Photo: SwiftyPix
FERRARICOMPETITIONRESULTS
CompRes
Il Campione! Richard Prior clinches the 2013 Pirelli Ferrari Hillclimb Championship.
ISSUE 088 SEPTEMBER 2013
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 Everything is in place for the Presentation Dinner to be held on Saturday, 30th November at the Cotswold Water Park Hotel, near South Cerney. Advance information was given in the July issue of CompRes and subsequently we have mailed out full details and ticket application forms. If, for some reason, you have been missed, please contact us as soon as possible and we will rectify the situation. We like to see as many people as possible at this annual party; it’s always a lot of fun so please make sure you are there!
again and causes shingles. It is more common in the elderly as the immune system weakens and a vaccine is currently available, initially licensed for the over-50s. There is a current supply problem in the UK of the vaccine since the DoH failed to negotiate a large enough contract with the manufacturers, but since it is estimated that as many as 1 in 4 of us will catch the virus it seems sensible to endeavour to have the vaccination if you possibly can even if it means paying for it on private prescription. We wish Richard a very speedy and complete recovery and, knowing him, he will be back in fighting form sooner than anyone expects.
MISSING COLUMN
IRONMAN
RACERS END OF SEASON DINNER
He did it! Ben Cartwright finishes
You will notice that this the last leg of his monumental Following last month’s story month’s issue of CompRes is charity performance on Ben Cartwright’s planned missing the regular ‘RA Hill entry to Ironman Wales, we are around £900 for his two charities. Comment’ feature. delighted to report that Ben A brilliant effort! Many of you will know that Cartwright not only completed Richard Allen recently contracted the course (in 11 hours 42 the pernicious shingles virus that GEOFF DARK minutes) but finished an amazing can be incredibly painful and 188th out of a field of 1700 We regret to report the distressing. In Richard’s case it athletes. death of Geoff Dark, a long-time has affected one side of his head You can read about his competitor and past champion in and an eye. Treatment of the adventures by logging-on to the Club’s Hillclimb series. eye, using a variety of drops, is www.justgiving.com/BenWe are very grateful to JEFF continuing although his vision is, Cartwright3 His gutsy SIMPSON for the following of course, temporarily impaired. performance has to date raised obituary. This makes reading and writing a difficult task and Following a battle with WHAT’S ON he quite rightly asked to be cancer, Geoff passed away excused his popular in late September, aged 79. monthly contribution. He will be remembered OCTOBER 13 Curborough 1-lap Sprint For those who are not by many of his fellow aware, shingles can affect competitors as ‘Lead-Welly anyone who has had 19/20 Snetterton: Pirelli Ferrari Dark’ because of his Open Double Header chickenpox. A small stunning start-line prowess amount of the virus and cornering skill at the 26 Hillclimbers End of Season remains dormant in the wheel of his 308GT4, Dinner: Moore Place, Aspley nerves. If you are run308GTB and, subsequently, Guise down or your immune a Ferrari F355. NOVEMBER 30 Racers End of Season system is weakened, the He was a committed Presentation Dinner: Cotswold dormant virus takes hold and talented competitor Water Park Hotel, South Cerney
CompRes 1
who always prepared and maintained his own cars, having had many years of motorsport experience prior to joining the Ferrari series.
help other competitors if trouble struck, and often confounded the infamous PEP handicapping system by his driving ability. His recent transition to a LHD F355 proved to be a big challenge but despite the onset of his terminal illness, he competed in a sprint event at Debden in May this year. Geoff was the proud father of two sons and a daughter, and following the untimely death of their mother, devoted himself to ensuring they achieved successful careers. Very recently he enjoyed a family gathering of 17 of his offspring. His daughter Sally came over from Australia with her family, and his two sons, Graham (a doctor of oncology) and Phillip (a catering specialist) were also at his side.
DER WAGENHEBER Geoff Dark, on the right, with Jeff Simpson and Richard Allen at an early Harewood meeting.
For many decades, Geoff was a senior Development Engineer at the Ford Research and Development Centre, at Dunton in Essex. His job no doubt gave him access to the skills and knowledge on specialised subjects regarding vehicle engineering which he was able to adapt to the fine tuning of his competition cars. He would have had contacts in the Prototype workshops who could fashion odd ‘widgets’ that he could try out at an event the following weekend. This was evident from looking at the contents of his garage where, for example, he kept a large range of alternative suspension springs for his Ferraris. When the Club’s first Area Group, Essex Ferrari, was formed, the founder, Richard Allen, would often seek counsel from Geoff and me. We three enthusiasts were known as the ‘Unofficial Committee’ and made many journeys around the country to hillclimb and sprint events. Geoff was always willing to
At the recent Shelsley Walsh hillclimb meeting, Mike Spicer showed me a neat alternative to the Italian standard issue 328 jack. This German device (Wagenheber is the correct word for it) he carries in the Ferrari’s front compartment is for a Porsche 911 (996 version) and it fits perfectly within the rim of the car’s spare wheel. It comes in a
Neat fit. Mike Spicer with his Porsche Wagenheber.
nifty case and Mike got his via eBay; I imagine there are one or two still available if you fancy one.
