Racers - VARAC

V
On-Line Edition
Vol: XXXVIII NO. 2 MAY 2010
intage
RACER
VARAC MEMBERS MAGAZINE
Inside:
Lotus! Back home again in Indiana!
Sports Cars Unlimited revisited
Walt MacKay looks back at Mosport, 1961
Jack Boxstrom’s hot Morris Minor
John Bowles on VARAC’s founding
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Page 2
We Are VARAC
VARAC, the Vintage Automobile Racing Association of Canada, was formed in 1976 to provide a central organizing body
through which Vintage Race enthusiasts could communicate and organize race meetings for eligible Vintage and Historic
racing and sports cars.
The Spirit of VARAC can be expressed as a wish to preserve, restore and race historically significant cars in a form as close to the
original specification as possible. Of course, there have been many improvements in motor racing safety equipment, circuits and
technical advancements in materials since these cars were built.
Those restoring and preparing cars for Vintage Racing are encouraged to incorporate and take advantage of these improvements
where they can be incorporated without diminishing the vintage character of the car. We feel that Vintage Racing should be
enjoyable and rewarding to both the participant and spectator with a minimum emphasis on trophies and awards. Let’s keep the
fun in Vintage Racing. If you are interested, call any of the directors listed on this page.
VARAC BOARD OF DIRECTORS
President
Walter Davies
Past President
John Greenwood
Vice President
Del Bruce
Secretary
Christopher Creighton
Treasurer
Peter Viccary
Race Director
Stefan Wiesen
Promotions Director
Geoff Layne
Membership Director
Walter Davies
Director
Del Bruce
Director
Don Hooton
Director
Gord Ballantine
Director
Chris Rupnik
Director
Bob DeShane
VARAC ELIGIBILITY COMMITTEE
Chairman
Joe Lightfoot
Members
G. Ballantine
J. Brett
L. Lok
W. MacKay
R. McLelland
M. Molson
P. Viccary
VARAC DRIVER CONDUCT COMMITTEE
Chairman
Walter Davies
Member
Del Bruce
Richard Navin
Ted Michalos
Stefan Wiesen
VARAC MEMBER SERVICES
Newsletter
Jeremy Sale
Website
Ron Wanless
Membership
All VARAC all the time.
Anything you’ll ever want
to know about VARAC or
vintage/historic racing is
at your fingertips.
Need a discombobulator
valve for a ’58 Alfonso de
Credenza? Someone on
Walter Davies
the list may be able to
help.
This is the home of the
‘been there-done that’
crowd. Join today and ask
away.
To subscribe FREE, send
an e-mail to Walter Davies
ON THE COVER:
416-769-1443
905-723-9334
905-686-2690
905-939-0694
905.294.5327
519-927-1769
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D.Bruce
R. McCord
B. Robinson
416-769-1443
Jon Brett
John Greenwood
905-276-2744
613-359-1013
416-769-1443
Back home again, in Indiana!
Lotus is back at the Brickyard! IndyCar
racing is currently essentially a “spec” series
in which competitors run Dallara chassis and
Honda engines, leaving little for Lotus to do
but apply the green-and yellow paint scheme.
However Lotus and Cosworth are hopeful
a different situation is developing. There’s
an initiative within IndyCar to change
the formula to encourage multiple chassis
manufacturers and engine suppliers. Bob
English tells us more in the Vintage Racer.
Photos courtesy of IMF.
THE VR IS ON-LINE
Your comments and contributions are
always welcomed. Please contact me at the
address below. Jeremy Sale.
Jeremy Sale
Editor
The Vintage Racer
3076 Ballydown
Crescent,
Mississauga ON
L5C 2C8
E-mail: [email protected]
WEBSITE: WWW.VARAC.CA
at
lolaracer@rogers.
com, give him your
membership number and
he will do the rest.
It’s only available to club
members so no spam,
just stuff. A daily digest
version is also available.
PLEASE NOTE
The opinions and suggestions
expressed by contributors to
Vintage Racer are those of the
author, without authentication by
or liability to the editors, or the
Directors or VARAC.
Page 3
Sports Cars Unlimited, Minis and Bill Brack
By Jeremy Sale
In the ‘60’s Sports Cars Unlimited really seemed like
Mecca for anyone driving a “furrin” car. There seemed to
be a dazzling array of desirable sports cars on the lot. It was
an oasis of desire in a desert of bland domestic cars. There
weren’t that many sports cars around then, in fact they were
often referred to derisively as “sporty cars” as though that in
itself was some kind of insult. Or they might be referred to as
“puddle jumpers”. One learned to ignored these petty slights
and persist in this lonely auto addiction. In those days if you
encountered another sports car it was quite an unusual event,
but even so the thing was to act casually-perhaps give a slight
wave or flash the headlights to acknowledge that you were
both cool. Cool but casual. The lesser car had to signal first,
a Bugeye Sprite before a Triumph TR3, a TR3 before a “big”
Healey, etc. There was protocol in these matters, but the key
was to act cool. The ultimate humiliation was to inadvertently
hit the wrong control and perhaps get the windshield wipers
going. Assuming they worked.
(Few things on British sports cars seemed to work on a
consistent basis. In the summer they were fun, in the winter,
not so much. Heaters were sometimes optional and rarely
effective. Girls who were happy to be with you in your sports
car at Wasaga Beach in the summertime were more likely seen
in the wintertime at the A&W, ensconced in a big, toasty
warm Pontiac. They would look at you freezing your driving
gloves off in your sports car, your one hand wrapped around
a hot chocolate, the other chipping frost off the inside of
Page 4
your windshield. They would look away and smile a distant
smile as they snuggled up to some new, seasonally attractive
acquaintance. But I digress. With a certain bitterness, I might
add.)
SCU
In Canada sports car dealerships were few and far between
and were often less than impressive in size. Sports Cars
Unlimited was initially located in a small gas station east of
Oakville on Lakeshore Road. After a short time it was moved
further east, to Clarkson, a sleepy little place in what later
became Mississauga. Later still, it was expanded into two
buildings, one to sell cars, one for accessories. As it grew and
modernized race car graphics were applied to the exterior,
it was THE place to go and check out sports cars. The
dealership initially sold Morris, Jaguar and MG, later Lotus
would be added. There was as well as a highly desirable range
of used sports cars. I’m not sure how we found it, perhaps
an ad in Canada Track & Traffic, but we would make our
pilgrimage down from Brampton to this automotive Mecca
and fantasize what we would buy, if only we could afford
it. One might see new or used Jaguars, Porsches, Sunbeam
Alpines, Healeys, TR3’s, even the occasional Ferrari. It was
sports car heaven. Plus there were sometimes actual race cars
in the showroom. Such as a Mini with the number 850 and
the name Bill Brack on the side. The word was that Sports
Cars Unlimited was owned by a race driver! So the whole deal
became even cooler!
