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PAUL BAILEY TAKES HIS 458 ITALI A TO VICTORY AT SNETTERTON.

ISSUE 068 SEPTEMBER 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 MORE DELAYS For medical reasons I won’t go into, I’m afraid this issue is just as late as the last one was! As you will see, it is a mountainous size which seems to have taken forever to put to bed. Perhaps those who aren’t involved with publications will not appreciate that when the CD leaves Chevy Chase the printers simply print from the disc, with all the design, pagination, page order, etc already done. This is a very time consuming process, particularly with only one arm in working order! For his assistance with this issue I am indebted to William Moorwood, who wrote the two reports from the final race rounds of the season at Silverstone. Also earning my undying gratitude are the tireless Jonathan Tremlett who produced most of the stunning photographs, and Mike Spicer aided by Andrew Holman, who looked after the hillclimb scene.

LAST CALL FOR DINNER A final reminder that if you are planning on going to the ‘Racers’ Presentation Dinner, at Ardencote Manor, Warwick, on Saturday, 19th November, YOU NEED TO GET YOUR SKATES ON! Any rooms untaken from the Club’s block booking at the hotel are released 21 days prior to the event i.e. by the end of October. Applications for tickets for the Dinner should now be sent to the Club office as soon as possible. The tables will generally be for 10 guests so you can arrange your guests as you wish.

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CONGRATS TO IL CAMPIONE! We send our heartiest congratulations to the new 2011 Ferrari Hillclimb Champion, RICHARD PRIOR. Richard has excelled this season in the face of the strongest opposition and fully justifies his title. Clearly he is now completely at home with the F355 that replaced his faithful 348, the Ferrari that brought him the Championship in the past. I have invited Richard to write a piece for the October issue of CompRes to let you in to some of his winning secrets.

DOCTORS AND NURSES I had just returned to consciousness after the op on my injured thumb. A general anaesthetic leaves you a bit woozy for a time, and I wasn’t immediately sure where I was. My eyes blinked open and I tried to focus on what was going on. I was aware of a young nurse asking how I felt. Not sure, I mumbled something which seemed to satisfy her that I wasn’t at death’s door. As the reality of my present situation began to flow back into my head, I realised the nurse was speaking again. “Mr Swift, I’ve Googled you.” Oh my God, I thought, what’s coming next? “My name is Louise, and I want to become a racing driver. I Googled you and I see you are an ARDS instructor. Well, I just want to know when we can get started.” I haven’t contacted her to tell her ‘when we can get going’ but I’m thinking about it . . .

FERRARI COLLECTIONS If you fancy buying a new 458 Italia but haven’t quite managed to scrape the money together, there is a solution. For a mere £3,550 you can have the choice of the 458 or a 599 GTO, in a colour you can specify. The cars look fantastic and the only thing you must bear in mind is that these are 1/8th scale models. If cash is tight, £3,320 buys you a California but with money no object you could choose to have a replica, in authentic livery, of the Scuderia Ecosse 430 which was driven by our pals Chris Niarchos and Tim Mullen. The price for this rare Ferrari is ‘POA’. Readers with a penchant for small, beautiful models need to get in touch with the Amalgam Fine Collection. Their website has all the details.

CONGRATULATIONS! Happy Returns to those with birthdays in November!: 2

Charlie White

Jenny Warner David Back

Isabella Scarlett Butler

Louise Reeder Andrew Duncan

Derek Seymour

Marcia Cosby Michael Squire

Margaret Reeder

Robert Pulleyn Chris Butler

John Dobson

Paul Bailey

Richard Smeeton

RA’s HILLCOMMENT The 2011 Grand Finale ‘thank you’ then from me to at Curborough (to be reported Andrew and all the PFHC guys in detail in the October issue and girls! of CompRes) was truly a fitting Thumbs Up as you will close out to our 25th recall from the last CompRes Anniversary Championship our editor, Swifty, has been year. A new record entry level suffering from a seriously too with no less than 27 club injured thumb of late, and I members out competing in thought you might like to their Ferraris, driving a know that it is not an splendid variety of tipos from a uncommon problem. I have 246GT through to a 458 Italia, suffered something similar and including a terrific myself. The left thumb got selection of no less than fifteen shut in the 575 door two 308s and 328s. When you years ago and has never consider the present economic really recovered – it was gloom this says much for the squashed flat and there was robustness of our competitors’ much blood loss. The right enthusiasm! The competition one was injured just a couple under fine weather was as of months ago, getting mixed exciting as usual and we must up with the 458 door, though congratulate Richard Prior, the nothing like as badly as the newly crowned PFHC Champ, 575 incident. Regrettably I for winning this year’s series. have to admit that, unlike We shall in due course be Swifty’s mishap, there was no paying tribute to the successes one else involved in these self of Richard, and indeed Sean inflicted injuries! Doyle, the Classic Cup winner, Philip Whitehead has RA is presented with his ticket for a very and other front runners in special night out at Ronnie Scotts Jazz Club. bitten the bullet and parted 2011. with his F355. Quite apart Pirelli girl – sadly she was taller Curborough Celebrations from repair costs he faced what I that most of us! organised by Andrew Holman call the management time assisted by Richard Prior were a Andrew Holman then made involved - as most of us know complete surprise to me. It all a special 25th Anniversary with damaged cars, this can be started during the lunch break presentation to me on behalf of extensive even though someone when our cars were specially the competitors in appreciation else is doing the actual work. parked up in the middle of the and recognition of my having Robin Ward has bought the car circuit to form “25” or actually created the Ferrari Owners’ Club and it is not known at this stage “XXV” – showing somewhat Hillclimb Championship back in whether he is to repair it or use it surprisingly that Holman must 1987. Apart from being as a parts bin. It is a bit sad, but have classical tendencies! This presented with a very nice unless you have a very high was no mean feat to achieve and laminated document that was value Ferrari the worth of the really needed a helicopter photo most complimentary, I am to be parts inevitably adds up to more shot to get the best effect. taken out for a jazz night in that the value of the damaged Photographer Dave Clark had London at some time in the near car. Philip meanwhile, like Arnold turned out for this and climbed future. I was really appreciative Schwarzenegger, will be back onto the roof of the circuit of all this and even overcome when he has found a pre-air bag recovery truck to get the best with emotion when thinking of all F355. angle. When the meeting finally the years and all the people that Tony Attwood’s 246GT is ended we all gathered together have made the series what it is very pretty, but it has also been and were joined by a rather today – not least Richard Prior, pretty unreliable of late. He striking and indeed scantily clad who took over the stewardship turned up at Curborough with from me a few years ago. A big

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evidence in the shape of his old crankshaft pulley which had just failed. He had also been experiencing what seemed to be a battery problem, but coped well and completed the event okay. On the way home, the 246 just pegged out ten miles from Curborough as a result of no apparent electrical power. He called out the recovery truck and, whilst waiting, the gallant Prior and Holman duo stopped by to help, which was nice. The 246 was eventually trucked home and even after an overnight charge would not go. A real mystery this and another truck needed apparently! Tyre Valves are things we all take for granted and I worked out that I have around sixty or seventy of the things in my collection from assorted vehicles. They never give any trouble but maybe it is worth renewing them from time to time as a slow leak can easily result in a damage incident, or at the least some inconvenience. This is very easily done and costs next to nothing. Just before Curborough, I had some new rear tyres fitted to my 328 and when checking pressures the day before the meeting, one of the valves was sticking and letting air out, albeit slowly. I recall having some new valves somewhere and after finding them and the gadget to remove the valve, was soon back in business. International Clubs annual meeting this year was held in Maranello. I have been to most of these except in 2010, when it was in Dubai – not easily reached on the train. The meeting was adjacent to the date of the Club Concours and Peter Everingham was consequently unable to attend. I took along Chris Butler in his guise as the Club’s Finance Director. As you may imagine we had a good time apart from the business meeting stuff - the weather was very agreeable and on the evening of Wednesday, 7th September we attended the World Premiere of the 458 Italia

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RA samples the 458 Italia Spider at the car’s launch at Fiorano.

Spider at Fiorano, along with a around 800 other people. This was a most auspicious occasion with apparently no budget limitations. There were many to be seen from the UK, and apart from our friends at Ferrari NE in Slough, all the dealers were present and they had brought along some of their favourite customers. We were all hugely impressed with the new car and quite apart from the brilliance of the folding roof installation, the Spider looks really great as a coupé. Luca di Montezemelo handled the presentation and was even assisted by Fernando Alonso and Felipe Massa. These two were glad handed by Chris as they tried to escape, but did not seem interested in getting his autograph! Chris Butler as you will know from the last CompRes has this thing about Citroen 2CVs. On the way to Maranello by train we stopped off in Paris for a quick look at the major attractions, and pretty soon Chris had secured the services of this lanky garlic basher with a Deux Chevaux (see pic). This young man whisked us around Paris in no time, pointing out all the notable landmarks. We even went by the Elysee Palace but regrettably there was no sign of Carla Bruni-Sarkozy. A time for Reflection as we come to the end of this 25th year for our series. Back in 1987, the first year, entries were inevitably much smaller than we see nowadays. There had been for some time Club members active

on the hills, but in a limited way, notably at Prescott, followed by Shelsley Walsh and then Harewood, thanks to John Swift’s energetic activity with his 308GTB – the same car he still uses in Formula Classic. As the series got underway more venues were added in, including quite a few that have since disappeared. The most popular cars then were, of course, 308s but even so there were always Dino 246s to be seen and one of these in the hands of Keith Maddox won the series around 20 years ago. There were other tipos around, with the occasional appearance of 275GTBs and Daytonas as well as Testarossas and Boxers. In the eighties the pattern remained much the same with more people joining in with 328s although the 348 did not prove a popular choice at that time. Back then it usually took a long time before a new tipo was used on the hills in anger. Our Prizegiving Dinner is less than two weeks away as I write these notes. I am not sure when CompRes will hit your doorstep so the Dinner could be history as you read this. I have just received a monster carton full of trophies and am about to check the engraving for errors – always a worrying task! This evening, Richard Prior and I will start planning the Special Awards – I hope we can come up with something suitably amusing and that you all have (or have had!) a truly great evening at Moore Place on October 29th. 

