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Editorial Exhaust

Oh, be very concerned...

Proposed Ontario Bill 241 - Road SafetAct contains the following (Sectio172.2):"No person shall drive or permit to bdriven on a highway a motor vehicle wita prescribed part, containing a prescribe

substance or equipped with prescribeequipment in prescribed circumstances."

While I understand the Honourable ErniEves is trying to control the street racin

population with this act, the section iquestion does not directly penalize thesillegal racers, but instead burdens amateucar enthusiasts, sanctioned racers anrallyists alike with the threat o

punishment for modifying their vehicle tgain a competitive edge at a Solo I, Solo Ior Performance Rally events.

So what can we do about it? Craig Sek

Suggests writing to your MPP and ThMinister of Transportation for the Provincof Ontario:

The Honourable Norm Sterling,Minister of Transportation,Ferguson Block, 3rd Floor, 77 WellesleStreet West,Toronto, Ontario M7A 1Z8

Now where did I put my pen?

Cover Image: MCO Rally Competitors aTall Pines 2002 by Craig Hamm

Motorsport Club of Ottawa

Founded 1949

Founding Member CASC 1951

Incorporated 1953

2003 MCO Executive

President andOntario Race Organizing Rep.

Ron WoltmanH: (613) 831-8682

C: (613)75 [email protected]

Vice-PresidentBennett Leckie

W: (613) 822-1765 [email protected]

Directors

Open WheelRick Miskiman

H: (613) [email protected]

Closed WheelRichard Muise


RallyCraig Hamm

H: (613) 727-3192W: (613) 596-7107

[email protected]

MembershipPatrick WeightmanH: (613) 831-3749

[email protected]

TreasurerRobert BensonH: (613) 837-2051

[email protected]

SecretaryJohn Powell


Solo-IIGreg Kierstead

H: (613) 274-3942W: (613) 765-9167

[email protected] Liasion

Jeff GravesH: (613) 838-8348

[email protected]

KartingPaul Swinwood

W: (613) 237-8551 [email protected]

Hotline(613) 788-0525

Website

www.mco.orgmaintained by Rob Microys

Hosted byAnjura Technology Corporation

General Meetings

Louis's Steakhouse1682 Cyrville Rd., Ottawa, ON

FirstTuesday of every monthAll are welcome

M.C.O.P.O. Box 65006,

Merivale Postal OutletNepean, ON K2G 5Y3

The LINK is the official publication ofthe Motorsport Club of Ottawa. Theopinions expressed in the LINK do notnecessarily reflect those of the LINKEditorial Staff or the Club's Executive.Though all efforts are made to ensurethat facts stated in the articles hereina r e a c c u r a t e , t h e i n d i v i d u a l c o n t r i b u t o r s s h o u l d c h e c k t h eaccuracy of the ir ar t icles pr ior tosubmission.

DEADLINE FOR SUBMISSIONS:18th day of every month.

Ontario Race Committee RepCindy Armstrong


Club Merchandise Co-ordinatorWarren Haywood

[email protected]

Club Display Co-ordinatorJean MacGillivrayH: (613) [email protected]

LINK [email protected] Atos


1

January 2003

ADVERTISING RATESMembers are welcome to submitclassified advertisements for non-commercial purposes free of charge.

Members may also submit businesscard-sized advertisements for theirbusinesses free of charge. These willbe published space permitting.

Business ads: $400 - full page$200 - half page$100 - quarter page$ 50 - business card

The rates are for one year, can includecolor ads for the web edition, and in-clude direct links as a sponsor fromhttp://www.mco.org

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January 2003

Time Allowance Rulefor 2003

by Craig Hamm

There are several changes to the2003 Rally Rules and Regulations.In this article I describe one of themore significant changes the in-troduction of the "Time Allow-

ance" (TA).

When a team determines that theyare, for example, 4:30 (mm:ss) latewith respect to the prescribed routebook schedule, the most appropri-ate course of action is to obey allrules of the road, not exceed theprescribed average speed (CAS)and to accept the penalty at thenext control (checkpoint). It is thatsimple. It seems to be a fact of hu-man nature than when the clock isticking and one is on a competitiveschedule (as we are in road rally)most will in fact attempt to makeup some, or all, of the 'lost time' byexceeding either the prescribedCAS, or even the legal speed limit.This presents a danger to the com-petitor, the public, and to the via-bility of rallying itself, particularlyshould anything go 'seriouslywrong.'

One of the ways we propose to ad-dress this problem is the TA. Whatis a TA? It is a mechanism availa-ble to the competitor whereby theymay nullify lost time by SIMPLYrequesting, in the above example, a4.5 minute TA at the next openroute control (checkpoint). Thismeans that it is NOT necessary tomake up for lateness by speeding;all one needs do is account for thistime by requesting a TA!

Is the TA simply a copout? Tosome extent perhaps it is. Howev-er, changes to the club and eventinsurance (particularly rates andperceived risk) have made this ap-proach more relevant than ever.Recent events within the club dem-onstrated what can happen whenmaking up for lost time. Fortu-nately there were no injuries. Thedetails of the use of the rule are de-

signed to limit abuse and maintaina competitive environment. Thecompetitors must still:a) understand how they are doingwith respect to the organizers in-tended route and schedule;b) be able to account for every sec-ond of the lost time;c) cross the control marker within

the proper time window to zero thepenalty, with or without the use ofa TA;d) control locations are still un-known to competitors, making lastsecond TA calculations difficult ifnot impossible.

For teams where the driver is notskilled enough to maintain the pre-scribed average speeds, the TAwill 'limit the damage' to theirscore, even if they do not zero the

penalty at the control. This easesthe burden on neophytes and letsthem learn in a more risk free envi-ronment. The burden shifts, thenavigator must now also be able tocalculate an appropriate TA, ac-counting for all the variables andthe driver must still maintain CASso that they cross the timing linewithin the correct time window,accounting for the correct TA.

Four MCO rallyists experiencedthe TA during the Return of theRoute of All Evil, a SCCA Divisio-nal Road Rally, last June. TheTA's were neither perplexing, com-plicated, nor cumbersome for ei-ther competitors or organizers.They are not complicated.

My personal view is that in factTA's allow the organizer to main-tain brisk (yet quite legal) averagespeeds in the rallies, since now

there is no valid reason for a com-petitor to exceed the requestedaverage - they can request a TA.Most of us enjoy brisk events, andthis new rule will help to preservethem while still mitigating risk,both to the public and competitors.The only other choice is to lowerthe average speeds for everybody,and this would be somewhat unpa-latable to the core group of com-

petitors.

