Beverley & District Motor Club Limited WHEELS · Beverley & District Motor Club Limited WHEELS New Year Edition 2010 ... I'll beat him to death A lovely start to the year . Caption

Beverley & District Motor Club Limited

WHEELS

New Year Edition 2010

Guess the year? Guess who?

Editorial Hi, Happy New Year Hello everyone, I’m back. I would like to thank Mike for stepping into the “assistant editorial” role whilst I was not feeling well last year. For those of you who don’t know I was recovering from a hysterectomy during September/October/November and December but am pleased to say I am getting back on track and am slowly getting up to speed again. Apologies for the lateness of this edition, but as you can imagine Mike has been busy during these few months especially as he has now got 2 jobs and is studying at college to be a teacher. We enjoy putting the magazine together though, so will continue to do so as long as we both have the time to give it the attention it deserves. I do know that Mike has discussed with some of you regarding relinquishing other Motor Club responsibilities. Hope you all had a great Christmas and New Year, we had an enjoyable time, did no work at all, which was unusual, we all just played and enjoyed ourselves. Watched all the obligatory Christmas films, except James Bond, I draw the line there. Although I do like the ones with Daniel Craig, not necessarily because the films are any better though. I’ve missed out on a few nights out, parties and so fourth last year so haven’t been anywhere much. However, New Years Day we went to see the film Avatar in 3D. It was our first 3D experience. What a brilliant film, and the 3D effects don’t seem to detract from the film either, would recommend it if you haven’t seen it already. I understand the annual prize presentation dinner is scheduled for early February, date to be advised. I will be looking forward to that as usual; don’t forget to get your tickets from Andrea and Matthew when available. Its great news that Beaver won best event and Beverley won best club again in the ANCC Championship. Shame we didn’t get any reports about Beaver from the competitors, surely there are some budding authors out there somewhere. I enjoy reading the reports as I don’t get to the rallies very often. The last time I made the effort to get out of bed to go along with Mike and Lewis we got there and it had been cancelled!!!!! Hope everyone has a great year, rallying and personally – see you all at forthcoming events including May Day on the Westwood which is always a favourite.

Lorraine

Here are a few jokes for the ladies……….. A couple are lying in bed. The man says, 'I am going to make you the happiest woman in the world.' The woman replies, 'I'll miss you...' 'It's just too hot to wear clothes today,' Jack says as he stepped out of the shower, 'honey, what do you think the neighbours would think if I mowed the lawn like this?' 'Probably that I married you for your money,' she replied. Dear Lord, I pray for wisdom to understand my man Love to forgive him and Patience for his moods Because, Lord, if I pray for Strength, I'll beat him to death

A lovely start to the year

Caption Competition

Chairman’s Chunterings

Well, there it is, another year has been and just about gone. Many of our club members have had a fantastic year in their respective discipline. Howard continues to dominate autotesting within the club winning the ANCC championship again. Not being content with that, he also managed to win his class in the MSA autotest championship and the BTRDA championship whist coming 5th overall in the MSA championship and 2nd in the BTRDA Silver Star championships respectively. Andy Beaumont has won the GK Ford Historic championship in his RS2000 as well as being runner up in the NESCRO summer series. In the winter series Andy managed joint 6th overall. Again in the summer series, Andy Burns was 5th driver with Jake being rewarded with 4th overall in the navigators’ championship. Keith Turner and Steve Ward had a successful year in stage rallying with a creditable 1st overall in the ANCC stage rally championship as driver and co-driver. Hugh Garnish was the highest finisher in the ANCC road rally championship finishing 5th driver whilst Ian Gibbins was 3rd navigator. There were many others who have competed and promoted the club throughout 2009 and to all of you many congratulations on your achievements. The Armstrong Massey stage rally was a success despite an entry of 40 cars. However this meant that the event managed to finish nice and early despite a couple of incidents. Even in July, it is nice to get home after a full days rallying before 7pm. With a full entry, and finishing at 6pm it would be 10 o’clock before the organisers would get home. The Maple Garage Beaver Rally was a great success judging by all the comments on British Rally forum. Taking the event into North Yorkshire was a great risk as both competitors and marshals would have to travel further. Nothing could have been further from the truth as 39 cars started the event and all the controls were manned. My thanks go to all of those on the organising committee especially Ian Gibbins, Mike Petch, Andy Beaumont and Dan Robinson for all their efforts since Easter in putting the route together in unfamiliar territory. Next year the club are planning to run a Historic Road Rally. In fact the planning has already begun as the event is scheduled for the 21st March so keep this date in your diary. This will take the place of the Armstrong Massey stage rally usually run in July and will be known as the Armstrong Massey Wolds Historic Rally. For those not familiar with the format of this type of event, the competitors will attempt a number of tests similar to those on an autotest at different venues throughout the Wolds area. These will be linked by regularity sections where an average speed must be maintained with penalties being applied for being early or late at the intermediate and finish control. Other road sections will be non competitive. So as you can see we will require plenty of marshals so if you are not competing, then all help will be gratefully accepted. The Beaver will once again run in November but will be returning to the usual stomping ground of maps 106 and 107 although the organising team will be looking at this around Easter time. The good news that I have heard recently is that the club have been asked for the Maple Garage Beaver Rally to be Inter Association event in 2011. This is indeed a great coup for the club as we last ran this in 1997 and as there are 15 associations and many clubs running events it is indeed a great honour to be asked again. So let’s hope that 2010 is kind enough to everyone and their families and it remains for me to wish you all a Happy Christmas and a prosperous and successful motorsport year in 2010.

Greame Potter

Type in your entry here

Congratulations!!

Two new babies!!

Guess who?

