come out in a very choice light metallic blue.

This will suit the “Berti Uno” styling and is a nice change from the ubiquitous rosso.

Mike Spicer is also on the Classic Cup trail and acquired his 328GTB late last year. Another untidy specimen of the tipo, but not in the same league as the Marshall car, this has kept Mike busy too. Apart from the mechanical going-over and essential hillclimb Spicing it up. Mike Spicer’s 328GTB will appear in definitive giallo fly livery. preparation required, his 328 also inevitably business, frequented by many of needed a good repainting and of our competitors, has moved from course it was originally red.

Crowfield just off the A 43 to Unit Fancying something different and 3, Tower Hill Business Park, more distinctive, Mike has Poundon, Bicester, OX27 9BD plumped for hiviz Holman Yellow close by the M40 Jct 9 and the or giallo fly in polite Italian.

A41. This is a very secure exDavid Tomlin is of course military site, with modern nowadays a serious and workshops and offices, and successful Ferrari circuit racer. presently Robin is busy preparing In the 2011 Pirelli Ferrari Open Group C cars and other classic he is sure to be a racing machinery. Now with front runner with the these improved facilities, Damax 430 Challenge he are also offering classic and race acquired last car transportation together with autumn. Despite all storage facilities. At the time of this, David still plans writing new telephones are being to get out on some installed, and their new landline of the PFHC rounds number is 01869-277942. and will also debut Chateau Impney near his Boxer 512BB. Droitwich was once again the He was going very venue for the British Hillclimb quickly last year at Championship Awards Dinner in one of the 2010 Silverstone Club Track Days with this car, which is a well fettled specimen – it needs to be as ordinarily these tipos are a touch more than unruly.

It’s all go at Chateau Marshall. His newly acquired 308GT4 is undergoing a complete refurb ahead of the hillclimb season.

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Damax move but will still be easy to get to. Robin Ward’s race prep and specialist Ferrari service

Top man! Chris Butler holds two amazing trophies at Chateau Impney.

Photo: Richard Allen

as Peter is quite capable of grabbing the hugely impressive 599 by the scruff of its neck. If he gets the car and goes to a place like MIRA it should be amazing!

mid-January. We have had a good contingent of PFHC people at this function for some years now thanks to Christian Mineeff’s influence with the organisers.

The PFHC first three placemen are included in their award schedule, and Chris Butler went up to collect that rather large cup with little Isabella in his arms.

Somehow he got back to our table without dropping anything!

Bouley Bay in Jersey on Easter Monday is not to be missed. Quite apart for a nice holiday break by the seaside, this hill on a closed public road is a really exciting drive and not really equalled on the mainland.

We have recently been busy organising the usual package including accommodation and ferry crossing at really good rates. This time around the Hampshire Hotel in St Helier has been chosen which should be a nicer facility than the Pontac Hotel used last time. The Hampshire is now being run by the same management team who looked after us so well in 2009 at the Pontac, which has since had a change of ownership. Full details of ferry times, the hotel, and all costs are included in this issue of CompRes and you need to get on the case immediately!

Harewood Hillcimb always a favourite and the scene of intense Ferrari competition over so many years, is being run as a double header again on May 7 & 8. Thanks to the administration department at Chevy Chase we have reserved accommodation, and a special dinner organised at Monk Fryston Hall Hotel for Saturday evening. About 20 minutes from the hill, this is an impressively historic baronial place that was used by our Club in the early days of the Ferrari class at Harewood. I recall staying there around 1985/6, and was very much a newcomer then.

The booking form for the Harewood/Monk Fryston weekend will be out in early March.

Doune (June 18/19) is a long way up country, especially if you live well south as many of us do. For those yet to visit Doune this is well worth the journey, more especially if, like Bouley Bay, you turn it in to a mini holiday. The Scottish scenery is stunning even at the hill, and there is much to see if you can take an extra day or two. Chris Butler has arranged accommodation for us at the very impressive Dunblane Hydro, close to Doune, and we shall have our usual special dinner on the Saturday night. This weekend is a big attraction to our very

PRIORITIES Loton Park Hillclimb School We are delighted to see the introduction of the Loton Park Drivers’ School in 2011. Sir Michael Leighton, who owns the course, has very kindly given the go-ahead, with three dates initially: on Wednesdays 18th May, 8th June & 17th August. If they are as successful as we anticipate, there will be additional

dates for 2012.

The School will be run under the guidance of AHASS (The Association of Sprint & Hill Climb Schools) and will be run along the same lines as similar schools at Prescott, Harewood, Gurston Down, Shelsley and Curborough.

There will be at least four experienced instructors at each event.

Pupils will provide their own

supportive and enthusiastic Scottish members, with all three of their Area Group Organisers in attendance at the dinner. You can choose whether just to stay two nights for the hillclimb, or for longer. If you travel up Thursday I have made provisional arrangements for us to drive up to Fort William on the Friday, in itself a really nice run out through the Highlands, and then take ‘The Jacobite’ steam train return to Mallaig on the west coast, reputedly a wonderful experience with superb scenery as well as all that smoke! We hope to advise on the details you need for this very soon.

Loton Park (July 9/10) is, like Harewood, very popular and another double header, so accommodation needs consideration. Jon Goodwin has already been at work on this and we are returning to the Albright Hussey Hotel near Shrewsbury.

As many will know, the hotel is run by Club member Paul Subbiani. Accommodation is reserved for us and a special dinner will be held Saturday evening. Jon has also arranged for the Ferrari competitors to enjoy the usual paddock barbecue on both days. As before, all the fine detail will be advised to you nearer the event.

rprior348@yahoo.co.uk road-legal vehicle, which must be silenced, taxed, insured and have a current MOT certificate where applicable.

Helmets will be available to borrow, but pupils can provide their own if they prefer.

Dates and application forms are now available to download from the Hagley and District Light Car Club website: www.hdlcc.com If you wish to register your

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Photo: Richard Prior

Loton Park is one of the most attractive hillclimb venues on the calendar.

interest in advance, please email Martyn Silcox at martynsilcox@talktalk.net The cost is £175.00 per day to include the following: Instruction on how to drive the course, individual runs, buffet lunch and a video of your runs.

Crystal Palace – Motorsport at the Palace 2011 After a successful meeting last year, the Ferraris have been invited back to the Crystal Palace revival event.

The 2010 meeting saw over 5,000 spectators enjoy two thrilling days of motorsport. This year’s event will be bigger and better, with over 200 historic, contemporary and thoroughbred racing cars in action.

Electric and alternativelyfuelled cars will also be battling it out in their own unique – if eerily quiet – class. The unique Crystal Palace track proved a huge success with drivers and spectators alike, so expect to see the Ferrari competitors pushing their vehicles even harder this time.

Newcomers can get a feel for the track from the many excellent YouTube videos posted by this year’s competitors.

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Visitors will again be able to get close to the cars in the paddock, where drivers and mechanics will be on hand to chat about their vehicles and to comment on the challenging parkland circuit.

Elsewhere, numerous clubs and organisations will be displaying their vehicles, including the Colin Chapman Museum, the AA Heritage Collection, the Ferrari Owners’ Club and the Historic Rally Car Register among many others.

In addition to bringing motorsport back to this historic venue, the 2010 event raised in excess of £3,000 for local charities, St. Christopher’s Hospice and the Royal London Society for the Blind (RLSB), both of which will be beneficiaries of the 2011 event.

We shall be there in this nonChampionship event on Sunday 29th May, and entrants from 2010 should have been emailed from the organisers already. Any new competitors wishing to enter their Ferrari can contact me on my email rprior348@yahoo.co.uk or by phone on 07740-183348.

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PFHC Richard Allen weighs up the 2010 Hillclimb Championship

L

AST YEAR WITNESSED yet another very successful season of Ferrari Speed Hillclimbing by our hugely enthusiastic competitors – an intriguing one, too, with new ingredients coming in to play.

Before looking at these we must congratulate Chris Butler on winning the 2010 Pirelli Ferrari Hillclimb Championship most comprehensively. After being runner-up the previous three years, his victory was long overdue. He drove superbly all season and, unlike his pursuers, kept his car out of the bodyshop.

If ever there could be an indicator of his consummate skill and competitiveness, it was at Shelsley Walsh in June. He did’nt win or get the maximum points, but this was his first ever outing at this famous hill and his time of 34.04 secs was absolutely astonishing. Not long ago it would easily have been a new hill record.

In earlier seasons Chris has logged very many Ferrari class wins but despite this he had not previously achieved the number of maximum 20 point scores per round after PEP application needed to win the Championship.

In 2010, Chris managed just one class win, but notched up six 20 pointers – more than enough for

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outright victory! Richard Prior, in second overall with his F355, and Nick Taylor, third with the 348GTC, only managed one maximum score although they did collect eight each of the points for second and third places. Perhaps helpfully to Chris, four of the other competitors took seven of the maximum point scores. Richard Prior, having changed from his 348ts with which he has achieved so many great successes over the years, soon got the hang of the F355. He took an astonishing class win at MIRA against the strongest opposition, and some second places as well.

The interesting ingredients for the 2010 season mentioned earlier included the possibility of using road legal MSA List 1B motorsport tyres, the deployment of a 430 Scuderia, and the further establishment of the Classic Cup for pre-348 tipos which we tried out in 2009. The use of List 1B tyres was not a feature wanted by our Club series organisers, or the vast majority of the competitors, but was foisted on us by the MSA on what subsequently turned out to be a false premise. This issue of tyres is further complicated because ‘track day specials’, such as the 360 Modena and 430 Scuderia, have these tyres fitted as original equipment by Ferrari and as such must be allowed their use.

As it turned out, only one serious competitor, Nick Taylor,

elected to fit these tyres to his 348GTC. A previous Championship winner, and often very close to Chris Butler’s F355 for the class wins, Nick suspected that the huge advantage offered by these tyres would put him in contention for class wins, and also ensure he had a chance on scratch against John Marshall with the 430 Scuderia. He was right, achieving some fantastic times and taking no less than seven class wins during the season and in addition establishing a number of new Ferrari class records, notably at Harewood and Loton Park.

Andrew Holman, who came fourth overall and was another of the faster F355 drivers, took a couple of maximum scores and rounded out his season with a huge success at the final very wet round at Curborough, taking the class win ahead of all the top runners although Chris Butler was absent for this event. John Marshall, already a very experienced hillclimber with less powerful tipos, had remarkable successes with the 430 Scuderia.