Checks and balances. You cannotsimply get your routebook, pullover to the side for 18 minutes anddo all your calculations, and take a18 minute TA at the first route con-trol. Here are the basic rules:a) All teams start with a TA-budget

of 19.5 minutes for the event.Those that choose to burn most ofthis off in one sitting will be out ofluck when they need to change aflat tire, or recover from an offroad excursion, or wrong turn, andfind they are out of TA time in theTA-budget. The TAs are for usewhen you NEED them.b) TAs are not permitted at the firstroute control (unless there is aforce majeur).c) The TA budget of 19.5 minutes

will keep you just within max late-ness, assuming you were 'zeroing'most controls (no penalties).d) You can only take a TA on the30 second mark of the minute.One cannot ask for a 4 minute 8second TA because you realizedyou were 4:08 late at a checkpoint.We are not so kind.e) Depending on the SupplementalRegulations, an organizer may ap-ply a small penalty for using a TA,in which case you would neverzero the control.f) Checkpoints (controls) will stillclose at the same time as before thedays of the TA.g) If you are delayed, and observedto be delayed by the control mar-shal you can be granted a small TAfor the exact amount of the delay.The marshal is a Judge of Fact,false claims will not be considered.Baulking in sight of a control is nota legitimate delay.

Example. Taking the 4:08 late ex-ample, you could ask for any TAon the half-minute. The availableTA's are thus: 0.5, 1.5, 2.5, and soon up to 19.5 minutes. If you askfor too much TA, your adjustedscore will show you arriving late!If I am 4:08 late at the control, andask for a TA of 3.5 minutes this(continued on page 13)

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March 2001January 2003

MINUTES OFMEETING

M.C.O. Monthly GeneralMeeting

December 3rd 2002Louis's Steak House, Ottawa, Ont.

PRESENTExecutive: Bennett Leckie, Vice-President; Bob Benson, Treasurer;Rick Miskiman, Open Wheel; Ri-chard Muise, Closed Wheel; CraigHamm, Rally; Jeff Graves, Solo I;Paul Swinwood, Karting; WarrenHaywood, Club MerchandiseCo?ordinator; Rob Microys, Web-site Administrator; John Powell,Secretary.Members: Sufficient memberswere present for a quorum.

ABSENT WITH EXCUSESExecutive: Ron Woltman, Presi-dent; Greg Kierstead, Solo II; PatWeightman, Membership; JodieShay, Membership; Mark Atos,Link Editor; Jean MacGillivray,Club Display Coordinator.

NOTES1. The position of Public RelationsDirector is still vacant.

2. Copies of documents marked"Att." are filed with the originalcopy of these minutes.In the absence of the President, theVice-President opened the meetingfor business at approximately 7:10p.m..

GeneralBennett Leckie noted the absenceof the President, who was no doubtsojourning in warmer climes, andwelcomed members and guests.

Solo IJeff Graves informed members thatSolo I is currently investigating arevised classification system for2003, and further information willbe made known when available.

Slush n' SlideJeff also reported on the Club Win-ter Solo II Series as follows:- The Co-organisers will be Warren

Haywood and himself.- There will be four events, tenta-

tively scheduled for Jan. 11thand 26th and Feb. 8th and 23rd,and two "rain dates".

- There will be four classes; FWDand RWD stock, and FWD andRWD racing, with no studs per-mitted. On a question from thefloor on how racing cars wouldbe determined, Jeff replied thatthe criteria would be those vehi-cles equivalent to Solo I class BModified or higher, those pre-pared for Ice Racing, and similarvehicles.

RallyCraig Hamm reported as follows:- There were 18 or more MCO

members and guests who helpedat the recent Tall Pines Rally inBancroft, which constituted 10%of the workers, and they worked25% of the rally. There were al-so four or five Ham radio opera-tors. MCO competitors' storiesare in the current Link (ed note:December 2002 issue), and theCARS web site has details on the

TV broadcast of the Rally. Craigalso modelled some of the TallPines worker gifts, including afetching toque and scarf.

- He next reminded those presentthat the November MississippiValley rally has been moved toJan. 11th 2003 due to the organ-iser's current work commit-ments.o The next meeting of theRally Group will Dec. 12th at6:30 p.m., and on the followingSaturday there will be an MCO

Rally Party at O'Connor's in Ka-nata (all members welcome).- Craig then mentioned that Greg

Brady needs information on sus-pension set-up, and with all theexpertise in the Club, Craig sug-gested that perhaps a member ormembers could organise a semi-nar on suspension basics.

- He closed by noting some up-coming events, including a per-

formance rally, and that effectivein 2003 there will be a require-ment for a National Rally Li-cence, including a medical and astress test for those over 45.

Closed Wheel- Richard Muise gave an up-date

on the proposed Touring Car ser-

ies. Races at regular events willbe one of 40 min. plus a sprintrace of 20 min., and at pro week-ends will be one 1 hr. endurancerace.

- There was some discussion on theintroduction of transponders in-cluding;

- Nigel Mortimer commented onthe lack of a warning on their in-troduction.

- Rick Miskiman advised membersthat CASC had arranged a groupbuy, but orders must be placedby next weekend.

- Transponders can be rented fromCASC on a per-race basis.

- Nigel commented that the cost ofa transponder equalled the entryfee for a race weekend, yetCASC decries the lack of entries.

- Richard Muise then announcedthat CASC is considering thepublication of a Regional racingmagazine.

- He next announced that changeswill be coming to roll cage speci-fications over the next three orfour years, with some probablyintroduced for 2003.

- Finally, Richard announced thatsound level readings will not betaken next year, and some mem-bers speculated on the reasons.

At this point there was a breakfrom approximately 7:40 to 7:55p.m.

Winter Driving SchoolsPaul Swinwood gave a progress

report as follows:- The track has been plowed and

groomed, and is the same basiclayout as last year. There shouldalso be a skid pad, and there isthe possibility of a "specialstage" for rally practice.

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- There has been a positive re-sponse for potential instructorsand workers, and any others whoare interested should contactPaul.

- There is a possible major conflicton Sunday, Jan. 12th, as the Ot-todrome is planning on runningan enduro on the oval.

- We will have the use of the trail-ers for instruction and as shel-ter.Earlier in the meeting RichardMuise informed members that hewould continue to act as Regis-trar for a few more days, untilthe return of Jaak Laan.

Ottodrome Road Course andDrag StripPaul advised the meeting that inaddition to the drag strip, the Otto-drome is interested in building a2.5 kilometre road course withinthe next few years. Jim Holtomnoted that he lives in Stittsville andthat on summer nights the soundtravels, and he wondered if therecould be noise issues. Paul repliedthat the Ottodrome say that theyhave all the necessary permits.

KartingPaul Swinwood next reported thathe had been asked to possibly puttogether a Karting event on an is-land off South America, that meet-ings will be pursued with NCKC toiron out our differences, and hewill initiate efforts to try to openthe track at Quyon for nest year.