THURSDAY NIGHT CALENDER / 2010

Date Event Information Location Organi ser January 7th New Year Get Together

Now got together !! Ferguson

Fawcett Arms Greame Potter

January 14 th

Christmas Jumper Night

Members will judge those who wear one

Ferguson Fawcett Arms

Committee

January 21 st

Curtis Memorial 12 Car Rally

Maps 101 and 106 Start

Map ref 947495

Robin Hood Pub Middleton on

the Wolds

Roger Stoneley 01482 210605 07795 607588

January 28 th

AGM Ferguson Fawcett Arms

Greame Potter

February 4 th

Table Top Rally Map 106 Ferguson Fawcett Arms

Matthew Atkinson

February 1 1th

Pete Anable 12 Car Rally

TBA TBA John Turnbull

February 18 th

Table Top Rally Map TBA Ferguson Fawcett Arms

TBA

February 25 th

Sargent Electrical 12 Car Rally

Map 106 & 107 TBA Ian Gibbins 01482 864092 (H) 07971 632370 (M)

March 4 th

FREE NIGHT Ferguson Fawcett Arms

YOU

March 11 th

Spectrum 12 Car Rally

TBA TBA TBA

March 18 th

FREE NIGHT Ferguson Fawcett Arms

YOU

March 25 th

Buccaneer 12 Car Rally

Maps 112 & 113

TBA Mark Edwards

I will email later updated versions as I get them s orted.

Please feel free to fill in the calendar yourselves as Events are advertised!

If there is an Event you would like to organise and arrange for any free night shown, please advise any member of the Committee as soon as possible.

Welcome to the 2010 Bruce Robinson Rally kindly spo nsored by M.G. Raw Motor Group, to be held on the 13/14th February 2010. This year’s event has a very inter esting route on maps 121 and 122, incorporating roughly 155 of excellent Lincolnshire roads with ap proximately 25 miles of ‘whites’ included. A new st art venue has been secured in Louth, with the finish ve nue returning to the newly renovated George Inn at Langworth. As always we will be looking for a large number of marshals to help us make the event run smoothly, if you are available and willing to help please contact th e Chief Marshal on the details below. We will be mo st grateful for your assistance and all marshals will receive a goody bag before the start and those mann ing 2 or more controls will receive a free breakfast at the finish. Please visit the event website at www.brucerobinsonrally.co.uk for more information. Once again many thanks, Chief Marshal - John Dimbleby ���� Home 01673 843949 ���� Mob 07739 511726 Email: [email protected]

Lincoln Motor Cycle & Car Club Ltd

The Bruce Robinson Rally - 13/14th February 2010 kindly sponsored by

M.G. Raw Motor Group A round of the 2010 EMAMC, ANEMMC, ANCC and SD 34 Road Rally Championships

Tour of Flanders / 2009 September means only one thing to Cat and I now …Omloop Van Vlaanderen, or Tour of Flanders as us Brits call it, a two-day closed road tarmac rally based in the Belgian city of Roeselare. This was to be the third year running we contested the rally, and although the individual stages vary to a degree each year, the format is basically always the same, nearly 150 miles of very fast, smooth tarmac stages, mostly on narrow country lanes with an occasional blast on B roads, and three visits to the famous Zoning, a lapping stage round an industrial estate on the edge of Roeselare. Unusually, this year a couple of miles of smooth gravel roads were thrown into the equation also. Stages are normally tackled in groups of three or four at a time, before returning to Service at the Expo Hallen (sports hall) where the rally is based. This year was the 50th anniversary of the rally so we got a bit extra, a 15km stage on Friday night in the dark where spectators could manage to see the cars three times if they viewed from near the start. Because of it’s friendly atmosphere and proximity to the UK (about an hour and a half from Calais) it’s always been a very popular rally with the Brits, usually 20 to 30 crews make the trip, but a historic rally now also runs alongside the modern event, which is a round of the British Historic Rally Championship, so another 40+ British crews tackle this, (including this year fellow BDMC member Pete Smith in his Porsche 911). It’s a cracking rally to compete in anyway, but the big bonus for the likes of us on a tight budget is that you get 150 very challenging stage miles for FREE!! Yes, that’s right a free entry and insurance for the rally, and also the possibility of prize money if you have a good run. Now last year we had a very good run, with only 1 minor indiscretion (into a maize field on a very slippy corner where all the photographers and video people had gathered) and ended up 16th at the end of day one and 11th o/a at the finish … prize money is unfortunately awarded to the top 15 after day one, and the top 10 at the finish … bugger!! Our car, an Evo3, is a little quicker now because we’ve upgraded from a 32mm turbo restrictor to a 34mm, the pistons and rods have been changed for some stronger ones out of an Evo8 (very good deal, swapped them for a pair of fog lights!) which allows the boost to be turned up, and the ECU has been re-mapped to suit, so we thought this year top 10 here we come … until we saw the entry list which seemed a tad stronger than last year! A plethora of WRC cars driven by the likes of Snyjers, Liaetaer and other unpronounceable Belgians, 3 Brits: Hendy, Turnbull and Coffey in their WRC cars, some GpN Evo9’s and 10’s, a sprinkling of Subarus and then some potent looking Citroen C2R2 Max’s and S1600 Clios and Corsas. Throw in a few glorious sounding Porsche GT3s and BMW M3s and you can see why Belgian rallies attract so many spectators. The Historic entry list with 86 starters looked even more exciting!! As we know from previous years, the attrition rate is always quite high on this rally; ditches line a high percentage of the roads, and if you manage to keep out of the ditches concrete electricity poles are strategically placed at regular intervals ready to catch those who are too brave for their own good. In 2007 we had six cancelled stages, mostly due to poles (and cars!) being destroyed … I think half of Belgium was blacked out that weekend! Anyway our tactics were to let everybody else crash whilst serenely moving up the leader board from our start number of 34.

