Feb 5, 2014 ... popular figure and consistent winner on local Stock Car Racing ... Canadian
Motorsport Hall of Fame, where he also served as a Director. .... McLaren-Honda.
..... Formula Vee that cost all of $925 with spare parts (well used, ...
PIT SIGNALS
LATE BRAKING NEWS FOR THE VARACVINTAGE RACER - By JEREMY SALE Feb 2014
Bill Bovenizer’s Lotus 51 re-visited...
Above: Doug KurEn and the guys had a good Eme with HSR at Daytona.... Jack Boxstrom reports from Lime Rock. “There were 10 race groups, encompassing everything from a 1931 Alfa Romeo Tipo B3 to the ex-‐Sam Posey 1970 lime-‐green Dodge Challenger TransAm racer,” seen here at right. Who is the “Greatest World Champion”? Robert Searle has figured it out mathemaEcally.....
Seriously now, what would YOU do if you won a Fire Engine? One of our hon members tells his side of the story.......
Wallie Branston passed away November 7, 2013. His love of automobiles led him into that field, he was well known as a representaEve for Bardahl and later various automoEve manufacturers, ending his career as the NaEonal Dealer Development Manager for Subaru Canada, reEring at the age of 79. In the late 1940s Photo by Jeremy Sale and 1950s Wallie became a popular figure and consistent winner on local Stock Car Racing Tracks including the CNE and Pinecrest Speedway. When his racing days ended, he spent fi`een years as the Starter (above) at Mosport where, dressed in his familiar red jacket, white shirt, black pants and gold bow Ee, he had the honour of throwing the checkered flag for the first Canadian Formula One Grand Prix winner, Jack Brabham. In 1997 Wallie was inducted into the Canadian Motorsport Hall of Fame, where he also served as a Director.
John Targee, age 69, of Akron passed away Wednesday, February 5, 2014 following a nearly year-‐ long baele with Cancer. Born November 26, 1944 in Portsmouth, Hampshire, UK, he was the son of Raymond John Horton and Edwina Maud (Woodland) Targee. John came to the United States in 1976 with the Celanese CorporaEon. He moved to Ohio in 1987 to work with Michael Day Enterprises; he went on begin Targee Motor Sport. John was well known in the classic car racing circles where he raced vintage MGs for many years. John will be missed by his many VARAC friends. Further details below: http://www.billowfuneralhomes.com/obituaries/John-Targett/#!/TributeWall
Silverstone Classic This summer’s award-‐winning Silverstone Classic will host a glieering line-‐up of special races, displays and parades to celebrate the centenary of MaseraE, one of the most historic and hallowed motoring marques in the world. On its special milestone, MaseraE will be the eminent event’s official featured ‘CelebraEon Marque’ for 2014, and highlights over the weekend will be topped by a cavalcade to feature a record number of the Italian company’s most evocaEve and significant models. Marking the occasion, MaseraE’s rich compeEEon and showroom heritage will parade around the full Silverstone Grand Prix circuit at lunchEme on Sunday 27 July. Founded in 1914 by Alfieri MaseraE in Bologna, the company quickly achieved legendary status on the world’s racetracks and roads. Victories in the early Targa Florio and Mille Miglia classic races were followed in the Fi`ies by triumphs at venues such as Sebring and the Nurburgring plus two Formula One World Championship Etles with the great Juan Manuel Fangio. Full details can be found on the official www.silverstoneclassic.com website.
Donington Historic FesEval To celebrate the 100th anniversary of MaseraE, Motor Racing Legends (MRL) and the MaseraE Club UK are staging a historic MaseraE race at this year’s Donington Historic FesEval (May 3rd, 4th, 5th). Running as a double header over two of the FesEval’s three days, the MaseraE Centenary Trophy is for all types of MaseraEs and OSCAs built before 1966. This means that the race will be open to all pre-‐’66 single-‐seaters and sports cars, including all pre-‐War cars and cars powered by MaseraE or OSCA engines. To learn more about the Donington Historic FesEval, or to plan your visit, see www.doningtonhistoric.com.
The Greatest World Champion...? by Robert Searle
The 64th Formula One season is over. Our favourite race tracks have disappeared under a white blanket while we spend our evenings trying to get cars to go faster while remaining period-correct. What better time than the long Canadian winter to indulge ourselves in some serious bench-racing? So who is the greatest Formula One driver of all time? We all have an opinion or at least a favourite driver. There have been 32 World Champions in the FIA era, but how do we compare them across generations? Who has won the most championships? Who has won more races? Who has collected the most points? None of the above are good measures. In the ‘50s, race winners earned 8 points, there were only about eight races each year, and only the best four or five races counted toward the championship. Scoring today is much different.
So, what happens if I award points each year on a 0-100 scale, equivalent to the racers’ actual FIA points divided by the total points available? Winning maximum points in a given year, a driver earns 100 points. I’ve done the math for all years since 1950 and I can now write, with assurance, that:
Michael Schumacher is the greatest Champion. (this story was written before the recent ski accident.) He is a seven-time champion and winner of 91 races. His career lasted from 1991-2012. He captured over 80% of the maximum points available in both 2002 and 2004. Michael scored no points in 1997 (under the FIA version of a 13/13), nor in 2007-09 (his first retirement), but he had a long, successful career, mostly with Scuderia Ferrari. Alain Prost is a relatively distant second best. “The Professor” raced from 1980 to 1993 and won 4 Championships and 51 races, including 7 wins in both 1988 and 1993. During the 1950s, Juan Manuel Fangio raced Alfa Romeo, Maserati, Mercedes-Benz and Lancia-Ferrari cars to five championships in seven years without even contesting the 1952 season (run with Formula Two cars). He also won 5 Grand Prix in 1949, before the FIA World Championship was instituted. He is currently in the all-time third position but will fall to 4th place in 2014, as soon as Fernando Alonso picks up a few top-ten finishes. He scored his first points in 2003 and has two Championships but he also finished 2nd on three occasions. Alonso is still young enough that he could reach the overall 2nd position if he continues at his current pace until he retires from F1.