Bill Brack-the short version
The short story version of Bill Brack says he spent
the early 60’s racing a Mini, culminating in winning the
1967 Canadian Touring Car Championship. In 1968 he
drove a Lotus 41, capturing the Canadian Formula Car
Championship. Also in 1968, Bill drove for Lotus F-1 in the
Canadian Grand Prix. Further F-1 drives followed with the
BRM Formula One Team in the 1970 and 1972 Canadian
F-1 Grand Prix.
Bill was Canadian Driving Champion in 1973 – 1974
– 1975, the only Canadian driver to win this award three
times and he did it in three consecutive years. He was the
first Formula Atlantic Champion in 1974, repeating in 1975,
becoming the first of only four drivers ever to win back-toback championships in the 30 plus years of Formula Atlantic
racing in North America.
left school the closest place to get a job was on the trains at
The Roundhouse, now the home of Steam Whistle Brewing.
Ironically he can now see it from the window of his condo
on the lake. The Roundhouse had functioned as a Canadian
Pacific Rail steam locomotive repair facility when built
in 1929, servicing steam locomotives. Steam locomotives
needed guys to shovel coal and the job paid well. Well enough
to finance a nice Austin-Healey from nearby Ensign Motors.
It was a great gig. Unfortunately when diesel came in firemen
were no longer needed but Bill’s new pals at Ensign Motors
said, hey, why don’t you work here? And just like that Bill
started his career selling sports cars.
Bill had made friends with a young guy named Ted Slavens,
a student at Western University. Now Ted was a smart chap
who made extra money buying cars from Ensign and selling
them to fellow students. Eventually Bill and Ted figured it
might as well be them owning a dealership, so with the help
of their respective fathers they found an empty gas station
on Lakeshore Road in 1963 and landed a dealership selling
Morris and M.G. Bill had seen an ad in Road & Track for
a company called Hollywood Sports Cars with photos
showing rows and rows of sports cars and somehow the
name “Sports Cars Unlimited” came to mind. Working out
of the gas station and a trailer Bill and Ted’s great adventure
was underway and they were successful enough that they
later added Austin-Healey. It wasn’t long before they needed
more space and moved to Clarkson and later added a store
across the road beside them selling sports car accessories.
Further expansion included Jaguar and Lotus plus
dealerships British United, Argyle Chrysler Dodge, Honda
Sport, Coventry Motors and the Lotus import franchise for
parts of North America.
Gord Brown-Mini Racing in the ‘60’s
Bill Brack-the longer version
The longer version of Bill’s story is well, longer and
curiouser. To start with, believe it or not, the guy who drove
all these hot cars was once a fireman. No, I mean a fireman on
a train. Yup. He grew up in Toronto’s Parkdale and when he
Dealerships in those days were often no more than corner
lots. For example, the “dealership” we used to hang around
in Brampton, Glendale Suburban Motors, was really just a
small Fina gas station. It was run by Gord Brown, who was
a real hot shoe behind the wheel of various Minis, heavily
supported through the years by BMC. I remember one
of them seemed to weigh about five pounds and would
exceed 130 mph. You could push it across the paddock
with no effort at all. Gord and Grant Clark were the guys
to beat in Minis and regularly beat the pants off much
bigger cars. These Minis were hot-rodded to the ultimate
extent with all the best parts from BMC England. I had
the dubious pleasure of driving the tires and tools to the
track in the dealership Mini van. I don’t mean a minivan; I
mean a real “Mini” van. It was hard not to be noticed in this
garish little vehicle as it was painted in blinding red, white
and blue stripes, which made it unwise to speed on the way
to Harewood or Mosport. Kids loved it and would wave as
Page 5
Brack bought Gord Brown’s Mini (above) and promptly went ice racing…bottom right is the “Hot Wheels
Mini”.
we passed by. Cops would just stare
unblinking, daring me to go over the
speed limit, which was actually much
harder than it seemed in this well
thrashed mini brick. And it was noisy,
too. The tools in the back would crash
from side to side in the corners and my
girlfriend would always get a headache.
Come to think of it, after I married her,
she always seemed to have a headache,
too. It didn’t last.
Brack’s Racing Minis
Bill Brack told me he originally
started ice racing in Minis in a company
car up near Huntsville. “Then I bought
my first Mini from Gord Brown, a
factory 850 Mini which Gord had
raced the season before. I knew the
Mini 850 well, having assisted with
prepping the car and helping Gord
at the races the previous two years.”
Bill promptly took it ice racing, of all
things. (When I asked him “Why ice
racing?” he just looked at me and said
“Because it was winter time.” …D’oh!)
It was a 1959 Morris Mini 850
and Bill’s first ice race was in Orillia,
Ontario in the winter of 1961/62.
In the spring he took the Mini to
Waterford Hills and broke the track
record for sedans in his first road race.
Page 6
Around this time Bill teamed up with
Doug Kindree from Burlington. Doug
became Bill’s mechanic for the Mini
until 1968. Bill raced the green Morris
850 known as “Miss Mini” until the
end of the 1963 racing season, when
he and Doug built a really quick 1275
Cooper “S”. According to Brack “The
1300cc improved production 850
was light, with Perspex windows and
alloy panels in the floor, rear bulkhead,
etc. The engine was bought from Jan
Speed Engineering in England. The
Mini weighed about 900 lbs. and
developed approximately 130 hp. In
most of the 1966 and 1967 races the
Mini either won or finished in the top
three.
I usually qualified on the first row,
racing against Mustangs and Camaros,
etc, driven by Craig Fisher or Maurice
Carter. Then in 1968 we changed to
FIA rules, ending an exciting era of
racing in both sports cars and sedans
in Canada. In 1967 I won the Touring
Car Championship and a trip to
Italy sponsored by Alitalia Airlines. I
also raced the Mini at Nassau Speed
Weekend. 1968 was my last year in a
Mini when I drove the “Hotwheels”
Cooper S. “
One of the curious advantages of
being a Lotus dealer was that at one
point the British government was so
desperate for foreign currency that the
government essentially covered the cost
during the time of Edward the Confessor (1004-1066) and
was mentioned in the Domesday Book, the record of the
great survey of England completed in 1086, executed for
William I of England, or William the Conqueror.