Although not universally quick at all venues, John notched up five class wins and was devastatingly fast at Goodwood, Shelsley Walsh and Gurston Down, where he established new records that will probably be out of reach for some time to come!

With around 35 competitors, it is difficult in these notes to focus on everyone but David

Tomlin, these days one of our Club’s top circuit racers, also claimed a couple of maximum point scores with his F355. There was great competition amongst more than a dozen early cars in the Classic Cup, including some amazing performances put in by Sean Doyle with his superbly turned out 308GT4. Sean chased your scribe’s 328GTB hard all year and although still only in his third season of hillclimbing, was easily the season’s most improved driver. Perhaps his most notable success was taking the GT4 to fifth overall at the final Curborough. This was in a twenty-four car Ferrari class and ahead of many F355s, 360s, 550 Maranellos and other posh tipos!

The F355 remains the most popular tipo and other than those already mentioned Philip Whitehead, Chris Hitchman, John Swift, Julian Playford and Adrian Wilson were to be seen in action during the season, with Philip Whitehead usually proving to be the lead player. The 328 remains a popular choice, especially amongst the girls out there, with the very competitive Pauline Goodwin heading up Tracey Haynes, Wendy Marshall and Lorraine Hitchman. Pauline has long been in charge here, but at the final 2010 round at Curborough, Tracey and Lorraine finished ahead of her – and very pleased they were too! Charles Haynes shared Tracey’s 328 and had an all too brief affair with his own 328GTB that quite soon went for a quick profit. I also joined in the 328 gang with my rather tired old GTB, which I found great fun even if it isn’t the most comfortable form of transport to use on the road.

It is wonderful to see the 308 series cars, which were the staple diet in the early days of our Championship, still well represented. Apart from Sean Doyle we had the shared 308GTB of Jack and Mark Hargreaves, and also Barrie Wood, Sergio Ransford and Ed Briscoe

competing in these tipos, which still typify many peoples’ idea of a classic Ferrari. Although outclassed on power against all the more modern Ferraris, they can still compete effectively, not just on PEP but on scratch too if it is wet, as Sean Doyle has proved.

The 348 in all its guises has been another popular choice amongst the hillclimbers for some years now and is a previous Championship winner many times over, with Nick Frost, Richard Prior and Nick Taylor taking the laurels. This season, apart from Nick Taylor, other examples in the hands of Ian and Anthony Chadwick, Peter Wilson and Andrew Duncan have been seen competing strenuously around the hills. The 360 Modena has never achieved the popularity of the F355, with a view held that is more difficult to drive on a hill.

In 2009, Christian Mineeff started to achieve some notable success with his 360, but he only made one appearance in 2010, as did Mike Spicer. Jeff Cooper has got the hang of his 360 as has Peter Rogerson. Although reputedly a difficult car to launch off the line, Peter surprised everybody last year with some remarkably fast 0 -64ft times. Also 360-equipped, hillclimb newcomer Douglas Campbell came out a couple of times with his Spider variant, and was soon on the pace.

Amongst the numerically rarer tipos were a couple of 550 Maranellos in the hands of Jon Goodwin and Peter Hitchman.

Jon went really well at events where he could use the car’s prodigious power, memorably coming second overall to Marshall’s 430 Scuderia at Goodwood. Pauline Goodwin had some outings with her new California, demonstrating what an effective machine this can be despite its ‘roadster’ marketing platform. At the other end of the tipo spectrum, there was Colin Campbell’s splendid 246 Dino demonstrating clearly that the

PFHC really does cater for ancient and modern.

A remarkable aspect about the PFHC is the family involvement that seems to be so prevalent. There are there no fewer than four husband and wives taking part, as well as three fathers and sons. The camaraderie amongst the competitors is legendary and with the opportunities for wining and dining at the two day meetings, the socialising element is second to none. As one of the participants, I would like to express great appreciation, not just for myself but for all of us taking part, for all the work that Richard Prior puts into the running of the PFHC, aided and abetted by our Championship Coordinator, Anne Swift. The event scoreboard, unique to our competition, acts as a hub at these events, and our boys and girls are always gathered around as Richard puts up the latest run times.

With the valued assistance of long time series sponsor Pirelli, there is now much to look forward to as the Ferrari Owners’ Club Hillclimb Championship commences its 25th Anniversary Year.

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Photo: Stefan Eckhardt

Winners’ Tales: MARTIN HART

N EARLY 2009, I had completed a kit car after 5 years of on/off building and about 1200 hours of work. Summer came and I caught up with lots of jobs on the house that had been put off due to my hobbies (and to get some Brownie points from my wife, Carol!). By the autumn I was feeling a bit twitchy having not much to do, which was unusual for me.

As a member of our beloved Club I went to Oulton Park to watch the rain affected Classic Ferrari race, which I really enjoyed. I thought to myself, “How lucky it must be, not only to own a Ferrari but also to race one”. Shortly after that a member of our Wessex Area Group, Ray Ferguson, bought an immaculate Mondial t and told me he was going to race it in the 2010 PFfc series. I had been involved in various forms of club level motorsport over a few years and offered Ray some help with

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the spanners if he wanted any assistance.

Christmas came and whilst scrolling through Pistonheads website I came across a Mondial t described as a suitable car for the Classic. Craig Milner had raced it in the last couple of events and wanted to move on to the Open series. The car had previously been used in the hillclimb championship by Peter Hitchman.

A deal was done and I collected the car in mid-January, in heavy snow. I was very excited and couldn’t wait to get to learn about the car and do some tinkering.

I applied to join the race series to a very welcoming John and Anne Swift who later sent me the rules for the series together with a copy of the Drivers Conduct. I was pleased to read this because and I had noticed at Silverstone how friendly but competitive the driving standard was. I also noticed in the technical regulations there was some scope to carry out some little tweaks which had not previously been done to the car.

March, and the start of the season, soon came round and I bought the required current racewear and managed to get a test at a track day at my local track, Castle Combe. Robin Ward from Damax was a great help and managed to set up my suspension and ride height just before ‘Combe. We encountered all types of weather - it started greasy, then dry and finally a monsoon - which was a really good experience as I had never raced a rear engined car before.

It was brilliant and I managed to do a couple of 1min 20sec laps in the dry, close to the previous season’s times in the series.

The first race was at Snetterton. I tested on the Friday but experienced some tyre problems. I had taken some advice to have my new tyres buffed down to 4mm but during the Friday test the car vibrated so badly the wipers where bouncing off the windscreen.

Shaun at Pirelli rebalanced them and things improved for the Saturday qually where I managed

Photo: Jonathan Tremlett

13th o/a and 7th in my class. In Race One I made a good start but immediately saw a parked Ferrari dead ahead. With nowhere else to go, I managed to stop and restart but with 2nd gear being where 1st normally is, I pulled away again like a steam roller.

Happily I was soon up to pace and enjoyed both races. I found out later that the car that didn’t get off the line was Richard Moseley’s modified 308, which needs over 5500rpm for an effective launch.

After the races I had time to reflect on the performance of my Mondial compared to the opposition. It appeared to be a little over-geared when dicing with a couple of 328s. I had to use 2nd gear out of the chicane which seemed to give them about a 10 metre advantage out of the corner which I couldn’t recover on the straights. The Mondial’s weight was not helping with brakes and handling, and the car also felt a little soft, especially through Bomb Hole. I decided to trim the weight by removing some of the carpets and the electric aerial; I also tried ducting the brakes which was a bit of a bodged job and didn’t make much difference.

For me, Spa was the highlight of the year as I had never raced there before. I had been told so many times how good this famous circuit is but was worried that with such high expectations I might be disappointed. During testing on the Friday I simply couldn’t stop laughing. Every corner had a different approach and style of driving, some braking early, some braking late, and some no braking or lifting at all. Awesome is my word for describing Spa and would recommend any budding racing driver to come here and give it a go!

On the race warm up lap, you couldn’t have a better felling than following a line of race Ferraris, including those in the Open series, down to Eau Rouge and through Radion. Fantastic! I enjoyed two good races - one dry and one wet - and finished fourth

At Knockhill, the brakes were a big problem.

in my class. I also won the Driver of the Day award to end a perfect weekend.

After Spa I decided to up the rear spring rating to try and reduce the car’s roll as we were at Knockhill next. Knockhill is tight and twisty, and I had raced there about ten years before in a Legends road-going championship. In the Friday testing the car felt much tighter and the change of direction was better. However the brakes were a big problem and I used up 2½ sets of front pads and a set of rears over the weekend. Qually wasn’t too bad but I had to drive the heavy old Mondial really hard. It was good down the hill and through the twisty bits, but bad under braking and the pointand-squirt section up the hill. We had two great races, dicing with John Swift and Richard Allen all race long in both events, which was very exciting. The interesting thing was where the three cars were better in different sections of the circuit. Mine seemed to be good through the twisty stuff, John’s 308 seem to be good on the brakes and would stonk away up the hill, and Richard’s 328 seem to be good all round. Anyway, we all had a great scrap and was all good clean stuff. What else could you do racing the Competition Director and the Chairman – nuff

said!

Zolder was in July and mum, dad, Carol and I left Salisbury early on a lovely day, crossed the Channel, and as we drove off the ferry the sun was out. The outside temperature gauge in the tow car was reading 21°C perfect. We pressed on and as we approached Liege I said to dad, the sensor’s gone wrong. It was reading 37°C outside and by now it was hazy cloud above.

The air-con was on and we carried on and after 20miles we stopped for fuel and a coffee.

When we stepped outside the heat hit us like a sauna and we just couldn’t believe that temperature rise in about 3 hours. It was to stay at those dizzy temperatures, and even higher, the whole weekend.

When we arrived at the circuit we spotted John and Anne in the paddock. They are normally a good double act, unloading and loading their car together. However this time John was busy unloading but Anne was sitting in their Toyota with the passenger seat door open, the aircon on full blast, and fanning herself with a newspaper.

We started unloading our kit but quickly realised what Anne had been up to and before long were doing the same ourselves. The order of the day was clearly to unload quickly and get to the

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cracked front disc. David Preston kindly looked at it and said it wouldn’t be safe to race with but luckily Graham Reeder came to the rescue and let me have a couple of good second-hand discs. I managed to change them just before we were called up to the assembly area.

Changing discs would normally be straightforward but in that heat I think I lost about two litres of sweat.