Ayrton Senna ranks 5th overall after a career unfortunately cut short at age 34, after winning three championships with McLaren-Honda. Going down the list, the next five are Nelson Piquet who won three Championships with Brabham and Williams, and four who were contemporaries of each other, Jim Clark (1960-68), Graham Hill (1958-75), Jack Brabham (1955-70) and Jackie Stewart (1965-73). An interesting factoid from this ranking is something I remember reading when I was a teenager. To this day, Stirling Moss, who collected enough points to finish in 2 nd place four times from 1955-58 and in 3rd place on three occasions, remains the best Formula One driver to have never won the Drivers’ Championship! He accumulated 374 points in this system, which puts him in 13th overall position.
Moss shared this Vanwall with Tony Brooks to win the 1957 British Grand Prix, Vanwall’s first GP win.
All intergenerational comparisons such as this one do not adequately represent still-active athletes. Sure enough, Fernando Alonso is currently fourth and will end up in 3rd (perhaps even 2nd) before retiring, but what about the other drivers currently active? Jenson Button (currently 17th overall ranking) and Felipe Massa (23rd) are nearing the end of their careers. If he stays with a top-tier team, Button could move up to three spots by catching Barrichello, Lauda and Moss. Having lost his seat at Ferrari, Massa will struggle to improve his ranking, though he might catch Denny Hulme in 22nd.
Lewis Hamilton is currently in the 20th position and will probably race several more seasons before leaving the sport. If he can maintain his career pace, he will reach a Top Ten ranking within five years. Moving to Ferrari in 2014 should be good for Kimi Räikkönen who is currently 11 th overall, but the “Iceman” is hard to predict (runs hot and cold!) though he should have no difficulty moving into an overall Top Ten position before retiring from F1 (again).
So, what of Sebastian Vettel? Winning four consecutive Championships puts him in an elite league with Juan Manuel Fangio, but Vettel has accomplished this feat at a much younger age and he could still win five in a row. Statistically, he has already reached the overall 16th position. With all the changes that are part and parcel of Formula One, it is almost inconceivable for his next five years to be as good as his last five. But if Vettel did pull off that feat, he could reach 3rd or 4th position by the end of 2018. If he races ten more years, he could even reach 2nd place but it is unlikely that he will catch up to Michael Schumacher on the top step of the Podium.......
The Greatest World Champion... So there you have it. Michael Schumacher is the greatest Formula One driver of all time and he may never be caught, but nothing is more uncertain than Formula One, and that is why we keep watching even when it seems obvious who will win on any given Sunday. -‐ Robert Searle
Toyo Tires F1600 Series Night of Champions. The Gord Lowe Award symbolizes the compeEtor who is fierce on the track but a great comrade in the paddock, someone who is well liked by the enEre racing community and embodies the spirit of fair compeEEon and fun, much like Gord himself. Connor Wagland is the perfect example of that spirit. He showed up a rookie on the grid this year and immediately endeared himself to fellow compeEtors, sponsors and volunteers alike. His calm demeanour, quick smile and ever present laugh were a thin disguise for his raw talent and compeEEve spirit -‐ one that earned him 2nd in the B class championship. It was awarded to him on November 15th at the Toyo Tires F1600 Series Night of Champions. (picture by Pete Thorne)
Turkey Bowl ’13 by Dave Good! VRG held their annual ‘end of season’ event the “Turkey Bowl”- on US Thanksgiving weekend at Summit Point, W Va. At left the crew –trying to keep ourselves as well as the car warm!
Photo from le5-‐Bernie Wilkinson, Dave Good, John Burgess (the small 2 D version!) plus Lino Baggio & Brian McKie. Photo courtesy of Bill Stoler Summit Point Raceway is in eastern W. Va adjacent to Virginia, about 70 miles from Washington, DC. From the GTA, it’s about a 750 km haul. The course we ran is a ten turn, two mile road course that includes a 2900 foot straightaway and 400 feet of elevation change. This is our second trip down to the TB –we ran it last year, as well. This year we knew what to expect as far as weather is concerned-last year we took shorts thinking we were “going south” and froze our parts off –this year we all had parkas, long underwear and insulated coveralls! Good thing—it was typically -10C in the mornings when we got to the track! The car was real cranky trying to start! VRG had about 107 entries in 5 groupsVintage production under 2 litre, over 2 litre, open wheel & Sports 2000 as well as a group for Modern GT’s and Baby Grand (scaled NASCAR class) and a Legends group (scaled 30’s Ford or Chev replica spec class) . At left: Through Turn 11 ahead of the front straight--trying to keep my hands warm! Photo by Paul Denbow.
Turkey Bowl ’13 by Dave Good!
Le`: Seqng up for Turn 5-‐-‐trying to keep the "evil 356" behind me! Photo by Paul Denbow.
This is a very informal, fun event-‐no Eming or scoring-‐but lots of track Eme and usually includes a relay race where you run as teams with a member from each group in a staged start process-‐however they had to cancel this when the Legends cars had a shunt on the pace lap! Despite the cold track condiEons , the car ran very well and I preey well matched my PB lap Eme—a great weekend and great way to close the season! Dave Mr I.M.A. Hotshoe wrote recently from Port Credit, Ont. inquiring if his Spridget, shown at right, might be vintage eligible. Could someone from Group 70+ help him? Send any reasonable suggesEons to: The Editor, Dorkey Kars, Mississauga.