Anyway, back to our story….Bill would present Chapman
with a briefcase full of Lotus warranty claims. Chapman
would just smile and turn his pockets inside out. “No money,
Bill old chap, no money at all”.
It was a harbinger of things to come. Chapman later
hooked up with the ill-fated John Delorean and millions of
pounds in financing somehow went astray. Chapman died of
a heart attack before the scandal broke.
Colin Chapman
until the dealer actually sold the car. Brack quickly realized
that this meant that he could race a Lotus 47 for a year and
sell it at the end of the season.
Bill went from the Lotus 47, a twin cam powered version
of the Europa to a Lotus 41 Formula B with which he took
the championship in 1967 and in 1968. From there it was on
to Formula 5000 in a hybrid Lotus and a few one off rent a
drives in Formula One with Lotus and BRM.
The Lotus connection and some cash obtained a drive for
Brack in the 1968 GP at St-Jovite. Three cars were brought by
the team for Graham Hill, Jackie Oliver and a spare. $6,000
put Brack into the extra car. As it was the standby car and
Hill was in the hunt for the world championship Bill was
allowed only five laps of practice and five laps for qualifying.
Unfortunately the car had a weakness in the rear drive shaft
and Hill’s car had a suspected problem so overnight the drive
shafts were switched from Brack’s car to Hill’s. Starting in
17th position Brack had moved up to 13th when the inevitable
happened, the drive shaft broke and his race was over. Hill’s
car finished fourth and he ultimately won the 1968 world
championship.
William the Conqueror
Bill told me he used to visit Chapman in England at the
Lotus head office, intriguingly located in a large old mansion
with a huge staircase where one could imagine movie style
swordfights. The estate itself was known to be in existence
BRM and Phil Lamont at 1969 GP
In 1969 Brack was again looking for a Canadian Grand
Prix drive. Phil Lamont was track manager of Mosport in
those days and also handled Sports Cars Unlimited and
Brack’s other dealership’s advertising in Canada Track &
Traffic. “I contacted Tim Parnell of BRM and asked about
spare car rental,” said Lamont. “I recommended Bill, and the
fact he had driven a factory Lotus 49 in ‘68 certainly helped.
Of course as Mosport manager, it also helped our PR if we
could feature a Canadian driver in the GP, so my efforts were
for both Bill and the track.”
Page 7
In 1972 Bill once more found a ride
in the Canadian Grand Prix at Mosport
on Sept 24, again with the help of friend
Phil Lamont. Driving a BRM P180
he started 23rd but spun on lap 20, in
Moss Corner and was unable to restart
the engine.
SCU-The Back Shop
Anyone with an itch for speed knew
what was going on in the back shop
at Sports Cars Unlimited. Gear heads
would stop by for the chance to hear a
high performance engine running or
sample the perfume of high octane fuel
and Castrol R racing oil.
This is where Bill Brack first housed
his formula racing cars, where all the
Lotus cars were worked on, including
the preparation of the Lotus Formula
Page 8
Fords. Bill had hired some very skilled
technician’s: Barry Sullivan, Tony
Attar and Doug Crosty to work in the
back shop on all the high performance
cars as well as his race machines. Bill
had initially hired Doug to work on
his Mini with Ken Daniels and then
hired him as an apprentice at SCU.
Doug went on to manage the race team
for Bill, winning three consecutive
Canadian Championships. In the fall
of 1972 Bill purchased a Lotus 59/69.
It was a former Team Lotus Formula 3
car. Driven by Dave Walker it had won
23 of 26 F3 races in 1971 and of course,
the European F3 Championship. The
car was then shipped to Canada and
Doug prepared it for the 1973 Formula
B race series, which Bill won. Doug
then converted the car for the first
Formula Atlantic series, which Bill
also won. Incidentally, it is believed
that adding Brack’s two years of
championship race wins together with
Walkers 23 wins makes this Lotus to
be the “race winningest” Lotus ever
produced. Bill and Doug still have the
Lotus 59/69 which they keep race ready
for special events.
Sports Cars Unlimited was sold in
1976 to one of Bill’s managers, Peter
Bircumshaw, who later sold it to Peter
Berry. It continued to operate until
British Leyland folded up. The original
location at 1784 Lakeshore Road still
exists as a used car dealership today,
including showrooms, parts, and service
areas somewhat as it was some 35 years
ago. Of course it’s not the Mecca for
sports car enthusiasts it once was many
years ago. Back then who could have
thought that Jaguar would now be
owned by the Indian company Tata
Motors, that Volvo would be bought
by Geely of China, that MG would be
bought by Chinese carmaker Nanjing
Automobile…that Bentley would be
owned by Volkswagen…and so and so
on…
Fortunately the world of vintage
racing enables those who desire it to
exist in a bit of a time warp. The fifties
and sixties. A time when young guys
drove down from Brampton to gaze at
the desirable cars on sale at Sports Cars
Unlimited. On the race track the sports
cars of the 50’s and 60’s still look good,
they still work (most of the time!) and
some vintage racers have finally found a
way to actually race the same cars they
longed for way back then. So…what
goes around comes around…eventually.
Brack’s Minis were the fans favourite giant killers…
Page 9
Bob Polak’s 1969 Mini Marcos, Mark III, Number 73
Bob Polak bought Marcos 7104 in January 2007 from Jeremy Bannister of Pennsylvania. The car had
been imported to U.S.A. in 2002, and it’s one of only a handful of Mini Marcos cars in North America.
Shown here in the pre-grid, U.S. Vintage Grand Prix, September 2009: Bob’s best lap of the Watkins Glen
circuit was 2:35.074 and he finished eleventh of thirty-three entries. He was also honored with the Optima
Battery Award for sportsmanship in this race. Photo by Curtis Jacobson for BritishRaceCar.com, copyright
2009. All rights reserved.
For an in depth article on Bob’s Marcos and some fascinating stuff on British race cars check out this
website:
http://www.britishracecar.com/BobPolak-MiniMarcos.htm
Page 10
Bar Stool
Nationals
Photos courtesy of IMF
Lotus goes back to the Brickyard
By Bob English
45 years later, the iconic green and yellow racing team is
trying to re-create Indy magic
The green and yellow livery long associated with one of
the most famous marques in motor racing will be seen this
May at the Indianapolis 500 for the first time in almost half
a century.
Forty-five years after a brilliant English special builder and
a fast Scottish sheep farmer set the North American racing
establishment on its collective rocker panels by winning the
iconic classic in a sleek little racer with the engine in the
wrong end, Lotus will once again line up on the grid at
the Brickyard.