TreasurerBob Benson reported that we have$39,621.00 in the bank, of which$4,985.00 is the reserve for theBook Fund. Bennett Leckie addedthat an auditor had been appointed.

Club Web SiteRob Microys reported that therehad been a short down-time, butthe web site is up and runningagain.

Club MerchandiseWarren Haywood showed some newstock he had received including ballcaps, pen box sets, rally "T"s, the ev-er-popular zipper pulls, and notedthat MCO golf shirts and travelmugs would be available soon.

Ted Powell Summer TrophyRacesBennett Leckie noted that theTPST Race meeting was saved byworkers not taking their subsidiesand income from Transport Canadafor the alternative-fuelled vehicleexhibit, otherwise it would nothave broken even. He suggested

that the race be pulled and replacedby a lapping weekend or somethingelse, such as a lapping school.

The meeting was adjourned at ap-proximately 8:10 p.m. on a motionby Richard Muise, seconded byChris Krepski.

Prepared by John Powell, Secreta-ry, MCO, December 11th 2002amended December 17th 2002.

Tel. 613-835-2910e-mail - [email protected]

Sponsor of the MCO Solo-II season

Ottawa Lynx at Jetform Parkwww.ottawalynx.com

http://www.plus1performance.com

Proud sponsor of theMCO Solo-II Timing Board

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January 2003

MINUTES OFMEETING

M.C.O. Executive Committee

November 19th 2002Louis's Steak House, Ottawa, Ont.

PRESENTExecutive: Ron Woltman, President;

Bennett Leckie, Vice-President; BobBenson, Treasurer; Rick Miskiman,Open Wheel; Richard Muise, ClosedWheel; Craig Hamm, Rally; JeffGraves, Solo I; Jodie Shay, Co-Membership; Mark Atos, Link Edi-tor; John Powell, Secretary.

Members/Guests: Marco Campa-gna, Audit Proposal; Sam Mandia.

ABSENT WITH EXCUSESExecutive: Greg Kierstead, Solo II;

Paul Swinwood, Karting; PatWeightman, Co-Membership; War-ren Haywood, Club MerchandiseCo-ordinator; Jean MacGillivray,Club Display; Rob Microys, WebsiteEditor.

NOTES1. The position of Public RelationsDirector is still vacant.2. "att." indicates documents attach-ed to the original of these minutes.

The President opened the meetingfor business at 6:35 p.m..

Other BusinessRon Woltman first addressed someadministrative items as follows:- He asked if any members wished

to move to other areas of responsi-bility. There were no requests, sohe then noted that we still need aPublic Relations Officer, andasked who would look after theHot Line. Rich Miskiman indicat-ed the he was really too busy to

continue, so Mark Atos bravelystepped forward.

- Next order of business was to re-mind those present to ensure theSecretary had current data on allCommittee members for theCASC list.

- The President then welcomed thenew members of the Executive,Richard Muise, Director andClosed Wheel liaison, and Jodie

Shay, Membership Co-chairman.- Richard Muise stated that the is-

sues of Lapping and Race schoolsneeded to be addressed, and Ronreplied that this would be done lat-er in the meeting.

CASC AGM (att.1)Ron Woltman gave a brief accountof the CASC AGM, including the

following:- He first gave an overview of the

new CASC Board of Directors(see att.). The new President willbe John Bondar, with Perry Ian-nuzzi moving up to Vice Presi-dent.

- MCO had the largest block ofvotes, at 20 out of 186. On thissubject there was some dissent be-cause of our decision to split affili-ation fees, and Laurence Polleymoved that our votes be reduced.

In the discussion, Bob Lobbangave the opinion that we were notin breach of the CASC By-laws,and the motion failed despite asubsequent opinion from Bob Var-ey that we were not complyingwith another provision.

- Ron Woltman then informed usthat he had subsequently movedthat the new CASC BOD resolvethe issue of fee-splitting with RSOas soon as possible, which wascarried. There then ensued a gen-

eral discussion on fee-splittingamongst the Executive Memberspresent, as follows:

- Ron Woltman suggested that as theissue was still up in the air, per-haps we should put the money foraffiliation fees aside pending someclear direction from CASC andRSO.

- Craig Hamm asked if this could bea problem for rallying members, towhich Rick Miskiman said thatthey can still direct their fees.Craig next asked what about mem-bers who wanted to both rally andrace, and Ron stated that we haveno answer yet. Bennett Leckiethen stated that is there any ques-tion of insurance status concerningRSO-affiliated members whoworked a CASC event, and vice-versa.

- Craig Hamm gave the opinion thatwe're under fire on this issue, andsuggested that a letter be sent to

RSO this effect. Ron Woltman re-plied that Laurence Polley had in-vited them to send a permanentrepresentative to CASC BODmeetings, but so far they had not.

- Bob Benson stated that this is a fi-nancial issue for CASC, eventhough they get a sizable incomefrom MCO in permit fees and oth-er levies from races, etc.. He gave

the example of $3,300.00 for theTed Powell Summer TrophyRaces, and we even had to pay formoving their trailer to Shannon-ville.

Audit Proposal (att.2)Ron Woltman asked Marco Campa-gna C.A., a co-worker of BennettLeckie at Hovey, to brief the meet-ing on the issues involved in con-ducting audits. Mr. Campagnaopened by stating that the principal

question examined is that of stew-ardship, and provided a handoutcovering his comments. He contin-ued as follows:- He recommended that organisa-

tions have a charter, by-laws, writ-ten policies and procedures, andan organization chart, as thesewould be required to measure per-formance and transparency of de-cision-making.

- Ron Woltman asked about the tim-ing and depth of audits for non-

profit organisations, and Mr Cam-pagna replied that it depended onwhat the organisation wanted. Hesuggested that for the first year itshould include procedures and re-sponsibilities. This would requiremore time, but would result in rec-ommendations for improvements.Limiting the audit to financeswould only indicate whether ornot transactions were covered by asupporting document, but notwhether or not they were appropri-ate. Mr. Campagna added that alot would depend on the timeframe of the audit and the state ofthe books and other items. Hewent on to say that we should pickan auditor and use them for subse-quent years, and the time requiredwould be approximately two daysplus the time to understand the or-ganization.

- Ron Woltman asked if Mr. Campa-gna could give an estimate of the

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costs, to which he replied that theywould be in the $50.00 to$60.00/hr. range. However, thetotal cost would be lower in subse-quent years as there would be few-er items to cover, and the auditorwould be more familiar with theorganisation.

- Bennett Leckie noted that we had

no written policy on mileage, butother items are supported by docu-mentation.