We head for the grid and as I pull up into my slot the engine stalls; with the cooling fans running, it refuses to start.

Finally it fires up, and immediately I see the red start lights on and then go out. I drop the clutch, thinking that I’d made a good start despite the panic, then realize I’ve gone on the Open Class set of lights (what a plonker!). I tried to make it back to my slot, but when we started I wasn’t in the correct place. Our pole man did the same thing, so we both took a drive-through penalty to try to put things right.

The plan for R2 was to get a position and then look after the

car in these extreme temperatures. However, in the race Nick Cartwright made a rare mistake at the start/finish chicane and I managed to get in front of him. Now I had to drive hard to stay in front, and we battled the whole of the race with the Mondial’s oil and water gauges off the scale, two red dash lights on, and losing coolant (three litres were needed at the end). It was all worth while as we finished just in front of Nick.

When we unloaded the car back in the UK, I drove it up the road expecting the engine to clatter and smoke but it was as sweet as a nut. The only strange noise was a knocking from the front which turned out to be another cracked brake disc.

Oulton Park was the next event and I was looking forward to it as it’s a great drivers’ circuit.

I had raced here about 10 years ago in the Legends and about 20 years before in MGs. Qually went well but I had to avoid a line of oil around Old Hall by going right round the outside of it, and was about to cross through it the next Photo: www.simonpics.co.uk

hotel.

As always, John and Anne had done a fantastic job in block booking the hotel – the brilliant De Pits Hotel which overlooks the Circuit’s pits straight. They also organised a Ferrari dinner for the evening of Friday. After the meal, and a fair bit of alcohol, about 15 racers decided to walk the circuit at about 11 o’clock. I remember us saying “Miss this kerb, hit that one, brake here, etc, etc” but when it came to qually it all the went out the window; the only thing I got right was it was clockwise!

Zolder is a great circuit but for my Mondial it was hard work as I had to use 2nd gear in the two chicanes. The four corners after the start line are just fantastic and you need to drive there to appreciate them. Due to the those high air temperatures we were talking about earlier, I decided to cut my water radiator fan leads and by-pass the stat so they were on all the time.

Qually went well but afterwards, when I checked the brakes, I found that I had a

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Photo: Stefan Eckhardt

tried to get some grip. Then it let rip and shot away, only for me to catch him at the Old Hairpin, again at McLean’s and then Coppice.

By now he was ready for launch and the sound was fantastic as it blasted through the gears down the straight and just disappeared. That was the most exciting bit for me in testing.

Qualifying was ok but again I “Zolder is a great circuit. The four corners just after the start/finish line are just couldn’t find a clear fantastic and you need to race there to appreciate them.” lap although I was lap to get a good time when the on the lights a long time. I got a pleased with 7th o/a. In the race chequered flag came out. Even good start but when I changed I made a reasonable start and so I was pleased with my into 2nd gear the wheels were then missed 2nd gear, dropping position. After qually we lined up spinning, or so I thought. I me a couple of places. Next we for weighing of the cars, etc with changed to 3rd and all cars had to anticipate which way the engine ticking over nicely. I around me came flying past. It Graham Reeder was going to go had taken some advice from dawned on me it might be a as he was travelling backwards in Chris Butler at Knockhill about clutch problem so I selected 4th the middle of the track. making a better job of my brake gear and hoped it would cool Fortunately Graham used his ducting, which I hadn’t got round down. After lap 1, I was back in great experience and just held his to do until now. They felt better about 20th position from 7th. position until it was safe to in qually and on inspection found Then I started to push harder but change direction. I pressed on the wear rate on the pads was the clutch slip was gradually and managed to get my position about 30% better - thanks Chris. getting worse each lap. I was in back, eventually catching Nick Race time came and as I 4th gear only and the clutch pedal Taylor in his Mondial t. Nick got started the car I could hear a was stuck on the floor but I got a bit out of shape under braking horrible clattering. Jon up to 10th place overall. I was into the chicane and I managed Goodwin’s race engineers from pleased to finish but I felt I to slip by on the exit. I had a R&D diagnosed a broken oil pump missed an outside chance of great race and was pleased with chain tensioner, which is a fairly snatching a third in my class, my lap time. common problem on 348 which would have been great.

I really enjoyed racing in the engines. I was disappointed as it A complete clutch was Pirelli Ferrari formula classic looked to be a very exciting race. ordered and a friend of mine, series in 2010. All the drivers are The bonus was that for the first Larry, who designs and builds competitive and friendly which time I watched a Classic race custom bikes, skimmed the isn’t always the case in from the pit wall and was well flywheel for me. motorsport. We all love our cars impressed with the speed and Donington Park was our last which is great for clean racing. noise, and the exhaust flames of race and we were booked into the Looking back, my top three our Ferraris as they screamed Friday afternoon practice session. most exciting circuits of the year, past. Fantastic!

I needed to bed in the clutch and in order, would be Spa, Meridian Modena performed refresh my memory of the track Donington Park and Oulton Park. a miracle getting my car fixed for of 20 years ago. During testing, My thanks go to all the people the next weekend, at Castle which was open pit lane, the behind the scenes, especially to Combe, and Jon’s tech team were track was greasy in quite a few John and Anne Swift who make spot on with their diagnosis. I places and as I was coming into all this happen. It must be an had been looking forward to Redgate an F1 Benetton on slicks awful lot of work, especially for Castle Combe as it’s my local pulled out in front of me from the John who still manages to track. Qually wasn’t too bad but pit lane, with my Ferrari on warm prepare his car and race.

I couldn’t find a clear lap. When road tyres. Before long I was it came to the race, we were held right up his exhaust pipes as he

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Photo: Jonathan Tremlett

Winners’ Tales: JIM CARTWRIGHT

OR ME, THE 2010 SEASON did not get off to the best of starts. After a problem obtaining my race licence, annoyingly my fault, I feared that I would not be racing at all. After pleading with the MSA officials and accepting an outrageous fine, I managed to secure a place on the grid for the first race of the season.

However, by this time I had missed the Classic’s qualifying session.

The rule that a driver must complete a minimum number of 3 laps before a race meant that I had to go out in the PFO practice session. This was great fun although I spent most of my time dodging out the way of the 430s.

To my disappointment, my lap times were not accepted and I would have to start from the back of the grid. Starting from the back has become a bit of a habit

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of mine at Snetterton. For a different array of reasons, it seems that I can never just start a race somewhere near the front and enjoy a normal race at this particular circuit.

Sitting on the grid, I knew it would just be a case of playing catch-up after I got clear of the slower cars that might hold me back for the first few laps. Trying hard, and making some nice clean passes, I found myself in 3rd position. I enjoyed watching brother Ben and David Tomlin having a great dice for the lead, although I was catching them all the while. On the final lap I was right behind the leading pair as we braked for the final chicane. I got the better run out and, given an extra 40m of track before the finish line, I think I could almost have gone past to win outright, which would have been quite something from starting at the back of the field.

My start position for the

second race should have been in the third slot but after a slight problem which delayed me getting to the collection area, I found myself starting from the pit lane and feeling very angry with myself. I was obviously feeling a little down about the situation, but my spirits were lifted when I remembered that it was a 30minute race and I might actually be able to better my first result.

With that I set off with impressive wheelspin and chased off after the pack. As I got to the first corner I released how much you miss not doing a warm up lap, as the front tyres surrendered instantly and I almost carried straight on.

After a few steadyish laps of overtaking I found myself with the faster car and managed to pass into 3rd again. This time I could see no sign of Ben or Tommo. Given the fact that you can see a long way down the straight I presumed that they had

Photo: Jonathan Tremlett

Knockhill: “Gary put the pressure on towards the end of the race but I managed to take the win - a fantastic end to one of my favourite weekends ever.”

either retired or crashed out, and I just might be in the lead. I kept pushing anyway but after a few more laps I decided it wasn’t good for the car as it was getting very hot and the tyres were going off, resulting in a few detours. A stationary chequered flag at the end of the race signalled that I hadn’t won after all!

Next up in the calendar was Spa. I wasn’t feeling that great as we set off for the ferry. I always get worked up on the overseas trips, thinking I’ve left something at home. A few hours practising at Spa is always a good remedy for any illness and I felt much better for it. Qualifying and the first race took place in very good weather, although I was very disappointed with my qualifying times. I was a good few seconds behind Ben and Gary Culver but then I never seem to qualify very well. I was sure I could up my pace in the race.

There was some difficulty in Race 1 being experienced by the

430s setting off at the front and this affected everyone behind. I managed to take to the grass to avoid the traffic jam. This made for a very sideways ride, squeezing through a gap with the pit wall on my right and a medley of 430s and 355s to my left. At La Source, there were cars all over the place, plus the usual Spa trait which involves the majority of drivers running wide on the exit, trying to get the best run down into Eau Rouge.

From then it was more a case of hang onto the back of Gary C and have some fun beating some of the PFO cars. I never managed to make a move on Gary and finished second after a very enjoyable race.

For the second race we would be going out in the rain.

This is something I’ve never experienced at Spa. I lost a few places at the start by being too cautious, as I was on very old tyres. There were some huge spins on the first lap and it was

fantastic fun sliding from kerb to kerb trying to catch Gary, once I’d got back into second place.

On the second lap I put a wheel on the white line while going round the right-hand kink at the bottom of the Kemel Straight. I had the most huge tank slapper as a result and I went from lock to lock trying to regain control.

This was the first time I was really scared that I was going to have a huge crash whilst racing.

The rest of the race for me was just spent trying to catch up with Culver although he was much faster than me in the wet. I admired the way he kept pushing his lap times and increasing his lead even though he was way ahead.

Next we were off to Scotland and Knockhill. The track afternoons at Knockhill are very cheap so it seemed a good idea to have a ride up the weekend before in my Clio and learn the track. This was very enjoyable and I really looked forward to

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was to simply keep the lead and I was comfortable enough keeping the pace to win. The issues started on lap 4, when going down to the bottom of Duffus Dip (being the only left hander on the track). I was struggling to keep the car anywhere near straight. I thought this a little odd, I checked my tyre pressures on the cockpit read-out and found my right-hand rear was flat. I reluctantly returned to the pits to retire and parked up.

If only I had a pit crew waiting to do a quick wheel swap, I thought. Instead, I started the long walk back to the paddock.

Gary’s mechanic, David, lent me a jack and brace to swap wheels.