Photo: Andrew Holman

PIRELLI FERRARI HILLCLIMB CHAMPIONSHIP: NEW TRACK TEST

RAF 'O dee am', not 'Oddy ham' as my neighbour insisted in one of those ‘how silly are you?’ voices, is a working RAF base in Hampshire running and supporting front helicopter squadrons, mainly those thumping great US-made Chinooks, carrying up to 10 tonnes of freight or 54 troops, alongside a few of our own ageing Linx. They also have the local police helicopter, busy buzzing around keeping an eye on us. It is SW of London, just off the M3 near Basingstoke, and a small scouting group of Richard Prior and Andrew Holman were joining in a sprint here to look at its possible inclusion in a future PFHC calendar. As dates and the availability of hillclimb and sprint events constantly change, we need to keep on top of what’s available, as well as making sure we are using the best available tracks that suit our cars, our competitors, and the Championship. And not forgetting the need to remain exciting and attractive (the Championship, the drivers don't need to of course!). So no small task for our Championship

ODIHAM Andrew Holman reports on a new venue South of the River organiser then! They used to have sprints here, but increased security from

various threats put paid to that years ago. In happier times, the Sutton & Cheam and Farnborough Motor clubs have been working with the Odiham RAF club to get permission for its comeback. Thankfully the powers that be agreed, as long as there was no increase in public attendance days on base. And so, with a donation to the

RAF Odiham Sprint Course.

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Photo: Andrew Holman

Odiham’s wide open spaces.

Soldiers, Sailors, Airmen and Families Association (SSAFA) from competitors and a bit of sucking up to the local model plane club, who kindly agreed for us to have one of their days, all systems were go. Odiham is an airfield, and one could see the potential for a miserable time if the wind and rain started sweeping across the plateau. Thankfully the day remained dry, despite the odd threatening cloud. The course itself mainly uses the perimeter track, avoiding all those North Weald cone dramas. And it offers some great driving. There are, of course, some cones and they use other larger barriers to help point the way, but it didn’t prove over complicated. It’s fast, it’s very nearly 2 miles long which, if I have my maths right, means we covered the course at an average speed of nearly 70 mph! The start leads into one of the several side bits off the main road, so we had a right, left, left, right, between marshal posts (MPs) 1 and 2 on the map, before joining the main tarmacked perimeter road again. Despite these side roads being concrete they were grippy and much faster than we first

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thought. As was the right / blind left-hand corner onto the short main runway stretch (MP4). The end of the runway had a long sweeping right hander (MP5), a test for taming under-steer and getting the power on early for a couple of flat and fast corners before another side road excursion loop at MP7. Again get the power down, and keep it down, there were some green cones blocking off side roads further up; it became clear we were braking far too early for the final side loops leading to the finish. The only problem was remembering which set of green cones were the right ones to brake at MP9. We got it sorted, but it was fast and led to concerns that braking had been left too late on several occasions. Thankfully we had no incidents, slowing enough to grab the right loop leading straight into a left before the finish. A great set of eight or nine corners! But I’ve got ahead of myself. I arrived ahead of Richard and was impressed with just how friendly everyone was. We really were made welcome by organisers and fellow competitors alike. There was a good entry list but still time for two practice and

three official runs. The classes contained a rather odd mix of cars. We were in ‘standard road going over 2-litres’ alongside a Mini Cooper, 911, 7-litre Mustang and a TR4 amongst others. We rightly predicted the Mustang, although far from standard, would have trouble with corners. It also had trouble for the first 100 yards before his back wheels stopped laying down rubber. The competition was going to be Richard Weaver, a very competent rally driver from the Isle of Wight in his 3.6l Porsche. We had a convoy run before practice instead of walking that far and got a slightly better idea of the track. At least with the track being new to everyone, we were all in the same boat. And so time for P1. Here, Richard wants me to make clear he had noticed I had slipped on an old set of Rosso Corsa, 1B tyres for the day, purely to ensure my hillclimb tyres last the rest of the season you understand! The Porker set down a marker with 1min:45 seconds. I was 3 seconds down and RP another 2 behind me. The rest of the class was then strung out down to 2 min:8 sec. We had some work to do. P2 saw RP

Photo: Andrew Holman

knock 5 seconds off, the 911, 3, and me a very pleasing 8 to lead the class with a 1.40 run and jump up from 23rd to 16th overall. Who says old dogs can’t learn . . A reasonable burger van supplied lunchtime provisions, but we also took advantage of the opportunity to walk the course and see if we could learn anything new for the official runs. These proved useful for RP, who went a second faster. The 911 and I went 2 and 3 seconds slower respectively, despite it feeling faster! Nonetheless a good banker that put all of us within 0.8 of a second of each other. T2 and time, we thought, to show the supremacy of our ageing Italian machinery. Richard did so with a 3 second faster run at 1m:41. I managed to repeat my practice time in the 1.40's whilst the Porsche only managed a 1m:42. We were aware of being on the edge, and at some speed, but the track is relatively safe with a fair bit of run off and we both felt we would be able to break the 40 barrier. The only difficulty seemed to be gauging the times: runs that we felt faster were often slower and vice versa. So on to T3. I was fairly happy with my run and hoped to have got under the 40, but had no real idea. Prior made us pack up before we could go over to check the times whilst retaining an annoying air of confidence. We joined Richard Weaver, who was unhappy with only knocking another second off and staying behind us on a 1:41. Meanwhile we were both jumping up and

Richard Prior was marginally quicker than the author, taking home a nice trophy to mark his success.

down at getting into the 1.39s! So we needed to look again at the 100's - RP finished on a 1:39.33. I was 0.4 behind. We stayed behind to pick up the class trophies and chat with our new friends. As you will have gathered, we liked this track. It’s something new, long but fairly easy to learn, although I'm sure there is plenty more to come with experience. It’s fast, but as safe as any. The downside is the airfield setting that I could see getting very cold. There are virtually zero spectating opportunities and it has all the usual airfield security arrangements, although not onerous. The Mini, by the way, was I think wrongly classed as it was down as a 1600 engine. But he kept in touch and finished just 6 seconds behind us, indicating it may not be the out-and-out power track it first seems

although I can see a 458 just loving it! So, in short, it gets a thumbs up from us, and I’m sure would please a fair few other South Easterners. They are hoping to get permission to use it again next year, but of course that and dates are nowhere near fixed.

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SNETTERTON 10th/11th SEPTEMBER 2011 ROUNDS 10 & 11

OR THE PENULTIMATE rounds of the season the Ferraris joined the Aston Martin Owners’ Club at Snetterton in sunny Norfolk reports JOHN SWIFT. The format was a double header over the weekend of 10th/11th September: a 20-minute qualifier and a 20-minute race on each day. Since we last raced at this historic circuit, Jonathan Palmer’s MSV organisation has spent an appreciable amount of money in upgrading the track. On the Saturday we were using the ‘300’ layout and the following day the shorter ‘200’ arrangement. This introduced a nice variation to the racing and at the same time gave drivers lots to think about as few had experience of the changes.

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A word about the new layouts might be appropriate as well as the new names of some of the corners. A few of the old familiar names have been dropped and will only be remembered in the history books. On the new ‘300’ layout, so called because the lap length is 2.99 miles, the first corner to come up after the start is the unchanged Riches. You then accelerate for rather longer than

Photography by Jonathan Tremlett

before prior to hitting the brakes hard for the 180° hairpin at Montreal. A short blast takes you to the easy left-hander at Palmer. From there, you scurry down a fairly decent length straight before another hard push on the brakes for the almost 180° left-handed hairpin at Agostini. The next bit of excitement is the deceptively quick left-handed kink at Hamilton. If you’ve got

The new, improved Snetterton.

As usual, Ferrari drivers attended a special briefing . . .

this right, you will be heading rapidly towards the slightly awkward right-handed Oggies. It’s important to be neat round Oggies because you need to get a good approach to the 90° righthander at Williams that leads on to the newly titled Bentley Straight. Bentley Straight is

. . . And also as usual our President , Jack Sears, called in to his local circuit.

virtually identical in length to the old Revett Straight – probably the longest straight of any track in the UK. As with its predecessor (and now predeceased!), Sear Corner, it is vital to get through Williams as

quick as ever possible, because good speed through here is going to translate to a high speed all the way down the following straight. The twisty bit at the end of the straight seems to be unchanged from the previous layout but the names are different. Brundle and Nelson have replaced the composite title of the Esses but mercifully Bomb Hole and the following Coram have retained their original monikers. The final significant change to the old circuit is at the end of Coram. Whereas in the old days there was a useful passing opportunity on the approach to the chicane at Russell, the replacement called Murrays affords far less of a chance. At the approach, unless the driver who is being challenged is particularly cooperative, either the challenging car is going to be forced onto the potentially suspension breaking aggressive kerbs on the left or is going to make contact with his rival’s near -side bodywork. It is not, in your reporter’s view, one of the more intelligent changes to Snetterton. After Murrays, the rest of the layout is unchanged as you head off down the pits straight (still called Senna Straight) and to the start/finish area. Having said all this, the new ‘300’ is, by and large, an

improvement on the old layout, offering much more variety and interest. Although our heavy Classic Ferraris struggle at times through the sinuous sections of the new track, I guess that for a lightweight squirty machine the latest manifestation would be perfect. The ‘200’ circuit, which was in use on the Sunday, misses out all the new section of tarmac and is substantially the same as the old apart from the new wiggle before the start of Bentley Straight. The cover of the attractive AMOC programme bore a photo of Nick Cartwright, promising a full confessional within its pages, titled ‘Flying the flag for Team Cartwright’. This is a generous idea by our hosts and we did indeed learn quite a bit about Nick and his lads in the interesting article. For instance, not many people know that Nick trained as an artist in his formative years. Although we could forgive the programme’s designer for the cover showing an Aston leading a Ferrari, the effect was rather spoiled by the headline: ‘Astons/ Ferarris (sic!) & More!’ A decent sized entry of 19 cars was listed for PFfc. However, for qualifying there were two absentees. William Moorwood’s 308GT4, which is normally totally bullet proof,

We’re not sure whether Ray Ferguson is praying for rain or shine, but we got some of both.