- Mr. Campagna stated that therewere three levels of audits. Thefirst was just the adding of thenumbers, the second included theforegoing plus "hot spots", and thethird was the previous two pluspolicies and procedures. He rec-ommended the third level for thefirst audit.

- John Powell asked whether we haddocuments such as an organizationchart and a policy manual, towhich Ron Woltman replied that amanual of procedures had beenworked on in the past, but it'spresent status is unclear. Mr.Campagna added that if suchbackground material existed, itwould save money on the audit.oRon Woltman asked the meeting ifwe should commission an audit, orjust a review. The general consen-sus was an audit.

- Rick Miskiman then raised the is-

sue of cost (approximately$800.00 to $1,160.00. for twoeight-hour days - Sec.), and a gen-eral discussion ensued regardingour accounting for event expenses,policies, etc.

- Ron then asked what we shouldgive Mr. Campagna in the way ofbooks, recepts, statements, etc.,and Bob Benson said he would li-aise with Mr. Campagna to pro-vide what he needs.

- Ron next asked for a vote on a full

audit to be conducted by Mr.Campagna, to an upset limit of$1,500.00. Carried.

MembershipThe first topic raised was the designof the membership applicationforms. One version shows a box formembers to direct their affiliationfees, while the other only containsone for members to indicate their"interests". This engendered a dis-

cussion on the following:- There were several comments in-

volving club members being"members" of one affiliated gov-erning body, especially regardingparticipation in the other's events,as previously raised in the discus-sion on the CASC AGM.

- John Powell voiced the opinion

that from his review of the variousBy-laws, it is clubs that are nor-mally the members of the govern-ing bodies, not individuals. Aslong as someone is a member ofan affiliated club, he/she should beable to compete in all events runby CASC and RSO, and probablyOKRA as well, although their by-laws were not part of the Member-ship Policy Review.

- Also discussed was our system ofmembership anniversaries, andwhether or not this could compli-cate entries in events where thegoverning bodies operate under acalender year.

Solo IJeff Graves informed members thatinterest has been expressed in Solo Iquarters regarding the prospective ofMCO organising such an event in2003. He was not sure of all the de-tails, but had indicated that the Clubmight be interested in co-organisingan event in 2003, and organising our

own event in 2004. In the discus-sion that followed, the followingpoints were raised.- Richard Muise asked about organi-

zational issues and budgets, andJeff replied that it would be a jointinterest with under ten peopleneeded to organise a weekend.

- Ron Woltman enquired as to whatthe Club would have to do, andJeff said that it would only involvecoordination, and it was not ahuge undertaking.

- Rick Miskiman asked if we couldhold an event in Ottawa, to whichJeff replied that we could if wehad a facility, and that some hadexpressed an interest in competingin an event here. Ron Woltmanclosed the discussion by askingJeff to pursue the matter and ob-tain more information.

2003 Track EventsRichard Muise stated that he had re-ceived enquiries regarding MCO or-ganised lapping schools and testdays, which resulted in a discussionon events or combinations of events:- Bob Benson noted that two day

events alone are a drain on theClub's finances and workers, and

we should do either a lappingweekend or a race but not both.He added that a race is too muchwork and money for the return tothe Club, while CASC assumes norisk and gives nothing in return.On a personal note he added thathe couldn't be both the treasurerand look after the race budget ashe didn't have the time.

- Ron Woltman stated that he wastaking our concerns to the OROmeeting in Toronto, but that July5th and 6th was a good weekendand we will be taking those datesfor whatever we decide to run.

- (?) mentioned that he had heard ofanother track in Quebec besidesMt. Tremblant, but no one presentknew which one it was.

Worker PointsBennett Leckie proposed to reinstatean older system whereby event or-ganisers would document informa-tion on those who worked eventsand the duties they performed, and

supply such information for the an-nual worker awards. There wassome discussion as to whether or notthis would work as it be more workfor event organisers, and it was real-ly the worker's responsibility to sub-mit his or her information. The top-ic was closed with no resolution.

TreasurerBob Benson provided a brief report,stating that we currently have ap-proximately $41,000.00 in the bank.

RallyCraig Hamm was equally succinct,noting that we had 19 members whohave volunteered to work our stageat the Tall Pines rally.

The meeting was adjourned at ap-proximately 9:45 p.m..(08:45?)

Prepared by John Powell, Secretary, MCO, Novem-ber 23rd 2002, amended December 12th 2002.Tel. 613-835-2910; e-mail - [email protected].

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MiscellaneousRumblings II

John Powell

1. "You don't know what you'vegot 'till it's gone "especially if it's your windshieldwashers - in winter! It's hard to be-

lieve that at one time cars didn'tcome with windshield washers.They were almost unknown in the'50s, and were only an aftermarketitem (read CTC) or dealer option inthe early '60s. I remember havingto install them on a couple of mycars. By the mid '60s however,they had started to become stand-ard equipment, mostly on imports,as was usual with safety items.

Well, the windshield washers went

on the Vintage Stock Van in lateNovember. By the way, that's Sus-an's theatre company, not the van.It's an '83 GMC Vandura, andwhile it may be stock, it's anythingbut vintage! Anyway, after muchtime with a Haynes book wiring di-agram, test leads, and a circuit test-er, (I hate wiring problems) itturned out to be the combinationswitch on the steering column.

Now this meant removing thesteering wheel and tearing apart thewhole upper steering column, withall those springs, lock rings and re-tainers, turn signal self-cancellingcams and pawls, wiring connec-tors, and the combination switchand stalk. And with all those gub-bins floating around (or flying ifthey're spring loaded - which someof them are), and working in apoorly-heated garage with a dirtfloor, you just know that you're

going to lose something important.The other option was to install aseparate switch, which may not bequicker, as I do have pullers, etc.,but it would be easier, with no riskof lost parts, and cheaper. So I gota Crappy Tire push-button switch,tracked down the hot wire to thebase of the steering column, andwith a bit of drilling and soldering,in it went - and it works! Ilearned something too. Don't twist

the knob on the push-button switch- it releases and comes out in yourhand! So I put a "PUSH - DON'TTURN" sticker next to the switch,otherwise someone is sure to for-get, and

2. What's in a Name?We all know that names are sup-posed to mean something, or atleast they once did. They wereoriginally used to denote some-one's or something's properties,values, and for a person or animal,some significant or spiritual aspect.And this was common to all lan-guages. For example, my ownname, John in English, is of He-brew origin, and has the meaning"beloved of God", or a similarsense. In Cymraeg (Welsh, for you

Saxon barbarians) "Morgan"means "from or of the sea orocean" (mo^r = sea or ocean: theaccent's supposed to be over the"o", but I don't know how to get itthere), and Captain Morgan, the pi-rate, was thus well-named No lesssignificant is the spelling of names,as they mark a person for life. Tochange a letter or two can changethe meaning, and not always forthe better!