Recceing went well on the Thursday, we were both quite happy with the pacenotes having been round most of the stages 3 times, the service crew from Lunar Racing arrived with the newly liveried car later that evening (it was plain white when we left on Wednesday morning), so Friday should have been a relaxing day of a little more recceing and final spanner checking of the car before scrutineering in the afternoon. Unfortunately when the car came off the trailer in the service park I noticed that the flexible hydraulic pipe on the o/s front damper had once again wrapped itself round the top mount and split, causing oil to leak out, so we wasted half the day changing the insert and fabricating something that would stop it happening again, many thanks to a very helpful Dick Archer of Wizard Motorsport for helping us out on this one. Scrutineering went OK although the Belgian scrutineer wasn’t very happy that we didn’t have 5 drilled bolts to enable him to seal and lock-wire the turbo, but our mate Guy Anderson in his ex-works Mitsubishi Galant didn’t fare so well and was kicked out for out of date seats. 5 o’clock on a Friday afternoon is no time to be trying to find a pair of FIA spec seats when the rally starts in 4 hours!! A few phone calls later and Guy was duly despatched to Ypres about 25 miles away to locate the Sparco stockist, who was closing at 5.30 … made us look organised! With the light pod fitted we headed off on the 20 minute road section to the 1st stage, Beveren, only to find all the previous cars still queuing at the stage start. The Historics were running first on this leg of the rally and there was a bit of mopping up to do before we could start. After a 45 minute delay we started and quickly got in the groove, but being careful not to get caught out on the gravel thrown onto the road from earlier cars, and within about 5km we had car 33 in our sights. Now in the dark, on a narrow country lane, it’s quite easy to forget you’re abroad, so I began to overtake him on the right, as usual, whereas I suspect the Belgian driver was expecting me on the left as is the

Ditches…… …..electricity poles!

custom in Europe! Anyway we managed in the end by using some of the verge and carried on, but after about 12km the brakes started to get spongy and needed pumping to get a pedal, another 1km and the pedal was straight to the floor and we were on the handbrake to the finish. It was a very fast stage in places, and with standard gearing we twice hit over 130mph on unnervingly long (over 1Km) straights before having to brake almost to a standstill for a tight junction, and the brake fluid just couldn’t take it and was boiling. It took all of a 20 minute road section back to service before the brake pedal finally returned, rather worrying and not the start we wanted. We re-started on Saturday living up to our seeding in 34th place having bled the brakes in service and hoping everything would be ok. There were 13 stages on Saturday, 4 stages per leg repeated twice with service at the end of each leg, then at the end of the day the Zoning stage in the dark. SS2 De Ruiter (9Km) went much better, if a little ragged, brakes seemed fine we were 17th fastest and jumped 8 places up the leaderboard, but the slightly longer SS3 Zilverberg saw us doing the last 1Km on the handbrake again, a pattern repeated again on SS4 and SS5. Thus we returned to service at the end of leg 2 in 30th position, somewhat despondent but at least still in the rally. Just to rub salt in the wound we’d also picked up a 1 minute road penalty when Cat made a rare mistake and booked us in early at a TC, but the way the rally was panning out we didn’t think that was going to be particularly significant…as it happened it nearly cost us a lot of money! As a little aside, the last time we made a timing error, and it was most definitely a joint error, was when we did Flanders for the first time in 2007. Cars are re-seeded overnight according to overall position but start times are not usually posted until quite late, sometimes 1 o’clock in the morning; we were tired and hadn’t bothered to wait up. When we arrived at Parc Ferme on the morning of day two we found only one solitary car there… yes, everybody else had started an hour earlier!! In service we pumped more of Castrol’s finest SRF brake fluid through the system (not too much, it costs nearly £50 litre!) then set off for leg 3 which was the same four stages that we’d just done, deciding to ease off the pace slightly to preserve the brakes. This seemed to do the trick and we now managed to do the whole leg without any problems, times were significantly better, and we climbed up to 22nd overall by the end of the leg. Another bleed of the brakes in service and tightening of the turbo bolts which repeatedly loosened off during the rally, and we ready for a bit more of a push during leg 4. Once again the car performed faultlessly and now with confidence in the brakes we pushed harder and the times improved again, SS11 we managed 11th fastest, and at the end of the leg we were up to 14th overall … in the prize money if we could maintain position through the final stage of the day Zoning1. Four laps of the industrial estate later and we’d done it, 14th overall at the end of day 1 and 200 Euros richer, so in the end went to bed happy considering the bad start we’d had (but not before carefully checking the re-start times for day 2!). As expected a lot of cars had succumbed to the notorious Flanders ditches, and 11 British crews were now either out of the rally or going to re-start under super rally rules.