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threw a wobbly in its transmission which was traced to a collapsed bearing. William’s preparers, QV, sent out for a replacement but clearly the job would take too long to allow the car to get on the track that day. Also experiencing difficulties was Ben Cartwright. His Gp3 328GTB had developed a mysterious electrical ailment that defied treatment. Ben telephoned base, as you do if you are a purveyor of Ferraris, and ordered up a replacement car – in this case the ex-Geoff Neal 328GTB that had just arrived in the Cartwright emporium. It would arrive too late for Saturday’s activities but Ben worked hard to get it ready for the following day.

In full voice. It was nice to welcome Chris Rea back again.

time being 2:16.931. It seemed In Gp2, Chris Rea (308GT4), very quick but then we had no who was making a welcome previous records to compare it return to the series, showed he with. had lost none of his skill by Wayne recording the fastest time Marrs in his (2:26.970). Tris Simpson similar Gp4 demonstrated his recent terrific 328 ran him form is no flash in the pan by mighty comfortably outpacing his rivals close, less in Gp1 with a time of 2:25.795. than a All the cars that had quarter of a qualified in the morning second presented themselves in the separating collecting area shortly after the them. Chris lunch break for the first event of the afternoon, a 20-minute race. Thwarted. Nigel Jenkins locks up when the gap to Chris Butler was the best of The weather was cloudy but dry. Butler suddenly closes as they go into Riches corner. the rest, his There was a minor panic when So, seventeen cars fastest Gp3 effort some three Chris Rea found his brake pedal assembled in the collecting area seconds behind the pair on the had gone to the floor as he for Q1, with most of the drivers front row. manoeuvred his car into position. looking forward to exploring the niceties of Snetterton’s ‘300’ course. Chris Rea’s engine seemed to be hoarse at first but subsequently cleared its throat. Peter Fisk spun at the entry to Murrays and flat-spotted his 328’s tyres. Nick Cartwright’s Gp4 328GTB didn’t pass scrutineering (its electrical cut-out switch failed to stop its engine, just as it had here in 2010) and he was unable to record a time. The only other driver suffering a snag that we noted was John Day, whose transponder was only working intermittently although he did manage to record a time. The time sheets confirmed Nobody said it would be easy. Richard Squire (328GTB) heads Swift’s what we all expected: Jim 308 and Ferguson’s Mondial t in the early stages of R1. Cartwright had secured pole, his

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The battle at the front featured the Gp4 328GTBs of Jim Cartwright and Wayne Marrs on both days.

His preparer, Richard Hodson, drove the car away and returned five minutes later with the good news that he had fixed the problem. When the lights were doused, Marrs took the initiative into Riches with pole man Jim Cartwright hard on his heels. Then it was Butler, his hillclimb experience helping in making his usual impressive launch, just ahead of Nigel Jenkins (Gp4 328GTB) with Hart’s Mondial and Michael Squire’s 328 in close attendance. It wasn’t far into the lap before Jim C snatched the lead, which he was to keep for the duration of the race. From then on, most of the excitement was about who could be third overall. For four laps Butler resolutely held on but on lap 5 Jenkins managed to squeeze past. Another good scrap featured Rea, Burgo Wharton, Fisk and Nick

Cartwright – the latter having it all to do from the back of the grid. Swift was having a bit of a

Squire’s 328GTB. On lap 4, Simpson’s fleet GT4, which had been going well in a mid-field position, succumbed to overheating and pulled in. At about the same time, Routledge abandoned his GT4 at Montreal. John Day was struggling with gear change problems in his GT4. The chequered flag brought proceedings to an end after around 21 minutes, and 9 laps, with Jim C notching up yet another victory. Some 20 seconds in arrears came Marrs, in second place, while in overall 4th, and taking a class win, was Butler, having fought off a

Oops! Chris Butler spins at the exit to Hamilton.

lonely race having lost time at the start, but just behind, Nick Whittaker (Gp1 308GT4) was horns locked with Richard

Michael Squire scored two class 3rd places during the weekend.

determined challenge by Hart in the closing stages – the difference was less than a car’s length. Chris Rea had an easy victory in Gp2 from your scribe while Whittaker deservedly took the honours in Gp1. Sunday’s weather started off bleakly. Overnight rain had soaked the track and the Classics, first out at 9.00am for their 20 minute qualifying session, had to contend with challenging conditions. This time the layout was the shorter ‘200’ circuit and, as we said earlier, there weren’t many new tricks to learn. Steve Routledge’s GT4, which had had overheating problems the previous day, seemed to have been fixed and

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Tris Simpson’s similar car had received attention to its cooling fans. A third GT4, that of Nick Whittaker, was parked up in the paddock and failed to make qualifying. Ben Cartwright joined the session with his replacement ex-Neal silver Gp3 328GTB. In Gp1, William Moorwood was relieved to be back in the fold after the hard working QV team had slaved away to fit the new bearing in his transmission. Track conditions improved throughout qualifying as a fresh breeze helped the drying process and all the best lap times were achieved at the very end of the session. We noted that Steve Routledge had an excursion over the grass at Murrays. When the times were published, Wayne Marrs was delighted to find himself at the top of the order with a 1:33.150, just a tad quicker than Jim Cartwright in his similar Gp4 Ferrari. Chris Butler, some three seconds behind in 3rd place, was the fastest Gp3 driver. In Gp2, your reporter was a soupçon ahead of Chris Rea, while Tris Simpson was well clear of his rivals in Gp1. The weather gods were

William Moorwood’s normally impeccably behaved 308GT4 had transmission bothers on Saturday but QV sorted it out for the Sabbath, when he took a class 2nd.

playing ball now and the track was bone dry for the race, the first of the afternoon. From the off, the field made a reasonable start with the exception of Nigel Jenkins who had difficulty selecting 2nd gear. It took hardly any time at all for Jim Cartwright to snatch the lead from pole man Marrs and, just as he had the previous day, he disappeared into the distance. Once Jenkins had managed to get his gears sorted out, he

had his bright yellow Gp4 328 in cooking mode, slicing through the field in impressive fashion. Ben Cartwright‘s replacement car was clearly not as rapid as his regular red car and he gradually lost ground to Chris Butler, in third. Chris Rea got the jump on Swift, the latter delayed by Jenkins’s hesitant get-away, but the following lap OBT slipped past the Alan Mann-liveried GT4 to take over the Gp2 lead. Another lap, and Rea nipped ahead

Pupil and master. Burgo Wharton (Gp3 328GTB) temporarily leads Nick Cartwright’s Gp4 version.

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Winning Ferrari. The Cartwright 328GTB in the winner’s circle.

through Murrays (exciting stuff this!) but then was re-passed into the fast right-hander at Riches. And then it all went wrong. In a closely bunched group braking for the hairpin at Montreal, your scribe was tight in to the inside edge of the track when suddenly Rea appeared at high speed on the grass on his right. A collision was inevitable but to Chris’s great credit he avoided the tail of the blue car and clattered into the side, being the less expensive option. What had happened was that Rea’s brakes had completely failed – perhaps a repetition of the previous day’s problem - and he was helpless, unable to stop. Both cars paused briefly while the drivers collected their thoughts and assessed their respective car’s damage. Chris’s Ferrari looked quite badly mangled and, being brakeless, he returned slowly to the pits to retire. Although it had been a pretty hefty bang, Swift thought his damage might not be too severe and pressed on. Meanwhile, while all this shenanigans was going on, Richard Squire and Burgo Wharton had got ahead and the job for Swift was to try to catch them up. Jenkins was now in full flight

and the second fastest man on the circuit. However, twenty minutes was not quite enough to catch Butler although he managed to close to within a couple of seconds. Martin Hart was having a good race, always keeping his Mondial t just ahead of Michael Squire’s Gp3 328 and Nick

The Legend! Jim Cartwright with all the trappings of victory.

three laps from the finish. Tris Simpson again demonstrated that he arguably has the fastest Gp1 car in the series by bringing his 308GT4 home only a few seconds behind Pete Fisk’s Gp3 328GTB. Back to the cockpit of the Swift 308GTB, the driver was noticing two things: 1, his righthand was becoming extremely painful (it turned out to be a multiple fracture of the metacarpus) and, 2, despite having caught and passed Simpson, Richard Squire, and Burgo, the 308’s handling was distinctly odd. Closing to within a length or two of Burgo it was noticed that when we were in the corners there was pronounced tyre squeal, something you don’t normally experience with Pirelli PZero Cs. It crossed my mind that there must be something radically wrong with Burgo’s car. With the pain increasing I dropped back a little but was surprised that the tyre squeal persisted. OMG! It was clearly my car, not Burgo’s, that was radically wrong! At the flag, Jim Cartwright celebrated another famous victory and, as a bonus, established a new Gp4 lap record for the 200 circuit (1:25.735). Other new lap records were set by the Class winners: Chris Butler in Gp3 (1:27.808), John Swift in Gp2 (1:30.438) and Tris Simpson in Gp1 (1:32.757). We commandeered a table from the obliging FF Corse team, persuaded Fred Honnor’s charming daughters to present the prizes, and finished off the afternoon in high spirits. As a footnote (or should I say handnote) I would just like to thank those who helped Anne and me to load up the Ferrari and all the race gear for the 200 mile journey back home to Yorkshire – quite a tricky drive with only one working hand!