What, then, of cars? Some, like"Firebird" (the Phoenix) are prettyobvious, as are those that simplygive a technical description; Volvo245 - Model Series 240 with 5doors, and thus a station wagon.And all this makes me wonder howthe following names were chosen:

AchievaRight. Meant to attract someageing upwardly mobile yuppiewho still wants to make it but

hasn't? (If he had, he'd be driv-ing a BMW!) And if it keepsbreaking down, is it an "Unda-Achieva"?

CelebrityAnother wannabe "image" name.When was the last time you sawor heard of one driving one?

CierraThis name could mean "I'm a

General Motors B-O-P marketer,and I don't know how to spell'Sierra'". Either that or it's someobscure word of Italian, Spanishor Celtic origin (chierra? Kier-ra?). Or it could be that they'rejust trying to steal some thunderfrom the success of the TruckDivision's Sierra?

CorollaEvery time I see this one I think"What's the corollary of a Corol-la?" "That it exists in space andtime?" "That someone doesn'thave to walk?" Well, when Ilooked this one up I found thatit's actually a real word, and Ilearned something. Accord-ohno, not another one-ing to theOxford, the only dictionary of

the English language in all it'sforms, it's a botanical term mean-ing "Whorl of leaves (petals) forming (the) inner envelope of(a) flower", and it's derivation is"L, dim of corona crown". Sothere you are. A Corolla is eithera part of a flower, or a littleCrown. (For Toyota fans, punintended.)

CorvetteNamed after a World War II con-

voy escort and anti-submarinevessel. They were reasonablyfast, manoeuvrable, and wellarmed, and as part of a Hunter-Killer Group, they could bedeadly. But they were alsosmall, smaller than a Destroyer,and cramped, and the way theyrode the waves was said to be theorigin of the development ofGravol.

Elantra

"Elan" I know. It means to dosomething with dash or daring,being vivacious, or as the Italianswould say, "con brio". TheCharge of the Light Brigade(short history lesson follows)was carried out with lan, de-spite it being a military cock-upof the first order, due to poorcommunications and judgement.Light Cavalry were skirmishers

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scouts, and charging fixed posi-tions was the job of the HeavyCavalry, who did, in fact, capturethe Russian guns the next day.The reason the Light Brigade gotas far as they did was largely dueto their "lan". But Elantra? Ihave a mental image of a Bud-dhist monk chanting his mantrawhile wearing a tux and holdinga glass of champagne. Not ex-actly the same thing, is it?

Grand PrixIf it's a fwd Pontiac it ain't grand,and it's sure no prize either - Iknow, I had one. The nearestthis car will ever get to a GrandPrix of any kind is the spectatorparking lot!

GTOThis is for Classic Car fans. It isan Italian acronym for "Gran Tu-rismo Omologato", as in a grandtouring car homologated for rac-ing under FIA rules. When ap-plied to a Ferrari 250 GTO, forexample, it is an appropriate ap-pellation. But to a Pontiac? Asthe old saying from the late '60sgoes, "When is a GTO not aGTO? When it's a Pontiac!".

VolvoO.K., let's have a go at what usedto be my favourite car (the140/240 series). I was once toldby someone more learned in Lat-in than I (I failed Latin - severaltimes), that "volvo" is the firstperson singular (or was that plu-ral?) for "I roll". And the mean-ing of that depends on the con-text, doesn't it? Does it mean"I'm rolling along" or "oh sh*t,I'm rolling over"?

XTerraNow what is this supposed tomean? Out of the bowels of theearth? Like a worm or mole? Orperhaps like some god of the un-derworld? Or made from dirt?

O.K., that's enough silliness fornow. But there's lots more, andthey'll probably pop up in this col

umn on those occasions when Ineed a filler. And I'm sure you canthink of some favourites too, sowhy not let me know, and I'll putthem in the next list. Send them tome at [email protected].

3. "Pop! Goes the Weasel"Air bags are often touted as a won-derful safety innovation, but I'vealways wondered about this. Theywere mainly developed for theAmerican market, at the instigationof their insurance industry, becauseAmericans have the Constitutionalright to be injured or killed in a ve-hicle crash, thus costing the insur-ance industry lots of cash. Youdon't really think they were inter-ested in the people involved, doyou? So, Americans can't be

forced by law to wear such thingsas crash helmets and seat belts, asthis would infringe on their indi-vidual freedoms, but they are freeto burden themselves, their fami-lies, and society with massive med-ical bills and funeral expenses!And because the US is such a vastmarket, the rest of the world is alsosubjected to such "passive" re-straints as front air bags and nowside air bags, with yet more tocome. (Head air bags? Bum air

bags?) Why don't they just devel-op a system that instantaneouslyfills the interior of the car with ex-panding Styrofoam, thus immobi-lizing all objects within, both ani-mate and inanimate?

O.K., let's have a look at the prosand cons of airbags. Well firstly,they can save lives in severe crash-es. Then there's are there anymore? Oh yes, they don't "restrictmy movement" nor "wrinkle by

best suit or frock". Now the cons.Some of them have had a nastyhabit of killing and injuring smallchildren in the front passenger'sseat, and they can injure largerpeople if they're not properly belt-ed in. In addition, when detonatedthey have been known to injurehands, wrists, arms and shoulders,and cause abrasions on bare skin.They can also temporarily damage

hearing. After all, when they gooff it is somewhat like a small ex-plosion in an enclosed space, andI've been around a few explosions,so I know what it's like. They onlyinflate once in situations severeenough for them to be triggered,and this is a distinct drawbackwhen it comes to secondary im-pacts, which are more the normthan not,. They are expensive toreplace, as even the best home me-chanic is not equipped nor certifiedfor such a job. And while theydon't "restrict my movement", theydo nothing to hold the driver inplace while trying to avoid thecrash in the first place. But they dosame (some) lives.

What then, about seat belts, and

here I'm talking about a lap andshoulder harness. Let's deal withthe cons first. Despite being re-quired by law in some jurisdic-tions, there's no way to make surepeople wear them, or wear themproperly, short of having a cop rid-ing shotgun. They do "restrict mymovement" and "wrinkle by bestsuit or frock" somewhat, and in acrash, they can cause some bruis-ing. They must also be replaced ifthe impact is severe enough to

stretch the webbing, but can be in-stalled by a reasonably competentshade-tree mechanic. By the way,your insurance probably won't payto replace them, which has alwayspuzzled me. (I don't think they'llreplace air bags either, even thoughthey pushed for their adoption.)Finally, and this is most commonon American cars, the spring load-ing on the retractors is not strongenough to hold them snugly to thebody in normal driving. What they

do, and do well, is: keep the driverin his or her seat to enable him orher to better control the vehicleduring cornering, or more impor-tantly, while manoeuvring to averta crash; restrain the occupants ofthe vehicle in both primary and allsubsequent impacts; and, except inthe most serious of crashes, leavethe occupants in a sound enoughphysical and mental condition for

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them to attempt to escape thewreckage. And they have savedmany, many lives the world over.