CROSSING THE LINE Last month’s article on the MSA’s new ruling on track limits for 2014 engendered a fair bit of interest from competitors. A note from Richard Allen says: I agree with your observations regarding next year’s white line rule and you have covered all the aspects apart from when cars go completely off track through error or plain avoidance necessity. Whatever, it could and will – as you suggest – create more problems than it solves. It’s a case of over-bureaucracy and people justifying their jobs I guess. In contrast Nicky PaulBarron appears to favour the MSA’s new approach. He comments: The proposed change to the MSA regulations will, as you say, fundamentally change every circuit we drive on. Personally I like the idea. F1 in particular, with high levels of downforce, abuse circuit limits to the point where they are barely driving the intended circuit at all. Spa was a good example. I don’t agree with you in saying that some corners become undriveable. Surely we can drive wherever we are asked or allowed. Eau Rouge, for example, becomes a totally different corner (or corners) but may even be better. The real problem, as you say, is with regard to enforcement. There will be injustices galore, I’m sure. I suppose there will be a black and red warning flag with a number, then a time penalty, then a drivethrough, and finally a black flag and exclusion. The third correspondent was Jim Campbell, a Ferrari owner who normally races an Aston Martin. Jim took the trouble to immediately send me his comments but then followed these up with a more considered
CompRes 2
OMG! Thankfully this is not a Ferrari race but illustrates the sort of track limits problem that exists.
response after having discussed the matter with Nick Bunting, the new Chief Executive of the MSA, and Sandy Denham, who is on the MSA Race Committee and put the new rule changes forward to the Board for their approval. Jim’s initial comments were: Could not agree with you more on the new white line rules. It is pretty obvious that the MSA rule makers do not have to drive between them. I was watching the F1 race at Spa, and those guys seem to be able to get all 4 wheels off the track currently, without too much of a hullabaloo being made about it. I think this all came about as a result of the British GP when they were cutting the inside of the tyre side walls. The F1 boys were over beyond the kerb at Aintree Corner coming onto the Wellington Straight. Even I could have told them that it was far too rough in there and they would catch the back edge of the
CompRes 3
concrete kerb! Three things that bother me and a number of others involved in the Historic racing that I have talked with: 1. If you are faced with a situation of having to take to the run-off area, perhaps through no fault of your own, or simply because you got it a little wrong, you may just try a little bit harder now to stay within the white lines. This inevitably will lead to more comings together and accidents. Imagine being on pole, spinning at Copse while trying to stay within the lines, and end up facing a complete grid of cars coming down on top of you. or fighting to the bitter end at Paddock Hill Bend and going into the gravel trap SIDE WAYS! (Think I may fit a roll cage to my Aston) 2. Every corner will instantly become about a metre narrower, and, in some cases, when going through a combination such as
Maggots and Becketts on the GP Circuit, nearer 2 metres narrower. Again, trying to find a way round a much slower car in the middle of that without crossing the white lines is an accident waiting to happen. 3. You are absolutely correct as regards the "penalties". Get the wrong Clerk or his deputy, and you may as well have stayed at home. I think that there is an old saying about not trying to fix something that is not broken. It's the F1 guys that have broken it and as a result the rest of us will be made to suffer. Following the previously mentioned meeting Jim had with the MSA hierarchy he sent me the following detailed analysis of his thoughts: I have now had time to draw breath and gather my thoughts properly regarding the MSA's Rule Changes to Section Q, Circuit Racing.