I just ran and got a wheel as I didn’t want to ruin the tyre driving it round flat, but it was already ripped up on the inside anyway. It was a funny coincidence that Gary had a water pump failure and followed me into the pits one lap later.

After the race I was back in the pits re-facing my brakes and scraping the marbles off the other tyres I’d be using for the second race. I was a little wound up about the coming together because the finger seemed to be pointing at me without anyone coming to a conclusion. Luckily a keen photographer got some good pictures and I could clearly see it wasn’t my fault.

After the DNF of R1 I was thinking that I would be starting from the back, along with Gary.

Being used to starting from the back, I was actually really looking forward to it because I think it would have been interesting racing Gary to get to the front of the pack. Then Anne came round to inform me that the second race starting grid would be based on the drivers’ second best qualifying time, which I think upset a few people. However nobody saw Gary or me complaining, as this put us in 1st Photo: Stefan Eckhardt

racing there in the Ferrari. It was with great excitement that we set off north and we stayed at a great hotel with the Ferrari Owners Club and the other drivers. We were blessed with fantastic sunshine all weekend.

The first qualifying went well; I only stayed out for a few laps and then sat on the barrier enjoying the sight of the other cars putting in their laps. When the timing sheets were handed out I found I was 2nd behind Tomlin, starting on the left side of the track, and I was pretty happy with that. In the first race I got off to a good start, all was well as we raced down towards the first corner. I braked later than Tomlin and went round the outside into Duffus Dip. All was well until I heard tyre squeal and a big bang as our cars swapped some paint. This sent me very sideways but I stayed in control, made the next corner, and kept the lead. My job from there on

Zolder: “We stayed an extra night at the hotel and it was fantastic sitting on the hotel balcony, enjoying the sun setting over the racetrack whilst having some beers with my racing friends.

All in all, an amazing weekend and one I won’t forget.”

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and 2nd grid slots respectively.

The start of the race, and I make a good go of it, enough to get into first and stay there until the end. Gary put the pressure on towards the end of the race but I managed to take the win - a fantastic end to one of my favourite weekends ever.

Next we were off to Zolder.

I had heard good things about the track and I was really looking to forward to racing there, watching some YouTube videos to memorise where the track goes.

When we got there on the Thursday the track management were kind enough to drive us round in an ambulance; fortunately this the only time I’ve used this method of transport to get round a racetrack. The first race I took the win, but only by default after Gary jumped the start trying to get off with the PFO cars. If I’m honest I was very close to setting off with him!

It was great to take a win at Zolder but a shame it happened under those circumstances.

R2 and all went well as the race got underway. The whole race for me was spent on Culver’s back bumper, until the last two corners when I managed to tuck in behind a 360 that was lapping Gary, to take the lead.

We had a very close battle coming through the final chicane but I missed 4th gear heading towards the finish line. I think due to the extreme temperature my gearbox seemed a little reluctant to change, and it lost me the race. On reflection, I wasn’t really too bothered as it felt a bit rotten to use a lapping car to get past Gary.

We stayed an extra night at the hotel and it was fantastic sitting on the hotel balcony, enjoying the sun setting over the racetrack whilst having some beers with my racing friends. All in all, an amazing weekend and one I won’t forget.

Next was Oulton Park. This is a place I love going to, and I always look forward to racing there. It’s almost my local circuit after Donington. Qualifying went fine and I was 3rd on the grid. I

have to accept that at this point in my racing career, I’m not great at qualifying. At the start I had a coming together with two other cars and this really wound me up as I knew it would be judged to be my fault. By the time I got to Shell Hairpin I was in 2nd. My problem came as I braked for the chicane. I missed the brake pedal initially, then locked the brakes in a panic. I instantly took to the grass and my car started to cut out. I made it to Deer’s Leap and the engine cut out completely. I spent the rest of the race on the spectator side of the barriers feeling very frustrated. This was the worst day’s racing I’d had so far.

When we got the car home we did a few tests and pointed the finger at a suspect multi plug, which, along with a few other things, we rewired. To make sure the car was fine and would be reliable for Castle Combe, I did a track evening at Donington.

The car ran perfectly and I was happy again and confident for Combe.

Bank Holiday at Castle Combe is always exciting and I really enjoy the bumpy highspeed track. There was, as usual, a big grid and I was in high spirits as we set out for qualifying. Then the nightmare started again. As I went through the first chicane I instantly broke down again. I couldn’t believe what was happening and I took to the grass. After a few seconds I went to start the engine and unbelievably it fired again, so off I went. However, every time I went through either of the chicanes it died again. As a result I spent almost all of the session parked up on the grass.

I qualified 8th and spent some time trying to solve the problem.

It was soon time for the race. On the warm-up lap I broke down again, and by the time I’d made it to Quarry corner the engine was repeatedly cutting out. I had no alternative but to retire to the infield from where I sat in the marshals’ den, enjoying watching the race. At the end of the event I jumped into the car,

fired it up and drove back to the paddock.

This was now getting extremely frustrating. We got the car back home and did some head scratching. I was beginning to wonder if there was a serious electrical fault, like a faulty fuseboard or ECU, so we did more diagnostic work. Whilst the car was running up it started to cut out. A wiggle of the cut-off switch revealed it was faulty and had been causing the problem all along. It was so very annoying, seeing its such a simple component and not even very old.

Now there was only one race left, Donington Park. It was disappointing that Gary Culver couldn’t be there but the grid was a big one and it was great to be back at the best track in the country for the last round. I knew I could win but I was still a little nervous about the car.

Qualifying went fine: I only did a few fast laps but I seemed to outrun the rest of the field so I did a few more cool down laps and returned to the paddock.

When the timing sheets were produced they revealed my brother Ben had posted a quicker time, so that put me second on the grid. My plan for the race was to just creep away from the line and simply have a steady race. Which I did, as a result of which I lost a few places at the beginning but I soon made them back, took the lead, and won the race. Driving at Donington is always fantastic so to win there was a great end to a really fantastic season.

My thanks go to Anne and John for organising the series.

Also a huge thank-you to my Dad, who always remains enthusiastic about what I do, and of course lets me drive his cars!

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Photo: Stefan Eckhardt

Winners’ Tales: MIKE REEDER

HAVE BEEN COMPETING in the Ferrari Owners’ Club race series for 16 years, so I guess I could count myself as one of the veterans. However, at the start of the 2010 season I had competed at only one meeting Spa 2008 (thanks to the kind loan of Wayne Marrs’s blue F355) – in two and a half years due to pressures of work and providing race support for our customers.

So it was with some apprehension that I turned out at Snetterton for the newly-formed Ferrari Open in my Class C1 F355/Ch. Snetterton has never been a particularly lucky circuit for me.

In 2006 I did two laps with the back of my car on fire following a contact that pushed my rear bumper onto the exhaust (after the race Jack Sears came up to me and said, “Awful bad luck, but it was spectacular to watch!”)

Another time I ground to a halt on the Revitt straight with a dead

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engine following an electrical glitch in the ignition. So you can imagine my trepidation as I exited the pit lane for qualifying.

I had new tyres but decided not to waste the advantage on my first outing in years, so chose to run on the best of last season’s slicks instead. This didn’t help my qualifying times, although I’m sure they were using a slower clock to time David Tomlin, Gary Culver and Pat Gormley, who were all way ahead of my pace. Even new tyres wouldn’t have helped.

I still managed to qualify 5th out of eight, not bad for a rusty old thing (the driver, not the car). I soon found that I hadn’t lost my knack for standing starts, and made up several places fairly quickly. It wasn’t long before I had Gary Culver looming large in my mirrors, almost three seconds faster than me in practice and probably on fresher rubber. So I decided to go defensive. By keeping an immaculate line I was able to hold him off for a fair few laps, but eventually my decision

to stay on the old tyres had its price. Eventually they lost grip and at Sear Corner, Gary got better traction than me and came alongside to my left down the Revitt straight. With Gary holding the inside line into the Esses I had no chance to defend fairly, so I conceded the position.

Oh well, it was fun while it lasted.

It would have been a nice confidence boost to finish ahead of the reigning champion, but I was happy to finish some distance in front of Robert Macfarlane’s 360/Ch and the remaining three cars in my class.

Race 2 was on Sunday, 11th April 2010 – the day I officially became an OAP! I arrived to find that the cheeky so-and-sos in my team had done a make-over on my car, changing my number 5 to 65 and covering it in balloons and OAP stickers! Despite all the Mickey-taking I was determined to prove I’m not yet quite ready for my bus pass. During the race the commentator mistakenly announced “Today it’s Robert Pulleyn’s 65th birthday”. This

two laps, keeping a weather eye on the mirrors.

Talking of weather, Race 2 was declared a wet race. It had rained some two hours earlier and the track was now starting to dry. Guessing that it would rain again before the end of the race, I chose wet tyres. Knowing the fickle weather conditions at Spa, I was amazed that I was one of only three ‘Open’ drivers to do so. I got a better start, and on the wet track cars were going off in all directions. I soon found myself second to Mick Dwane, some two seconds ahead. I was keeping my tyres cool on the straight and using the dry line in corners. However, Vance Kearney, on slicks, was trying hard to overtake. As long as I had the dry line he had no chance of passing me, but then on lap 3, at Des Fagnes, he hit my right-hand rear bumper. I continued to hold him off until lap 5, when it started to rain.

I now had the advantage of wets, but Vance was still trying hard on slicks and entering Des Fagnes again he collided with the left front of my car with some force. My steering wheel was now at a 90 degree angle, with lots of disconcerting noises and poor handling. Fearing the worst, I continued at a much reduced pace, only to see Vance’s car in the kitty litter at Rivage on

Lap 6. My race for the lead was now over when, just before the flag, David Edge overtook me, relegating me to second in class.

What a disappointment after what would otherwise almost certainly have given me an outright win. Winner Mick Dwane said that he had been keeping an eye on his mirrors, expecting me to come by at any moment. Oh well, that’s motor racing – you don’t win until you take the chequered flag! Still, I had the consolation of being on the podium twice, with a class win in Race 1 and a second in Race 2.

I didn’t compete in the next three meetings, due to the mechanical work needed on my car and being busy providing race support for our customers. My next appearance was at Castle Combe, my local circuit, for Round 9 of the series.

Qualifying was short-lived for me, due to the so-called ‘fire retardant’ resin used on the 355’s exhaust heat shield turning out to be very combustible indeed.