Up early on Sunday morning and the weather was not so good, overcast and light rain. In the service area everybody was looking skywards to decide which tyres to use. The forecast for the day was quite good but it was obviously going to be a bit slippy at first. Some crews were fitting inters or even wets but we decided to stick with our soft compound grooved slicks which had performed very well so far. It’s actually a very easy event on tyres, we started the rally with two new ones on the front and two part-worns on the back and it looked as though they would easily last to the end. One British crew driving a Chevette said this was the 3rd consecutive year they’d done the rally and they were still using the same four tyres, must be the way the Belgians cleverly mix their tarmac to prolong tyre life at the expense of grip! 14th overall meant we had to make up four places and 82 seconds during the day to pocket some more prize money so maximum attack was going to be the order of the day. We both felt suitably guilty for chuckling quietly to ourselves as the car in front refused to start and had to be pushed out of Parc Ferme, thus elevating us to 13th before the stage action had even started. That just left an Evo9, a C2R2Max, and a Porsche GT3 for us to overhaul. The Hysterics ran in front of the main event on day 3, so by the time we reached the first stage of the day the roads were virtually dry, but a modicum of caution was still required to ensure we didn’t chuck it off the road. 10th fastest was a satisfying start to proceedings, in fact the whole leg went well apart from picking up a puncture towards the end of the extended Zoning stage. Not sure how we got it, but there was a split in the sidewall of the n/s/f tyre so we must have caught something in the undergrowth on one of the cuts that everybody takes on this rally. We didn’t lose much time on the stage, but changing the wheel on the next road section was a pain, when the battery on the nut gun wasn’t charged enough to operate the jack and a helicopter was hovering noisily overhead filming our not-so-slick wheel change. A bit of a rush to get to the next stage start in time, but we made it and finished the leg with another 10th fastest time. This kept us in 13th position, but we were only 3.5 seconds behind the Evo9… we knew we’d got him now having whupped him on all four stages. This was reinforced when I had a chat with him at the re-group; he told me he just had to finish roughly where he was to win GpN in the Belgian Championship. I advised him to play it safe to make sure he finished!! Car was fine at service, so we set off, still on a charge, on the next block of 4 stages. We overhauled the Evo on the first stage, which put us up to 12th but still 39.4 secs behind the Porsche and the Citroen. Pushed hard on every stage, getting braver on the only jump of the rally on the Passendale crossroads and finished the leg with 8th fastest on our favourite stage Gits (no jokes please), and now 11th overall due to the retirement of another Porsche that was lying 8th at the time. This left two more stages to go and 16.3 secs to make up on the car in front, which was now the Citroen, who was a further 14 secs behind the Porsche. Decision time, do we go for broke on the last two stages and risk a big accident which would cost a damn sight more than the extra 400 Euros we were fighting for, or settle for the same position as last year? We were of course both fully aware that without the minute road penalty we incurred earlier in the rally (oh, the guilt –Cat) we would now be in a comfortable 9th place, but hey that’s rallying, all ifs and buts. We both thought it was worth a shot and tried to work out where we could go faster. The jump at Passendale could definitely be taken faster and some of the high speed cuts maybe driven more aggressively. The penultimate stage, Staden (7.5Km), we managed to knock 7.4 secs off our previous best time and take over 5 secs off the Citroen, leaving just the 12.9Km of Passendale to recoup the rest. We were absolutely on the limit all the way through Passendale, took some big 5th gear cuts, got some big air on the jump but still landed safely, and only chickened out on the dangerous bumpy 5th gear left right kink through the flying finish that always worries me. Our best stage time of the rally, 7th quickest, 10.5s quicker than our previous best, nearly 9s quicker than the Citroen but still 2.4 behind them overall and a further 1.2s behind the Porsche. One more stage and we’d have had them both, or had a biggie!! In the end it didn’t matter because the stranded Subaru we passed in the last stage had been lying 5th at the time and we all moved up a place anyway, so we got our top ten after all and the extra prize money… never has 400Euros been so hard or so enjoyably earned!! So that was it, we’d had a great five days in Belgium, successfully finished a long hard international rally, won pots for 2nd in class and 1st foreign crew, total costs for fuel, ferries, accommodation and tyres were about a grand but we won over half of it back in prize money, so in the end it didn’t cost us much more than we would have spent on a single venue rally in the UK and we’d had a lot more fun. From a drivers point of view one of the things I really like about Belgian rallies is that it’s just a flat out blast on the stages from start to finish, no artificially tightened corners, only a handful of (open) chicanes where necessary for safety, (like the one on Gits right next to the main railway line!!) apparently no silly bogey times to worry about like over here …for example on the penultimate stage we averaged 84MPH, Patrick Snyjers in his Focus WRC managed nearly 93MPH !!! Now in this sanitised world we live in nowadays, that’s proper rallying. We’ll definitely be back for more of it next year. Although we didn’t see him during the rally, Pete obviously had a good run in the Historics also, finishing 14th o/a and 2nd in class, so great weekend for BDMC all round.

Andy and Cat PS I’d been working away for a couple of weeks since returning from the rally, when I came home there was one of those Royal Mail cards through the door for a signed-for international letter. Went charging off to the sorting office expecting it to be from Belgium with a nice cheque inside, was somewhat surprised to see an Italian postmark on the envelope. Inside were 2 summonses for driving in a restricted area and a demand for 220Euros from a holiday in Sardinia …. EIGHTEEN MONTHS AGO!!!!!!!!

Hermicuda Rally Sept 27th! / 2009 Another long weekend in store, Dave Twilton was coming along to help service for us so with James from York we had 2 very experienced mechanics. However as they both had to work all day on Friday we wouldn't get down to Essex until late. We then had to get up at 04.00hrs to get down to Kent to go through the Chunnel. Saturday dawned clear and bright and we made good progress through France and on into Belgium. The rally is based around a small town called Koekelare. There were to be a total of 4 stages, run 3 times and then the first 3 stages run for a 4th time, giving 102km of stages miles and a further 198km of road mileage. Recce started at 11.30 so off we went. The 1st stages was based about 15 miles to the south of Koekelare, and consisted of 2 laps around a 5km loop followed by a short rough section then back onto tarmac for a 1km run to the finish. The start was immediately followed by a sqR, which is where cars re-joined the loop from the left. Recces are done at national speed limits which took a bit of getting used to. We were plodding round writing our notes and everything from Imprezas to white van man would speed up behind us and expect us to pull over, we did about half a dozen runs around the loop before calling it a day and heading for stage 2. On the way to stage 2 we were driving through some very nice Flanders countryside when Andy look out of his window and spotted a large eagle taking off about 20 foot away form the road. We are both into birds of prey, Andy having owned a couple in the past so it was a wonderful sight for us to see. Stage 2 was boring to say the least; it was situated about 5 miles north of Koekelare and was basically 1400mtr dead straight. SqR 700m dead straight, absolute left, 700mtr dead straight, SqR 300mtr dead straight..... you get the idea! the stage was just under 5km long. On the way back to the start of the stage for a second run through I looked out of my window and saw a Zebra stood in a field! not what you expect to see in a little sleepy Belgium village. Stages 3 & 4 shared the same start location on a nice wide B road. After about 300m it was into a very narrow single track road with some very big ditches on either side. 200 into a sqL then 150 into SqR both corners were very loose so, after a further 250m of winding road it was into a very tight sqR protected by some very large barriers which made the corner even narrower. We had it down as a caution 1st gear corner it was that narrow. The stage then carried on for a further 4/500m before turning left around a windmill. At this point the stages split. Stage 3 took a sqR and stage 4 carried straight on. Stage 3 carried on for about 500m of winding narrow lane then sqR back onto the wide B road heading back toward the start but turning left just before the left turn just after the start. The road then continued for 250 absolute left over a nasty bump then 200 into loose sqL the road then looped around coming back onto the B road just near to where we had turned right onto it earlier the stage ended about 500m from this point. Stage 4 continued for a further 1km from the split in stages to finish within the village of Koekelare. You would not get that in the UK! After we had completed the recce it was over to signing on, we had to show MSA licenses driving licenses (both crew members) and passports. I also had to pay for the event. Tip here, if you enter an event in Belgium you can either pay by bank transfer, which will cost you about £15.00 to arrange or pay cash on the day, so I pay cash on the day. This also covers you in case there is a problem getting the car sorted in time for the event, you don't have the hassle of trying to get your money back from the organisers. Once signed on we were off to scrutineering, yes it is the other way round in Belgium then in the UK! Scrutineering is very laid back in Belgium; they check overalls, helmets, boots and underwear. Extinguishers get a good inspection as do seats and belts. But that's it for inside the car; they are more interested in making sure that cars are up to homologation, turbos are all measured to ensure they have the correct restrictions. Once the car had been checked over it was done to parc ferme to put the car to bed for the night. Sunday morning was again nice and bright, we collected the car and booked the car out of parc ferme at 08.03, we then had a 10 minute wait until we were set off from the podium, which was a nice touch. 20 min run out to the 1st stage. Then we were off. As I mentioned the 1st stage was a double lapper, so to stop cars setting off into the path of a rally car at full chat, they employ a marshal with a blue flag. The marshal waves the flag when a car is coming, this can mean that a car starting the stage can be held for up to 2 mins, this delay is then adjusted at the end of the stage. We had come across a similar problem in Monteberg, but I'm sure that UK crews would get into a bit of a panic if they weren't aware it how this problem was dealt with. We had a good run through the 1st stage, setting a good top 20 time. On to stage 2 Having to run at full throttle for the best part of a minute was too much for the turbo, coming to the end of the stage it has clear we had a problem, not terminal but not much good as we had a further 10km of stages to run, so keeping a good eye on the rear view mirror we limped through stages 3 & 4. Straight into service. After each group of 4 stages we were allowed only 20 minutes of service. Changing a turbo which had been running red hot wasn't going to be easy, but with the help of a couple of gallons of water the turbo as cool enough to start removing. on top of the service time we were allowed a further 10 mins of penalty free lateness, but sadly we were 4 mins over. Sad but we were still running. Round 2 of 4 stages, we decided that we would take it fairly steady and get to the finish. We enjoyed the run through stage 5, a re-run of stage 1. We had started to take some of the faster corners in 5th gear which was a great buzz.