Can I firstly make an observation on your choice of photographs in CompRes. The top one, in 2014, would be a situation that this car has left the track and if observed either by a ‘Judge of Fact’, or by ‘Senior Officials’ using suitable equipment (I assume by television monitors) may be reported and/or determined by them, to the Clerk of the Course. The second photograph shows that two wheels of both cars have crossed the white line, but crucially have not gone beyond the OUTER EDGE of the kerb. As such, in 2014 both cars would be considered to still be "on the track" and no action should be taken against either car. The kerbs are, for 2014, deemed to be part of the track where they exist, even if there is a white line inside the kerb. As I said in a previous email, I had 20 minutes with Sandy Denham at our recent Association meeting. He sits on the MSA Race Committee which is responsible for putting these regulation changes forward to the MSA Board for their approval. His view, and apparently the view of the majority of the Race Committee, is that we have race circuits that have defined limits and that due to previous decisions by both the FIA and the MSA it has allowed competitors to use areas of grass, concrete, tarmac, rumble strips, etc, outwith the defined ‘track’. This, they feel, is unfair to competitors who do not stretch the track width, could become dangerous, costs circuit owners money to maintain which ultimately they will pass on to the competitors, etc, etc. These areas were put there to try and safeguard competitors who had lost control of their car, something had broken or by force majeure. They are NOT areas that were to be used as a matter of course when racing. As a result they have followed the FIA and altered the regulations for 2014 to ensure that the competitors stay within
the ‘track’. (It will be somewhat interesting to watch the F1 guys next year!). Having considered the rationale behind this rule change, I now feel that it should be seen as a step forward, and more as reinstating a level playing field for competitors in general, and not seen as a "them and us" situation, bearing in mind that the majority of those who sit on the MSA Race Committee are not current drivers/competitors. I personally would much prefer to race within the white lines and have the security of ‘run-off’ areas if something does go wrong, rather than having to crash into Armco barriers or concrete walls, if that were to be the alternative demarcation of the ‘track’, as it is in the majority of street circuits. The real problem that I see with the new rules, lies with the ADDITIONAL changes to this section: 1) New rule 14.4.3 allows cars that have left the track to re -join when it is safe to do so and without gaining an advantage. By rewriting this rule the MSA have removed the previously stipulated penalty, namely a ‘Drive-Through’ for those that they had deemed to have "gained an advantage". 2) New rule 14.4.4 is a repeat of old rule 14.5 (c) and is now the only specified penalty, which is "up to and including the exclusion of the driver". A much more draconian penalty is therefore now available for crossing the white line especially if it is in the official's opinion that the driver has "gained an advantage". I can only assume that any penalty would be made after the end of the race at a meeting with the Clerk of the Course 3) Also under new rule 14.4.4 there could be conceived ambiguity in the wording. By stating "Repetition of serious mistakes . . .", it would infer that there would have to be more than one transgression of leaving the track, whereas at present only one mistake is needed for
the current ‘Drive-Through’ penalty, issued during the race. 4) It would also be worthwhile considering new rule 14.4.2 where it states that drivers "may not leave the track without a justifiable reason". If you therefore have a “JUSTIFIABLE REASON, it would appear that you can "leave the track" and subsequently "rejoin", although you must do so safely and without gaining an advantage! Sandy Denham did intimate that perhaps some sort of consultation with various Clerks of Course and senior officials should be instigated prior to the start of the 2014 season. Consistency of punishment and due consideration of mitigating explanations should be considered by both officials and competitors, as the whole reason we are taking part in motorsport at this level is certainly not to have a shouting match with officials after the race. That simply destroys the fun for both Officials and Competitors. These Rule changes will need some ‘bedding in’, with a degree of latitude and understanding being required from both sides of the equation. In summation, my personal observations are; a) The track has been reduced in width to what it used to be, in some instances by up to one metre, although with the kerbs now being deemed to be within the ‘track’, the MSA have given some ground back to the competitor for 2014. b) The penalty for transgression could now be much harsher. c) Don't do it more than once, especially at the same corner. d) Do not appear to gain an advantage. e) If you do leave the track, have a "justifiable reason". I hope that my views are of some help, and apologies for the length.
CompRes 4
OULTON PARK 21st September 2013
HE SEASON’S FINALE of the 2013 Pirelli Ferrari formula classic series attracted an entry list of 20 cars to the 1-day race meeting at Oulton Park on Saturday, 21st September reports JOHN SWIFT. The circuit in use was the full International layout and the event was titled the Autumn Race Meeting by our hosts, the Classic Sports Car Club. The weather on the day was appropriate: a cool start followed by pleasant sunshine, the trees of this heavily wooded venue taking on a rich autumnal appearance. Last minute staffing problems at his Fresh’n’Fruity operation caused Wayne Marrs to scratch but nevertheless the popular Group 4 featured no fewer than 8 Ferraris including Gary Culver, who so nearly won last time out, at Castle Combe. Groups 1 and 2 were thinner on
CompRes 5
Photos: www.simonpics.co.uk
the ground than usual (2 and 3 all his recent running, cycling and entries respectively) but Gp3 was swimming hadn’t impaired his well supported with 6 cars speed at the wheel by returning including Ben Cartwright, fresh the quickest Gp3 time but then, (?) from his Ironman triumph on his 8th lap, it all went horribly (see the editorial in this issue). wrong as he exited the second There was an opportunity for part of Druids, his 328GTB sliding pre-event testing on the Friday sideways onto the grass and which seemed to have gone crashing heavily into the tyre without incident. barrier. Ben was mercifully Mid-morning qualifying took unhurt but his car was a mess. place in dry but cloudy weather Another Gp3 driver, Pete with decent track conditions. Nicky Paul-Barron reported that the track seemed to be slower than the previous day but nevertheless posted the third quickest time, being only overshadowed by Jim Cartwright (2:01.672), who took pole by a second from Culver. Evers came alive at the end of the race and Ben Cartwright finished on a high note. demonstrated that
In the Beginning. The start and the leaders come down the Avenue. Jim Cartwright heads Gary Culver and Nicky Paul-Barron, all in Gp4 328GTBs.