Lotus Cars Ltd. – still based at its traditional home,
Hethel in Norfolk, but with Malaysian ownership these
days – is making a determined effort to re-establish
its name in international competition with a return to
Formula One and this month’s announcement that it will
compete in the Izod IndyCar Series. Lotus last raced in F1
16 years ago, but it’s been more than four decades since it
last ran in Indy-type cars.
Lotus played a key part in Fords 1960s assault on
motorsport that saw Cobras, Mustangs and GT40s claim
winners’ cups on road circuits and engines with “Ford” on
the cam-boxes take drivers to the winner’s circle at Indy and
in Formula One.
Lotus is partnering with famed British engine-builder
Cosworth, which built those early Ford engines, in its
IndyCar effort, which will have its first outing this weekend
in St. Petersburg, Fla. Recent F1 competitor Takuma Sato
will be behind the wheel of the car, which is being fielded
by the KV Racing Technologies team.
Lotus’s U.S. spokesperson Kevin Smith says IndyCar
racing is currently essentially a “spec” series in which
competitors run Dallara chassis and Honda engines –
Page 11
which leaves little for Lotus to do but apply the green-andyellow paint scheme. But he says Lotus and Cosworth are
hopeful a different situation is developing.
“There’s an initiative within IndyCar to change the formula
to encourage multiple chassis manufacturers and engine
suppliers. To get it back to what it should be,” he says.
He envisions a more classic approach in which the best
driver, car-and-engine combination win. And he says
this year will provide Lotus and Cosworth with that allimportant fast ride up the learning curve they can exploit in
the future.
But back to that story about the Brit and the Scotsman and
the funny little rear-engined racer.
Although the Indianapolis 500 has primarily been an allAmerican show, it has attracted foreign competitors and
was actually included in the World Driving Championship
between 1950 and 1960. But due to its unique challenges,
few European racing teams bothered, although Ferrari turned
up in 1952 and Cooper (chasing big prize money) in 1961,
introducing the rear-engined concept to Indy.
The slim, lightweight, rear-engined racer was scoffed at and
called a “funny” car by the Indy establishment – but the joke
ended up being on it.
The 2.8-litre Cooper, driven to ninth place by two-time
World Driving Champion Jack Brabham, was a wake-up call
for an Indy race still dominated by big, brutal “roadsters”
most often powered by alcohol-burning Offenhauser 4.2-litre
four-cylinder engines.
Lotus creator Colin Chapman was hitting on all cylinders
about this time after launching his company with homemade “specials” a decade earlier and entering Formula One in
1958.
Driver James “Jim” Clark came from a Scottish farming
family and, against parental wishes, went racing. He finished
second to Chapman in a 1958 event, which led to his later
becoming part of the Lotus Formula One team. He went on
to become force in the sport and World Driving Champion
in 1963 and 1966.
Among the first to react to rear-engined potential was
American racer Dan Gurney, who turned up at Indy in 1962
in a Mickey Thompson-built car with the engine behind
the seat. He failed to finish, but was responsible for getting
Chapman interested and involved with Ford.
Lotus arrived at Indy in 1963 with Type 29 racers for
Page 12
Gurney and Clark powered by a race-prepped pushrod
Fairlane V-8. Clark finished a close second to Parnelli Jones
in a Watson/Off y roadster. The finish was controversial,
as Jones car had developed a serious oil leak and Clark
supporters, including Chapman of course, felt he should have
been black-flagged.
In 1964, a dozen of the 33 cars entered for the 500 were
rear-engined. Clark was in the cockpit of a Lotus-Ford 34
equipped with a twin-cam, four-valve Ford racing V8. He
won the pole but dropped out with tire problems and a
roadster driven by A.J. Foyt won the day – for the last time.
In 1965, Clark’s Lotus-Ford 38 was one of 27 rear-engined
cars, but set a record qualifying time of 159 mph (256 km/h)
and went on to win the event handily, two laps up on secondplace Jones, also in a Lotus-Ford.
It was the first rear-engined car and the first British car to
win the race. Clark became the first non-American to win
since 1916.
“I almost didn’t go,” he wrote later. The Monaco Grand Prix
was set for the same date and its championship points were
a prime consideration although, as it turned out, he won the
championship that year anyway.
“But there was a touch of the pioneering spirit in our
participation at Indy, for both Colin and I had the urge to
break the tradition of American domination there. It didn’t
become an obsession, but it got infectious.”
He was also thinking about the should-have-been results of
1963 and 1964. “Having missed the carrot both times, so to
speak, I felt that we could do it and finally win.” Which he
did.
Clark was killed in a crash in 1968. Lotus continued to race
at Indy until 1969, but never won again.
Clark’s winning Lotus-Ford 38 is owned by the Ford
Museum in Dearborn, Mich., and is undergoing a restoration
at Classic Team Lotus, a division which maintains Lotus’s
own collection and provides restoration and other services to
Lotus owners. It’s run by Clive Chapman, son of Colin, and
occupies what used to be the old Formula One race shop at
Hethel.
The car will likely be shown first at the Goodwood Festival
of Speed, and then possibly the British Grand Prix and later
at the Monterey Historic Races.
20,000 drunken spectators…..
Dear Jeremy,
down and stopped in the pits - after almost a full lap. Then
Thanks for the 1961 Mosport photo of my first “Race
Jerry climbed out, shook his head and muttered, “You pass”,
Car”, the 1959 Morris Minor 1000 - this sure brings back the in his heavy Slavic accent before slamming the door.
memories.
I won my very first novice race at Edenvale, receiving
I bought this as a perfectly nice dark green Minor from
a little silver cup and beating another Minor ( Jim Lee?),
Tony Scott-Fisher (via dealer Tom Berent), totally managing
a DKW and some other weird little imports. But it was
to destroy its pristine originality and appearance in a single
downhill after that, especially in National Racing which
season of club racing in 1961! A friend and I made a fibreglass featured big grids of highly modified cars piloted by fast
hood in his driveway by using the standard panel as a mould;
experienced chauffeurs.
bumpers, interior and headlamps were removed; plastic
My first season’s highs included the supporting races for
sidewindows were installed and the car was painted white
the two big Pro events at Mosport with separate Production,
with red stripes which had just been announced as Canada’s
Sedan and Formula Car events for local drivers. In the
official race colours. “Anti-tramp” bars were added on the rear Formula event you had up-and-coming drivers like Walt
axle in a futile effort
McKay in his Lotus
to stop rear axle
18 and in Production
chattering due to
Sports cars Al Pease
leaf-spring wind-up
(MG twin-cam) and
as well as wooden
Klaus Bartels (Porsche
blocks to lower the
Speedster) battled
back.
fiercely at the front.