Good
Bill Bovenizer’s Lotus 51 re-visited.... Dear Editor, you were asking about the photo of the Lotus 51 I posted on the chat group. Well, here’s the story! Hope everyone enjoys some “back in the day” stuff! In 1967 I ran the VAY Canada Class car that I b o u g h t f r o m Gary Magwood. The last person t o r u n i t i n C a n a d a I b e l i e v e w a s Mike Rosen, I see it’s now for sale in Vintage M o t o r s p o r t . Anyway, I have t o s a y t h a t when I had it the car was a bit of a disaster. In fact, when you turned the steering wheel the engine actually moved le` or right; no wonder the throele used to sEck open! Almost took poor Craig Fisher out one day because of that liele quirk. I therefore decided that I needed to get a real racecar for 1968 so I went over to Sports Cars Unlimited to see what they had and there was this lovely Lotus Formula Ford. My salesman at SCU was Craig Hill. Anyway, as soon as I saw the car I knew this was what I wanted to do! So off I went to the bank and simply told them I wanted to buy a new Ford! I borrowed the enEre price of the car. They kept asking me for the insurance policy as they thought it was a road car, but I never told them, just kept making the payments. But this was budget racing with a capital B! My tow car was a $400 1962 Ford 352 and the trailer was made of steel guardrail. I had no money to have anything beeer and actually bought a 25 pound bag of rice and ate that for a month just so my money could go into racing. I believe my car may have been the first Formula Ford in North America, for sure in Canada and for sure the first Lotus 51. I think Brian McDonald, who bought one as well, raced his before I ran mine and Hugh Cree bought one as well. I also know one was sold to Marcus Mussa in Quebec, but I’m not sure how many more went there.
Actually the car iniEally was a bit of a catastrophe. It had a Renault gearbox and the linkage came loose and took the flywheel off the engine the first or second Eme I drove it. Then it ran all the bearings, as it was a wet sump. I also remember how weak the chassis was; when you took out the rear cross member the outer rear pick up points would flex and move in about an inch. However, a`er Al Pease helped me put a dry sump on the car and we Eghtened a few other things the racing really improved. My reward a`er the iniEal teething problems was that in midsummer of 1968 I won my first race ever, at Harewood Acres. The trophy was a beer mug. My friends and I went into the local pub to celebrate and when the owner found out what happened, he said to bring in the mug and he just kept filling it for free. Over and over! All I remember was waking up when we got home, laying over the drivesha` tunnel in the back seat. I must have had a half a beer too many!!!!! We ran the Lotus the rest of the season. In those days if it was a “real” race car you ran in a race for similar cars, open or closed wheel, so as well as other open wheelers I ran with McLaren’s, Lotus 23’s etc. That could someEmes be interesEng…. .
A real highlight that year was the race at Mt-‐ Tremblant/St Jovite, we were a support race to the F1 event. I was just doing a few small things to the car when Denny Hulme (right) came by and we chaTed for 20 or 30 minutes . Can you imagine that happening today? He was just interested in knowing how things were going with racing in Canada and was Formula Ford catching on, etc. He said that Formula Ford in England was an immediate success and was already a big thing. We talked a liTle bit about why it was a great formula and the reasonable cost for the engines. Then I wished him well and good luck and he went back with the F1 boys. As it turned out Denny won the Grand Prix that day in his McLaren, beaZng Bruce McLaren and Pedro Rodriguez. Nice guy.... Well, what racing the Lotus told me was that what I really wanted to do was to race real race cars, not modified sedans or sports cars. I have always had a thing for open wheel cars. I sold the car at the end of the season and for 1969 I bought a Crossle 16F, which was a great car, way beeer then the Lotus. Oh, by the way, I also found out about five years ago that I was not the first one to drive the Lotus, as Phil Lamont had been driving it around the parking lot at Sports Cars Unlimited! Anyway, there are a few memories of my racing back in 1968. Not sure if anyone is really interested but it will fill some space for you! Cheers. Bill Bovenizer.
What would you do If you won a Fire Engine... ...and $5,000?
Editor: I was talking to Gary Allen at the track one day and he told me the strangest story…it seems that years ago Gary was trying to win one of 10 Triumph Spit?ires in a Coke contest. The deal was "Win something ?ire engine red" and $5000 cash! As it turned out Gary won the Grand Prize, which just happened to be a 1914 Republic Fire Engine! After Gary got over the shock he started negotiating. In the end Castrol Oil bought the ?ire engine for $2500 and Gary duly acquired a 1965 red MGB from Bill Brack at Sports Cars Unlimited for $2625. I asked Gary to write the story down but instead he managed to ?ind a copy of a newsletter written when he was with Standard Life, way back in 1974. So here is the whole story as written “back in the day” in the newsletter...
“It all started back in 1964, when, at age 21, having won the Coca-‐Cola contest and a 1914 Republic Fire Engine, a new 1965 MG-‐B was acquired, after much horse-‐trading with the Castrol Oil Co. The MG was rallied for two years until before a special speed test at Mosport Park, which resulted in a tie for first place with the factory entered Datsun rally team. After two more speed events at Harewood Acres a full-‐fledged racing car was acquired, a Gold Star Formula Vee that cost all of $925 with spare parts (well used, of course!) I attended Drivers School at Harewood, (where, incidentally three drivers rolled their cars and still managed to get their licenses!) Later the big moment came, my first race. I don't remember where I started but 14 cars finished; we were 5th overall and 3rd in class. I was very encouraged, and probably a little over enthusiastic too, as in the next race I tried to go between two cars entering a corner and ended up revolving down the track in what seemed like the fastest spin on record.