After completing only one lap I was at the tender mercies of the fire marshals. Much cleaning, and a new heat shield later, and I made the grid for the start, with thirteen other Ferraris and seven Porsches, and me in second to last place on the grid. At least I wasn’t tail-end Charlie! But wait.

Ray Ferguson had only entered Photo: www.simonpics.co.uk

came as a great shock to Robert’s wife, Jo, who thought that she was married to a much younger man!

The start of the race didn’t bode well. I was unable to make my usual good start, being trapped behind cars which were very slow to get away, but being on fresh rubber now I was able to make up a few positions. I was just beginning to enjoy myself when a stuck throttle put me onto the grass at Riches. Having rolled to a stop I fired up the engine and all seemed well. OK, I thought, we’ll try that again.

However, a few corners later it stuck again, so I cautiously cruised to the flag. Later I discovered that a tiny remote key battery had somehow got into the throttle pedal well. Every time I braked it ran forward under the pedal backstop and got trapped, and when I accelerated it rolled back out again. Of all the things that have scuppered races in my career, that has to be the weirdest!

28th -30th May and so to my favourite venue: SpaFrancorchamps. I could have gone faster in qualifying but I took no chances as I wanted to make the start line with the car intact. I was 2nd in Class in both qualifying sessions and I was happy that I had more speed in hand.

The start of Race 1 was a nightmare. Due to the car in front of me being a non-starter I was moved one position up the grid, and half wondered if I’d be disqualified for starting in the wrong grid position. I was expecting a grid reshuffle, and when the first rows lurched forward and then stopped again, I thought this couldn’t be the start. I was just about to select reverse gear when the rest of the field swarmed past me, and I was left on the grid – luckily still in one piece but now 19th instead of 6th! It was great fun coming back through the field to the head of my Class but even if I’d got a good start I had no chance of catching David Hathaway in his 360, who was almost out of sight.

So I cruised home for the last

At Snetterton, a stuck throttle - caused by a foreign object jammed under the pedal - caused a problem and a DNF.

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Photo: Jonathan Tremlett

the race to get some practice in qualifying and therefore didn’t appear on the grid. So for the first time ever, I was dead last, in 19th place! How odd that I had also started 19th at Spa after that confused start.

Much overtaking was needed and there were V12 and 360 Ferraris, V8 and V6 Turbo Porsches, fast on the straight and therefore difficult to pass despite being slower over a full lap. I had great fun for 9 laps, overtaking seven cars and coming through to third in class.

However, all this overtaking and being lapped by the five fastest cars was at a cost to my lap times. With two laps left and a 10+ second gap to the next car, I decided that this was Mission Impossible. But third in class was better than I had expected.

The last race of the season was at Donington Park on September 9th. It was good to see the circuit back in a useable condition, although how they imagined it could be suitable as a Formula 1 venue is beyond me!

Qualifying seemed somewhat busy and I had many spoilt laps, both due to my own mistakes and people getting in my way.

However, I put in a decent last lap which made me third fastest of seven in my class.

Due to an incident at the previous meeting we had a rolling start, which spoilt my usual advantage off the grid. Due to a slow green flag lap, the tyres were still cold and at Redgate all hell broke loose. Cars going off all over the place. I managed to avoid the spinners and made up a few places. Then, on lap 2, Jim Cartwright made a late braking pass into Coppice. I managed to get better exit traction on the outside, as there was mud and grass on the inside line. I made to re-pass Jim at Goddards, but regrettably we made contact, and Jim ended up in the gravel. Mick Dwane had to take evasive action and also ended up off the track.

There followed a couple of laps with a full course yellow flag situation while an attempt was made to recover the two vehicles.

“Sunday, 11th April 2010 was the day I officially became an OAP!”

To my surprise, everyone else was still travelling at near race speed. I was expecting a red flag and for the whole field to be read the riot act by the Clerk of the Course, but after losing some distance to cars ahead I felt obliged to keep up under the circumstances. I didn’t know what else to do. For the next couple of laps we were running behind a safety car, and I continued with a tyre rubbing the bodywork and slightly misaligned steering geometry.

Back to racing and my car was not behaving well. I only just managed to fend off Mark I’Anson, who was making up for lost time after failing to make the start of the parade lap, and indeed Vance Kearney was only three seconds further back. I finished in second to Wayne Marrs in the end. It was good to race at Donington again, despite the mishaps.

The season was rounded off with an enjoyable evening at Pendley Manor hotel in Tring.

There was a good turnout to commemorate the 25th

anniversary of the first Maranello Ferrari Challenge. We were fortunate to have Club President, Jack Sears, on our table, whose knowledge of works Ferrari drivers and Anciens Piloti is second to none. However, even Jack’s knowledge wasn’t enough to get us into pole position in the Quiz.

Much to my delight – not to mention surprise – I was awarded the Ivan Bishop Trophy for Class C1. In fact Barbara had just said to me, “Class 1 – that’s your class isn’t it? Who’s got that?” to which I replied, “I’ve no idea,” just before I heard my name being called!

Finally I would like to congratulate the organisers and their helpers on a difficult job very well done in organising the series. I have greatly enjoyed the role of supporter, preparer, but mostly competitor, over the last sixteen years in this most friendly club motor racing series.

Photo: Jonathan Tremlett

Winners’ Tales: BEN CARTWRIGHT

HINKING BACK THREE years ago to Donington Park and my first race, I remember how nervous I was and the pressure of being the new boy. During that first season I recall being lapped on a regular basis by Gary Culver and NPB and thinking “Wow, those guys are so quick”.

I wondered if I would ever be able to compete with them. It really inspired me and I was determined I would be up at the sharp end eventually. It has been a gradual progression over these three seasons, as my pace has improved and confidence has grown. I have learnt a great deal from my fellow competitors and have experienced some unforgettable races.

My Gp3 rivals have certainly

kept me honest this season and I was delighted to retain my class trophy, ‘The Big Swifty’, and over the moon to receive ‘Driver of the Year’. I have always saved the Prosecco I have received at previous End of Season dinners, but this year was one especially worth celebrating, and all corks were burst and champagne was enjoyed by everybody at our table (but probably not the nearby tables –sorry!).

Half the fun this year has been driving to the circuits. My car is so comfortable and a pleasure to drive on the road or round a track. My stripy race car creates quite a fuss on the road and on my travels I have seen children pressed up against the windows of passing cars, trying to get a closer glimpse, and plenty of thumbs up too, not to mention one or two less

complimentary hand gestures!

We didn’t get off to a great start at Snetterton, perhaps being a touch rusty after a long winter lay-off. Brother Jamie was his usual laid back self and had only applied for his racing licence a few days before we got to the circuit. The document hadn’t arrived, and dad and I both failed scrutineering. The plunger in my battery cut-off switch had seized over the winter and when asked to kill the engine, nothing happened. By the time I had dashed back to get tools to free the switch off, and with several more attempts, I finally got the scrutineers’ okay just as the cars were making their way onto the circuit. I arrived on the track a touch flustered to say the least.

The first qualifying session is usually tense for me, wondering if my pace will be up to speed,

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Photo: www.simonpics.co.uk

but to my great relief and surprise I found I had secured pole position! This cheered my dad up no end, even though he had to start at the back of the grid along with Jamie as they had to sort out some early season niggles. We were all looking forward to racing again.

It was great to see a strong grid and all my closest competitors were out in force.

Tomlin was on my left, closely followed by Fred H, Nick Taylor, Jenkins, Peter Everingham and Chris Butler. Even though I had a sniff at victory I knew it would be a tight race. I got a bit over excited at the start and a touch of wheel spin, which allowed Tommo to shoot off into the lead.

Thankfully I managed to stick with him and we had a great duel.

As we exited Sear Corner, Tomlin missed a gear and I lunged down the outside. Tomlin held his line and we travelled the entire Revett Straight on the left hand side of the track with our cars virtually touching. I was pretty much on the grass but, as I made a better exit, I just managed to nose a few inches ahead of Tomlin on my right.

Jamie, who wasn’t far behind and catching up, said it was an impressive spectacle. As exciting as it was, one of us had to yield being on completely the wrong side of the track. I saw what happened to Webber when Vettel moved over in the Turkish GP, and it could have been a similar ending had I attempted to do the same. I refrained and Tomlin retained the lead to the chequered flag.

Race 2 was about to commence and, being second on the grid, I was determined to pass Tomlin. With little Bro now in 4th place after working his way up the grid in the previous race, I had no doubts he would come steaming past. Unfortunately this wasn’t the case, as he had once again arrived at the grid fashionably late, which cost him another start from the back of the pack. The 30-minute race got under way and I tucked in

The first round of the season at Snetterton. “I saw what happened to Webber when Vettel moved over in the Turkish GP and it could have had the same ending for me.”

close behind Tomlin, challenging all the way until I was able to make my move on the outside coming down the Revett Straight into the Esses. From then on I was able to control the race, and after David made a few minor errors I was able to gain a comfortable lead to take my first overall victory in the series.

What a great feeling it is to win your first motor race!

Spa lived up to all expectations as usual. The two series combined makes for an impressive sight on the grid. A 275 GTB Competition in the mix added some extra magic to the weekend. The lack of a crowd in the grandstand probably wasn’t a bad thing for the first race as we all made a cock-up of the start and it was a miracle we didn’t have a multi Ferrari pile up. This split up the field and made for an interesting race when we all eventually got going.

R2 and our first wet race at Spa in the three years I have raced there. We have done well to dodge the clouds for this long so we couldn’t grumble too much when the heavens opened before our race, with some oil on the track thrown in for good measure. It was a different matter for the PFO cars on slicks.

With limited experience in the

wet at Spa, the first few laps of the race were a bit hairy with cars twitching and many a sideways moment. Gary disappeared into the lead, which left me in second, Jim in 3rd and Tomlin 4th to fight it out. We were soon at home with the conditions and our pace increased lap by lap. I find Blanchimont the most intimidating corner on the circuit and it felt like we were almost as quick through there as we are in the dry! Jim eventually found a way past me and Tomlin relentlessly kept the pressure on lap after lap. Then the tricky conditions caught him out as he went to out-brake me into La Source. He set sail and steamed passed me, all four wheels locked up just before I turned into the sharp hairpin. He soon regained the track but I had a comfortable margin and tip-toed my car around for the final few laps to take 3rd overall and a class win.

Hats off to the chaps in the Open who wrestled their cars around on slicks!