Fisk, had a harmless spin at the Foulston’s chicane (now renamed ‘Britten’s’ for reasons unclear) but pressed on regardless. His rival, Tim Walker, left the track briefly at Druids without too much drama. In Gp2, Nick Whittaker was forced to pull out of qualifying due to a fractured engine support bracket on his 308GT4. Your scribe posted the quickest lap time in this class while Carl Burgar’s Mondial QV proved marginally faster than William Moorwood’s GT4 in Gp1. There was a long interval between qualifying and the late afternoon race which allowed plenty of time to sort out any problems. Sadly Ben C’s problem was too serious to even contemplate a solution and he withdrew - so sad as up to his ‘off’ at Druids the 328 hadn’t
awash with foam. A hurried visit to the circuit shop produced a manual extinguisher which was fitted seconds before the session began. Due to serious delays in earlier races, it wasn’t until after 4.30 that the 25-minute Ferrari race got underway, now with 17 cars due to the absence of Whittaker, Ben C and Marrs. From the start, pole man Jim Carty made a perfect launch and hustled into Old Hall ahead of Culver and Jenkins. Then it was N P-B, with Taylor, Walker, Fisk and Nick Carty on his tail.
even had a scratch on its immaculate paintwork. Moorwood, who earlier in the morning was on panic stations trying to find a gasket ring for his exhaust system, reported all was well. Evers, confessing to be a bit off the pace, was seen hard at work attempting to cure sundry snags like a weeping damper and a front wheel annoyingly fouling the wheel arch under full bump. Nigel Jenkins had a scare immediately Ray Ferguson and his Mondial t have never before qualy. His been quicker at Oulton Park. 328’s plumbed-in fire extinguisher had mysteriously set Further back, Benaroya (Mondial itself off (Nigel was some t) made a great start and took up distance away from the car when station a metre or so behind the it happened) and the cockpit was engine deck of your reporter’s 308GTB. By the end of lap 3, the pattern at the front had become more settled. Culver was still within a second of the leader but 3rd placed Jenkins had dropped about 5 seconds. There was a gap developing to Paul-Barron’s 328 and his pursuer, Taylor, in the matt black Mondial. Nick Carty, in 6th, had drawn clear of the four-car gang bang of Walker, Pearson, Fisk and Evers. Then it was a Mondial/308/ Mondial sandwich of Ferguson, Swift and Benaroya. By lap 6, or mid-race, it was plain that Jim Cartwright, lapping It was nip and tuck all the way between the Gp3 drivers Tim Walker a second or so quicker than (71) and Pete Fisk, with Pete finally crossing the line ahead.
CompRes 6
Culver, was heading for victory barring anything unforeseen, while Jenkins, in 3rd, also looked reasonably secure although he, Nicky P-B, Taylor and Nick Cartwright were all much of a muchness on speed. Swift and Benaroya were almost touching at times (a Pirelli visitor said it looked like the 308 was towing him round), your scribe having to take some peculiar racing lines to fend off the determined Frenchman. Watching with interest this game of high-speed chess was Pauline Goodwin, no doubt waiting for something to happen that might give her an opportunity. And it
High speed chess. Swift and Benaroya (Mondial t) were rarely more than a metre apart for much of the race.
place to the lady in waiting. Meanwhile the battle for Gp3 honours was hotting up. Fisk had painstakingly closed the gap a little bit each lap on Walker until, by lap 8, the two cars were almost together. It was nip and tuck all the way to the finish, with Fisk finally getting past on lap 11 to lead There are few circuits as picturesque as Oulton Park. over the line Pauline Goodwin exits Lodge corner in her 328GTB. and secure the did. On lap 7, at the approach to class win. Right at the end Evers Knickerbrook, Didier out-braked found a smidgeon more speed himself and spun, handing his and also very nearly outflanked
Over the limit. Nigel Jenkins explores the extremities of the track on his way to third place overall.
CompRes 7
Tim Walker. Exciting stuff! Group 1 was not quite so close, with Burgar getting an easy class victory over Moorwood despite their lap times being not far apart. So, Jim Cartwright completed an outstandingly successful season with yet another outright win. And his father, Nick, also drove impressively to win the RnR Driver of the Meeting award. Fiona Taylor presented the Mumm champagne provided by sponsors viton-orings.co.uk while Debbie Culver did an excellent job of rewarding all the successful drivers with a warm embrace and their handsome glass trophies.
Winners all. L to R: Nick Cartwright was the RnR Driver of the Day and received a hug and a kiss from Debbie Culver. Jim Cartwright took another overall victory and a magnum of Mumm. Carl Burgar was the winner of Gp1 and collected his spoils from Fiona Taylor and Debbie.