There were cars off all over the place, in ditches, in hedges, but we did OK. At the end of the stage, the road curved left after the flying finish, about a 3rd gear corner. However it seems as though some of the later cars had been having problems on the corner and dragged a lot of muck across the road. Andy flung the car to the left expecting it to slid sideways on the gravel, it didn't! instead it gripped and we took to the grass verge on the inside of the bend. Not a major problem you may think. Sadly there was a wall whose foundations were stuck up by about 8" which we hit! The car was lifted into the air landing on 2 wheels and sliding towards one of the concrete telegraph poles that are abundant in Belgium. Thankfully we missed it, just. Off to stage 2. We would take the long straights at 90% full throttle, ensuring the turbo would survive no dramas and off to stage 3. The route to stage 3 passed through the village with the Zebra, Andy hadn't seen it yet so asked me to point it out. Amazing, there were now 3 of them, barking mad these Belgium's... As it was to be our first proper run through the next 2 stages we didn't want to end up in a ditch like so many others so caution was the better part of valour, just as well as a Porsche 911 had got out of shape on the bad bump after the 250m, absolute left and has sticking out into the road, it served as a reminder , we were there to get experience and ending the day in the bottom of a ditch wasn't going to give us any! Stage 4 was straight forward enough, good fun rallying through the streets of the village though. Results showed we had lost just under 2.1/2 minutes with the blown turbo, plus the road penalties, but still running. if it stayed like that we would be happy. Another 20 min service, we found out that we had actually lost our rear bumper on the lamppost at the end of stage 1. Nothing we could do about it so we carried on regardless. On the 1st loop of stage 1 we got a puncture, we were actually quite lucky! In a section of 4th gear right and left handers, approx 80/90 mph, we cut a right hander and as soon as we were on the grass the tyre deflated sending us sideways towards the wall of a cemetery. How apt! Andy did a great job in getting the car under control, but as we still had a lap and a half to go the only option we had was to change the wheel. If you have never tried changing a wheel under pressure with a helmet on, you won't know how strange it is, you bang your head on things that you wouldn't normally think are in the way, weird! The change took a lot longer then hopped due to trying to jack the car up on the verge and not the road. The jack sank into the sandy soil and we had to move the car. Once changed we then had to wait for what felt like minutes while cars came past before the marshals would let us re-join the road. More problems! the new wheel was catching on the caliper. Apparently the spare should have had a spacer fitted but we didn't have one! We drover as fast as we dared go. We lost about 8 mins in total. Once back on the road I phoned Dave to bring us a spacer, we did a bit of illegal servicing and changed both the spare and the punctured tyre to new ones. Again a steady run through the remaining 3 stages of the round and back to service. We had a good spare check particularly around the off side rear and back out for the final run of 3 stages. Andy had decided that things couldn't get any worse and we should have some fun, we had an untroubled run through the final 3 stages, we even managed to take the narrow sqR on stage 3 in 2nd gear. After a long day beset by problems we were just happy to finish. All the locals were great, making us feel very welcome. A few well earned beers were in order.

Richard Vincent

These pictures are from another event Richard competed on with Andy -------? But who cares? Looks good!

Pentti Airikkala 1945 – 2009 Since picking up my first Rally Sport Magazine in 1977, Pentti and Dealer Team Vauxhall were ‘My Team’, when my mates supported Leeds and Man Utd. I feel it fitting to pay tribute to my school boy Rallying Hero with a great picture in this issue, rekindling many memories, inspiring me towards a truly great sport.

Guy Smith, winner at Le Mans in 2003 for Bentley, will tackle the 2009 Roger Albert Clark Rally alongside his father Peter in what will be Guy’s third-ever rally. The world-renowned sports car racer will contest the four-day rally in a historic specification Ford Escort RS2000, while Peter will be in his regular Porsche 911 for his first attempt at the 13-16 November rally. “It’s in at the deep end,” said Guy. “I’m just doing it for fun and the aim is to try and get round without crashing. It will be like doing four or five rallies in one go. It’s a bit of a busman’s holiday and it is something we can do together for fun.” Guy made his rallying debut in June, having been encouraged to try the sport by Peter. After a long break from rallying, Peter returned to historic events in April 2008 and contested a full BHRC season this year in the Porsche. XS Racing will look after both cars, with Howard Pridmore alongside Guy and Russ Langthorne, as usual, on the maps for Peter. “I’ve not done this event before,” said Peter. “I did the Clubman’s RAC in 1978. It will be an adventure and it is perfect for me that it starts in Yorkshire!” Guy recently took his family for a day out to Scarborough and took the opportunity to have a look at Oliver’s Mount, which features prominently on the opening day of the Roger Albert Clark. “That’s tarmac, so we should be OK on that bit!”