Results? — 13th of 31 cars, 4th overall. The car lasted the whole season, 8 race meetings, 7 finishes, including 2 thirds. The race expenses were not great, probably 10 quarts of oil, then we found out BP gave it away to most of the drivers, plus gas, assorted bills and some minor repair work after hitting a hay bale on a sleepy morning in practice. The same set of tires, radial ply road tires, lasted the whole season and the engine had one new valve and some grinding on the others for $36. We got something like $1,050 for the car (the "we" being the Fowell Allen Racing Team, my mechanic and I) and promptly ordered a 1969 Kelly Vee from Wayne Kelly in Ottawa. He was the then current Formula Vee champion. The new car, in French Racing Blue, was a kit; we had to buy a wrecked VW to get the axles, engine and wheels, and it cost $250. The engine this time was race prepared, brought up from 36 to about 48 horsepower; that cost $360, so with the $1,500 cost for the kit and 16 friends supplying free labour to assemble the car we went racing with a brand new car for about $2,000. The car was built in an $8.00 a month garage behind a friend's house near University of Toronto — and tested up the dirt alley at 4 o'clock in the morning of race day. The police couldn't understand how such a small car made so much noise but excused us with a warning to keep it in the garage! We managed only six races that year; finished in 4th. Highest placing 2nd and worst 16th. The expenses were a little higher — the engine seized twice and was finally re-‐built in Brian Stewart's basement. We had to lift it through the basement window—the stairs were too narrow — and while his wife helped in balancing the engine on the windowsill we ran downstairs to lift it in! For 1970 the bank manager didn't think I needed any more Volkswagens so we carried on with the 1969 car and a $500 engine rebuild. Quite a season, 2 wins at Harewood, 8 races, 6 finishes, 4 crashes and bashes — one at Mosport into a guardrail at 90 or so, I hit my knee against the dash — two at Ottawa over the hay bales about 6 ft. in the air — (hey, the pictures were great!) and skid marks on my helmet in a spectacular event as another car tried to go over me rather than around me! This did get expensive and as you might recall, the stock market wasn't providing much gas money that year.
Naughty, ....naughty...... Gary Allen says he is number 1. 1969 Kelly Formula Vee, 1970. Finally, racing got too expensive so for 1971 we sat out the season, re-‐built the car and then sold it in early 1972 for $1,400. The next step was a Formula Ford with a Cortina engine of about 110 horsepower. With a car weight of 800 lbs it was a big thrill up the straight. The difference in speed was about 45 MPH —145 MPH top speed in the Ford and 100-‐110 in the VEE. This was a big change requiring a new bank manager and a healthy loan — $3,200 was the full price for a 1970 Palliser WDF-‐1 Formula Ford. The racing now was much more competitive and many of the drivers spent $10,000 to $15,000 on their equipment over a full season. The car was good and we raced at Mosport, Sanair, Quebec and Trois Rivières — a total of 16 starts and 11 finishes — best was fourth place three times at Mosport (the other three cars and drivers were just too fast!). We had two crashes — one removed a wheel for $200 worth of work — and once again I got skid marks on my helmet as another car drove over me! That car was sold for $3,400 in 1973 — the expenses were higher — probably about $1,500 for crash damage, tires, painting and frequent engine re-‐builds. Currently, (1974) I own a 1971 Palliser WDF-‐3 — a later model of the last car — but still a Formula Ford. This car lacks some parts — the last time I saw it, wheels, transmission and minor things like that were missing but hope springs eternal in the racing business. Until my new car is ready, I have to rent my racing cars — Aug. 9th at Mosport I had a Formula Super Vee (1600 cc VW Porsche 914 engine) which cost $120.00 to rent — $6,000 of liability insurance coverage — and this was faster yet — with 160 H.P, in a 800 lb. car, it actually flew! There is a bump on a hill on the straight at Mosport and the car's back wheels would lift about 3" over this at about 140 MPH. (It was a little over my head — I started last — no practice — 32nd — finished 11th overall but first in class — unfortunately, I was the only car in that class!) So, there you are, if your weekends are spent on the autoroutes anyway, why not really race — you too could have skid marks on your helmet! GARY ALLEN
We ran this photo in the November Pit Signals asking for info. Fred Wilken replied: Dear Editor, As I am one of the two people in this photo, I can tell you something about it! B&W Motors was started in 1947 by my Father (Wilbert Wilken) and my Uncle (Pete Bluhm). The partnership eventually dissolved and my father became sole owner. I worked in and eventually took over the business around 1970. The photo is likely taken about 1962. The car on the truck is the Ferret MK1 Canada Class, currently owned by Al Fergusson of Guelph. The car on the flat tow is also a Canada Class car, owned by Frank Salem. This car was built by Al Souter, had a DKW 2-‐stroke 3-‐ cylinder engine and for its first race at Green Acres, had a Paper Mache body, which came apart in the rain! The other gentleman in the photo is Doug Ferguson who engineered the Ferret Mk1. hep://www.ferreEndustries.ca/ferreEndustries/history/index.htm along with Bill Brunt and myself. Doug passed away in 2007 but he did get to see the Mk1 run again at Mosport before he le` us. The B&W Motors building had a basement under it and that is where the Ferret Industries business operated from and the Formula Ford cars were constructed. B&W Motors and Ferret Industries were located in Hanover, Ontario. Regards. Fred Wilken. MORE ON THE FERRET FROM AL FERGUSSON ON THE NEXT PAGE!
Al Fergusson writes: “As you may recall from my last missive of several years ago, I ended up as a Canadian Tire Dealer in Hanover in 1978 and got to know Fred well. Also working in his business at the Eme was Alex Purdy whom I became goods friends with. This was long a`er the Ferret days and I didn't realize at the Eme that they were the original builders of the marque. Later on a`er I moved to Guelph and was dealing with Gary Wolfe for Jaguar work I noEced the remains of what appeared to be a race car stored in the ra`ers of his shop. A`er several conversaEons over the period of a year or so we struck a deal whereby Gary would basically give me the car on the understanding that he would do the restoraEon work and I would pay for it. The result is the rebuilt Ferret MKI which I plan to have out at the CHGP again this year, joining the Ferret Le5 to right: Doug Ferguson, Fred Wilken, Al Fergusson and Bill Brunt. Formula Fords which will also be present. “
“Doug Ferguson, myself and Bill Brunt were the builders of the Ferret Mk1. Bill raced a TR2 and then a 500cc Cooper Norton, which I believe is now owned by Phil Lamont, and owned previously by Walt McKay and John Scratch, among others.” Fred Wilken.