Vehicle safety is an important con-cern to most people in developedcountries these days, but it was notalways so. Up to the 1920s, andespecially in Europe, most moto-rists were either rich, famous, oraristocrats. To the workingclasses, then the vast majority ofthe population, vehicle safety wasalmost a non-issue. After all, whocared if a few Aristos killed them-selves; they weren't trained to douseful work anyway, so theywouldn't be missed. From the'twenties to the end of the SecondWorld War, thanks to such men asHenry Ford (US) and Herbert Aus-

tin (UK), automobile ownershipbegan to trickle down to the upperand then lower middle classes, andin North America, some in the up-per levels of the working class. In-terest in vehicle safety thus grewsomewhat, leading to such thingsas all-steel bodies and hydraulicbrakes.

In the post-war boom, car owner-ship mushroomed, reaching downto all of the working class (who,

with higher-paying jobs, now be-gan to think of themselves as"middle class"), first in NorthAmerica, and about a decade later,in Europe. But a funny thing hap-pened on the way to the car-port;even with ever grater numbers ofvehicle owners, interest in safety,especially in North America wasalmost a non-issue. In the mid-fif-ties, Ford tried to introduce "safetyseat belts" as an option, and it was

a marketing bomb. Consumersthought that if Fords needed seatbelts, then they must actually beunsafe! There was a little more in-terest in the UK and Europe, asseat belts were quietly introducedon many cars, and starting in thelate fifties, the MG Car Companyused the slogan "Safety Fast" intheir advertising brochures.

Then, in the mid-sixties, cameRalph Nader and "Unsafe at AnySpeed". The book is still interest-ing reading today, and he was bangon in most of the points he raised,although I do take exception to hiscomments about the '59 to '64 Cor-vair. Its handling wasn't nearly asbad as he claimed, as his roll-overshad to be contrived with things that

only a really stupid driver woulddo, such as run dangerously under-inflated tires. He neglected tomention that in '65 and later mod-els the swing-axles were replacedby a true independent rear suspen-sion, and they were thus one of thebest-handling cars ever producedin North America. And he forgotabout the VW Beetle, which con-tinued to use swing-axles, and suf-fered from exactly the same han-dling defects as the early Corvairs.

But Nader did raise public con-sciousness through his battles withthe Big Three automotive compa-nies, and his fights in the legal andpolitical arenas in the US. Hiscause was also discovered by theUS insurance industry, who real-ised that the rising toll on the high-ways, in deaths, injuries and prop-erty damage, was costing thembundles of money. Automotive

safety thus became a two-prongedmovement, one involving publicconcern, the other emanating fromthe halls of corporate capitalism,and this movement is still with ustoday. In fact, automotive manu-facturers are now also on-side, ifsomewhat reluctantly, as they real-ise that vehicle safety has becomea plum marketing tool! Thus weare brought back to air bags andseat belts. And for myself, I feelsafer in my RX7 with a roll-cage, agood racing seat, and a five-pointharness, than I do in any vehicleequipped with air bags!

4. Parting ShotYou know, I really can't help it.They just keep on giving me am-

munition! What with "retro" cars,"retro" drills, and the like, the mar-keting gurus just leave themselveswide open to my acerbic wit. (Orwhat I like to think of as such.)

The most recent is from CanadianTire, from whom can be had forthe Christmas Season (GiftingSeason?), while quantities last, thelatest design in a mechanic's creep-er. It has "a built in tool kit, withratchet and sockets, tire gauge, fil-

ter wrench, and more!" Nowwhere is this tool kit located, I hearyou all asking, with baited breath?Perhaps in a nifty fold out com-partment or compartments alongthe side rails? Well, not exactly.Actually, nowhere near exactly.It's located just about where yourbum would be when you're lyingon the creeper, with the access cov-er underneath you! Now where didI put that filter wrench?

MCO General Meetings - 7PM, First Tuesday of every monthExecutive Meetings - 6:30PM, Third Tuesday of every month

LOUIS' STEAKHOUSE1682 Cyrville Road (613) 741-2130

From the 417, take the Innes Road exit (by 417 Nissan and Costco)

all are welcome!

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January 2003

A Quick Look atOil Tests

(reprinted from "TheAg-Dealer" Summer 2002,

who apparently culled it fromwww.soslube.com)

How does a company test its oil

without slanting or influencing theresults to favour its product over acompetitors? All lubricant manu-facturers use the industry standardset of tests for various operatingneeds of a particular oil. Thesehave been set up and standardizedby the American Society for Test-ing and Materials. There are teststo measure cold pour points, coldand hot viscosities, friction andwear control, gear oil film shear re-sistance and volatility loss. All

these tests are assigned a specifictest number, a specific set of stepsto follow and a specific list of pa-rameters.

It matters not whether its Shell,Esso, Castrol or Amsoil doing thetest, it will be carried out the sameway in each companys labs.

The first test that comes to mind istesting the shear resistance of gearoil film in a hypoid gear sets ofyour differential. Youve likely hada salesperson drop by your placetrying to sell you their best-in-the-world oil additives they claim willdo everything. The little electrical-ly-driven machine (sometimes re-ferred too as a one armed bandit)has a turning shaft with a bearingrace on it that comes up against astationary wear point. With levers,and in most cases weights to meas-ure applied pressure, the salesper-

son shows you how their super ad-ditive makes your ordinary petrole-um oil into super oil. Only oneproblem: the demonstrators usuallyuse motor oil, and motor oils arentdesigned for oil film shear resist-ance because oil film shear forcesarent applied to oil used for inter-nal moving parts of an engine,transmission or hydraulic system.The machine, called a phalanxbreak machine, is designed solely

for testing the shear resistance ofgear lube oil.

In the hypoid gear set of differen-tials, the crown and pinion gearscome together or mesh with a slid-ing and ripping action under severeload stresses. This action, alongwith heat from friction, tends to

rapidly shear and degrade the lubri-cant and its protective film. Hereagain, in laboratory conditions, thistest is designated a specific testnumber and such things as oil tem-perature, a specific run-in time be-fore test pressure is applied and allthe other test parameters are fol-lowed sequentially and precisely.Theres another myth blown out ofthe water.