Roger Albert Clark Rally November 2009

I really think they should encourage a revival this form of Motorsport!!

13th Feb 14th Feb Lincoln MC & CC Bruce Robinson Lincolnshire 112-113, 121-122 27th Feb 28th Feb Malton Ryemoor Trophy North Yorkshire 99-100, 106 27th Mar 28th Mar Matlock VK Derbyshire Rally Derbyshi re 119 10th Apr 11th Apr Lindholme Danum Road Rally Yorks/Lincs 105, 111, 112, 15th May 16th May Stockport 061 Altratach 061 Road Rally Buxton, Derbyshire 109-110, 118-119

12th Jun 13th June G & P Memorial Lancaster 97, 98, 102, 103

17th Jul 18th Jul Mid Derbyshire 50th Drystone Road Rally Derbyshire 110, 119 4th Sept 5th Sept Spadeadam Countdown Rally Carlisle/Hexham 25th Sept

26th Sept Clitheroe/csma (NW) Clitheronian Rally (with c sma (NW) Blackburn etc 103

9th Oct 10th Oct Sheffield & Hallam Jack son Road Rally South Yorkshire 110, 119 13th Nov 14th Nov Eden Valley M. C. Westmorland Cumbria 4th Dec 5th Dec Beverley Maple Garage Beaver Rally East and North Yorkshire 100, 101, 106, 107

2010 PJ Parts ANCC Road Rally Championship Dates

Durham Dales Classic 06/09/2009

A cold, blustery day could not deter Andy Beaumont / Andrew Fish as they powered their Escort RS2000 to a clear victory on the Durham Dales Classic, ending the day with a margin of over a minute on the Cooper S of Adrian Stewart/ Richard Simmonds with Andrew Burns/ Jake Burns making good use of the power in their Lotus Sunbeam to take the next Historic spot.

The event was run over the various link roads within the boundaries of the former Streatlam Army camp, near Barnard Castle and this proved to be an excellent venue giving the organisers the opportunity to run some interesting and varied tests. The surface was excellent, smooth tarmac but any excursions on to the adjacent grass proved costly for the unwary.

The first loop of three tests saw the lead shared by the Escorts of John Bertram/ Martin Alexander and Martin Ibbotson/ Richard Gilbert while the first retirement was the hard driven Rover 2000 TC of Trevor Barnes/ Paul Currie. The second loop saw Beaumont/ Fish get into their stride to move to the front ahead of Ibbotson/ Gilbert with Stewart/ Simmonds close behind. Tom Leeming had to do some emergency repairs to his high revving Wartburg when a steering arm bolt sheared but was able to get going again.

The mornings final set of tests saw Beaumont retain his leading place with Stewart driving really well to pull the little Cooper up into second spot while a couple of scintillating times from Tony Tomlinson/ Mike Dent ( Lotus Sunbeam) saw them move into third spot.

The Durham organisers had really put some thought into the layout of their tests, which were both challenging and interesting with great variety, and the afternoon session saw competitors faced with a completely different layout, which required intense concentration on the part of the navigators.

Beaumont continued to dominate the remaining tests with Stewart driving out of his skin to stay in contact in case the leader made any mistakes. While Tomlinson fell back, the Burns Sunbeam moved up through the order and their was a tremendous scrap for Class 6 honours with Bertram / Alexander just shading Andy Smith/ Graeme Potter ( Escort MK2) by a mere 2 seconds. Stewart/ Simmonds were runaway winners of Class 1, the hard charging Cortina of Dave Marsden/Mike Garstang took Class 2 and with Beaumont/Fish being overall winners setting fastest times on 14 of the 16 tests. Class 4 went to the Dolomite of David Kelly/ David Bell.

The new format for the Durham Dales went down very well with competitors and there were numerous expressions of approval for the event as the winners celebrated with a champagne spraying ceremony at the finish. With slick organisation and prompt results, it really was a triumph for the organisers and should be assured of a much healthier entry next year.

Results

1. Andy Beaumont / Andrew Fish Ford MK1 RS2000 1946

2. Adrian Stewart / Richard Simmonds Morris Cooper S 2019

3. Andrew Burns / Jake Burns Lotus Sunbeam 2053

4. Martin Ibbotson / Richard Gilbert Ford Escort MK2 2066

5. John Bertram / Martin Alexander Ford Escort MK2 2117

6. Andy Smith / Graeme Potter Ford Escort MK2 2119

7. Tony Tomlinson / Mike Dent Lotus Sunbeam 2131

8. Graeme Cornthwaite / Steve Aspin Morris Mini 2143

9. Dave Marsden / Mike Garstang Ford Cortina MK1 2167

10 David Kelly / David Bell Triumph Dolomite 2264

***************************************************************************

Cottingham MOT 12 car 12th November / 2009

Now then! With Clint away with work and Alex Kidd at work Captain Smallwood and myself decided to have a go

together on Oggy's event. I last did the AB with Andy last year and remembered he was a quick drive but somehow he seemed quicker, maybe it was just me, id bust me poti so I only had the Avanti and me head torch all night so I wondered how id cope. Any way the event started on the castle Howard road out of Malton same as last year but

without the ice. Oggy held us up for ten minutes and gave us a sheet of Not As Map diagrams , of which I guessed a few of them as the crossroads near Westow and on the castle Howard estate. As there was no car 3 only 2 expert crews were out with lord Petch no where to be found, has he lost the will to win I wonder?, so we slotted in at car 4

and soon caught cars 1 and 2 James/Mark and Deg/Gibby as they missed a triangle and had to go back. So in effect we had took 2 minutes out of James/Mark at car 1. From then on we were on their ass all the way round till we