Cartwright’s Gp4 version. In fact Nick must have been quite chuffed to be leading son Ben at the end after taking over 8th spot

CompRes 12

PIRELLI FERRARI formula classic â&#x20AC;&#x201C; Round 10 SNETTERTON 300 CIRCUIT 10th September 2011

Pos

Driver

Tipo

Group

Laps

Time

Best Lap

Qualify

Pos

Jim Cartwright

328GTB

20:41.615

2:16.646

2:16.931

Wayne Marrs

328GTB

21:00.998

2:17.993

2:17.178

Nigel Jenkins

328GTB

21:23.148

2:20.299

2:22.148

Chris Butler

328GTB

21:24.204

2:18.434

2:20.145

Martin Hart

Mondial t

21:24.391

2:20.246

2:20.372

Michael Squire

328GTB

21:35.591

2:22.216

2:23.523

Nick Cartwright

328GTB

21:56.620

2:23.353

no time

Burgo Wharton

328GTB

21:58.517

2:24.271

2:23.905

Chris Rea

308GT4

2202.726:

2:24.934

2:26.970

Pete Fisk

328GTB

22:04.253

2:24.671

2:25.828

John Swift

308GTB

22:24.535

2:25.652

2:29.603

Nick Whittaker

308GT4

22:32.408

2:25.991

2:28.227

Richard Squire

328GTB

22:33.128

2:27.906

2:28.355

Ray Ferguson

Mondial t

22:53.763

2:30.310

2:29.695

John Day

308GT4

21: 09.803

2:35.695

2:34.417

DNF

Steve Routledge

308GT4

13:22.132

2:35.231

2:36.978

DNF

Tris Simpson

308GT4

10:02.092

2:26.827

2:25.795

Ben Cartwright

328GTB

3:02.346

Fastest Laps:

Jim Cartwright

Group 4

2:16.646 (78.21 mph) establishes lap record

Chris Butler

Group 3

2:18.434 (77.20 mph) establishes lap record

Chris Rea

Group 2

2:24.934 (73.74 mph) establishes lap record

Nick Whittaker

Group 1

2:25.991 (73.21 mph) establishes lap record

Class Winners

CompRes 13

1st

2nd

3rd

Gp1

Nick Whittaker

John Day

Gp2

Chris Rea

John Swift

Gp3

Chris Butler

Martin Hart

Michael Squire

Gp4

Jim Cartwright

Wayne Marrs

Nigel Jenkins

PIRELLI FERRARI formula classic â&#x20AC;&#x201C; Round 11 SNETTERTON 200 CIRCUIT 11th September 2011 Pos

Driver

Tipo

Group

Laps

Time

Best Lap

Qualify

Pos

Jim Cartwright

328GTB

20:19.070

1:25.735

1:33.478

Wayne Marrs

328GTB

20:42.563

1:27.318

1:33.150

Chris Butler

328GTB

20:48.680

1:27.808

1:36.288

Nigel Jenkins

328GTB

20:50.894

1:27.054

1:36.856

Martin Hart

Mondial t

21:05.684

1:28.496

1:37.644

Michael Squire

328GTB

21:12.396

1:29.523

1:37.048

Nick Cartwright

328GTB

21:15.435

1:29.448

1:38.770

Ben Cartwright

328GTB

21:21.299

1:29.702

1:37.983

Burgo Wharton

328GTB

21:39.139

1:30.627

1:42.176

John Swift

308GTB

21:48.912

1:30.438

1:40.830

Pete Fisk

328GTB

20:22.607

1:30.683

1:40.121

Tris Simpson

308GT4

20:28.200

1:32.757

1:38.591

Richard Squire

328GTB

20:30.280

1:32.757

1:40.930

William Moorwoood

308GT4

21:00.167

1:34.260

1:42.763

Nick Whittaker

308GT4

21:17.399

1:34.202

no time

John Day

308GT4

21:18.915

1:35.504

1:42.201

Steve Routledge

308GT4

20:36.207

1:37.243

1:49.135

DNF

Chris Rea

308GT4

6:58.601

1:32.581

1:40.997

Fastest Laps:

Jim Cartwright

Group 4

1:25.735 (83.30 mph)

establishes lap record

Chris Butler

Group 3

1:27.808 (81.34 mph)

establishes lap record

John Swift

Group 2

1:30.438 (78.97 mph)

establishes lap record

Tris Simpson

Group 1

1:32.757 (77.00 mph)

establishes lap record

Class Winners

1st

Gp1

Tris Simpson

Gp2

John Swift

Gp3 Gp4

2nd

3rd

William Moorwood

Nick Whittaker

Chris Butler

Martin Hart

Michael Squire

Jim Cartwright

Wayne Marrs

Nigel Jenkins

CompRes 14

SNETTERTON 10th/11th SEPTEMBER 2011 ROUNDS 10 & 11

HE WEEKEND of 10th/11th September saw the Pirelli Ferrari Open at battle stations at Snetterton at a double -header event hosted by our friends from the Aston Martin Owners’ Club writes JOHN SWIFT. There was plenty of track time for the drivers. During the

course of the two days there were two 30 minute qualifying sessions and two 30 minute races, not to mention oceans of optional testing time on the Friday. The two new variations of the circuit were in use: the long 2.99 mile ‘300’ course on the Saturday and the shorter 1.99 mile track on the Sunday. A full description of these two layouts can be found in the

Geoffrey Finlay’s bewinged 458 was beset with transmission bothers.

CompRes 15

Photography by Jonathan Tremlett

accompanying report on the Classic event in this issue. A compact field of 12 cars were listed in the programme. Sadly, Wayne Marrs’s 360GTC failed to make an appearance; it had suffered damage at Brands Hatch a few weeks earlier and a replacement radiator to complete the repairs was still in transit from Michelotto in Italy. The only new name to us in the line-up was Rupert Martin, driving the latest 458 Italia Challenge. Rupert’s car has just come out of the paint shop in its new livery, and very distinctive it is too – basically canary yellow with additional colourful touches. His car was one of five 458s – surely a first for Snetterton or perhaps even for any UK circuit. Regular competitors in PFO driving these delectable Ferraris included Derek Johnston, Paul Bailey, Craig Milner and Geoffrey Finlay, the latter’s car sporting serious aero appendages. In opposition to the 458s was a trio of Class C3 F430

Clutch trouble on the Reeder Bros F355 Challenge car put paid to Tim Ingram-Hill’s plans for Sunday.

Challenge cars to be driven by Gary Eastwood (happily back to health after a bout of ‘flu caused him to miss Castle Combe), Leon Price (leaving his 458GT3 in the garage this weekend) and Mark McAllister (making a welcome return to the fold). There were three cars contesting Class C1: Vance Kearney (sharing his F355/Ch with Darren Laverty this weekend), Tim Ingram-Hill in the yellow car of Graham Reeder, and Paul Brooks in the rapid 456GT run by Fosker Engineering. Qualifying began just before 11 o’clock on a dry track with clouds scudding overhead. Derek Johnston has been so quick this season in his Graypaul Racing prepared 458 that one wondered whether there would be anyone to challenge him for pole. Perhaps surprisingly, his nearest rival was not from one of the other 458 drivers but the redoubtable Gary Eastwood in his 430 Challenge, looked after by FF

Corse. It is good to have such keen but friendly rivalry between

Geoffrey Finlay and Chris Warne discuss their 458’s problems.

teams as well as the pilots. Two cars were in trouble during the half hour session.

Vance Kearney’s F355 suffered a fractured wishbone, something not unknown on these cars after many seasons of hard racing. The other Ferrari to give trouble was the 458 of Geoffrey Finlay, the gearbox deciding to play tricks which couldn’t be rectified by Chris Warne’s Virgo Racing team. Tony Ciccone from Ferrari North Europe, who had come along to assist our eligibility scrutineer, Neil Procter, was unable to wave a magic wand either, so it looked as if a replacement ‘box might be needed. When the times were issued, it was seen that although Johnston had claimed pole with a sub-2 minute lap (1:59.304) it was by the smallest of margins from Eastwood, who achieved 1:59.541. Finlay, before his transmission bothers brought things to an end, was a little over a second slower than this leading pair. The next fastest were again separated by just thousandths of a second: Craig Milner, Leon Price Paul Bailey all posted 2:01.3 fastest laps. Of the Class 1 cars, Kearney clocked the quickest lap (2:12.538) before his suspension collapsed, a couple of seconds faster than Brooks’s 456GT. In the interval between qualifying and the afternoon race, the opportunity was taken to check the ECUs of the 458s. Following discussions with Ferrari in Italy, it was decided to remove all the competing cars’ software and redistribute the units on a

Vance Kearney was out of luck on Saturday when a front wishbone fractured on his F355/Ch.

CompRes 16

Final Drives. These drivers were having their last outings in their cars. Top: Mark McAllister in his 430 Challenge which he replaced with Craig Milner’s 458 Challenge after the race. Centre: Craig Milner drives his 458 for the final time before he took over McAllister’s 430. Bottom: Gary Eastwood circulates in his 430 before handing the keys to Nick Cartwright and collecting the latter’s 458 Challenge. It was a bit like an expensive game of musical chairs.

CompRes 17

random basis (making sure nobody got their original ones back again!). Since the ECUs are stamped with the chassis numbers of the cars to which they are originally fitted, it was a straightforward business for Neil Procter and Tony Ciccone to return the correct ones back to their owners at the end of the meeting. The result of this exercise was that the ECU swap had no effect whatsoever on the performance of any of the 458s, and everyone was now satisfied, if ever there was any doubt, that none of the cars had been illegally ‘chipped’. The start of the 30-minute Saturday race was just before 4 o’clock, with weather conditions dry and bright. Kearney, after welding the fractured wishbone on his F355, was up and running again. When the lights went out, pole man Johnston shot off into a lead that was never seriously challenged. Behind, the 430 of Eastwood was a solid second ahead of Milner’s 458, with Price and Bailey in close attendance. In C1, Kearney was keeping his F355’s nose in front of the 456GT of Brooks, the exhaust note of the big 12-cylinder car being simply magnificent. On lap 5, Milner lost his third place when both Price and Bailey moved ahead. At about the same time Brooks ran over some debris – believed to be a chunk of carbon fibre material – which shredded a rear tyre. Paul did a monumental job of keeping the car under control as he approached Riches at high speed. Although the tyre was destroyed, happily his car was undamaged. The red flags appeared and the race was stopped to allow recovery of the 456GT. The stoppage lasted ten minutes and the cars assembled in their previous order to restart for a final 10 minutes, or 5 laps. Again it was Johnston who blasted into the lead with Eastwood hanging on grimly to his coat tails. In third, however, it was now Bailey who got the

jump on Price this time with Milner right up his nether regions. Then it was Martin’s 458 and McAllister in his 430, with Kearney and Ingram-Hill bringing up the rear. In this short sprint finale Johnston never really looked under threat although Eastwood’s lap times were always within a second or so of the leader. It was a different situation in the battle for third, with Price menacingly close to the rear of Bailey’s 458, the pair of them trading laps in the 2:03 area. Sadly, on the 5th lap, the pair collided at the apex of Agostini. Bailey spun onto the grass outfield, spinning a second time in his efforts to regain the tarmac. Neither car was seriously damaged and they continued, albeit with Price now in third position.