Race One was the highlight of my weekend’s racing at Knockhill. I was disappointed with my qualifying - back in 5th position. I couldn’t believe my eyes when Tomlin spun on the first corner, and Culver and Jim retired from the race after only a

from the intense heat. The heat was our main challenge over the weekend. With temperatures over 40 degrees, it made racing in a closed cockpit car unbearable. The only way to stay cool was to pour litres of water down my undergarments before going out onto the track! Still, we enjoyed two cracking races and standing up to the heat was testament to the reliability of our classic cars and shows what a fit bunch we all are!

I had high expectations for Oulton Park, especially after having an afternoon testing a week or two before. I felt confident I would be on the pace for the race. I was also confident dad would be up the sharp end but was a bit disappointed when, on the second lap of practice, he lost it big style going into Cascades and ended up buried in gravel. Shortly after dad’s spin the session was stopped due to an oil slick on the track and we all waited around for a while in the pits. I looked out for dad

being towed in and had visions of what was to come, with Jim and me working hard to clear out the gravel from his car whilst he mysteriously disappears until all is well again! I had to look twice when I followed him back into the pits after our second trip out.

How had he managed to get out again so quickly? He qualified well too - he’s jammy like that!

After qualifying second on the grid I lined up with Gary in front and Jamie behind, in third.

I got away slightly better than Gary and was inching ahead when I heard a loud clunk behind. Jim had sandwiched himself between us, as the gap he was aiming for wasn’t as big as he had anticipated. I was forced wide at the first corner and Gary retained the lead with Jim in third. I almost ran into the back of Gary into Cascades, which gave Jamie the run on me out of the corner passing me into Island. Approaching the first chicane, Jamie ran straight on across the grass, rejoining the Photo: Stefan Eckhardt

few laps in leaving Chris B and myself suddenly vying with each other for the win. And a real challenge it was, as I tried everything to pass Chris and applied as much pressure as I could. As I have found in the past, Chris is not an easy competitor to pass and all attempts to ‘stick one up the inside or outside’ failed. Chris took a well-deserved victory.

We arrived at Zolder a day early and got the chance of a sneak preview of the circuit, being driven round in the emergency vehicle during a test session. Although the driver was a bit off the pace, and he gave us all the track secrets in Belgian, it gave us an idea of where we would be going the next day.

The highlight of Zolder was the Hotel De Pits, which was the absolute opposite to what its name suggests. Being right next to the circuit meant we were punctual for all racing engagements and also gave everyone somewhere to shelter

Zolder. “The only way to stay cool was to pour litres of water down my undergarments.”

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Photo: Jim Gaisford

“On to Castle Combe, and as ever it doesn’t disappoint.” Here, Ben leads Gary Culver through Quarry Corner at the start of the race..

circuit just in front of me. I noticed that his car was backfiring ferociously. I had my money on Jim for this race and I was disappointed to see him pull over on the start/finish straight.

By this time Gary had pulled out a small margin and, flying the corporate Cartwright flag, I set about catching him which I seemed to do quite quickly. I really surprised myself and drove my heart out to try and challenge for the win. I felt that my best chance of passing Gary was into Shell Hairpin, as I feel very confident around Island bend. I maintained the pressure on Gary the whole race but he drove as consistently as ever and took a well-deserved victory.

I was pleased to see that he looked quite red faced after the race so I felt my challenge was a worthy one. I couldn’t have felt happier after that race and was delighted to hear I was the first man in our series to lap Oulton Park in less than two minutes.

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My work wasn’t quite over as I had another race to follow the Classic in a 355 Challenge we had worked on for months to get ready. Unfortunately this turned out to be a disaster for us, as a start line incident ended my race immediately. I was pretty shaken up as it was a huge impact but I was relieved to see that the other driver involved was ok although both our cars looked a sorry state. On a positive note this incident highlighted the danger of a standing start in the PFO series, and as a result a rolling start has now been put into place to try to avoid future incidents. However, finding Nick to explain what had happened was the lowest point of the season.

On to Castle Combe and as ever it doesn’t disappoint, with an enthusiastic crowd and an impressive grid. The tension really seems to mount here and I had a real sense of excitement and anticipation. Once again I

qualified at the front next to Gary, with Jim just behind. I got the slip on Gary at the start and I made it stick. Unfortunately Jim’s car experienced problems once again and he pulled over just after the first chicane.

This time it was my turn to have Gary large in my mirrors and he applied the pressure constantly, giving me no room for error. On around lap 7 he made a move into the first chicane and I realized, whilst braking for the corner, that he wasn’t quite as close as I had thought and could have defended. But by this time I had yielded and Gary took the lead. It stayed like this until the last lap when the race developed into an interesting conclusion. As we started to lap back markers I noticed no blue flags were being waved. These drivers must have thought we were challenging them and began to defend. As we turned through the first chicane, Gary came up behind a Mondial which failed to move

Photo: Jim Gaisford

Ben richly deserved the mantle of 2011 Driver of the Year.

over. I shot down the left hand side, seeing victory in my sights.

But at that instant the Mondial swerved severely towards me, obviously realising it was Gary behind him and not seeing me. I had to slam the anchors on to avoid the Mondial and Gary was straight past. It was all a bit exciting and I was relieved to cross the line in second place.

It was a great delight that the last race was to be held at Donington Park. This is our happy place and I will make no secret of the fact that we are down there practising or watching racing rather a lot! It was a worrying time when the circuit closed down in that fiasco over the British Grand Prix and the thought of never sweeping through Craner curves again lingered in our minds. There is some catching up to do, as they have lost some great racing series and local businesses have suffered as a result of their closure. But the main thing is that it’s back! We were back down there soon after it reopened and were impressed

with the new layout at Goddards.

Donington always draws a strong grid and it was a great sight being at the back as all the cars were unleashed onto the circuit for qualifying. It was very much a brotherly affair for the race. I had qualified on pole, slightly ahead of Jim, and half fancied my chances of a win. A great start from Butler put Jim back to third, giving me a small cushion. Jim was soon past and chasing me, glued to my bumper for two or three laps. All of a sudden my exhaust note changed and I was concerned about my car. Jamie passed me into Redgate and gradually inched away. Looking back at photos of the race, kindly sent by Jonathan Tremlett, I realised just how close Jamie was when he was following me! He must have been pushing me down Craners and snapped my exhaust pipe. I won’t forget that Jim! Jim took the win, with me second and Butler third. It was a shame it wasn’t a closer race but it was a good result and a great way to finish the season. The

Open race that followed was impressive and showed a glimpse of great racing to come. Jim had us all jumping up and down as we watched on Craner curves with friends and family as he made places in the 355 Challenge, but after 3 laps he didn’t come around again ending up in the gravel! I think it might be best if we stick to the Classic!

A key ingredient to racing is the support we get from everyone involved, and I would like to thank all our friends and family who have been along to watch this season. A big thank you goes to John and Anne for making the series what it is, and taking us all to these great circuits. I can’t wait for Zandvoort next year! Thanks also to dad for his boundless enthusiasm and giving me this fantastic opportunity. I must also say thanks to mum for putting up with it!

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Photo: Stefan Eckhardt

Winners’ Tales: JOHN SWIFT

weight limit was achieved.

Standard width wheels fitted with Pirelli PZero Cs took the place of the slicks and suddenly the car was a whole lot slower than it had been in its previous PMFC form.

In preparation for the 2010 season the car went to Shiltech for an engine-out check. Wear in the cam belt drive pulleys had played havoc with the timing so

OW CAN YOU expect,” said Anne, feigning her best Head Girl voice, “the other drivers to give you their season’s stories if you don’t get stuck in and tell your own.” It seemed a fair point and I shuffled off to the keyboard to add my tale of modest success in the 2010 Ferrari Classic.

My story is principally about the car, the old blue 308GTB that continues to serve me so well. I have competed with this 1977 fibreglass car continuously since I bought it in 1982. In these thirty years it has been through various states of tune – initially mildly modified with the Ferrari ‘Sports Pack’ fitted to the engine. Then, in the mid-90s, more serious changes were made with the fitting of phase 4 BRM camshafts, high compression pistons and Aston DB6 carburettors. In this guise my records show the engine developed a heady 333bhp at 8,248rpm on the dyno.

To go with this significant increase in power the bodywork was modified a la Michelotto, with How it used to be. The Old Blue Thing in 2002, racing in the Pirelli Maranello Ferrari Challenge with Michelotto style rear bodywork and slicks. rear wheel arch extensions to

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Photo: Paul Jarmyn

“H

permit 10-in wide wheels with fat slicks to be fitted. And to make the whole thing stop properly, big 4-pot AP brakes were added.

With the advent of the Classic series in 2003 the car was returned to more normal spec.

Away went the extravagant Michelotto additions, the Aston carbs were replaced with standard Webers, and ballast added to make sure the specified

Photo: Stefan Eckhardt

Pursued by the Dutchman Jan Gijzen in his priceless 275GTB/4 at Spa. “We both had a bit of a shock in Sunday’s wet race when I spun in front of him at Pouhon.”

this was sorted out along with cam clearances. Whilst virtually all the chassis work on the car is carried out at Chevy Chase, the engine is the exclusive responsibility of Geoff Shilton, who, because he built the unit in the first place many years ago, knows its intimate details better than anyone.

One of the secrets of success of my 308 over the years has been its almost legendary reliability. It is an unchallenged fact that the car has been used in more races and hillclimbs than any other Ferrari in the country, and probably the world. Almost every one of the many miles on the car’s odometer has been logged on the hills or the circuits.

Apart from the UK it has charged round tracks in Italy, France, Holland, Belgium and Germany almost without missing a beat.

The number of DNFs in this long catalogue of events can be counted on the fingers of one hand. Its record speaks volumes for the incredible engineering build quality of Ferrari and Geoff’s expertise with the engine.

Anne and I were exceptionally busy before the first race of the year, at Snetterton in April. The change to the regulations for the Open series

and the introduction of the most recent Ferrari tipos meant a lot of extra work, with around forty new drivers to take care of.

My own preparations had to take a bit of a back seat although, as usual, all the checking and setting-up had been carried out back in Selby before arrival at the circuit. I am always slightly envious of those drivers whose cars are sitting on axle stands in the paddock, with a bevy of people readying them for battle.

Snett was only so-so for me.