stopped for a board and they didn’t, Deg/Gibby missed a few slots as well cos they kept appearing behind us and vice versa. The route was challenging for both of us, I had to balance plotting with calling as the roads were slippery

especially round Grimston when we saw Lord Farquhar in his smart car- morning tally ho! We only dropped 2 minutes on that section we were off like hell, only Deg/Gibby were in front of us most of the night. The only time we hesitated was at Burdale triangle when I needed to plot the correct way round it, it often catches crews out. We hit a spot of fog when we dropped down from Thixendale onto the main A road and onto Millington, luckily Andy trusted me enough to go fast through the fog and clean the section. We arrived at Oggy and the last control and I thought we had dropped around 12 mins, but Oggy looked and thought it would be close between us and Deg/Gibby. We got to the pub and only the second crew back the others being Deg/Gibby, it’s a strange feeling being one of the first back I could get

used to it! Gibby was keen to know how much wed dropped so I told him around 10 mins, he looked worried a bit of pressure for a change maybe. We came 2nd to Deg/Gibby but only by 43 second, thanks to Andy for a faultless drive

the only thing missing was the blue light on the roof!

John Turnbull

JMJ Woodwork 12 car / 2009

The last event of the season and the championship on the line, two drivers tied at the top with another in hot pursuit it was going to be tight, to the wire, fast and furious. The navigator’s title was more straight forward all I had to do was finish above the Brooks and vice versa if John wanted the title as I had a drop score to come off. Anxious faces at the start in the Ferguson Fawcett waiting to see who was competing, the night had already started badly for Mark Cresswell who had a little chat with the law before the event a pep talk maybe, the Brooks didn’t show as John was feeling badly so I knew I had the nav title now to get Clint the drivers crown, team work would be the key. The top five before stood at Clint Eade on 35 points John Turnbull on 45 points Rob Brooks on 35 points John Brooks on 35 points Andy Smallwood on 33 points Alex Lee on 34 points Mark Cresswell on 29 points Andy Stewart on 28 points Roger Stoneley on 28 points Jake Burns on 25 points

Mark and Roger were outsiders to nick the drivers crown while Alex and Jake had to marshal this would bump Richard Vincent up to 4th. Starting at the Fergie Fawcett we lined up at car 5 in the white lightning coupe behind Roger/Andy at car 4. A brisk drive down some very straight roads to Hotham and Cliffe followed during which we passed Roger/Andy and came into control 6 clean behind car 1 the right honourable chairman Gunner with Mr Billam chauffeuring, Even Matthew couldn’t believe we cleaned it as he thought he had accounted for time droppage. A gentle cruise through Market Weighton followed onto the Goodmanham road which was a little rougher than we remembered, that little 1300 of Roger/Andy’s must have some legs we only just caught them at the Kiplingcotes crossroads, who says OAPs are slow drivers! From there we took in the Middleton to Lund road as fast as our little car could go, catching Roger/Andy again for the forth time and got to the start of Cawkeld loop only dropping a minute. We know Cawkeld very well and caught/past Roger/Andy again at the cattle grids then the unthinkable happened. At the junction onto Kilnwick road the car cut out and failed to restart. We pushed it off and made it to the crossroads again only dropping 4 minutes however the car cut out again, another push start and a death rattle was clearly heard. We had inhaled some water into the engine on Cawkeld loop and the damage was evident. We were out. Now our attention turned to how we could get us and the car back to the finish at the Fergie Fawcett without it expiring completely. We managed to rattle our way along the route to the main Malton road (sorry if we held others up) we pushed our luck to dog kennel roundabout and further to the 1079 roundabout but then it gave up. A noxious smell of oil and steam filled the car and smoke bellowed out the exhaust it was clear the whit lightning was gone, Luckily Andy B and Mr Short were in pursuit and towed us to the finish (thanks chaps and Bert). We handed in our card and got a finish with 7 fails and 5 mins. When more crews returned unscathed a crowd slowly gathered to discuss the championship, Andy/Dan were class winners with 10 points, Roger/Andy with 9, Mark and Richard with 8 and Clint/John with 7. This sparked a frenzy of discussion about who claimed the drivers crown, I worked out the table from memory and found that Andy Smallwood had come top with 43 point, beating Clint into 2nd by a point 42, meanwhile Mark and Roger were tied for 3rd with 37 points. The navs played out like this I had come top with 45 points while Andy Stewart had leapt into 2nd with 37 points knocking John Brooks to 3rd with 35 points. Well done lads on a fine year 12 Carring, well be back next year I think Clint has unfinished business.

John Turnbull

Paddy was shocked at finding out all his cows had Bluetongue. 'Be Jeysus!' he said,

'I didn’t even know they had mobile phones!' ****************

Mick & Paddy are reading head stones at a nearby cemetery. Mick say 'Crikey! There's a bloke here who was 152!'

Paddy says 'What's his name?' Mick replies 'Miles, from London!'

**************** Two Irish couples decided to swap partners for the night.

After 3 hours of amazing sex Paddy says 'I wonder how the girls are getting on'