“RupertMartin’s car has just come out of the paint shop in its new livery, and very distinctive it is too.”

This altercation dropped Bailey to 6th after he was passed by both Milner and Martin. Kearney took victory in Class C1. The fastest laps, all new Ferrari class records for the ‘300’ circuit, were achieved by Derek Johnston (Class C4) in 1:58.715;

Gary Eastwood (Class C3) in 2:00.017, and Vance Kearney (Class C1) in 2:13.403. On Sunday the programme was a repeat of the previous day, albeit on the shorter course. By the time the PFO cars were called up for their mid-morning

The trouble with Agostini. A sequence, from 1 to 5, of two Ferraris disputing the same piece of tarmac. Paul Bailey (28) and Leon Price (88) arrive at the corner almost alongside each other. But from then on it all goes slightly awry. Neither car was badly damaged and both finished the Saturday race, with Paul making amends on the Sunday by scoring his maiden victory of the season. Bravo!

CompRes 18

Paul Brooks suffered a tyre failure on Day 1 but took a class victory on the second day’s racing.

qualifying session the sun had dried out the circuit after overnight rain. Paul Brooks’s 456GT had been fitted with fresh tyres after the previous day’s drama and Darren Laverty had taken over the F355 Challenge that had been driven by its owner, Vance Kearney, the previous day. Leon Price had been obliged to fly off to an overseas meeting so was forced to withdraw his 430. In compensation, Mick Dwane had arrived with his 360 Challenge. Derek Johnston was once again the fleetest of the 458s, setting a time of 1:14.192 for the ‘200’ circuit. Just behind him on time were the three 458s of Bailey, Milner and Martin, with Eastwood’s 430 sandwiched in between. Brooks had the legs of Laverty in Class 1 (1:23.683) while Ingram-Hill failed to record a time after his yellow 355 struck clutch problems. Dwane’s 360 was also suffering difficulties. Mick brought the car into the pit lane with suspected gearbox issues. Shortly afterwards it came in again and an ominous pool of blue antifreeze appeared underneath the car. It was diagnosed to have cylinder head gasket failure and was withdrawn from further active service. Because of the amalgamation of an earlier event the afternoon’s PFO 30-minute race started an hour ahead of programme. With the various reliability problems only nine cars came under starter’s orders. Following the first green flag lap, the first start was aborted when pole sitter Johnston was deemed to have accelerated too soon.

CompRes 19

The red lights remained on and the field went round a second time behind the pace car. Then, once again, the start was abandoned after the starter decided Johnston had driven too close to the pace

car. Finally, on the third attempt, the field was released. Johnston took the initiative with Bailey, Milner, Eastwood, and Martin keeping him close company. But then the black flag came out and the leader was brought into the pit lane for what we believe was a stop-go penalty. Johnston was understandably furious and stormed off to see the stewards to discuss why he was being penalised. Meanwhile, back on track, Bailey was – for the very first time in the series – leading the race. Eastwood had moved into second ahead of the jousting pair of Milner and Martin. Brooks was just a few lengths ahead of Laverty and leading Class C1. For the next 22 laps Eastwood tried every trick in the book to wrest the lead. The gap to Bailey was rarely more than half a second but although the 430 could close under braking, the superior straight line speed of

the 458 kept Bailey in front. It was a very impressive display by Paul and easily the best race he has had this season. While these two slugged it out at the front, Milner was consolidating his third place position, steadily increasing the cushion to 4th placed Martin. McAllister, after a delayed start to his season’s racing, was clearly getting back in the groove. From mid-distance, he gradually reduced the deficit to Rupert Martin from around 12 seconds in the early stages to only two at the end. In C1, the luckless Laverty retired on lap 14 when the F355 started to overheat. A joyous Paul Bailey took the chequered flag from Gary Eastwood to win his first race. These two established new ‘200’ course class records: Bailey in C4 (1:15.548), Eastwood in C3 (1:15.970). Paul Brooks, the only C1 finisher, set a new class target of 1:23.975. After the race there was some wheeler dealing going on. Bucked by his successful return to racing, Mark McAllister did a deal with Craig Milner to swap his 430 Challenge for Craig’s 458 Challenge. And Gary Eastwood decided he had also better have a 458 and part exchanged his 430 for Nick Cartwright’s virtually new silver dream machine. No doubt a bit of cash changed hands as well! 

Derek Johnston (458/Ch) was uncatchable in Saturday’s race.

PIRELLI FERRARI OPEN Rounds 10 & 11 SNETTERTON 10th/11th September 2011 300 Circuit Saturday 10th September Pos

Driver

Tipo

Class

Laps

Time

Best Lap

Qualify

Pos

Derek Johnston

F458/Ch

9:57.883

1:58.715

1:59.304

Gary Eastwood

430/Ch

10:06.006

2:00.017

1:59.541

Leon Price

430/Ch

10:20.021

2:02.936

2:01.374

Craig Milner

458/Ch

10:20.820

2:02.687

2:01.318

Rupert Martin

F458/Ch

10:31.079

2:04.278

2:02.394

Paul Bailey

F458/Ch

10:38.541

2:02.854

2:01.387

Mark McAllister

430/Ch

10:46.168

2:07.416

2:08.181

Vance Kearney

F355/Ch

C1a

11:12.436

2:13.403

2:12.538

Tim Ingram-Hill

F355/Ch

C1a

10:20.150

2:32.507

2:26.223

DNF

Paul Brooks

456 GT

C1b

2:14.675

Geoffrey Finlay

F458/Ch

2:00.423

Fastest Laps:

Derek Johnston

1:58.715 (90.03 mph)

Establishes lap record

Gary Eastwood

2:00.017 (89.05 mph)

Establishes lap record

Vance Kearney

C1a

2:13.403 (80.11 mph)

Establishes lap record

Class Winners

1st

2nd

3rd

Class C1

Vance Kearney

Tim Ingram-Hill

Class C3

Gary Eastwood

Leon Price

Mark McAllister

Class C4

Derek Johnston

Craig Milner

Rupert Martin

200 Circuit Sunday 11th September Pos

Driver

Tipo

Class

Laps

Time

Best Lap

Qualify

Pos

Paul Bailey

F458/Ch

30:42.481

1:15.970

1:15.317

Gary Eastwood

430/Ch

30:43.330

1:15.548

1:15.464

Craig Milner

458/Ch

30:54.382

1:16.156

1:16.441

Rupert Martin

F458/Ch

31:22.539

1:17.014

1:17.574

Mark McAllister

430/Ch

31:24.662

1:16.690

1:18.944

Paul Brooks

456 GT

C1b

32:04.890

1:23.975

1:23.683

DNF

Darren Laverty

F355/Ch

C1a

19:56.977

1:24.030

1:24.155

Derek Johnston

F458/Ch

1:14.192

Mick Dwane

360/Ch

1:26.920

Fastest Laps:

Gary Eastwood

1:15.548 (94.54 mph)

Establishes lap record

Paul Bailey

1:15.970 (94.01 mph)

Establishes lap record

Paul Brooks

1:23.975 (85.05 mph)

Establishes lap record

Class Winners

1st

2nd

Class C1

Paul Brooks

Class C3

Gary Eastwood

Mark McAllister

Class C4

Paul Bailey

Craig Milner

3rd

Rupert Martin

CompRes 20

Photo: Andrew Holman

PIRELLI FERRARI HILLCLIMB CHAMPIONSHIP: ROUND 14 SHELSLEY WALSH 18th SEPTEMBER 2011

HE 2011 SEASON of Ferrari hillclimbing has been affected by rain more than most reports MIKE SPICER. Wet weather and hurling our large heavy cars up any hill is never good but Shelsley Walsh, with its four blind corners, is affected more than the others. Some of our competitors chose to avoid it altogether; you really need to know if it’s going to be damp or dry coming out of one or two corners before committing to a truly competitive run – there is no room for error! Despite all of this it remains my personal favourite. Jeff Cooper and Richard Preece were unable to attend due to car problems. Surprisingly,

CompRes 21

Championship leader Nick Taylor who, on his own admission, does not always go well here, had been seconded to Cobra racing duties (where he usually wins!). In addition, the usually efficient MAC had managed to misplace Andrew Duncan’s entry (surprising as he is one of their legal advisors and his superb 348GTC appeared on the front of the programme). And so to first practice. Not the hoped for dry track but damp conditions, with Andrew Duncan cautiously leading the way. How marvellous it is to now have not one but two 246 Dinos. New man Tony Attwood, with his lovely car now fitted with Carlos Fandango wheels, is getting down to some excellent times and our old friend Colin is still enjoying himself. Oh, and Richard Prior

was quickest in first practice. Thank goodness the sun actually came out for second practice. Most of us were too cautious but it was Butler, Prior, Holman, and Spicer leading the rest, which is actually how things would end up at the end of the day. During a leisurely lunch the weather got better and better, which was important as it was known this penultimate meeting would have a definite effect on both the classic and the main championships. But, as the first official runs started, along came the rain again. By the time we had been called to the start line it seemed dry but, in the absence of Nascar-like spotters, no-one knew just how dry or damp the important upper reaches of the track were except, perhaps, the ever analytical John Marshall.

Photo: Andrew Holman

Legal eagle Duncan was first off with a useful 42.03, Campbell a cautious 57.75, Attwood a superb 40.56 on this power hill. Then from nowhere comes John Marshall, the GT4 now working well, with 37.19, a time good enough for 3rd place points, but then again John knows his way up here as he is the record holder. Sergio Ransford clocked 38.33, although he has gone faster; this in uncertain conditions was good enough for 3rd place in the classic category. Spicer recorded 36.70 and, as his school reports used to say, “could do better”! Tracey Haynes, not at her

best on this unforgiving hill was on 41.82, Wendy Marshall improved to 45.30 (some way off her PB). Sprint expert Andrew Holman slowed to 38.00, Richard Prior who has posted the fastest ever F355 time on this hill (shame it was in practice) second with 35.24, which would give him the 20 points and move him into the overall Championship lead. Reigning champion Chris Butler judged the conditions better than his rivals (along with John Marshall) and posted a good Speedy trio: L to R Richard Prior, Chris Butler 34.93 which and Andrew ‘Mad Dog’ Holman. was only good enough for 17 points. paces. We now move on to the This, alas, would not final round and Championship allow Chris to realise his decider at Curborough which has, hopes of retaining the I think, attracted a record entry. Championship saddled, as he was, with the champion’s 1% penalty. The Championship has only been retained once Swapping tales of GT4s are John before, by the Marshall and Sean Doyle. incomparable Robin

CompRes 22

Photo: Andrew Holman

John Marshall was on top form in his sparkling 308GT4.