Team RM Does Lime Rock The 31st Lime Rock Park Historic Festival PHOTOGRAPHY: Ed Hyman
STORY: Jack Boxstrom
Above: A partial view of the fabulous Ferrari collection of Lawrence Auriana.
RM Auctions’ Racing & Sports Car Specialist Jack Boxstrom began racing in a Morris Minor, scoring a win in his very first race at Ontario’s Greenacres circuit in 1961, before graduating to a “real” racing car, a Lotus IX for 1962. Today, he participates in the vintage and historic racing circuit entering about a dozen major events annually — usually at the wheel of his Chaparral 1, Lotus IX, or MG TC.
The Labor Day Lime Rock Festival, an annual tradition since 1983, was organized by the genial Chairman Murray Smith, in conjunction with track owner Skip Barber, and it features one of the most diverse programs of events in North America. In addition to the 10 race groups, which encompass everything from a 1931 Alfa Romeo Tipo B3 to the ex-Sam Posey 1970 lime-green Dodge Challenger TransAm racer, this festival also presents the prestigious Sunday in the Park Concours, which is staged by Smith and Kent Bain, and the Gathering of the Marques, which features more than 700 cars from the local clubs. The Gathering of the Marques, together with the concours cars, makes for a nice break and a fabulous one-and-a-half mile walk for family groups on the Sunday between race days. This year’s Lime Rock Park extravaganza celebrated 100 years of Aston Martin, 60 years of Briggs Cunningham’s sports cars and the Chevrolet Corvette, as well as 50 years of the Porsche 911, with
special “birthday” displays that were not to be missed. There was also a display of no less than 12 rare “Red Cars,” which were brought by collector Lawrence Auriana and arranged in their own tent at the entrance to the paddock. Want more? How about a Thursday race car road tour to dinner, a street fair in Falls Village, a huge two-level, three-day swap meet and flea market, hot laps for spectators on Saturday and Monday, and to-die-for gourmet food everywhere, every way, every day! Lime Rock Park’s staff again hosted the delicious Herb Wetanson Chicken ‘n’ Ribs evening dinner, and they somehow managed to transfer the BBQ menu from one of his famous New York City restaurants to a tent at the park! (No, that was not me you saw lining up for seconds!) THE RACES Our 2013 entries consisted of myself in the ex-Jim Hall 1961 Chaparral 1 and my old race pal Walt MacKay in our 1955 Lotus 9, with both of these cars contesting in Group 4, or the “1950s and 1960s Flyers and mid-century Sports Racers,” as titled by Murray Smith. Canadians that also entered into other groups included Phil Lamont (in a Lotus 18), Doug Elcomb (in a ’61 Dreossi Special), the always quick Alain Raymond (in his 1964 Fiat Abarth TC), Terry Watson and Phil Cooper (in production cars), and Claude Malette (in a Chevron S2 car).
Above: Peter Greenfield’s Alfa leads Peter Giddings, with Jeff Jacobson’s Morgan 3-Wheeler giving chase.
With Lady Luck riding shotgun, and surely being aided by the excellent preparation of my ace tech guy Mark Jonak, the Chaparral had managed three overall Group 4 wins from 2010 to 2013. This year, however, the race was expanded from a pure pre-1962 car grid to include mid-1960s rear- engined sports racing cars, so a repeat performance looked less achievable.......
Affable pro racer Roger Mandeville was at the wheel of the Collier Collections’ 1963 Elva Porsche, while Bob Gett had a 1965 Brabham BT8, Robert Paltrow a 1964 Elva MK 7, and Bob Tkacik a ’64 Lotus 30, and they were all among the Group 4 “late model” entries, making for steep competition. After Friday’s qualifying laps, the Chaparral was 9th overall, with a low 1:04, while Walt, in the Lotus 9, notched a respectable 1:16 flat. Saturday’s Race #1 saw us in 9th at the checker, behind three of the rear-engined cars. Later, the Chaparral finished 7th overall in Race #2, with Walt improving to record a 1:14 lap.
After enjoying a relaxing Sunday in the Park, we were ready to rock-n-roll for the two Labor Day races on Monday; however, the weather was not. After the early morning Group 1 race, the sky turned black and the wind rose, as a full thunder and lightning storm erupted. Four inches of rain fell in two hours, forcing the cancellation of all the other Monday morning races, as both the paddocks and the track were flooded. Racing resumed after lunch, when the skies cleared and the sun came out, but at a somewhat reduced pace, since some corners were flooded and a river traversed No Name Straight. By then, many competitors had packed up their trailers and left, making for a somewhat smaller field. But, of course, the intrepid RM Auctions team remained; Canadians are, after all, very accustomed to bad weather! After 11 laps, our Chaparral finished 3rd behind old pro Mandeville in the Elva-Porsche and Tom Grudovich’s Lola MK 1. Walt scored an excellent 8th overall, with a best lap of 1:15:15. A podium finish is nothing to sneer at, but “Crew Chief” Kathy, who likes to win, was not impressed. “Third overall,” she snorted. “You know what that makes you, don’t you? Second loser, that’s what!” Oh well, must try harder next time!
Jack Boxstrom
Above: After three wins in 2010, 2011, and 2012, the RM 1961 Chaparral 1 had to settle for 3rd overall on a wet track in the Group 4 race. Below: Walt MacKay, in Jack’s 1955 Lotus 9, scored an excellent 8th place in the Monday Feature Race.