Pos
No
1
69
2
Driver
Tipo
Gp
Laps
Time
Best Lap
Qualify
Pos
Jim Cartwright
328GTB
4
12
24:33.667
2:01.692
2:01.582
1
34
Gary Culver
328GTB
4
12
24:41.664
2:02.510
2:02.669
2
3
54
Nigel Jenkins
328GTB
4
12
25: 02.277
2:03.966
2:03.613
4
4
17
Nicky Paul-Barron
328GTB
4
12
25: 07.314
2:04.481
2:03.133
3
5
3
Nick Cartwright
328GTB
4
12
25:12.175
2:03.404
2:03.858
5
6
57
Nick Taylor
Mondial t
4
12
25:13.663
2:04.014
2:04.099
7
7
77
Ted Pearson
328GTS
4
12
25:36.038
2:06.304
2:04.336
8
8
30
Peter Fisk
328GTB
3
12
25:50.025
2:07.370
2:08.247
10
9
71
Tim Walker
328GTB
3
12
25:54.577
2:07.242
2:05.952
9
10
12
Peter Everingham
328GTB
3
12
25:54.792
2:07.986
2:08.249
11
11
7
Ray Ferguson
Mondial t
4
11
24:43.360
2:12.459
2:10.918
12
12
11
John Swift
308GTB
2
11
24:55.051
2:13.929
2:11.966
13
13
33
Pauline Goodwin
328GTB
3
11
24:57.658
2:13.462
2:12.879
14
14
4
Didiier Benaroya
Mondial t
3
11
25:25.456
2:14.374
2:15.110
16
15
25
Richard Fenny
308GT4
2
11
25:39.709
2:16.799
2:14.237
15
16
56
Carl Burgar
Mondial
1
11
25:42.391
2:17.836
2:16.233
17
17
29
William Moorwood
308GT4
1
11
26:13.250
2:20.600
2:17.832
18
NS
72
Ben Cartwright
328GTB
3
2:04.080
6
NS
48
Nick Whittaker
308GT4
2
NS
Group Winners
Fastest Laps
Gp4
Jim Cartwright
Gp4
Jim Cartwright
2:01.692 (79.65 mph)
Gp3
Peter Fisk
Gp3
Tim Walker
2:07.242 (76.16 mph)
Gp2
John Swift
Gp2
John Swift
2:13.929 (72.36 mph)
Gp1
Carl Burgar
Gp1
Carl Burgar
2:17.836 (70.31 mph)
CompRes 8
PIRELLI FERRARI HILLCLIMB CHAMPIONSHIP: ROUND 13 SHELSLEY WALSH HILLCLIMB 22nd September 2013
Photography: SwiftyPix
Prior delivers the coup de grâce HE LAST HILLCLIMB event of the season, the ‘Autumn Speed Finale’ at Shelsley Walsh on Sunday, 22nd September, promised to be a fascinating contest writes JOHN SWIFT. At the end of the day we would be pretty sure who would be our 2013 Ferrari hillclimb champion. The reality didn’t disappoint. This was a 2-day meeting with the Ferraris doing battle on the second day. Thirteen entries were accepted, including two reserves. Richard Allen, suffering at home from the dreaded shingles virus, was obliged to withdraw. Your scribe’s entry, despite being submitted three weeks ahead of the event, was deemed by the MAC to be too late and the cheque was returned. However, not wanting to miss the fun, I drove over to Worcestershire (on my own as Anne was feeling unwell) in the role of photographer rather than driver. The day was predicted to be fine although the sun struggled
CompRes 9
to shine through an overcast sky. There were two practice runs in the morning. The two wouldbe champions: Nick Taylor (430) and Richard Prior (F355), almost together on Championship points, produced almost similar times. Nick was the quicker (35.40 and 34.05) with Richard on 35.05 and 34.17. But with a 2% difference in PEP tariff, the 430 Ferrari would have to undercut the
F355’s time by circa 0.7 seconds to do the business. It speaks volumes for the efficacy of the Championship’s operating system that it was anybody’s guess which driver would be successful at the end of the afternoon. Of the rest, record holder John Marshall was on parade with his 360 Challenge Stradale and produced a useful sub-36 second time, but only a hundredth faster
Tony Attwood. “The Dino, pretty as a picture in the hazy sunshine, was the commentators’ favourite Ferrari, the one they would most like to take home.”
Top: Mark Wibberley launches his immaculate 360 Spider, with every run faster than the last. Middle: Richard Preece had his F355 on fast freeze. Bottom: Shaun Smith excelled in his 328GTB and was rewarded with the Club’s Handicap award.