Ward. Those in the know felt it would be unlikely we would ever see another Ferrari hillclimber as good as Robin but I think Chris is perhaps on his way. Finally, Sean Doyle posted a disappointing 38.31 disappointing only by his own high standards - but this, by virtue of his no score at MIRA, moved him into the classic division lead. Sean’s result is well deserved as his old GT4 is now slightly tired (as opposed to Marshall’s bright sparkling new one which probably pushes out a few more horses) but he has set excellent times at a number of venues this year. To finish, our Ferrari boys and girls celebrated with their now customary game of champagne cork target practice, with winner Butler skilfully hitting a shabby old yellow 328 from 30

SHELSLEY WALSH HILLCLIMB 18th September 2011 Pirelli Ferrari Hillclimb Championship Round 14 Driver

Tipo

Pract 1

Pract 2

H/C

Run 1

Run 2

0-64ft

split

speed traps

H/C pos

PEP %

PEP time

Pts

F355GTB

38.92

35.41

34.04

34.93

43.14

2.48

22.18

88/115

1.00

35.28

Richard Prior

F355

37.84

35.77

34.39

35.24

42.68

2.62

22.48

88/91

0.00

35.24

Andrew Holman

F355

41.61

36.32

35.82

36.00

41.31

2.44

22.90

83/88

0.00

36.00

Mike Spicer

328GTB

42.41

36.79

36.22

36.70

42.12

2.56

23.32

82/84

-3.00

35.60

John Marshall

308GT4

46.00

43.28

36.50

37.19

45.11

2.52

23.45

81/83

-4.50

35.52

Sergio Ransford

308GTB

43.04

42.04

37.72

38.33

42.53

2.72

24.67

72/77

-4.50

36.61

Sean Doyle

308GT4

42.63

38.52

36.50

38.81

46.18

2.93

23.76

73/75

-4.50

37.06

Tony Attwood

246GT

49.14

43.96

39.00

40.56

47.97

2.77

25.37

74/73

-6.50

37.92

Tracey Haynes

328GTB

46.07

41.64

39.00

41.82

47.12

2.66

26.17

63/81

-3.00

40.57

Andrew Duncan

348GTC

49.56

43.78

37.30

42.03

48.46

2.81

26.09

64/77

-0.50

41.82

Wendy Ann Marshall

328GTB

48.97

45.93

42.40

45.30

46.72

2.96

29.76

61/74

-3.00

43.94

246GT

59.58

58.07

49.97

57.78

62.23

3.52

37.83

43/53

-6.50

53.98

Chris Butler

Colin Campbell

MAC Class Awards:

1st Chris Butler

FOC Handicap Awards:

1st Mike Spicer

CHAMPIONSHIP POINTS

after Round 14

*These competitors have also used non-Classic cars

2nd Richard Prior

3rd Andrew Holman

Richard Prior

148

Mark Hargreaves

Nick Taylor

144

Tony Attwood

Chris Butler

139

Chris Hitchman

Andrew Holman

125

Ian Chadwick

Sean Doyle

104

Wendy Ann Marshall

*Mike Spicer

102

Jeffrey Cooper

*Jon Goodwin

Lorraine Hitchman

Brian Jackson

Julian Playford

Pauline Goodwin

Peter Wilson

John Marshall

Peter Rogerson

*Richard Allen

Andrew Duncan

Philip Whitehead

Peter Hitchman

Sergio Ransford

Colin Campbell

Jack Hargreaves

Richard Preece

Barrie Wood

Steve Routledge

John Swift

Shaun Smith

Tracey Haynes

Charles Haynes

Classic Scores (best eight scores) Sean Doyle 104, Mike Spicer 100, Brian Jackson 83, Pauline Goodwin 77, John Marshall 76, Jack Hargreaves 38, Sergio Ransford 47, Barrie Wood 37, Tracey Haynes 33, Mark Hargreaves 32, Tony Attwood 30, Wendy Ann Marshall 21, Lorraine Hitchman 19, Richard Allen 11, Colin Campbell 10, Jon Goodwin 9, Shaun Smith 5, Charles Haynes 1 CompRes 23

Photo: Jonathan Tremlett

SILVERSTONE NATIONAL 17th/18th SEPTEMBER 2011 ROUNDS 12 & 13

Photo: Jonathan Tremlett

The Calm before the Storm The track dried out significantly towards the end of Photo: Jonathan Tremlett

missing three Cartwrights and a Culver it was going to make certain that the HE FIRST RACE meeting podiums for the two of the season was held on the races would look quite Silverstone National circuit and it different to those we coincided with a Bank Holiday have recently become and a Royal Wedding writes accustomed to. WILLIAM MOORWOOD. For the Just prior to final race meeting of the season qualification for Race it was back to Silverstone and, One there was a short although not televised to the sharp shower of rain same extent, it was another resulting in a significant wedding weekend as thoroughly wet track the family Cartwright were off to which was extremely Italy for the marriage of Ben and slippery. Tris Simpson, Tori. Gary Culver was also in his GT4, impressed RA missing, possibly preparing his by exploring the limits Benetton F1 car for the following of adhesion at both weekend’s trip to Spa. In entry and exit of all the corners. Despite the fact that he never left the tarmac surface he was rewarded with a black and white flag requiring him to call into the pits and listen to the views of an MSA official. I thought it a little harsh that he was told that had been “driving outside the limits of David Tomlin’s 308GTB was the quickest his ability”. car on the track on the Sunday.

leads Evers in the wet Q1.

the 20 minute session and almost all the best times were achieved in the final two laps. Wayne Marrs qualified his Gp4 328GTB on pole, just a 10th of a second ahead of Tim Walker in his Gp3 328. Nigel Jenkins and Chris Butler put their cars on the second row, Butler achieving his best lap halfway through the session when the track was still wet. Nick Whittaker was the best in Gp1 with a time just ahead of Didier Benaroya’s Mondial and Tris Simpson’s GT4. Peter Everingham encountered some

CompRes 24

Photo: Jonathan Tremlett

Lap 1, Race 1: Butler is first out of the traps with Marrs, Jenkins, Walker, Tomlin and Whittaker (in a Gp1 Ferrari remember!) all baying for blood.

in second place, moved to pass Butler and the resulting slight contact caused Butler to spin and Marrs to go off line. Once they were up and running again, Marrs found himself in second place behind Nigel Jenkins and Butler was now in 4th behind David

Tomlin. In my new reporting role I was given more than three versions of what happened, all of them conflicting; there is nothing new in racing. Nick Whittaker was finding the track suited to his GT4 and was leading Gp1 and closely Photo: Jonathan Tremlett

running problems with his car and could only put in a time when the track was wet; this explains his lowly grid position. Chris Rea also had problems with his Gp2 308GT4, qualifying just ahead of John Dayâ&#x20AC;&#x2122;s similar but Gp1 car. After qualy, Chris Rea discovered that he had a gearbox problem which could not be sorted in time for the race and, as he could only race on Saturday, he was off home. Before leaving he did promise that he would be back next year.

Race One Not long prior to Race One there was another shower of rain leaving the track damp but not nearly as wet as at the start of Qualifying. When the red lights went out Chris Butler shot into the lead from the second row. Peter Everingham similarly impressed from the back of the grid to make up 7 places on the first lap and a further two more on the second lap. On lap four there was a race defining moment as Wayne Marrs, running

CompRes 25

No holds barred. Burgo Wharton has his mirrors full of Tris Simpsonâ&#x20AC;&#x2122;s 308GT4.

Photo: Mark Charles

William Moorwood’s 308GT4 was restored to health.

was it fate or judgement that put Peter Everingham and Martin Hart side by side? The Classic series’ two arch fettlers were able to fettle away on their own cars and exchange fettling tales to their heart’s content. As their two cars behaved admirably on Sunday it is clear that their talents are not being wasted. QV were also seen to be busy checking oil levels on a number of cars including their old favourite, David Tomlin’s exWilliam Jenkins 308GTB.

Photo: Jonathan Tremlett

Hart. It is a curious feature of Silverstone meetings that the

Nigel Jenkins gets his Gp4 328GTB into the lead in R1 but can’t quite manage to close the deal at the end.

circuit with the biggest paddock becomes the most congested;

Photo: Jonathan Tremlett

tracking Richard Allen and Didier Benaroya, with Burgo Wharton in his 328 and Tris Simpson also in a Gp1 GT4, running close behind. On lap 8, Marrs passed Jenkins to take the lead and he was slowly able to pull away and create something of a gap. Everingham, in his white 328, had now moved up the field to be running in 5th place behind Butler. It would seem that the race had settled into this pattern but in the closing laps Everingham had to go wide at Maggots when lapping Ray Ferguson. In doing so he knocked his car out of gear and managed to spin off all on his own. The Gp1 contest was resolved in a curious way as Whittaker, along with Wharton and Benaroya, mistook the chequered flag being prepared for the race leader, Marrs, and pulled into the pit lane too soon. As ever, the alert Simpson carried on correctly to gain three places

at the very end. The race finished with Marrs, Jenkins and Tomlin on the podium. Tim Walker did well on the dry track to finish second in Gp3, ahead of Richard Allen and Martin

Top Man. Wayne Marrs was unbeaten all weekend. Just goes to show what eating fruit can do for you!