Doug Kurtin reports from
Daytona
Wednesday: Dave Margolese and Mike Steplock drove down to Daytona with the cars as I had my eldest daughter, Jessica geqng married the weekend before Daytona. I flew out on the Wednesday a`ernoon and was supposed to land in Daytona at 5pm that same day. However as I land in Charloee for my transfer I get an email, my flight has been cancelled but I can fly on to Orlando. So I call Dave and he meets me in Orlando. Of course they lost my luggage, nice. We get to Daytona at 1:45 am Thursday morning; I have to be in the driver orientaEon and test day drivers meeEng at 7:30 am Thursday. Daytona Thursday: Drivers meeEng: WOW! These guys don’t fool around. Everyone has to have a sEcker to put on your helmet to prove you were at the meeEng. No sEcker, no access to the track! OrientaEon: They take us out on the track in a Ford F 350 Dually 4 door…the instructor is crazy… I’ve never seen a dually in a 4 wheel dri`, let alone been in the back seat while he’s doing it! We do four laps and I will say that was the way to see the lines and experience the banking. Below: I had Doug Garrison do this super painZng and two prints, to commemorate Mike Steplock, Dave Margolis and I running as a Porsche team at Daytona. It’s great isn’t it? He did a really nice job, I love it!
First Eme driving on the track: IT’S SOOOO BIG! I start to feel out the track on my own and begin to get just a liele more comfortable. We have four 20 minute sessions on Friday with the closed wheel under 4 litre cars. The banking is so damn steep that you don’t only look out the front window but also the drivers’ window. Friday am: Timed pracEce session in the morning…now we are now on track with our run group…26 cars, Porsches, BMW's and Mustangs…I’m geqng lesson on the right lines…man are these guys fast. I was running about 18th out of the group. I am the only rookie but more than that I'm running with Hurley Haywood in his #59 914/6… man is that thing fast! I got to see the front of it behind me then the blur of the le` side as he flies by me...then the back of him as he rapidly disappears. See ya! Friday pm: Qualifying. 30-‐minute session. I am very happy…I qualify 12th out of 26 cars. I out qualified Hurley, how cool is that? Well, OK…he broke a rocker arm and lost 3rd, 4th and 5th gears. Saturday am: Race 1. OK, I’m stoked but also real nervous. We get the start and fly into turn 1. “Wow!” These guys are aggressive but clean-‐before I get my act together I’m down in about 20th place. I start racing properly and finish in 10th overall. The neat thing about HSR is that you don’t grid for the a`ernoon race on finishing order, you grid based on Eme… so I’m starEng 6th. All right! Saturday pm: Race 2. The highlight of my weekend! I started 6th …as usual I mess my start up…drop back to 12th…man, I have to get beeer at this…slowly start to crawl back up towards my original starEng spot...had a good three lap baele with two BMW 30CSLs…end up geqng past them both as well as a Bob Sharp Nissan and a Panoz...right at the chequered flag...finished 6th. Not bad for a rookie...
Above: The team. Right, Mike Steplock on the Daytona banking....
Saturday pm: Porsche 911 race…started 10th out of about 30 911s …Mike Steplock is right behind me…same old story…I blew the start…back to about 15th …put my head down…climb back to about 8th. Two laps to go-‐throw a fan belt! Dang! With the Florida heat you need the fan running big-‐Eme so into the pits and shut it down for the day… sEll huge fun though! Didn’t do the night race, in hindsight I sure wish I had…next year I definitely will. On Sunday I turned my #72 over to Dave Margolese, as he hadn’t been out for the weekend. Preey sure he had fun…he got out of Two minutes to go....... the car with a big grin on his face! I’m definitely going back next year! I also should menEon that we met the owner of a race shop in a bar called the Cabbage Patch and he invited us to see his shop, super guy...said that if we were ever in need of a place to work on our race cars while in Daytona to come right over and he would give us the keys. NO charge...he started the shop in memory of his son who died way too early in his life. Racers, you have to love them... Cheers, Doug KurZn.
Mike Steplock started right behind me......
From The Montreal GazeTe, Oct 8, 1964.
Photo by Phil Lomax
Dave GreenblaT beat Dave GreenblaT by almost two seconds in the annual Mont Gabriel Hillclimb sponsored by the Jaguar O w n e r s A s s o c i a Z o n . T h e Montreal car designer-‐builder-‐ driver was Zmed in 63.54 seconds driving his CorveTe Special and was also second fastest of the day at 65.29 driving a CorveTe SZng Ray. Tom Moore was third overall and fastest Jag with 65.36 in an E-‐type followed by C. Huot, SZng R a y , 6 5 . 5 9 a n d G e o r g e Brocklehurst, who was also fastest sedan with 66.56 in the 1300 c.c. Mini Cooper. Ernie DeVos placed sixth overall in yet another SZng Ray at 67.03. Some 1,100 paid to watch the event, marred by a brief cloud burst, and J . M . B o w l e s * w a s t h e o n l y casualty, he flipped his XKE into the bushes. The course record is 59.69 set last year by Norm Namerow in the Lotus Ford 19B. *John Bowles, founding VARAC Secretary-‐Treasurer, was recently made a LifeEme Member. I asked John (seen above at Raelesnake) about his agricultural excursion….. Jeremy, At the various hillclimb events that year, I was consistently faster in my Jaguar E-‐type than many of the Corveees and other E-‐types. At Mont Gabriel, my pracEce Eme was likely in the 65 sec range. I was trying a liele too hard to win best Eme of the day! John Bowles.