The 308 (which I usually affectionately refer to as ‘The Old Blue Thing’ or OBT for short) blotted its copybook when the rear anti-roll bar arrangement fractured. For many years I have used a neat blade type roll-bar assembly at both ends, adapted from the British Leyland Maestro 6R4 rally car. I cribbed the idea from Robbie Stirling’s 308GTB, which at that time was proving uncatchable in PMFC. Without the bar at the back working, OBT was rolling like a ship in a storm.

After this inauspicious beginning it was over to Belgium for our visit to Spa. Like many of us, for me Spa-Francorchamps is the perfect circuit. Apart from the acute wiggle – still called ‘Bus

Stop’ – before the pits straight, it is a lovely flowing track that seems to suit my car perfectly.

OBT is a bit of a screamer and unless I am purposely taking it easy, which is pretty rare, the peak revs I habitually use are around 8,100. The power doesn’t come in until five thousand, so you really need to use the gearbox to keep the pace up.

The racing was full of drama as is usually the case at Spa, and was made all the more interesting by the inevitable intervention of rain for the final day. Apart from the action on the track, the whole weekend was really enjoyable. My tow vehicle, the Toyota Previa, was loaded to the gunnels with boxes, including cases of Prosecco for the traditional Ferrari Dinner on the Friday evening. Anne and I derive enormous satisfaction from seeing the grins of pleasure of the other competitors, particularly newcomers, as they sample all that Spa has to offer.

OBT notched up two second places in class, in each case behind my good friend William Jenkins in his well-known Gulf Oil liveried 308. William doesn’t always enjoy the best of reliability at Spa with this car, but this time the machinery seemed

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the second a longer 25 lap affair.

Most of the time I was arm wrestling with Richard Allen and Martin Hart and, although at the end I came off worst, it was great racing and terrific fun.

Our stay in Scotland was made all the more enjoyable by the excellence of the hotel we had discovered on our recce earlier in the year, the Keavil House Hotel in Dunfermline.

Keavil House is just 10 minutes drive from the circuit and the special Ferrari Dinner we organised was attended by a fair number of our Scottish friends.

Hot – and hot is the operative word – on the heels of Knockhill came Zolder. The temperatures at the circuit throughout the weekend were sizzling – around 100°F in old money. Trying to keep cool even in the paddock was a challenge, and the heat in the Ferraris’ cockpits was bordering on the dangerous.

A heaven-sent oasis in all this tropical heat was the hotel we had block-booked, the unlikely sounding De Pits. Their aircon worked wonderfully and all those who stayed there were enthusiastic about the place. The usual Ferrari Dinner was a great success and made the weekend super fun.

Zolder is an interesting and demanding circuit. It was when I raced there for the first time many years before that I realised, as I twirled the steering wheel of OBT through the two tight chicanes, that my car was in urgent need of a ‘quick’ steering rack. My arms simply couldn’t keep pace with the constant change of direction and just as soon as I got back to the UK, I had one fitted.

Thinking about the ‘old days’ at Zolder, I also recall it was where I had to rescue the late Robin Mortimer from the clutches of the police for alleged assault.

That was in the days when we were actually paid to take part in their race meeting!

Back to the present, OBT went well enough in the first race although I made a dreadful start.

I stupidly forgot that the Open cars were to be started first and went off as soon as the lights were extinguished for the first time. This was unforgiveable because it was me who had arranged the starting procedure for the combined PFO and PFfc race! Towards the end of R1 my brakes were failing and I almost became embedded in the gravel at the last right-hander when the pedal went to the floor. I just managed to recover to stay Photo: Jim Gaisford

to be working properly for him.

It was a delight to have the Dutchman Jan Gijzen in the race.

In Sunday’s wet event I had a spin at Pouhon when I clipped the slippery white line and found myself travelling backwards at over 100mph with Jan’s priceless 275GTB/4 bearing down on me.

We both had a bit of a shock but Jan is a good driver and a collision was avoided.

There couldn’t be a greater contrast to the majesty of Spa than our next venue: Knockhill in Fife. Knockhill seems to be a distillation of the best features of lots of other tracks, all compressed into 1.3 miles of high -speed manic contortion. The circuit demands total concentration and doesn’t suffer, as many UK tracks do these days, from having been sanitised by the F1 brigade, who seem to insist on acres of run-off area.

Every driver should have experience of driving round this wonderful Scottish circuit. It sharpens reactions and hones technique. Also, the hugely dedicated and enthusiastic management deserves as much support as possible despite the track’s remoteness from the south of England.

OBT went well in the two races – the first a 15-lap sprint,

Red alert! No quarter is given or expected in Classic Ferrari. “The thrill of pushing myself to do something completely out of my comfort zone never ceases to amaze me.”

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Photo: www.simonpics.co.uk

ahead of the valiant William Moorwood’s GT4. When I returned to the paddock I just assumed the brakes had overheated in the blazing temperatures and would recover.

When we went to the assembly area for R2 later in the day, I was dismayed to find I had no brakes at all. A check showed there was no fluid in the brake reservoir and my pals at R&D could offer no immediate solution. I was therefore a nonstarter. It wasn’t until I examined the brakes back at home that I discovered the bleed screw in one of the rear callipers had come loose in the Belgian heat and allowed all the fluid to leak out.

Brake problems were also to dog the next two outings. As I explained at length in the August issue of CompRes, unbeknown to me Mintex had chosen to change the method of attaching the pad material to the backing plate on the F6R material I use. Four small posts about 4mm long now supplement the normal bonding process, and when the pads are about 50% worn, the ends of the posts come into contact with the brake disc.

At Oulton Park, and one week later at Castle Combe, I experienced severe juddering every time I applied the brakes and, uncertain about the reason, suspected a disintegrating disc. I was therefore obliged to brake much earlier and less severely than normal with an adverse effect on lap times.

However, despite the problem I enjoyed a tremendous tussle with Geoff Neal and his 328 at Oulton followed by a lacklustre effort at Combe, a circuit at which where I normally do reasonably well.

Talking about Castle Combe, this is a track which is probably my favourite UK venue although the introduction, some years ago, of the speed sapping chicanes at The Esses and Bobbies hasn’t improved things for OBT. The car produces useful power but lacks the torque of the bigger engined 328s, so that anything that brings the speed down, necessitating a grind up the gears

Knockhill in June. “Most of the time I was arm wrestling with Richard Allen.”

again, is not helpful.

There is not much not to like about ’Combe, in my view. The crowds they attract there are bigger than at most UK circuits; the viewing, especially from the Strawford Centre – which we have made our own in recent times – is unsurpassed; and the friendliness and helpfulness of the management is the best.

However, there is just one thing that always irritates me and that is the way the Ferraris are gridded up. The cars are packed far too closely together both forward and back, and side to side. If a vehicle in front is slow to get away, there is no room to go round it. And worse, if that car in front were to stall, you simply have to stop in your tracks and let the field go past before getting going again. I think it’s potentially dangerous and one of these days I’ll convince Castle Combe Racing I’m right.

Having solved all the brake problems on the car, at the beginning of October we headed for Donington Park for the last round of the season. Donington is also a favourite of mine; I have been competing there ever since the first post-war meeting back in 1977. I was mortified by all the troubles the circuit has had in the last couple of years but relieved that everything seems to be getting back to normal.

For this race meeting we had almost 50 Ferraris racing, a record number for the season and

immensely rewarding. Anne and I get almost as big a kick out of seeing lots of drivers enjoying themselves as we do in racing ourselves. For this meeting we also had the pleasure of seeing two of our sons’ families including three of our grandchildren, all of whom are mad about Ferraris.

The field for the Classic race was a boisterous twenty-seven cars and it was a really exciting race. OBT went brilliantly well and Richard Allen and I had a desperately close contest, passing and repassing each other on almost every lap. Richard and I may not be in the first flush of youth but I think we give maximum effort. We’ve both been around long enough to be able to race wheel-to-wheel with absolute confidence in each other.

And that brings us to the end of the 2010 season. Looking back, it was great fun and another super year to remember.

It was a bonus to win Gp2 for the second year running. I am naturally a ‘glass half full’ person and the thrill of pushing myself to do something completely out of my comfort zone never ceases to amaze me.

I reckon Anne and I are incredibly fortunate to be able to do what we do together in motor sport and, at the same time, make it possible for others to do the same.

CompRes 31

THE 2010 ANNUAL CLUB COMPETITION AWARDS The promised technical breakthrough that Microsoft trumpeted with their Windows 7 OS never really happened at CompRes Towers. A pair of new computers, combined with this so -called revolutionary operating system and compatible hard- and software didn’t seem to gel together and caused no end of glitches. It would be better to describe it as technical breakdown rather than breakthrough.

Despite this setback, the new machines have been whirring away spasmodically during the ‘winter recess’ and have finally evaluated the 2010 House Points.

Every Club member who took part in any race, sprint or hillclimb during the season is listed together with his or her points.

The system used has been modified slightly from previous years to better take account of the hillclimbers’ efforts, since hitherto it was difficult for these competitors, despite having more events to take part in, to compete on equal terms with the ‘racers’. Full details of the new system are in the pamphlet accompanying this issue of CompRes. The total number of competitors in 2010 was 91, a very encouraging increase of over 21% on the year before. Of these, 23 (25%) were new to Ferrari Owners’ Club motorsport events.

Although an impressive amount of silverware was presented at the Hillclimbers and Racers End of Season Dinners in October and November respectively, there remains a small mountain of trophies to be dispensed at the Club’s AGM Prizegiving Luncheon which takes place at Whittlebury Hall near Silverstone on 10th April.

As always, we are delighted to see as many competitors as possible at this annual function, regardless of whether you are celebrating success by picking up an award yourself or simply cheering on your rivals.

32 CompRes

We have checked and double checked the results for accuracy but if you feel there is an error please do not hesitate to contact us.