Race Two For Sunday’s race day we were two down on Saturday’s grid. Nick Whittaker had left for the Goodwood Fancy Dress Party and Chris Butler, for some obscure reason preferring Shelsley Walsh to the delights of the Silverstone National circuit, was also an absentee. Qualifying was on a dry track and it is clear that David Tomlin is now coming to grips with his new acquisition as he qualified the Gulf Oil liveried 308 on pole, closely followed by Wayne Marrs. Martin Hart had picked up his pace to qualify first in Gp3, ahead of Tim Walker and Burgo Wharton. Tris Simpson qualified fastest in Gp1 ahead of your scribe and John Day. When it came to the race, in

CompRes 26

Just to show there’s life in the old dog yet, Swifty made a onearmed bearded appearance which some unkind observer said made him look like Captain Birdseye. What cheek!

CompRes 27

Photo: Mark Charles

the charge down to Maggots, Wayne Marrs held a slight lead to find David Tomlin’s enthusiasm getting the better of him as he had a spin at the first corner. Tomlin’s spin made good use of the wide tarmac of the Grand Prix circuit but by the time he could safely get back on the track he would be at the tail of the field. In the meantime, Marrs was stretching his lead with Nigel Jenkins in second place. But even before the first lap was completed, Didier Benaroya lost control of his Mondial Cabriolet coming out of Luffield and became stuck in the gravel, bringing on waved yellow flags. Given that the National circuit is effectively a triangle, with only three corners, this was something of a disadvantage for all of us. Once the marshals had problems moving the car into a

Photo: Mark Charles

Tim Walker won the Hackwood Group Driver of the Meeting. Maggie Jenkins does the honours.

safe location, a safety car situation was inevitable but not before Tomlin had put himself into 6th place. As the Mondial was pulled out of the gravel, the field became nicely bunched up. Behind the leaders, the line-up would put Tim Walker’s 328 ahead of Martin Hart’s Mondial to lead Gp3, and Tris Simpson in his GT4 leading your scribe in Gp1. Once the safety car went into the pit lane there were a hectic few minutes of racing. Marrs, Tomlin and Jenkins had a terrific scrap at the front of the field. Tim Walker was hard pressed by Hart and Everingham for third place. In Gp1 Tris Simpson managed to pull away from your scribe who in turn had a torrid time keeping Ray Ferguson’s Mondial at bay for the last 8 laps. At the chequered flag it was Marrs, Tomlin, Jenkins who crossed the line and this seemed to be the final result until the stewards intervened. Tomlin was given a 10 second penalty for

Your reporter for this race meeting is William Moorwood who not only received the official CompNews pen of recognition but a handsome trophy as well!

passing under a yellow flag, which dropped him to 3rd place overall. At the prize giving, Tim Walker was given the Hackwood Group Trophy for the Driver of the Meeting as reward for his sterling performances in both wet and dry conditions. As a postscript, your scribe’s aging tyres just lasted the weekend, with the rear ones in particular well past their best in any circumstances. I suspect this is a shared experience and I just hope that Pirelli come up with some replacements very soon.

PIRELLI FERRARI formula classic â&#x20AC;&#x201C; Round 12 SILVERSTONE NATIONAL CIRCUIT 17th September 2011 Pos

Driver

Tipo

Group

Laps

Wayne Marrs

328GTB

20:54.591

1:08.745

1:18.551

Nigel Jenkins

328GTB

21:03.874

1:08.962

1:18.670

David Tomlin

308GTB

21:14.635

1:09.281

1:20.408

Chris Butler

328GTB

21:22.047

1:09.743

1:19.154

Tim Walker

328GTB

21:47.307

1:11.325

1:18.657

Richard Allen

328GTB

21:52.245

1:11.569

1:21.768

Martin Hart

Mondial t

21:53.338

1:10.898

1:21.600

Tris Simpson

308GT4

22:13.058

1:12.270

1:22.666

Burgo Wharton

328GTB

22:33.430

1:11.632

1:27.809

Didier Benaroya

Mondial t Cab

22:35.063

1:11.991

1:24.402

Nick Whittaker

308GT4

22:39.974

1:12.692

1:22.654

William Moorwoood

308GT4

21:17.550

1:13.507

1:24.457

Ray Ferguson

Mondial t

21:26.343

1:14.006

1:28.410

John Day

308GT4

21:28.989

1:14.610

1:26.482

DNF

Peter Everingham

328GTB

1:10.154

1:29.401

Chris Rea

308GT4

1:26.225

Fastest Laps:

Time

20:12.175

Best Lap

Wayne Marrs

Group 4

1:08.745 (85.90 mph)

David Tomlin

Group 2

1:09.281 (85.23 mph)

Chris Butler

Group 3

1:09.743 (84.67 mph)

Tris Simpson

Group 1

1:12.270 (81.71 mph)

Class Winners

1st

Gp1

Tris Simpson

Gp2

David Tomlin

Gp3 Gp4

2nd

Qualify

Pos

Lap record

3rd

Nick Whittaker

William Moorwood

Chris Butler

Tim Walker

Richard Allen

Wayne Marrs

Nigel Jenkins

CompRes 28

PIRELLI FERRARI formula classic â&#x20AC;&#x201C; Round 13 SILVERSTONE NATIONAL CIRCUIT 18th September 2011 Pos

Driver

Tipo

Group

Laps

Time

Best Lap

Qualify

Pos

Wayne Marrs

328GTB

21:05.301

1:08.918

1:08.912

David Tomlin

308GTB

21:05.751

1:08.762

1:08.650

Nigel Jenkins

328GTB

21:06.938

1:09.224

1:09.559

Tim Walker

328GTB

21:19.992

1:10.251

1:10.691

Martin Hart

Mondial t

21:22.026

1:10.841

1:10.523

Peter Everingham

328GTB

21:22.549

1:10.866

1:11.530

Richard Allen

328GTB

21:37.990

1:12.502

1:11.691

Burgo Wharton

328GTB

21:36.191

1:11.275

1:11.034

Tris Simpson

308GT4

21:40.61

1:12.363

1:12.689

William Moorwoood

308GT4

22:00.118

1:14.715

1:14.322

Ray Ferguson

Mondial t

22:00.462

1:14.556

1:14.013

John Day

308GT4

22:07.940

1:15.106

1:14.655

Didier Benaroya

Mondial t Cab

1:12.314

Fastest Laps:

David Tomlin

Group 2

1:08.762 (85.88 mph)

Wayne Marrs

Group 4

1:08.918 (85.68 mph)

Tim Walker

Group 3

1:10.251 (84.06 mph)

Tris Simpson

Group 1

1:12.363 (81.60 mph)

Class Winners

CompRes 29

1st

Gp1

Tris Simpson

Gp2

David Tomlin

Gp3 Gp4

2nd

Lap record

3rd

William Moorwood

John Day

Tim Walker

Martin Hart

Peter Everingham

Wayne Marrs

Nigel Jenkins

Photo: Mark Charles

SILVERSTONE NATIONAL 17th/18th SEPTEMBER 2011 ROUNDS 12 & 13

Johnston delivers the goods

HE FINAL PFO race meeting of the season was held on the Silverstone National circuit with a race programme listing 18 cars (compared to the 23 cars listed in the first race in April) reports WILLIAM MOORWOOD. The mix of Ferrari tipos was very much the same except that only one 360 was entered, the 360GTC of Wayne Marrs. Unfortunately the 360GTC was still awaiting parts from Italy and did not feature in the meeting. The weather for the weekend indicated the likelihood of heavy showers and, possibly as a consequence of this, Pirelli’s Shaun Marriott arrived with a significantly bigger truck than we have ever seen before. Given the paucity of PZero C tyres for the Classic racers he was clearly expecting to be busy with the Open race cars. Most of the drivers had appeared in earlier meetings but it was good to welcome Jacques Duyver, having his first ever race

Q1 Qualifying for the first race was held in dry conditions and it was going to be interesting to see

if Gary Eastwood, in his newly acquired 458, was going to be able to challenge Derek Johnston’s similar car for pole position. As it turned out, Johnston took pole from Eastwood, with Toby TarrantWillis in third position in the top placed 430/Ch. Mike Reeder, in his red F355/Ch qualified fastest in Class 1, just ahead of the 456GT of Paul Brooks. Following qualifying, the Classic and Open racers were called for a briefing. The content Photo: Jonathan Tremlett

in his FF Corse prepared 430 Challenge. David Edge was making his first appearance of the year in his F355/Ch; this could have been prompted by the entry of his very smart E Type Jaguar in the Classic and Sports Car Club run ‘Swinging Sixties’ race.

First time out for Craig Milner in his ex-McAllister 430 Challenge.

CompRes 30

Photo: Mark Charles

‘Then there was this bloody awful bang . . .’ Ian Hartley’s 430 engine lets go in dramatic fashion.

with five cars all in with a shout. For the entire 30 minutes the group, which started as Rupert Martin, Craig Milner, Ian Hartley, Arywn Williams and Jacques

Photo: Jonathan Tremlett

of the briefing seemed much as usual but this time with an added agenda. There seemed to be a mission to ensure that the start of the Open race would not have the same outcome as the start of the Snetterton race the previous weekend. The Classic racers were ushered out of the briefing with the Open racers held back to allow the Clerk of the Course to repeat his message.

Brooks in his 456GT, who had pulled ahead of the chasing pack of 355s. The V12 engine received the vote for the best sound until it began to go a little off song but not enough to allow the chasing V8s, led by Mike Reeder, to catch up. James Shirley came in on lap 19 as a consequence of a suspension warning light coming on and not wanting to take unnecessary risks. At the end of the 30 minute race, Derek Johnston came home a clear winner followed by Gary Eastwood. The epic struggle for 5th place was won by Martin with Hartley, Williams, Duyver, and Milner very close behind. Brooks maintained his position ahead of the 355s headed by Vance

Jacques Duyver (430/Ch) made a very impressive racing debut.

Duyver, were locked together in an epic struggle. As the race progressed they became even closer together, and using the full width of the track achieving 4 cars abreast on more than one occasion. Behind this group was Paul

Kearney and Mark I’Anson. Mike Reeder, for a long time the leader of this bunch, finished just behind in 14th place. Prior to qualifying there was some activity in the pits and further afield. John Shirley diagnosed the warning light on Photos: Jonathan Tremlett

It was evident that at the start of the race everyone was on their best behaviour with an exemplary get-away. From a spectator’s point of view, the sight and sound of the Ferraris accelerating away into Copse once the red lights went out was really impressive. Derek Johnston immediately went into the lead and was initially chased hard by Gary Eastwood followed by Paul Bailey and Toby TarrantWillis. It was soon apparent that the best race was for 5th place,

The Medical Support wasn’t really suitable for asthmatic conditions or patients of a nervous disposition.