Formula 1600 Super Series for 2014 Toyo Tires F1600 Championship promoter Jason Sharpe (in photo, left) has combined with his Formula Tour F1600 Championship counterpart Marcel Lafontaine (right) to announce an exciting Ontario-Quebec championship. The Super Series in 2014 will consist of two races from each F1600 championship; only points from these four events will count towards the title. This is an exciting move, combining the Ontario and Quebec series and could lead towards a possible national development series, which would obviously provide a significant ladder for all the top young prospects to compete together. Well-‐known F1600 compeZtors Andrew Celovsky, above and Ted Michalos, right. Photos by Michael Haley Sponsors are going to love the additional importance and exposure the new Super Series will provide. Drivers and teams will have to be on their best game competing in the inter-provincial series. We look forward to a great 2014 season and wish the Formula 1600 Super Series great success! AVR Signs Reid Arnold and Andre du Preez to compete in F1600 for 2014 For the 2014 season, AVR Motorsports will be campaigning two ex-BGR Piper Hondas in the Toyo Tires F1600 Series, said team directors, Shane Viccary and Sam Ashtiani. Driving for AVR Motorsports this season will be series rookies 18 year old Reid Arnold and 17 year old Andre Du Preez Jr. Reid has been driving for AVR for the past two seasons in the F1200 series, finishing his final race off with his first race win. Reid comes from a very successful background in karting. Reid will be racing the DGPI Piper Honda. Andre raced for AVR in 2012 in the F1200 series as a 15 year old straight out of karting in South Africa. Andre will be racing the Horne Group Piper Honda. Both drivers will be looking to compete for the Rookie of the Year honors in 2014. said Shane Viccary, veteran FV and F1200 driver, and team owner. AVR MOTORSPORTS CONTACT:
[email protected]
Scrutineering notes 2014 From John Greenwood Just a quick note to all VARAC competitors that Mike Nillson has stepped down as chief regional scrut person and a new person has been appointed to replace Mike (more on this later). I will be available to help out at the VARAC Test ‘n’ Tune on April 19 at CTMP (Mosport). Prior to that date, I ask that anyone with a query regarding scrutineering to call me at: 905 723 9334 or email me at
[email protected]. At present I do not have a 2014 " scrut annual stamp " and am not aware of any changes in scrutineering rules. ..................TOW HOOKS ON VARAC CARS ........................... Last spring and summer I had my scowley face on, looking for tow hooks that protruded from the front of our VARAC cars and that were fitted in what I described as a "can opener '" appearance...I had hoped that all the protruding tow hooks from 2012 would be eliminated during 2013. However that is not the case, there are still a number of VARAC cars around in 2013 with tow hooks fitted in such a way that could cause damage to other cars on the grid. These could be installed better with a little more thought put into the installation. I have heard that CASC will frown on any "home made " tow hook designs; the reason for this is there is some thought that a flimsy or badly designed tow hook could be cause for injury to a track worker. Now I have not seen any written changes to tow hook regs, however this thought is a legitimate concern and scruts will take note and this concern could be written into tow hook rules. The best tow hooks I have seen are the "fold down " type, however I saw many of those last year that could have been placed in a less PROMINENT (read “can opener” ) position. Also the hardware for the fold down hooks could be made to be less intrusive. PLEASE NOTE: TOW HOOKS ARE NOT MANDATORY FOR OPEN CARS THAT HAVE ACCESS FOR A TOW ROPE FROM THE ROLL BAR. If in any doubt regarding your tow hook or ANY scrutineering questions just give me a call! John Greenwood, CASC Class A Scrutineer. 905 723 9334
[email protected]
New Canadian Formula 2000 Championship
Left to Right – Jason Sharpe (Move Motorsports Management), Zacharie Robichon (F1600/ F2000 Competitor), Michael Adams (F1600/F2000 Competitor), David Clubine (Britain West Motorsports), Brian Graham (BGR Team Grote), Diane Dale (Move Motorsports Management)
TORONTO, ON - Move Motorsports Executives Jason Sharpe and Diane Dale (promoters of the Toyo Tires F1600 Championship) announced today details of a new Formula 2000 Championship for the Canadian market. Sanctioned by CASC – Ontario Region the series will feature the sleek, fast cars that are realizing a huge resurgence in the United States and that were featured so prominently in Canada during the 80's and 90's, helping to nurture the career of some of Canada's greatest racing stars. "With the success we have had in such a short time promoting Formula 1600 racing in Canada we felt it only natural that we create another step on the ladder for Formula Car racers in this country," stated Move's Jason Sharpe. "The series will be well organized, well promoted and provide a cost effective series for experienced formula car racers and young drivers alike," he added.
To ensure large grids and close competition throughout the field the Series will have two classes and allow for multiple chassis including Van Diemen, Citation, and the newly launched Spectrum. The motor package will be the Ford Zetec in A Class that is immensely popular in both Pro and Club levels in the US and the older Ford "Pinto' motor which was the staple for so many years in Formula 2000 competition. "CASC-OR are proud of the resurgence of open-wheel racing in Ontario," said CASC Race Director and Executive Committee member Ted Michalos, "Formula 1600 has always been a very competitive class, a proving ground for tomorrow's international racing stars. We are fortunate to have such an excellent group of competitors, not only because it improves everyone skill, but as spectators and officials it is great to watch." The Series will also provide additional opportunities for some of Canada's professional teams to build their businesses close to home, many of which have been running ultra successful programs in US based series for years. "The time is right for a return for Formula 2000," said BGR Team Grote owner Brian Graham. "When Formula 2000 first gained popularity and migrated to North America it was Canada that took it to great heights, first with the Walter Wolf series then the Canadian Tire Series before the very popular Export A National Pro Series. A natural stepping-stone for graduates of the world-renowned Formula1600 class, Formula 2000 provides an economical and logical step for racers to continue the rise up the racing ladder. From former graduates like Paul Tracy, Greg Moore, Kyle Marcelli to our future stars, Formula 2000 is long overdue for a return to the Canadian racing calendar and my team has committed to two cars for the first season," he added. "We at Britain West are very excited about a Canadian Formula 2000 series being started," said Team Owner David Clubine. "It is a logical step for our current competitors in the Toyo Tires F1600 Championship and the Formula Tour 1600 Championship to experience the next level at an affordable cost. It can only help the resurgence of formula car racing in Canada." The Series will have a modest schedule in year one, with 4 weekends on the calendar and a mid-summer start to allow Series management time to raise awareness with teams and to allow competitors time to organize themselves – ensuring a large grid when the green flag flies. Three of the events will be at Canadian Tire Motorsport Park, in conjunction with the Toyo Tires F1600 Series.