Engine mods
After being cheered
were added over the
on by sheep and
season as the budget
cows at Edenvale and
allowed - bigger
Harewood, 20,000
SU’s, a ported high
drunken, waving
compression head
spectators at Mosport
with bigger valves,
was quite a thrill,
a race cam and
especially since I had
headers with an
been among the latter
open exhaust. All
just a year previously.
in an effort to try
While not exactly
to keep up with
establishing me as a
A Minor detour….
a demon-quick
Racing Household
Photo courtesy of the Ron Kielbiski collection, may not be reproduced
Eppie Wietzes
Name, the little Morris
at the wheel of his Paul Cook-prepared Morris Minor. At
Minor taught me a valuable lesson however. After a horrible
the end of the season, I managed to get ahead of Eppie but
expensive season of ever increasing modifications that only
only because his car was miss-firing - I distinctly remember a
seemed to make it unreliable rather than meaningfully faster,
laughing Paul Cook giving me a slow-down signal from the
I decided that my next car had to be one built for racing
pit-wall on every lap!
rather than a modified production machine.
My first season had started in the spring with a CASC
In the fall, after flat-towing the Minor behind my ‘49
driving “school” at Harewood which consisted of taking
Mercury tow car to Waterford Hills, Michigan, this poor
an experienced driver, in my case, the taciturn Jerry
little puppy suffered its final indignity at my hands when
Polivka, around for a few laps. No classroom, no lines - in
I managed to roll it over while leading a very quick VWfact no instruction of any kind that I can remember! InPorsche driven by Erhard Dahm. The Minor was advertised
car conversation was impossible because of the open flex-pipe in Canada Track & Traffic magazine where I also found the
exhaust which ended under the door, so I drove Jerry around
ex-Polivka, Stan Ward/Muir/Lazier 1955 Lotus 9 which was
as fast as I dared, hoping to impress him with my natural
duly purchased. But that’s another story.
skills. The Harewood circuit was wide and featureless and as I
entered the pit road at full tilt, thinking it was the last corner,
Best regards,
Polivka smacked me on the arm repeatedly until I slowed
Jack Boxstrom
Page 13
Recollections of Mosport - The First Season
From Walt Mackay
My first glimpse of Mosport was on a cold cloudy day
in November 1960, when some friends and I drove out to
see this new track that everyone was talking about. When
we arrived, I was absolutely in awe of the magnitude of the
undertaking, the dramatic changes in elevation and the
long sweeping corners. It had not yet been surfaced and we
bumped our way around on the gravel and made it as far as
turn 3 where we encountered a couple of bulldozers blocking
our path.
Up to this time, my only racing had been on the former
WWII airfield circuits at Harewood, Greenacres and St.
Eugene, and on an early variation of the Watkins Glen track.
The weather was perfect and, to this day, I still have a lasting
vivid memory of what an incredible feeling it was doing my
very first reconnaissance lap around the track in the Lotus
18, following a long line of cars out of the pit lane, around 1,
down 2, up and around 3, down 4, up into 5A and seeing the
first cars in the group rounding 5B and heading up the long
back straight. I thought, wow! This is just like the European
tracks I had seen in films and in photos in Road and Track.
To this day, I consider Mosport to the the most demanding
track in North America and am still learning with every lap.
Although there were probably a few, the only incident
I can recall that first weekend was during my race when a
Cooper FJ ended up perched on the steep banking on the
outside of turn 10 with its driver hanging motionless out
of the cockpit. Luckily, it turned out he was not seriously
injured. I finished ahead of the pack in the formula car race
and Sam Bird in a Triumph TR3 won the feature race for
production sports cars.
BEMC, whose members spearheaded the efforts to finance
the purchase of the 450 acres and subsequent construction of
the track, was given the honour of holding the first race open
to the public on the weekend of June 10-11, 1961. The Globe
and Mail reported that 8,000 spectators witnessed Ludwig
Early in 1961 the asphalt paving had been laid
and construction of the three main entrance
gates which had been financed by Rootes
Motors (Canada) Ltd., VW (Canada) Ltd.,
and the British Motor Corporation was almost
completed. Imperial Tobacco donated funding
to build the control tower, and the adjoining
thirty covered pit stalls, quite advanced for their
time, were able to be completed with monies
derived from the advertising spaces sold above
them. When I think of all the rain we have
endured over the past couple of seasons, I really
miss the ambiance and character of the old
covered pits.
I took part in the first event ever held at
Above and at left, Walt’s Lotus 18
Mosport in the spring of 1961 organized by the
Photo courtesy of the Ron Kielbiski collection, may not be reproduced
Oakville Trafalgar Light Car Club. This was a
closed-club event to enable the directors of the
Heimrath win the 25 lap feature in the Eglinton Caledonia
newly formed limited liability company, Mosport Ltd., and
Porsche RS60, followed by Francis Bradley, Miss Whiz Lola
officials from the major clubs in Ontario to experience and
Climax; Harry Entwhistle, Lotus Mk15; Walt MacKay,
resolve any glitches or unforeseen problems before opening
Lotus 18; John Headon, Lotus 18; and sixth, VARAC
the track to the public.
founding member and long time club supporter, Oliver
Page 14
Left, the 1961 Players 200 drew 40,000. Right, F-Jrs
await the start.
Photo courtesy of the Ron Kielbiski collection,
may not be reproduced
Clubine, in his Torus Triumph special. Another VARAC
stalwart, Frank Mount, finished third overall in the under
1600 cc production category that day in his MGA Twin
Cam. I must say, a very modern mount (no pun intended)
by Frank’s standards!
Player’s 200
Two weeks later, Mosport officially opened with the
running of the FIA sanctioned Player’s 200. According to
reports, one of the largest crowds ever to attend a sporting
event in Canada caused massive traffic jams on the back
roads leading to the circuit but the 40,000 fans were treated
to the masterful driving of Stirling Moss, Olivier Gendebien
and Joakim Bonnier with a Canadian-built Sadler driven by
Grant Clark finishing fifth in the overall results.
In between the two heats of the feature race was a 40lap Formula Junior race. Included in the line-up were the
Lotus 18s of John Headon, Peter Keith and myself, as well
as Bob Hanna in a new Lotus 20 which made the 18s look
like antiques. Fortunately for the rest of us, Bob had a slight
miscue and lost some time at corner 5 and after a great seesaw battle with the other 18s I ended up in front after the
40 laps. At the banquet held at the Flying Dutchman Hotel
in Bowmanville, I was presented with a trophy and a cheque
for $400 by Stirling Moss, who had won the main event in
a Lotus 19. This infusion of cash, which seemed like a huge
amount of money at the time, kept me going the rest of the
season and helped immensely with the race car payments.