than Richard Preece in his beautifully presented F355. Mike Spicer looked a certain candidate for high points when he posted a 35.58 in his bright yellow 328GTB (a colour found attractive by the dozens of buzzing wasps in the paddock). Sean Doyle drove his 308GT4 with characteristic determination and took some lines in the corners that the others hadn’t even considered. Pauline Goodwin was again finding her California a trifle unhandy on the sinuous narrow track while Wendy Ann Marshall, having breached the 40-second barrier on her last visit, confidently repeated the performance to outgun the Attwoods (father and son) in their shared Dino. The Dino, pretty as a picture in the hazy sunshine, was the commentators’ favourite Ferrari, the one they “would most like to take home”. Battle recommenced after a protracted lunch break. Track conditions were excellent as witness Ferrari times that were personal bests for many drivers. Marshall’s improved 35.02 was surpassed by Philip Whitehead’s 34.95. As seems to be his wont, Phil always saves his best till last. Preece and Spicer couldn’t quite match their quickest practice times although Shaun Smith (328GTB) managed a useful step forward to 37.84. Pauline G also improved while Mark Wibberley took his nice 360 Spider up in 38.70 – again an advance on his morning times. Wendy, her confidence growing, nibbled away at her previous best and Tony Attwood dipped below 40 seconds despite his Dino’s undertray drooping down like a pantomime dame’s drawers. The two Main Men, Taylor and Prior, squared up to each other. If they were tennis players you might imagine Taylor, with the heavier equipment, to be Roddick: the competitor with the devastating, almost unreturnable serve. And Prior? He would be Federer, with style and finesse, and an uncanny ability to raise his game just when it mattered most.
CompRes 10
The gallant runner-up. Nick Taylor came so very near to victory in his rapid 430.
The first game (sorry, run) went to Taylor, his stunning 33.27 outpacing Prior’s 34.07 by 0.8 of a second and, significantly, more than the magic 0.7 margin we mentioned earlier. Up at Bottom ‘S’, your photographer cum reporter, along with all the other Ferraristi, got ready for the second runs, the ones that just might determine the destiny of the 2013 champion’s crown. John Marshall again found some extra speed (34.72) while Whitehead posted an identical time to R1 to make sure of 4th overall. Preece was marginally quicker than before (35.68) while Spicer went a soupçon slower but still rapid enough to collect 15 Championship points. Pauline replicated her R1 time of 37.45 and Sean Doyle, having removed some of Shelsley’s undergrowth from his right-hand rear wheel rim, dropped below 39 seconds. Wibberley continued the good
CompRes 11
work, stopping the clocks at 38.61, and Wendy carved even more off her previous with a commendable 39.10. The Dino again ascended twice with Tony on a slightly slower 40.40 to apprentice Iwan’s 41.22.
Then it was the turn of the titans. Would the power (of the 430) be able to overcome the finesse (of the F355)? First to go was Prior and from where I was stationed it looked like a smooth, inch-perfect, but incredibly fast
Mike Spicer was on top form in his wasp attracting giallo fly 328GTB. He took home a shed load of Championship points.
run. And it was: 33.43. Then came the howling black 430. Nick tried hard but somewhere there must have been the slightest of errors. There was a hush and then the commentator announced 34.37 – a second slower than R1. So there you have it. Richard Prior harvested the maximum 20 points and, by so doing, deservedly becomes the 2013 champion. Later, in the paddock, there was a double celebration. It was Holly Prior’s 18th birthday and there was candle-lit cake to be shared and Prosecco to be sipped. We all congratulated the two stars on what had been a terrifically exciting day.
“Sean Doyle took some lines on the corners that the others hadn’t even considered.”
SHELSLEY WALSH HILLCLIMB 22nd September 2013 Round 13 Pirelli Ferrari Hillclimb Championship Driver
Tipo
Pract 1
Pract 2
H/C
Run 1
Run 2
0-64ft
split
speed traps
h/cap pos
PEP %
PEP time
Pts
430 Coupe
35.40
34.05
34.00
33.27
34.37
2.46
21.54
93 / 96
4
+2.00
33.94
17
Richard Prior
F355
35.05
34.17
34.39
34.07
33.43
2.63
21.44
90 / 95
2
0.00
33.43
20
John Marshall
Nick Taylor
360/Ch Str
35.48
36.78
34.50
35.02
34.72
2.66
22.69
90 / 92
8
+4.00
36.11
10
Philip Whitehead
F355
37.30
36.16
34.98
34.85
34.85
2.68
22.41
84 / 91
6
0.00
34.85
13
Richard Preece
F355
36.84
35.49
35.00
35.78
35.68
2.60
22.96
79 / --
11
0.00
35.68
12
Mick Spicer
328GTB
36.76
35.58
36.70
35.74
35.89
2.55
23.02
81 / 87
10
-3.00
34.67
15
Shaun Smith
328GTB
38.72
38.25
37.75
37.84
36.88
2.71
23.96
80 / 81
1
-3.00
35.77
11
Pauline Goodwin
California
39.22
37.96
37.00
37.45
37.45
2.81
24.47
75 / 92
9
0.00
37.46
7
308GT4
39.38
39.76
37.25
39.39
38.42
2.62
24.67
74 / 73
12
-4.50
36.69
9
360 Spider
42.42
38.94
37.00
38.70
38.61
2.78
25.13
75 / 85
13
+1.00
39.00
4
328GTB
41.04
39.99
42.00
39.80
39.10
2.73
25.55
76 / 82
5
-3.00
37.93
6
Tony Attwood
246GT
43.44
40.06
40.56
39.80
40.40
2.64
25.54
72 / --
7
-6.50
37.21
8
Iwan Attwood
245GT
44.54
41.92
42.50
41.50
41.22
2.89
26.62
71 / 76
3
-6.50
38.54
5
Sean Doyle Mark Wibberley Wendy A Marshall
MAC Class Awards
1st Nick Taylor
2nd Richard Prior
FOC Handicap Awards
1st Shaun Smith
2nd Iwan Attwood
CHAMPIONSHIP POINTS AFTER ROUND 13 (PROVISIONAL)
‘Classic’ car competitors shown in blue.