A fourth event is sEll being negoEated. The schedule is as follows
June 21 / 22, BARC Grand Prix of Ontario, Canadian Tire Motorsport Park July / August, TBD September 13 / 14, BEMC Indian Summer Trophy Races, CTMP September 27 / 28, CASC-OR Celebration of Motorsports, CTMP SERIES CONTACT: Jason Sharpe, (416) 557-5451 or
[email protected], Twitter: @jasonsharpe
1971 Ford Escort RS 1600
I'm selling my 1971 Ford Escort RS 1600 in excellent turnkey condiEon with 1600 cc BDA engine with a very successful race history with VARAC in Canada. The car has always been professionally maintained by John Dodd and the BDA engine has been completely rebuilt with new crank, rods and bearings for the 2014 season.The car has all the finest historic parts -‐ Quaiffe Rocket Dog Box, twin 48 DCOE Webers, 5 link suspension, Bilstein shocks, World Cup Crossmember and strut top brace etc. It is a delight to drive and is welcome at all historic events in North America. Asking around $70k. Walter Davies.
[email protected]"
James Hunt Race Helmet
A race helmet used by one of Britain’s most flamboyant F1 drivers, the late James Hunt, is undoubtedly the star automobilia lot at Silverstone AucEons’ forthcoming Race Retro Sale on the 22nd and 23rd of February. For more informaEon on the helmet or to see more of the automobilia on offer please visit hep://www.silverstoneaucEons.com/ race-‐retro-‐-‐classic-‐car-‐sale-‐2014/view_lots/type/automobilia Random Links... I like Jerry Seinfeld, I like cars, and I like coffee….so that’s why I like this series: "Comedians In Cars Getting Coffee.” http://comediansincarsgettingcoffee.com Don Markle, some great Mosport photos.......http://www.donmarkle.com/ Senna documentary: https://www.youtube.com/watch?v=4eWKjpjnipw
http://prnmag.com/blogs-opinion/george-webster/2351-rogers-cable-to-drop-speedchannel-at-the-end-of-february
Just gonna put my car here for while, dear......
The occasional house clear-‐out is lamentable but unavoidable for most self-‐respecEng classic car buffs, but it takes on a new perspecEve in the case of an avid collector, who resisted the pressure to do so for 28 years, a`er his house became his garage. In 1985, he parked his 1911 Vulcan two seat tourer in the hallway of his home, with the intenEon of admiring it there “just for the day”. More than 10,000 days later, following the owner’s death, the voluminous front door to the hallway was opened and the car wheeled onto the paEo....(hmmm...cars stored all over the place,he’s probably related to Joe Lighkoot...Cheryl, you have been warned. Editor)
Super Healey OR
Elva Courier You Choose! I am reluctantly selling my beautiful Elva, main reason to finance my "Healey Project" especially completing paint and interior. Otherwise, the SuperHealey is done. The Elva is reduced to a ridiculous US$ 42,000 for a lucky buyer. Here is a once-in-a-lifetime alternative: I keep the Elva and someone else buys one of the most exciting cars ever built - the ultimate sleeper. This road legal, stock-looking Healey pulls shy of 2 kg per HP, thanks to an all-aluminum V8 6 litre engine. Steering, suspension and braking are racecar quality. Call Stefan (416) 527-2211.
Ex-James Hunt Hesketh Works Hesketh 308, chassis number 308-1, which was extensively driven by Hunt throughout the 1974 season. Wi n n i n g c h a s s i s a t t h e 1 9 7 4 Silverstone International Trophy, and the car which contested the Brand Hatch Race of Champions and both the British and South African Grand Prix, also in 1974 Also campaigned by Alan Jones in the 1975 season. Unique opportunity to acquire one of the most significant mid-1970s grand prix contenders, driven by two true Formula One legends and ex-World Champions. VARAC legal. RM’s exclusive biennial Monaco sale takes place in the principality during the Grand Prix de Monaco Historique weekend, which takes place from 9– 10 May 2014.
2011 Stehl car tow dolly for sale, including all straps and ratchet wrench. No electric brakes. Always stored indoors. Lightly used (approx. 500km) and in excellent condition. Tires like new. No longer required as I have purchased a full car trailer. Paid $1576.35. Asking $1200.00. Steve Hamann:
[email protected] MGB Parts for sale Clearing out my garage to make room for the race car. Let me know what you’re looking for. Willing to cut things up too if you banged something up and need a section. Lots of project cars as well. Conv’t & GT’s Webers, SU’s, manifolds, drive shafts, Alu hoods, hard tops, diffs’ trans, complete engines, blocks, heads, Rover V8. new floor pans, rockers, castle rails, wood wheels etc, etc. 30+ years of collecting stuff is going. Contact Stewart by email:
[email protected]
LEFT: Ice Racing in Canada...Gary Allen’s 1997 Dodge Neon ice racer -‐Street Stud Class, Minden Fairgrounds, Jan 18 2014 -‐ temperature -‐low!
RIGHT: Mosport in early Spring.... ...temperature-‐-‐also preey low! ...can anyone ID the cars, the era?
On Wednesday, 29th January, Sir Malcolm Campbell’s record breaking 350hp Sunbeam was fired up, the first Eme it has been heard in public in over 50 years. In 1924 the Sunbeam achieved a new record speed of 146.16 mph at Pendine in South Wales, raising it the following year to 150.76mph. More at: www.beaulieu.co.uk