November Autotest NHMC

22 November 2009 It’s okay, I can manage By Howard Everingham

Haven’t done this for a while. Let’s see if the finger still works. The quick br*%$” (oh bugger!), ah, there we are. The constantly rotating choice of three autotest venues brought us back to Manor Farm in Burton Pidsea for only the second time. Each venue has its own little foibles. In this case it’s mud and sh**. Coupled with recent rain, the surface was damp and there wasn’t much grip to be had. No matter, after a long and sometimes weary season, it was nice to do an event without the pressure of having to score championship points and spend time with competitors who’re out to have fun (notwithstanding the ‘target’ on my back of course). For some strange reason, these events attract a turnout the ANCC Autotest Championship would be proud of. Probably because they all need an adrenalin fix. The range of experience stretched from the likes of Ken Sturdy and me to first timer Charlie Knapton in his Vauxhall Corsa. Test diagrams were by Roy Heath and Dave Short, Roy expressing his concern on how fledgling Charlie Knapton would cope with their complexities. They were trying to make the tests longer to increase the ‘mileage’ and reduce the time we take walking them. Following some consultation with myself and other competitors it was suggested that Charlie would be allowed to run with a passenger to point the way round. Furthermore, the first test (on a one test site) would be run six times to allow Charlie and a couple of other newish competitors to stand a chance of getting the test right. Ken Sturdy beat me to the start line (it’s standard practice for the most experienced competitor – me – to kick off the proceedings) and promptly took a cone penalty. He also showed the rest of us just how slippery it really was. Charlie surprised us by declining the offer to run with a passenger, so a couple of us placed ourselves strategically around the test in order to point him in the right direction when he became lost. To our amazement he took off like a rabbit, got the entire test right and posted a time 7th quickest from an entry of 14! Most embarrassingly, he beat Roy’s time by some 9 seconds. We left him to his own devices after that. Ken Sturdy and I were swopping fastest times and I was rueing my choice of tyres to start the day. It appears Yokohama have stopped making the 10” A008’s, all the Mini competitors use and I was down to my last two, which had only seen use on the Ken Wharton Memorial Autotest and an ANCC event the following day. The last order I put in to Minisport was in July and there wasn’t a sniff of them being delivered. Not sure when I would obtain any more tyres I decided to save the good ones I had for future championship use. So a pair of very worn A008’s, dug out from the back of the garage, were bolted on. They had a blue tinge round the outside edge so had been through a few heat cycles and were decidedly hard. I’d also taken some A032’s I normally use as ’wets.’ By the time the rain appeared, during the sixth run of the first test, I’d only managed to pull out a six second advantage on Ken. He was running a handy looking set of tyres on the front, which seemed to be giving him good grip. Charlie was still doing okay, but those damn cones kept getting in his way! After walking the next test I had intended to put the A032’s on, but it never happened as I had to run first. A mistake on my first run allowed Ken to pull 1.6 seconds back and I decided it was time to stick the ‘wets’ on as the rain was now persistent (that’s the clean version anyway). The A032’s are a bit strange when cold, but get a bit of heat in them and they’re fabulous! Notwithstanding my mistake on the first run, I blitzed my time by 5 seconds and started to pull away from Ken again. We had now reverted back to the standard procedure of running each test three times and Charlie struggled on this set, picking up three maximums. The next test was very similar to the previous one and a lapse in concentration saw me pause on the second run wondering where the hell I was. This allowed Ken to pull ½ a second back and break my string of fastest times since putting the A032’s on. He was starting to look menacing (he had that growly look on his face), matching my time on the first run. Over the three tests, there was only 2 tenths of a second difference between us. Charlie was still struggling, but starting to get it together. Tests 13, 14 and 15 were to be the last of the day, cold wet marshals and short winter days putting paid to running any more. No matter, it turned out to be the best one of the day and got me into trouble with Dave Short. I was telling Roy how much fun the test was when Shorty drew up in his car and overheard me. He thought I was winding him up because Roy had drawn it and called me something rude. The test had a couple of tricky reverse astrides, both of which should’ve been a left handbrake into them. Now most motorsport competitors are happy to handbrake on right lock - it seems the natural way to go in a right-hand-drive car. But there are times when this isn’t practical or quick – this test was just such an example. Some very interesting lines were being taken and not many of them looked quick. I didn’t see Charlie driving this test, but his times were impressive – it obviously suited him. He managed all three without penalty and his second and third runs beat some very established autotesters– he’s worth keeping an eye on.

After a very enjoyable day (for us, not the marshals) I took the win with 13 seconds in hand to Ken. Joe Sturdy would’ve finished just behind dad if he hadn’t blotted his copy book with a mistake on test 6. The resulting maximum dropped him to 5th behind Steve Young and Shorty. Even worse, had Joe finished third, he would’ve clinched the NHMC Autotest Championship. Ouch! Charlie’s last three tests pulled him back up to 12th from an entry of 14. Not bad for his first foray into Autotesting. Next NHMC event is the New Year’s Autotest at Reader’s Yard, Brandesburton. If you want to counter some of the Christmas excesses, dig out your best car and come along for a fun day dodging trailers. Robert Newlove usually arranges a day of winter sunshine (that’s definitely put the mockers on it now!), but you’ll need to wrap up warm. Results for 22 November 2009 POSITION DRIVER Penalties 1 Howard Everingham 685.4 2 Ken Sturdy 698.5 3 Steve Young 789.5 4 Dave Short 800.7 5 Joe Sturdy 814.4 6 Michael Wood 862.9 7 Rob White 887.7 8 Roy Heath 888.1 9 Robert Short 896.5 10 James Wood 913.9 11 Chris Newlove 914.6 12 Charlie Knapton 1037.1 13 Andrew Scott 1049.7 14 Ashley Oliver-Scott 1106.5 Rallying, The Golden Age, Nostalgia Page

Please help section. Send in your own letters for the next issue. This month, we received a letter from a desperate lady requesting some advice. I hope you can help me. The other day, I set off for work leaving my husband in the house watching TV. My car started stalling and then it broke down about a mile down the road and I had to walk back to get my husband's help. When I got home, I couldn't believe my eyes. He was in our bedroom with the neighbour's daughter! I am 32, my husband is 34, and the neighbour's daughter is 19. We have been married for ten years. When I confronted him, he broke down and admitted that they had been having an affair for the past six months. He won't go to counselling and I'm afraid I am a wreck and need advice urgently. Can you please help? Sincerely, ********? Dear ********? A car stalling after being driven a short distance can be caused by a variety of faults with the engine. Start by checking that there is no debris in the fuel line. If it is clear, check the vacuum pipes and hoses on the intake manifold and also check all earth wires. If none of these approaches solves the problem, it could be that the fuel pump itself is faulty, causing low delivery pressure to the injectors. You may need to book your car in at the garage for an engine system test. I hope this helps.

Howie , concentrating hard down on the farm.

Nostalgia Page s What pictures do you want to see next time? Send some please !

Dave Broadbent / Mike Petch on the 1986 Maple Garag e Beaver Rally

I am sure many of you know where this picture was t aken!! Look at the crowds!!