Canadian Grand Prix
By September, numerous improvements had been made
and the second FIA International event, the Canadian
Grand Prix, organized by BEMC and partly sponsored by
the Pepsi-Cola Co. took place. This event attracted a more
competitive line-up featuring the three Lotus 19s of Moss,
Gendebien and the 21 year old Canadian, Peter Ryan,
joined by seven Ferraris from the North American Racing
Team. Ryan had purchased his Lotus 19 from Bob Hanna
and Jack Wheeler at Autosport in Cooksville in the spring
of 1961, shortly after I had bought my Lotus 18 from them.
One vivid recollection I have from that weekend was during
practice when the famous young Rodriguez brothers, Pedro
and Ricardo, screamed past me near the top of the straight
nose-to-tail in their NART Ferraris. I’m sure my Lotus
moved about three feet sideways! No problem mixing the
open-wheel cars with the fastest sports racers back then.
After the two heats, Ryan emerged the winner. He also
succeeded in winning the 1961 Canadian Championship
at the end of the season. Sadly, after being given the
opportunity to drive for Team Lotus, he was fatally injured
in a Formula Junior race at Reims in France in the spring of
1962.
Of particular interest is that, after passing through several
hands over the next decades, one of VARAC’s founding
members, Jack Boxstrom, had the foresight to rescue this
championship winning Ryan Lotus 19 from oblivion and
had it meticulously restored right down to the last nut and
bolt, virtually better than it had come from the factory,
with its 2.5 litre Coventry Climax engine. Some forty years
later, Jack gave me the privilege of driving this car in vintage
events at Mount Tremblant and Mosport. It now resides
with a new owner in California who brought it to our
Festival a couple of years ago.
I still have fond memories of competing in that first season
of Mosport’s storied history. My confidence was bolstered
by having a competitive car, finishing first in the Players race,
and ultimately winning the eastern Canada Formula Junior
championship in 1961. I also had the honour of receiving
the “Most Improved Driver of the Year” award from the
CRDA.
Best of all though are the lasting friendships developed,
and just being able to have been there and to have been part
of our sport.
Page 15
A LOOK BACK AT VARAC’S HISTORY
The latter included two races at Shannonville and one at St.
By John Bowles,
Jovite.
VARAC’s founder president.
Additional activities included a review of negotiations
Canadian motorsport history was made on November
with other clubs and CASC Ontario’s opposition to the club’s
6, 1976 when 42 enthusiasts converged on the 401 Inn
direct affiliation with CASC National. VARAC wanted to
in Kingston, Ontario to discuss how vintage racing could
be a national club. CASC Ontario wanted the club to be
get started in Canada. Their timing was perfect. Canadian
regional first and then national. CASC Ontario
motor racing had become professional and
prevailed with circumstance, geography and
competitive and costly. Mosport, in order to
lower expectations being the factors involved.
survive, was the venue for the latest in racing
Six months after the inaugural meeting, on
cars and competition to draw the crowds.
May 28, 1977, VARAC teamed up with The
Owner-drivers of classic cars of the 50s and
British Automobile Racing Club –Ontario
60s felt left out.
Region (BARC-OC) so that a 10-lap vintage
Held under the auspices of the Canadian
race was on the schedule of Shannonville’s first
Automobile Sport Clubs (CASC), the
race event.
meeting drew enthusiasts from Montreal,
Ten VARAC members entered, drawing
Ottawa, Toronto, North Bay and western
scores of spectators to track side during the
Ontario. Two representatives of the Vintage
sunny morning practice session. At race time,
Sports Car Club of America (VSCCA) also
a shower had dampened the track, but not the
attended. The meeting agreed on a number
enthusiasm of the drivers. Gil Baker (19656
of key items. These included a Canadian
definition of a vintage car (a production
PicsbyVicsr.com Lotus Xl LeMans) and American Bob Dengler
(1953 Ferrari 375MM) battled for the lead
sports, sports-racing or single-seater racing car or sedan
manufactured before January 1, 1962), proposing racing rules throughout the race with Ollie Clubine (Lotus 6) and Tom
Berent (1948 MG TC) not far behind. Also in contention
and regulations, naming the club the Vintage Automobile
Racing Association of Canada (VARAC) and appointing five were Dennis Wilde (Lotus Elite), Roger Fountain (Fiat
Abarth Zagato) and John Winter (Alfa Romeo). Bob
directors.
Dengler won the race and club president Louw Broadfield
Interestingly, the meeting saw the club as a national
finished eighth in his Sadler Formula Junior. Hard luck
club with branches or centres across the country hence
retirements included Dave Elcomb (1932 Morgan Trike) with
the inclusion of “Canada” in the name. The directors were
a blown head gasket.
all experienced former drivers, some with strong CASC
VARAC was now truly up and running. It was on track
experience. They were: President: Louw Broadfield,
and going full speed ahead. Maybe the future included a
Georgetown; Vice-President: David Elcomb, Windsor;
membership in the hundreds, a full race schedule and even
Secretary-Treasurer John Bowles, Ottawa; Roger Peart,
Montreal and Jack Boxtrom, Toronto, both directors-at-large. a weekend festival of vintage motor racing! Who knew then
what we know now!!
At the first board of director’s meeting held exactly
In a letter to the author, John Winter wrote in part, “I
a month later it was agreed to establish a $25 annual
found the spirit amongst those who turned up for the first
membership fee and a $3,755 budget, organize in May a
race at Shannonville was just fantastic and I am really looking
driver’s school and test day at the then-new Shannonville
forward to seeing the remainder of the membership emerge
circuit and negotiate with race organizers in Ontario and
with their cars as the season progresses. I feel we have the basis
Quebec to include a vintage race or races in their schedules.
The directors also agreed to negotiate with the VSCCA to for a truly great Club and I am proud to be part of it. Yours
sincerely, John Winter.”
accept the Canadian definition of a vintage car and to work
(Editor’s Note: John raced a Triumph TR3 in 1958 and
closely with the American club in all respects. The directors
later competed in an AC Ace-Bristol, a Jaguar E-type and
met again on January 22 and March 12 during which time a
number of items had been actioned. (Ed. Note: No letting the an Austin-Cooper. He was BARC-OC’s founder president
and was an active CASC director responsible for raising
grass grow under their feet for these guys!) These included
motorsport’s profile. Now retired as an international public
adopting a comprehensive set of rules and regulations,
relations consultant, he is a Life Member of The British
participating in the Motion’77 Car Show in Metro Toronto
(where Jim Dale’s 1952 Cadillac-Allard was displayed) to raise Empire Motor Club (BEMC) and drives a restored 1974
MGB on high days and holidays. He plans to drive it to this
the club’s profile, and adopting a schedule of events in 1977.
year’s VARAC Festival.)