SIR ANTHONY BAMFORD and KEN WHARTON/BILL BLYTH TROPHIES Victor Ludorum Competition 1

Ben CARTWRIGHT

1968

(Anthony Bamford Trophy) 2

David TOMLIN

1787

(Ken Wharton/Bill Blyth Trophy)

28 Philip WHITEHEAD Nick WHITTAKER

589 589

30 Fred HONNOR

571

31 David HATHAWAY

542

32 Leon PRICE

539

33 Vance KEARNEY

532

34 Wendy MARSHALL

530

35 Mark McALISTER

514

36 Paul BAILEY

489

37 Ray FERGUSON

479

38 Gavin SHIRLEY

474

39 Chris HITCHMAN

417

40 Ian CHADWICK

416

41 Robert PULLEYN

411

42 Craig MILNER

409

3

Nick TAYLOR

1679

4

Chris BUTLER

1593

5

John MARSHALL

1500

6

Gary CULVER

1253

7

Richard PRIOR

1180

44 Tracey HAYNES

406

8

Jim CARTWRIGHT

1138

45 Mark HARGREAVES

395

9

Andrew HOLMAN

1130

46 Nigel JENKINS

390

47 Jack HARGREAVES

375

48 Geoff NEAL

366

49 Tris SIMPSON

359

50 Colin CAMPBELL

348

51 Paul UNSWORTH

336

52 Jeff COOPER

335

53 Lorraine HITCHMAN

318

Graham REEDER

409

10 Richard ALLEN

995

11 John SWIFT

989

12 Martin HART

963

13 William JENKINS

950

14 Wayne MARRS

945

15 Nick CARTWRIGHT

934

16 John GOODWIN

931

17 Mick DWANE

863

55 Robert MACFARLANE

314

18 Richard MOSELEY

784

56 Peter HITCHMAN

312

19 Peter EVERINGHAM

763

57 Peter ROGERSON

310

58 Mark I’ANSON

294

59 Darren LAVERTY

273

60 Sergio RANSFORD

270

61 Charles HAYNES

265

62 Julian PLAYFORD

260

Mike REEDER

763

Barrie WOOD

318

21 William MOORWOOD

748

22 Pauline GOODWIN

733

23 Peter MOSELEY

713

24 Sean DOYLE

695

25 Peter FISK

679

64 David EDGE

255

26 Richard FENNY

599

65 Derek JOHNSTON

251

27 Paul BROOKS

594

66 Richard SQUIRE

240

Peter WILSON

260

67 Ed BRISCOE

225

68 John SHIRLEY

223

69 Gary EASTWOOD

206

70 Ian HARTLEY

188

71 Sean WINDER

176

72 Didier BENAROYA

169

73 Michael SQUIRE

150

74 Keith GODBER

144

75 Mario FERRARI

136

76 Douglas CAMPBELL

130

77 David GOODWINHUGHES

128

1

Ben Cartwright (Gilles Villeneuve)

1968

78 Stuart TARRANTWILLIS

126

2

Nick Taylor (Mario Andretti)

1643

79 Nima KHANDAN-NIA

125

3

David Tomlin

1521

Arwyn WILLIAMS

125

81 Tim MOGRIDGE

115

82 Andrew DUNCAN

114

83 John WATTS

105

84 Anthony CHADWICK

104

85 Mike SPICER

100

86 Christian MINEEFF

75

87 Thomas BOETTCHER

63

Cliff FOX

63

89 Steve HART

55

90 Chris COMPTON GODDARD Chris REA

0 0

Not Awarded

BUMBLES TROPHY V12-Cylinder 1

Paul Brooks

594

2

Jon Goodwin

403

3

Paul Unsworth

336

MARANELLO CONCESSIONAIRES TROPHY V6-Cylinder Colin Campbell

1

Jon Goodwin

221

No other competitors

GILLES VILLENEUVE and MARIO ANDRETTI TROPHIES Unmodified V8 road-going cars (except 308GT4, Mondial, F355 and later tipos)

STEPHEN LANGTON AWARD Unmodified V8 road-going cars F355, 360 and later tipos 1

John Marshall

1500

2

Chris Butler

1370

3

Richard Prior

1180

DEREK COLLINS TROPHY Unmodified road-going 308GT4 and Mondial 1

Martin Hart

963

2

William Moorwood

748

3

Sean Doyle

695

1

Jim Cartwright (Targa Stradale Modificato)

2

Gary Culver (Modena Engineering)

994

John Swift

985

3

FIORANO TROPHY Modified road-going 308GT4 and Mondial 1

Richard Fenny

599

2

Nick Taylor

404

3

John Watts

105

MARANELLO FERRARI CHALLENGE TROPHY (2) Winner Class S of Pirelli Ferrari Open Series

TARGA STRADALE MODIFICATO and MODENA ENGINEERING TROPHIES Modified road-going Dino, 308, 328, 348 (except 308GT4 and Mondial)

BARACCA TROPHY Flat 12-Cylinder

1

GODFREY EATON TROPHY 250 and 275 tipos

1138

1

Paul Brooks

2

Paul Unsworth

3

Mario Ferrari

IVAN BISHOP TROPHY Winner Class C1 of Pirelli Ferrari Open Series 1

Mike Reeder

2

Gavin Shirley

3

Vance Kearney

DAVID HATHAWAY TROPHY Winner Class C2 of Pirelli Ferrari Open Series 1

Mick Dwane

2

David Hathaway

3

Robert Macfarlane

FF CORSE CUP Winner Class C3 of Pirelli Ferrari Open Series 1

Paul Bailey

2

Mark McAlister

3

Leon Price

STUBBERFIELD TROPHY Winner Gp1 of Pirelli Ferrari formula classic Series 1

William Moorwood

2

Nick Whittaker

3

Tris Simpson

348

No other competitors

CompRes 33

STIRLING CUP Winner Gp2 of Pirelli Ferrari formula classic Series 1

John Swift

2

William Jenkins

3

Richard Fenny

BIG SWIFTY CUP Winner Gp3 of Pirelli Ferrari formula classic Series 1

Ben Cartwright

2

David Tomlin

3

Chris Butler

TROFEO ITALIA Winner Gp4 of Pirelli Ferrari formula classic Series 1

Jim Cartwright

2

Nick Cartwright

3

Gary Culver

WILKINSON BOWL The competitor who best typifies the spirit of the Pirelli Ferrari formula classic Series Martin Hart

COTSWOLD TROPHY Any road-going Ferrari scoring the most points in the Pirelli Ferrari Hillclimb Championship on scratch 1

Nick Taylor

1643

2

John Marshall

1500

3

Chris Butler

1370

HILLCLIMB TROPHY Driver scoring the most points in the Pirelli Ferrari Hillclimb Championship on handicap 1

Sean Doyle

37

2= John Marshall

24

2= Nick Taylor

24

ELWYNNE OWEN-JONES BIATHLON CUP Most points gained in a mix of Circuit, Sprint and Hillclimb events 1

Nick Taylor

61.00

2

Chris Butler

56.50

3

David Tomlin

52.00

IL SPIRITO DELLA SERIA GUIDATORE NOVICIO The competitor who best typifies the spirit of the Pirelli DELL’ANNO TROPHY Most promising Newcomer to Ferrari Open Series Ferrari competition David Hathaway

Gavin Shirley

WILKINSON TROPHY Circuit Driver of the Year Ben Cartwright

DAVID PRESTON TROPHY Preparer of the Year QV London

FRANK BOTT TROPHY Winner of the 2010 Pirelli Ferrari Hillclimb Championship 1

Chris Butler

157

2

Richard Prior

135

3

Nick Taylor

126

34 CompRes

COPPA FERRARI CLUB NEDERLAND Best performance by a pre1975 Ferrari Jon Goodwin

CAVALLINO TROPHY A particularly meritorious result in Ferrari competition (not necessarily by a Club member and not necessarily awarded each year Witt Gamski

THE 2011 CHRISTMAS SWIFTY C

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Here is the solution to the 2011 Christmas cryptic Swifty, with the usual motoring and Ferrari flavour, which we set you in the last issue of CompRes. The first three correct solutions to be selected by our unique random selector device (RSD) on the closing date of 10th January were sent in by BARRIE WOOD, RICHARD PREECE, and JEFF and BARBARA SIMPSON, each of whom win a 2011 Ferrari calendar.

There were several others who submitted correct solutions but were unlucky when we set the RSD into motion. Congratulations to each of the winners and commiserations to the gallant losers.

R N

G

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

CompRes 35

F355 Challenge in rosso. Recent major service including cambelts/cam seals. New carbon seat/belts/fire extinguisher, spare wheels, full suspension overhaul with new shock absorbers and springs. Ready to race.

ÂŁ42,995

Nick Cartwright Specialist Cars Telephone: +44 (0) 1629 56999

36 CompRes

QV LONDON FERRARI SPECIALISTS

GUDGEON PINS, TORSION BARS, SENSORS, TAPPET SHIMS, CLAMPS, SOLENOIDS, WINDSCREENS, FUEL PUMPS, THERMOSTATS, EXPANSION TANKS, AEROQUIP ROSES, SEAT BELTS, SWITCHES, WATER HOSE, CAM BELTS, PADS, CYLINDER LINERS, AIR CON,

RADIATORS, AXLE SHAFTS, CARBURETTORS, SILENT BLOCKS, OIL PIPES, GLASS, ROAD WHEELS, HELICOILS

DOORS, RELAYS, SEEGER RINGS, ENGINE BLOCKS, LIGHT UNITS, DROP GEARS, GRILLES ,

Unit 4, North Road, Winkfield, Nr Windsor, Berkshire SL4 4SY Tel: 01344 885500/Fax: 01344 885501 Email: qvlondon@btconnect.com Website: www.qv-london.com

SUMPS, CON RODS, BEARINGS, UPRATED & STANDARD DAMPERS, LIGHTS,

BORLA PERFORMANCE EXHAUST SYSTEMS, ECUs, VALVE GUIDES,

Q.V. FOR PARTS SERVICE REPAIRS CRANKSHAFTS, DISTRIBUTORS, AIRHORNS, BRAKE DISCS SPRINGS,

STEERING WHEELS, PISTON RINGS, INTERIOR TRIM, ANTI-ROLL BARS, SERVO UNITS, CAMSHAFTS, AIR BOXES, CROWN WHEEL & PINIONS, PARTS BOOKS, FLYWHEELS, DRY SUMP KITS, GEARBOX INTERNALS, SEAT ADJUSTERS, PISTONS, FUEL TANKS ALTERNATORS, BUMPERS MASTER CYLINDERS, DRAIN PLUGS, CYLINDER BARRELS, METERING DEVICES, BONNETS, LIGHTWEIGHT BODY PANELS, STARTER MOTORS, ADJUSTABLE WARM-UP REGULATORS, CARPETS, CARBON CANISTERS, OIL FILTERS, CAM PULLEYS, GEAR KNOBS, STUFF

MARK LEIGHTON

MDL SPECIALIST CARS

0121-520 3291

● 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

CompRes 37