3rd John Marshall
Richard Prior
157
Tony Attwood
62
Peter Rogerson
26
Nick Taylor
148
Mike Spicer
49
Jack Hargreaves
23
Jon Goodwin
120
Richard Allen
48
Julian Playford
19
Brian Jackson
118
John Swift
44
Wendy Ann Marshall
18
Pauline Goodwin
99
Mark Hargreaves
40 Chris Hitchman
8
Philip Whitehead
98
Jeff Cooper
35 Lorraine Hitchman
4
Sean Doyle
92
Iwan Attwood
35 Sally Maynard-Smith
2
Richard Preece
83
Barrie Wood
33 Peter Hitchman
1
Shaun Smith
81
Mark Wibberley
31
John Marshall
70
Andrew Holman
27 CompRes 12
CompRes 13
GOODWOOD REVIVAL: A TALE OF TWO FERRARI DRIVERS The weekend of 13-15 September saw two of our competitors in the Pirelli Ferrari formula classic Series, TIM SUMMERS and PAUL GRIFFIN, campaigning rather more elderly (and non-Italian) machinery at the generous invitation of Lord March. This was the 15th annual Goodwood Revival since it began. Both our brave drivers were novices to the track and newcomers to the Revival. Here are their stories of what was a remarkable weekend.
Tim Summers: For Tim, this was an invitation to pilot his muchdecorated 1950 Frazer Nash Le Mans Replica (HBC1) in the opening race of the weekend, the Freddie March Memorial Trophy. This year, the race was a daynight event for two drivers, with race duration of 90 minutes, and for cars in the spirit of the Goodwood Nine Hour races of the early 1950s.
The Frazer Nash in the fifties when owned and raced by Bob Gerard.
The Frazer Nash Le Mans Replica has lightweight construction, excellent power to weight ratio and its agile handling characteristics making one of the most driver-friendly and usable competition sports cars of all time. A slightly different experience to Tim’s usual upperbody workout hustling his Group 4 Daytona around the track… Le Mans Reps (so-called because they were “replicas” of the High Speed Model built for Le Mans in 1948) were very effective but also massively expensive and cost more than a Bentley at the time – perhaps as a result only 29 were ever built.
Bob Gerard ordered this car, HBC1, and it was the first car delivered with telescopic shock absorbers in August 1950. Early races included the 1950 and 1951 RAC Tourist Trophy (class wins both times) and the 1952 Goodwood Nine Hours where it came 4th Overall and another 2litre class win. In 1953, at the Le Mans 24 Hours - co-driven by David Clarke of Graypaul fame it failed to finish after 13 hours running when the crankshaft damper broke. Also (in a busy 1953!) it completed the Reims 12 Hour Race, Goodwood Nine Hours and the RAC Tourist Trophy. 1955 and the RAC Tourist Trophy marked the end of the car’s top level racing history, and club racers in the UK and in the United States then raced HBC 1 until the present day, including at the 2004 Goodwood Revival by Frank Sytner, and the 2008 Monaco Historic by Sir Stirling Moss. It proved to be a frustrating event for Tim and the Nash, with electrical gremlins and a misfire hampering qualification times, although dancing the car around the very slippery wet conditions on this very fast circuit in the company of such legends as the Aston DB3S and several Jaguar C -types certainly made up for the lowly grid position. In the race itself, as the rain came down and daylight dimmed, tension was high as Tim’s goal was to be first Nash home out of the four Le Mans Reps in the race, including Nick and Annette Mason’s lovely example. It was not to be. After a blistering leap off the line (!) he managed a race distance of about 20 yards after
GOODWOOD REVIVAL: A VERY ENGLISH AFFAIR The Goodwood Revival is rightly revered as a magical step back in time. The meeting has come to be sold out each year and to attend the event over its three days is an unbridled joy. And to have the opportunity, by dint of the generous invitation of Lord March, to participate is a great honour. However, for all the wondrous cars and aeroplanes, the stunning displays and presentations, and the evocative sights, sounds and smells, the most telling and enduring imprints of these three days are just two. The people, with that vitality and joie-de-vivre that is kindled in all by time at the Revival. And the circuit, oh the circuit! Renowned as a super-fast and challenging track in its pomp, the Goodwood circuit has been revived in very nearly the same form as when the gates were closed in 1965. The cambers, the undulations, the changes of line and gradient, the bumps even, are all still there. Happily missing are Armco barriers, vast run-off areas, and those elements of comfort and safety which have intruded at other circuits, even the oldest and most historic. To have the rare chance to glimpse something of the days when racers raced not in spite of the dangers but because of them, is a real privilege. And one for which both Tim and Paul are very grateful.