Page 16
Mosport/Mossport-it was a sterling event
with the newly appointed track manager, Jim Clayton, a
Walking across a farmer’s field north of Bowmanville in early contract was finalized, and plans began. Soon after that, we
spring 1961 proved to be a memory I will never forget. Little published an entry list which I believe numbered more than
did I realize at that time, I was part of an effort to bring a world- 100 entries and later included a healthy number of post entries.
class automobile race track to life. I was among a small group It seemed everyone wanted to be in that first race.
The race was sanctioned by the Canadian
of members of the
Automobile Sport Clubs (CASC) as a
Oakville Trafalgar
“Club Event”, which meant only members
Light Car Club
of an accredited club would be allowed
(OTLCC) who
to view the races and OTLCC could not
were touring the
charge spectator admissions, which was a
vast
property
little matter I overlooked. Following the
of
Canada’s
event, the CASC seized our gate receipts but
newest sporting
not without a display of anger on my part. I
enterprise,
recall standing nose to nose with the CASC
which radio and
Stewart, Art Mosely. With his foot, he drew
television media
a line in the sand and dared me to cross it. I
insisted on calling
didn’t. Shortly afterward, Art and I put that
“ M o s s p o r t ” . Oliver Clubine, Torus, Bill Huffman, MG and Jim
behind us and were friends for many years.
Months earlier, Muzzin, Porsche, June 10, 1961.
OTLCC
had
been granted the privilege of renting
the facility to conduct the first actual
automobile race to be held at the
track.
As we walked through the undulating
terrain, we quickly realized that the
gravel roadways, soon to be paved,
would form a circuit very different
from the flat airport strips of
Harewood Acres, Edenvale and Green
Acres which were so familiar to us.
As the Secretary of The Meet of
the OTLCC Clubmen’s Day Races,
June 3, 1961, I was excited about this Mosport opens for business.
project, albeit not quite sure what it Photos are courtesy of the Ron Kielbiski collection and may not be reproduced.
really was all about. I had absolutely no
experience in organizing an automobile racing event. When The first race was held on what could be best described as a
the club members were sitting around the living room of a work-in-progress. It was held before the concrete pits, control
member’s house handing out the ‘plum’ jobs of the event, I later tower and starter’s stand were constructed. The officials, lap
discovered the job of Secretary of The Meet was surreptitiously scorers and safety crews all worked out of vans parked in
and carefully directed to me. After all, as a 19-year old with locations which later became permanent structures.
all the time in the world on his hands, who better to be given The event went smoothly, from the early morning scrutineering
the honour? As it turned out, a steep learning curve, bundles to the program of events, but the one memory I will never
of help from my fellow club members and the enthusiasm forget was when I asked Ludwig Heimrath why one of his laps
of organizing the first event at a much-talked about facility, during his race was 20 seconds or so slower than all the rest.
provided me with memories I have held dear for the last 50 With a big smile on his face, told me he had flipped his car at
turn five (Moss Corner). I asked him what was going through
years.
After a trip into the heart of Toronto to the Mosport Park his mind when he was upside down and he replied “I was down
Limited offices at Eglinton and Yonge Street and a meeting shifting for maximum power when I landed”.
By Dave Cook
Page 17
Page 18
NOTE - VARAC and/or Vintage Racer are not responsible for the descriptions and claims of cars
and products that appear in either the Vintage Racer or on the VARAC website advertisments. Before buying, please check with our Eligibility Director to ensure ANY car meets VARAC standards.
Classifieds
Trailer For Sale
32 foot Gooseneck. 24 foot floor. Trailer
has only been used 3 times, 3 trips
to Mosport. Canopy for side of trailer.
Spare Tire. Exceptional Condition.
$9000. It’s better then new.
[email protected]
Two Racesuits.
1 large and 1 X large. Leaf, one piece,
three layers...SFI .3-2A/5. Blue with
Quilted stitching ......Cost new $835.oo +
taxes Sell $375.00 each
Two Bell BRI Helmets
SA 2005. Full face visor, vented, with
additional helmet cover & additional
helmet bags with logo. New $445.00
+taxes. (Includes bag & cover)
Sell $225. each
Race Boots
Two sets. Leaf ankle high race boots,
size 8.1/2 and also size 12, colour black.
Cost $139.00 +taxes.
Sell for $65.00 ea. pair.
1988 Van Diemen Formula
Ford.
Race ready with fresh (two
weekends)711M engine. Recent Tilton
clutch with new release assembly,
Britwest carburator with K&N filter,
rebuilt Bilsteins and 1 weekend-old
Dunlops. Gearbox is currently geared
for Mosport. Spares include some
bodywork, suspension, springs,
and tires with other parts available.
This car has been sorted and is very
reliable.$12000.00
Contact Benny at work: 905-525-2040,
home: 905-575-4710 or jcannella@
sympatico.ca
GREENWOOD WORLDWIDE
RACING ENTERPRISES
Great deal for any new racer ... Don’t
miss out on these!
Race wear for sale
I have been asked by a friend (who has
since left Canada ) to help sell TWO
sets of race wear that he purchased
new at CSC racing to enter the 2008
Targa Newfie event (aborted ) ALL THIS
EQUIPMENT IS LIKE NEW.....
Gloves
1 pr. Leaf race wear gloves SFI
Spec3.3/5.Will fit medium/large. Cost
$65.00
Sell $30.00.
Balaclava
1. (still in new packaging ) cost new
$39.00. Sell $20.00
Neck brace
1 ( blue ) New .. $59.00 Sell $25.00
Underwear
2 pairs Nomex underwear, large (fits all)
cost $97.00 ea.
Sell $40.00 pr. ea.
Contact John Greenwood at (905)
723-9334, 300 Banff Ave Oshawa, L1J
1L8 or email me at haggisbasher@
sympatico,ca
Fuel Cell
New, still in the box, ATL SP108. 8 U.S.
Gallons. Paid over $600 with taxes, will
sell for $500.
Frank Harnden 613 771 1508
1967 Austin Cooper “S”
Vintage racecar # 109. Recent
restoration 1293 cc. Close ratio Jack
Knight dog box. Salisbury limited slip.
Aluminium flywheel. Momo seat. Fire
system. Two sets of wheels. Fast,
reliable, VARAC legal. Ready to race.