With this test, you can readily seethe advantages of using a top quali-ty 2000 Series 75W90 or 75W140gear lube in your various differen-tials. The two main advantages ofusing synthetics are: first, they re-duce friction and wear, which low-ers operating temperatures 20 to 30degrees Fahrenheit and increaseyour equipments fuel efficiency.Second, synthetic lubes can beused three to six times longer thanpetroleum lubes. A side benefit is

that the synthetic product doesntphysically shear back in viscosityor break down into a black andgrungy mess, as Im sure youveseen each time youve drained pe-troleum gear lube from your differ-entials and planetary drives.

When synthetic additives eventual-ly deplete to 30 per cent of newand are due to be changed, theylook much like they did when in-stalled, even though theyve lasted

up to six times longer than petrole-um lubes. Synthetic lubes do notshear back or lose their high-endviscosity as petroleum productscan do.

Now in motor oils and other testingfor wear and lubricant film protec-tion. Two machines are used forthis. One is the phalanx journaltester with the ASTM test No.

D3233. It uses a turning journalshaft running in a pressure oil bathat a designated temperature for afive-minute period.

The journal turns while under pres-sure from two V-blocks on eitherside, with pressure added little bylittle mechanically (that is, not by

hand).

The second test apparatus is theShell four-ball wear test, withASTM test No. D4172. This ma-chine tests for anti-friction and an-ti-wear, lube and additive capabili-ties, and coefficient of frictionmeasurements. This machine hasone ball rotating against three sta-tionary balls under specific condi-tions of pressure, temperature, rev-olutions per minute and duration.At completion of each test, thewear scar size is measured on thestationary balls. For an example, afour-ball wear test of Amsoil syn-thetic Series 3000 5W30, Mobil 1synthetic 5W40, Shell Rotella T15W40 and Cummins premiumblue 15W40 gave these scar sizes:Amsoil, 0.391mm; Mobil,0.41mm; Shell,0.683mm; andCummins,0.707mm. The lower thenumber, ( the smaller the scar) the

better the protection.

Next is the cloud or pour point test,using a Fisher tag machine andASTM test No. D97. This machinelowers a measured amount of lubri-cant to a cold temperature until thepetroleum oils start to cloud. It alsoshows the temperature at whichwax crystals start to precipitate out.

Remember, theres no wax or var-nish in synthetics. The tester then

continues to lower the temperatureuntil the lubricant, whether petrole-um or synthetic, will not pour orflow. This is called its pour point,or the temperature at which thelube wont flow.

Synthetic 15W40 motor oils havepour points as low as -45degrees C,compared to a petroleum average(continued on page 12)

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January 2003

MCO: The First Fifty Years

Only $35 for this important book!Plannning for a delivery of 300 numbered copies. It is a hard-covered coffee table style book

recounting the long history of motorsopts in Ottawa and the regions. With 150 pages, everythingand everyone is included. Don't miss out on your copies!

There is still space available for sponsorship as well. For $20 you can ensure your name is in thebook by sponsoring a page of your choosing. Full or partial page ads are open.

Contact Sherissa Microys at (613) 822-7204 or e-mail [email protected]

WHAT SPRINGS TOMIND

by Sam Mandia

When Greg Kierstead stood up atthe December meeting, and askedif anyone would provide informa-tion regarding car setup, I thought

what a great way to get a lot ofclub members involved. Hopefullythis article will start the ball rollingfor input and information aboutdifferent types of cares and car set-ups.

After 20 plus years of driving aFormula Vee and dealing with1934 suspension (front torsion barsand O-roll rear suspensions) thereis not a lot of useful information Ican pass on, but there are a few

books that may help you.

How to Make Your Car Handleby Fred Puhn The Carroll Smith set of books

www.carrollsmith.com (a set of5 books on all forms of car set-up)

The Art and Science of Grand

Prix Drivingby Niki Lauda Grassroots Motor Sports

monthly magazine Canadian Sport Compact maga-

zinefrom Inside Track Publications

The owner 's manual for your vehi-cle is a very good place to start, aswell as a visit to an aftermarketshop. Testing is the only way tocheck handling and suspension

"tweaks".Also, be aware that someof the older books may not be cur-rent with regard to tires.This a start and I would encourageother members to pass on informa-tion through the Link.

Editor's note:Should you have information youfeel like sharing with other clubmembers through The Link, send itby e-mail to [email protected], or seekme out at any of MCO's manyevents, and pass it on in person.

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(continued from page 10)

of -15degrees C to -30degrees C.Quite a difference when it comesato starting the ol tractor to blowsome mid winter snow.

Another piece of test equipmentused for viscosity performance is

the kinematic viscosity bath test-er. ASTM test No. D445 is usedto test the lubes at 40degrees Cand at 100degrees C. It measuresthe lube flow characteristics inthe centistokes, or cST. The othercold performance rating machineis called a cold crank simulator,using ASTM test No.2602. thistest puts the lubricant at a specificcold temperature ( this tempera-ture depends on the lubes viscos-

ity rating) and measures the turn-ing resistance of a shaft coveredwith lubricant.

The rating is measured in centi-poises, or cP, and gives a four-digit viscosity rating. The lowerthe number, the lower the turningor moving resistance will be forthat particular oil. As an example,Amsoil synthetic 15W40 has arating of 2,342 cP at -15degrees

C, as compared to Shell Rotella T15W40 at 3,250 cP.

Next, well look at the heat sideof things. All motor oils-trans-mission, hydraulic and differen-tial lubes-lose a certain amount oftheir volume to vapour loss atnormal operating temperatures.They lose the lighter portions(molecules) of their base stock

makeup, which tends to makethem thicker (viscosity-wise)when cold. Here the laboratorystaff uses a test called the Noackvolatility test with ASTM test No.DIN 51581. The apparatus holdsa container with a known weightof oil in a bath at 250 degrees Cfor one hour.

At the end of the test, the sampleis again weighed and the resultingloss recorded as a percentage ofvolume loss. For example, the15W40 synthetic product I handlehas a volatility loss of 7.25 percent, as compared to a popularpetroleum 15W40 lube which hasa loss of 17.01 percent. So youcan see from this how syntheticssave you oil and dollars because

of much lower consumption loss-es.

Looking at engine oil consump-tion, keep in mind that many me-chanically-related items cancause consumption problems, re-gardless of the oil used. These in-clude oil leaks, worn crankshaftsor camshafts bearings, misalignedcon rod or wrist pin bearings,worn piston rings and cylinder

parts, clogged PCV valves andbreathers, wonr valve stems andguides, dirty oil and cooling sys-tems (which put higher heat stresson lubrication), worn timingchains or out-of-time engines. Allcause high vacuum and oil con-sumption. So, as Ive said before,think about the over all mechani-cal shape of the machine whichyoure thinking of changing over

to synthetic lubes.

One other testingis fleet testing.Companies withcommercial vehi-cles or heavyequipment will in-stall syntheticlubes in a percent-age of the vehicles

and leaves a control group on acomparable petroleum lube andservice schedule. When the testends, all data is correlated and theinformation is charted.