CompRes 14
Tim Summers on the grid with HBC1 just before the disastrous start.
the flag came down, before the cockpit was engulfed with smoke from under the dash due to a return of the electrical gremlins. Prudence demanded pulling off to the side of the track, and retirement. Such is racing . . . but he’ll be trying again next year.
component form in late 1958 and built by Alf Francis. Having been driven by Stirling Moss to victory in the Melbourne Grand Prix in December 1958 on its first outing, and then again by Moss to victory in the New Zealand Grand Prix at the beginning of 1959, that year’s Goodwood Easter Monday event represented the car’s first domestic Paul Griffin: outing. Paul was invited to bring his Rob Walker had Cooper T51 for the Gordon entered the car in the Trophy, an event for rearGlover Trophy, the engined Formula One cars of the meeting’s premier event. period 1956 to 1962. Paul’s T51 Again, she was driven by was originally a Rob Walker car, Stirling Moss and again to purchased from the Coopers in first place. For the 1959 Formula One season, the car become the staple of Rob Walker’s other driver, A very Maurice Trintignant. The Frenchman was her pilot in each round of that year’s Formula One calendar, culminating in a second place finish at the US Grand Prix, which saw Jack Brabham become world champion in another Cooper T51. In early 1960, Paul Griffin manoeuvres his ex-Rob Walker Maurice Trintignant Cooper T51 in the paddock. took the car to
CompRes 15
victory in her final, front-line race; the Buenos Aires City Grand Prix at Cordoba. With such a heady, period pedigree, the car can be forgiven for taking a little moment to adapt to its latter-day, more midfield, running in Paul’s hands! Under dark skies, but before the heavy rainfall of the Freddie March Memorial Trophy in which Tim was to compete, qualifying took place on Friday afternoon. Prepared by Ian Nuthall at IN Racing, the car was faultless, although the same cannot be said for its pilot, who entertained the crowd with quite a spin at the exit of Woodcote, on the way towards the chicane. And all captured on the television too…! Mercifully, there was no contact and the qualifying session saw Paul take 19th place of the 30 entries and 28 starters. The race itself was on Sunday, 15th September. Conditions were again overcast but dry. A fair start followed by a slow pick-up through Madgwick, Fordwater and St Mary’s saw a
wet Ferrari 275 GTB with Pina in period costume.
rapid progression from 19th to 24th place before a more ordered progression to a finish in 18th place, after 18 laps and some half an hour of racing. Quite an adventure for a gain of one place! While not an occasion for competing in a Ferrari, this was nevertheless a perfect outing for the Griffins’ 275 GTB which is prepared by Nick Cartwright and which behaved impeccably in the sunshine on the journey from North London and the torrential rain on the way back again.
RICHARD STAFFORD offers his 1976 308GT4 for sale Group 1 car raced for past 3 years in Ferrari Classic 1 Class win; 2 Thirds; 2 Class lap records Prepared by Rosneath Engineering and in great condition. An absolutely lovely car to drive. Fully road legal and recently driven to the Le Mans Classic without missing a beat. Genuine reason for reluctant sale
ÂŁ29,995 Please contact Richard on 07584-091308 or Email: richard60@hotmail.co.uk
CompRes 16
2 5 7
10 11
NOVEMBER BIRTHDAYS CompRes 17
Charlie W hite Jenny Wa rner Isabella S carlett Bu tler age 3 Andrew D uncan
Derek Sey mour
Marcia Co
sby Richard S tevens Michael S quire 13 Marg aret Reed er 14 Mark Leighton 15 Oliv er Bryant Douglas C ampbell 17 Pete r Lowe Oliver Mo rley 19 Rob ert Pulley n Chris Butl er 22 Joh n Dobson 28 Pau l Bailey 30 Rich ard Smee ton
CompRes 18
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 A1, Fairacres Industrial Estate, Dedworth Road, Windsor, Berkshire Tel: 01753-620623 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
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
WREN CLASSICS Specialising in Aston Martin, Ferrari and other marques of distinction — from a small service to total restoration. We also provide historic single-seater and sports car race preparation, restoration and circuit support services.
Contact: Steve Farthing 01747 852899 info@wrenclassics.com www.wrenclassics.com Distinguished by Knowledge Reputation and Reassuringly Passionate about Cars Historic & Modern Race, Rally and Road Car Preparation Full Restoration & Refurbishment Service On-Event Management & Support Vehicle Storage and Maintenance Unit 5 Top Station Road Brackley Northants NN13 7UG Tel: 0844 243 7843 ian@bgmsport.com www.bgmsport.com
CompRes 19