CompRes 31

Photo: Jonathan Tremlett

The grid lines up for Saturday’s race.

full race distance.

R2 When it came to the race, the effect of Saturday’s briefing was still evident as there was another textbook start for all to

admire. At the end of the first lap the front two were Derek Johnston and Gary Eastwood, followed by Jacques Duyver, again impressing in what was now his second race, and Rupert Martin. Photos: Jonathan Tremlett

the 355’s dashboard to be due to a faulty sensor, ensuring son James would be able to participate in Race 2. The Fosker team struggled to no avail to sort out the running problems with Paul Brooks’s 456GT. Team Reeder took their F355/Ch home on Saturday evening for yet another alternator replacement, arriving back at the circuit on Sunday morning in good time for qualifying.

Q2 Despite the weather forecasts, qualifying was fine and dry, even if a little cold. As ever, Derek Johnston finished in pole position followed by Gary Eastwood and Toby TarrantWillis. Jacques Duyver impressed as the first of the ‘famous five’ from Saturday’s race. James Shirley was clearly getting to grips with the family 355, qualifying ahead of Mark I’Anson and Mike Reeder. Paul Bailey had a meeting with the Armco at Luffield and qualified down in 14th place with some slight suspension damage. David Edge was picking up his pace to qualify ahead of a still ailing Paul Brooks. Following qualy, the Bailey 458 was put back in race order although there was still consternation from Foskers on the Brooks 456GT. Electrical problems had been ruled out and the latest diagnosis was fuel feed problems. The plan was to fully fuel up the car in the hope that pressure was increased for the

Top: Toby Tarrant-Willis was the leading Class C3 driver. Bottom: A new suit of clothes for Mark McAllister and his new 458 Challenge.

CompRes 32

Photo: Jonathan Tremlett

Gary Eastwood was immediately at home in his new 458 Challenge, taking two fine second places during the weekend.

Brooks, whose full tank of petrol seemed to sort out his running problems. By lap 5, he was ahead of all the 355s, Reeder was stationary in the pits, and Bailey was making up for his

shortened qualifying session by taking 5th place. Laverty continued to lead a close battle with Shirley until lap 15, when the latter got past. Shirleyâ&#x20AC;&#x2122;s good pace was not to Photo: Mark Charles

In Class 1, Mike Reeder made a good start to lead from James Shirley and Darren Laverty, who had taken over the drive from the carâ&#x20AC;&#x2122;s owner, Vance Kearney. Amongst them was

Crowning a blisteringly good season, Paul Brooks brought his Fosker Engineering 456GT home in first place in Class 1 on both days.

CompRes 33

Photo: Mark Charles

James Shirley did a spot of cross country running in the family F355.

move through, finally taking 4th place from Duyver with only three laps to go. With two laps remaining Ian Hartley’s engine seized in spectacular style causing him to lock up and exit the track at the entrance to Copse, onto the asphalt run-off area. Milner inherited his position but then came to a halt on the final lap. The race finished in the same order as R1 with Derek Johnston a clear winner followed by Gary Eastwood, Toby TarrantWillis and Paul Bailey. Further down the field, Rupert Martin finished in 7th place just 3/10ths of a second ahead of Mark McAllister. Laverty had been slowly gaining ground to finish only 2 seconds behind the Brooks 456. David Edge had picked up the pace in allegedly his last race ever in his F355, to finish comfortably ahead of Tim Ingram Hill.

Photo: Jonathan Tremlett

last as, exiting Copse on lap 18, place to Tarrant-Willis on lap 21. he had a big moment and took to Unfortunately there was not a the grass on the infield. By the time he had sorted things out Laverty and I’Anson were well past with a good lead on the following lap. Running with them in close proximity was Mike Reeder. His problem had been sorted and he timed his emergence from the pits, albeit some five laps down, to be in close proximity to Shirley, Laverty and L’Anson so that he Paul Bailey brought his PFO season to a successful close could at least enjoy some close racing. Duyver’s strong race repeat of the epic contest for 5th continued, running in 4th place for place as there had been on the a long period until conceding his day before. Bailey continued to

Who loves ya, Baby? Wayne Marrs and Paul Brooks show slightly alarming bonding.

Young Kit Swift tried out the cockpit of Derek Johnston’s winning 458. He liked it.

CompRes 34

PIRELLI FERRARI OPEN Rounds 12 & 13 SILVERSTONE NATIONAL Saturday 17th September 2011 Pos

Driver

Tipo

Class

Laps

Time

Best Lap

Qualify

Pos

Derek Johnston

F458/Ch

30:51.922

59.205

58.223

Gary Eastwood

F458/Ch

31:17.687

59.931

58.960

Toby Tarrant-Willis

430/Ch

31:34.815

1:00.352

59.401

Paul Bailey

F458/Ch

31:44.272

1:00.256

59.742

Rupert Martin

F458/Ch

31:06.632

1:00.824

1:00.223

Ian Hartley

430/Ch

31:06.975

1:01.094

1:04.917

Arwyn Williams

430/Ch

31:07.483

1:00.939

1:00.581

Jacques Duyver

430/Ch

31:08.398

1:01.027

1:00.874

Craig Milner

430/Ch

31:09.631

1:00.619

1:00.527

Mark McAllister

F458/Ch

31:23.391

1:01.373

1:01.291

Paul Brooks

456 GT

C1b

31:22.656

1:05.020

1:05.697

Vance Kearney

F355/Ch

C1a

31:30.059

1:05.876

1:05.986

Mark I’Anson

F355/Ch

C1a

31:36.882

1:05.800

1:06.010

Mike Reeder

F355/Ch

C1a

3201.675:

1:06.156

1:05.204

David Edge

F355/Ch

C1a

31:54.962

1:09.640

1:09.633

Tim Ingram-Hill

F355/Ch

C1a

31:26.448

1:10.045

1:09.665

DNF

James Shirley

F355/Ch

C1a

31:19.187

1:07.652

1:07.129

Fastest Laps:

Derek Johnston

59.205 (99.74 mph)

Lap record

Toby Tarrant-Willis

1:00.352 (97.85 mph)

Lap record

Paul Brooks

1:05.020 (90.82 mph)

Lap record

Class Winners

CompRes 35

1st

2nd

3rd

Class C1

Paul Brooks

Vance Kearney

Mark I’Anson

Class C3

Toby Tarrant-Willis

Ian Hartley

Arwyn Williams

Class C4

Derek Johnston

Gary Eastwood

Paul Bailey

PIRELLI FERRARI OPEN Rounds 12 & 13 SILVERSTONE NATIONAL Sunday 18th September 2011 Pos

Driver

Tipo

Class

Laps

Derek Johnston

F458/Ch

30:53.120

58.711

58.067

Gary Eastwood

F458/Ch

31:30.620

59.796

58.947

Toby Tarrant-Willis

430/Ch

30:58.600

1:00.518

59.954

Paul Bailey

F458/Ch

31:01.442

1:00.409

1:06.796

Jacques Duyver

430/Ch

31:02.944

1:00.925

1:00.151

Arwyn Williams

430/Ch

31:10.936

1:01.135

1:00.887

Rupert Martin

F458/Ch

31:23.175

1:00.617

1:00.402

Mark McAllister

F458/Ch

31:23.489

1:00.703

1:01.155

Paul Brooks

456 GT

C1b

31:30.544

1:05.717

1:07.637

Darren Laverty

F355/Ch

C1a

31:32.990

1:06.064

1:06.745

Mark I’Anson

F355/Ch

C1a

31:44.434

1:06.479

1:05.733

James Shirley

F355/Ch

C1a

31:58.687

1:06.485

1:05.437

David Edge

F355/Ch

C1a

31:32.363

1:08.418

1:07.587

Tim Ingram-Hill

F355/Ch

C1a

31:12.908

1:11.499

1:09.886

DNF

Craig Milner

430/Ch

30:27.241

1:01.142

1:00.397

DNF

Ian Hartley

430/Ch

29:18.325

1:00.724

1:00.461

DNF

Mike Reeder

F355/Ch

C1a

31:50.697

1:06.208

1:06.380

Fastest Laps:

Time

Best Lap

Derek Johnston

Toby Tarrant-Willes

1:00.518 (97.58 mph)

Paul Brooks

C1b

1:05.717 (89.86 mph)

Class Winners

1st

58.711 (100.58 mph)

2nd

Qualify

Pos

Lap record Lap record

3rd

Class C1

Paul Brooks

Darren Laverty

Mark I’Anson

Class C3

Toby Tarrant-Willis

Jacques Duyver

Arwyn Williams

Class C4

Derek Johnston

Gary Eastwood

Paul Bailey

CompRes 36

CAT CH OF T HE M ONTH MARTIN HART

offers his 1992 MONDIAL t ready to race in the 2012 Pirelli Ferrari Classic, AMOC Intermarque, etc. Engine freshly rebuilt by QV, new cambelts, clutch, front discs, race seat and belts, selection of Pirelli P Zeros on rims. Front running Group 3 car. Road legal, loads of history and service records, all original trim included. Some race spares

ÂŁ21,950

Call Martin on 07850 4018520 Or 01722-410038

For Sale

308GT4 Suitable for Gp2 of the Pirelli Ferrari Formula Classic Rebuilt engine (done 10 races) with high compression pistons. Front oil cooler. AP front and rear brakes. Adjustable suspension. OMP seats, remote engine cut-off, on-board extinguisher. 16in wheels with Pirelli P Zero Cs. MOT. Very reliable car. Has been lost of fun over the last three seasons but now time for a change.

ÂŁ22,995 (plate not included) Tel: John on 07840 420283

CompRes 37

CompRes 38

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BORLA PERFORMANCE EXHAUST SYSTEMS, ECUs, VALVE GUIDES,

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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

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

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WREN CLASSICS

‘The South’s Premier Preparers’ Contact: Steve Farthing Tel: 01747 852899 Fax: 01747 854988 enquiries@wrenclassics.com