Lets recap some of the advantag-es tests have shown for using syn-thetic lubricants in your vehicles

and equipment.

- High film strength, shear resist-ance and wear reduction of syn-thetic lubes give better fueleconomy, longer wear, easierrolling and less resistance incold weather, as well as moreintegrity at high loads and tem-peratures.

- Excellent viscosity and coldcrank ratings of motor oils andpower train lubes in the coldflow or pumpability categoriesmake for easy winter starts andcold start wear reduction.

- Very low volatility rates of syn-thetic lubes mean, as an exam-ple, that your Cummins truckengine could run 200-plus percent farther per quart of engine

oil. Cold viscosity stays consis-tent longer for better startingand longer lasting oil changes.More hard earned dollars aresaved.

- After-testing teardown of enginecomponents show nearly facto-ry-new cleanliness, which re-lates directly to longer-lastingengines. Again, many hundredsof dollars are saved with lower

repair and service costs.

- Test after test found that syn-thetic lubricants reduce wear,reduce fuel costs, extend com-ponent life, reduce exhaustemissions and reduce servicecosts. So why would we contin-ue using a 19th century lubri-cant in a 20th or 21st centuryequipment or vehicles.

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(continued from page 2)

leaves me 38 seconds late (this isgood if it is timed to the minute).If the control is timed to the 1/10minute, a better choice is to ask fora TA of 4.5, meaning you would bescored as being 22 seconds early.Twenty two is smaller than 38, so

it's a better choice.

Strategy. Say you go off route bytaking the wrong turn. After 2:05(minutes:seconds) you realize themistake. You curse for 4 seconds.Turn around, another 5 seconds,and it takes you another 1:48 to getback to the correct route. Whenyou get back to the correct routeyou are at least2:05+0:04+0:05+1:48 = 4:02 late.A 3.5 TA is not enough (scored 32

seconds late). If you continue atCAS and find a control and ask fora 4.5 TA you are 28 seconds early!When you get back to the route thecool headed thing to do is toWAIT. Wait 28 seconds, so nowyou are 4:30 late (4.5). Then youresume at the CAS as prescribed

by the routebook and request a 4.5TA at the next open control. Thisshould zero your penalty if youmaintained CAS at all points whileon the correct route. You did nothave to break the land speed re-cord. You did have to drive CAS,and your navigator did have toknow how much TA to take, and

the team had to be disciplinedenough to wait the other 28 sec-onds. This is rewarded by a lowscore.

Changes. This rule change isunique to MCO, in Ontario, andperhaps Canada. It was a matter ofserious discussion, initiated by my-self early in October, and includedthe top road rallyists, provincially.John Bellefleur even endorsed theidea! It met with some strong dis-

senters within the Ontario rallyworld as it was seen to be unneces-sary by many, while a few stronglyendorsed the idea. But, I believethat provincially it is just a matterof time, the TA is coming out ofnecessity. The risks of competingon public roads which are seeing

increased traffic, pressure for hous-ing developments in the ruralareas, and the rise in entries of un-skilled drivers at beginner level,are mounting each year. Theremay be a rise in undisciplined be-haviour among competitors, possi-bly due to the star nature that topWRC competitors have attained

through recent and massive televi-sion exposure - we all want todrive fast and sideways like Ri-chard Burns, right? Sure, but aroad rally is not the place. The ap-plication of TAs does not in anyway take away from the precisionnature of Road Rallying. It willnot reward poorly organized orpoorly skilled teams with unde-served wins.

Be sure to review the official regu-

lations which should be out by thetime the first event, the MississippiValley Winter Rally, runs on Janu-ary 11 from J.R's Restaurant, Al-monte, registration open at 6PM,first car out at 7:01PM. No timeallowances for showing up late atthe rally!

MCO Rally Group presents

Mississippi Valley Winter RallyJanuary 11, 2003

First event in the 2003 MCO Rally Championship.Cchallenging and fun night winter drivex of approximate220km in 3-4 hours.The venue is JR's Restaurant in Almonte, Ontario.

Registration opens 6:00pm, car 0 departs 7:00pm.Workers should arrive by 5:30pm.NOTE: A safety triangle MUST be carried by each vehicle.Tires with the "M+S" or 'snowflake' markings are HIGHLRECOMMENDED.Entrants must be members of an ASN-affiliated club.

For more information, please contact the Rallymaster:Alan Ritchie

[email protected](613) 226-9053

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January 2003

Competition Tires 2607 Diab, St-Laurent (Qubec) H4S 1E7 Tel.: (514) 337-0833 FAX: (514) 337-8857

30 years of providing quality tire products and services. Sponsor of the Rennsport Region Porsche Club. Sponsor of Solo l and ll Racing, C.A.D.L., L.A.P.S., M.C.O. Sponsor of F.A.Q. Ice Racing. Sponsor of the BMW Car Club of Quebec. Accredited by the Automobile Protection Association (A.P.A.).

AVONTYRES

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AMG BBS BORBET BREYTON FIKSE

FITTIPALDI FORGELINE KINESIS KOSEI MILLE MIGLIA

MODA MSW O-Z RONAL SVT

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Main Street Racing and AutomotiveParts, Performance and Service

INTERPROVINCIAL LICENSED MECHANIC *** MOTOR VEHICLE INSPECTION STATIONAutomotive Take It Back Partner - We recycle your Used Oil, Antifreeze, etc.

P.O. Box 37, 2319 Community Way,North Gower, Ottawa ON K0A 2T0

Ken Baird (613) 489-0948www.mainstreetottawa.com [email protected]

Time Allowance Rule for 2003 . . . . . . . . . page 2Minutes of General Meeting, December . page 3

Minutes of Executive Meeting,

November . . . . . . . . . . . . . . . . . . . . . . . . . .page 5

Miscellaneous Rumblings II . . . . . . . . . . .page 7

A Quick Look at Oil Tests . . . . . . . . . . . .page 10

What Springs to Mind . . . . . . . . . . . . . . page 11

Table of Contents

January 7, 2003MCO General Meeting, Louis' Steakhou

January 11, 2003

Mississippi Valley Winter Rally

January 12, 2003

MCO Winter Driving School, Ottodrome

January 18, 2003

SMCC Rally des Glaces

January 19, 2003

Winter Solo Event #1, Ottodrome

January 25, 2003

MCO Winter Driving School

PMSC Snowy Safari Rally

February 1, 2003

SMCC Rally des Neiges

February 2, 2003

Winter Solo Event #2, Ottodrome

February 7-9, 2003

Rally Perce-Neige

February 9, 2003MCO Winter Driving School

Coming Events

Grassroots Motorsport in the National Capital Region since 1949.

Link 2003 01

Documents