$15,300 CDN.
Health forces sale.
Frank Harnden 613 771 1508
Wanted: 2010 Racing
Partnership
I can store and prepare your
racing car for the 2010 VARAC Race
Season, at my farm, 20 minutes
north of Mosport in exchange
for a few race weekends (to be
negotiated). Development of the car
(and driver), improved reliability/ lap
times and convenience, would be
the focus. Trackside assistance and
coaching is a possibility.
I am not running a race shop, but can
arrange any undertaking with a host of
local pro’s. If this arrangement appeals
to you, give me a call to discuss further.
Thanks, John DeMaria. (416)533-4648.
[email protected]
TYRES
4 Yokohama AS high performance
street tyres 185/60-14. Bought for the
Elva as rain tyres but did not work well,
although they were great on moist track.
99% tread left. $ 300/set. Stefan (519)
927-1769.
Page 19
CLASSIFIEDS
PRICE $. 16,875.00.
Older Flatbed Trailer available $.995.00
or Hi end swivel Tow dolly available
$.1385.00. Delivery can be arranged if
nec.. $$$
1973 BMW 2002Tii
For sale. 93,000 kms. Last of the chrome
bumper and round tailight cars. The
car is from BC and so is very solid.
Presently fitted with twin Weber carbs.
Kugelfischer mechanical fuel injection
is included with the car. Would make a
very competitive vintage racer or can
be used on the road. Call 905 430 1875
Call John Greenwood (905) 723-9334
[email protected]
(Whitby) for more details.
Spriget 948 engine
I need to built a new engine so I’m
looking for a 948cc Sprite , Morris or
MG Midget engine. Please contact
Amyot Bachand at:
[email protected] or call me at
450-969-9276
Spridget Bits
Full Race 1293cc “A” Series race motor:
$2,300. Spare Longman Head: $500.
4.55 diff (std and never raced) $500. 4.22
diff (prepped and welded) $300.
First $2,800 get’s it all. John DeMaria
(416)533-4648
[email protected]
Formula Vee Wanted
I’m looking for a Formula Vee, preferably
in the province of Quebec as I’m living
near Trois-Rivieres. Please email:
[email protected]
Race Suit For Sale
NOMEX suit (Fits 5” 7” 200 lb gentleman
racer). - SFI 3-2A5 Leaf Racewear in
a 2XL size - (worn twice) washed at
the end of last season - Blue with the
black back - in VERY good condition
that I need to let go (complete with
VARAC emblem sewn in!). All Nomex
undergarments (same condition, except
the shoes have stained the socks),
balaclava, shoes, black (size 10.5) - all in
very gently used condition (I didn’t walk
the paddocks in the shoes!). Not sure
what they cost me then (didn’t matter
then!) but they are available if you are
interested, and the size is right for you.
Also have a Bell M2 helmet (full face
with shield) SA 2005.
Grant Plank: [email protected]
For Sale 1972 PORSCHE 914
/ 4 2 LITRE
Fresh race prepared 2 litre motor, 2
races from complete rebuild, downdraft
Webers, 3/4 race cams, Porsche “short
“ 5 spd gear box, recent enduro sized
fuel cell with its own F / Gauge, race
seat, roll bar/cage, window net, fire
system, all nec. safety equip required for
racing. 8 alum Porsche wheels.
This car is a well known VARAC
car and was built and prepared by
professional auto tech. The car still
enjoys all of its original road equipment
and trim and can be road licensed
with ownership and title. Take off the
removable “targa “ top and the roll bar
diagonals (anti intrusion bars) can be
taken out for you to enjoy the car as a
weekend tourer with your best lady. Or
it can be a RELIABLE and competitive
midfield racecar (mid 1.40s at Mosport
) in any vintage event that you want
to enter. Great enduro car. This car
is turn key ready and in beautiful
condition including really nice paint
and brightwork, interior well finished,
all latches, etc. working. You should be
impressed with the attention to small
details on this car. New belts on delivery
(dated).
Spares pkge includes extra Porsche 5
spd G/box, 2 drive shafts , all 1.7 engine
parts w/shop manuals, road exhaust
system, original seats, carbs, boxes of
bits, etc, etc.
Page 20
Magazines
Large collection looking for new home.
Classic and Sportscar (GB),
Road & Track, and much more. Excellent
condition. For details contact
[email protected]
1982 REYNARD FF
Great Condition - Raced 2008, 2nd
OFFC B Class in 07. 3 sets of wheels,
some spares - needs new belts this year
otherwise gas and go racing in new
Formula Classic grid. 32’s at Mosport
with overweight slouch at wheel. $14,000
OBO - Glyn Walters 905 263-2049
[email protected]
MARKETPLACE
John Dodd’s
British Sports Car
Workshop
Engine building and rebuilding service for all Ford and
BMC competition engines.
Call John Dodd
844 7A Highway
Bethany, On
L0A 1Ao
1 (705) 277-3698
Understeer and
Oversteer Definitions
On the Canadian Motor Sport History Group
Ed Butt wrote: ”I just received these definitions
from a well known local engine builder.”
Understeer is when you hit the wall with the
front of the car. Oversteer is when you hit the
wall with the back of the car.
Horsepower is how hard you hit the wall.
Torque is how far you take the wall with you!
I thought that was pretty funny, then Leighton
Irwin replied:
Understeer is when you see what you are
going to hit.
Oversteer is when you can’t.
BOB HARRINGTON PHOTOGRAPHY
Tel: 905-332-7889
website: http://www.harringtonphoto.ca
email: [email protected]
S
Specializing
i li i in
i Vintage
Vi t
R
Race
Photography, our work has
appeared in all the North American
Vintage Publications.
Photographers for HSR, SVRA,
VARAC, S2000 and Senior
Photographer for Victory Lane,
we have a library of over 250,000
images dating back to the late
eighties.
We can produce photographs in all
sizes from 4x6 to 24x36 and photo
business cards in quantities as low
as 50. We can also provide electronic
images for websites and high
resolution images for larger images
and advertisements.
We are always open to requests or
ideas for new products. If you have
a photographic need, try us, we’ll do
our utmost to fill your requirements.
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MARKETPLACE
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STRATEGY AND DIRECTION FOR EVERY
S TA G E O F Y O U R B U S I N E S S
As Chartered Accountants, VMSW provides the finest quality accounting, auditing and
taxation services available. We also offer much more. We have a depth of knowledge and
skills that enables us to provide you with innovative solutions through every stage of your
business life.
Getting You Started
Business Plans
Financial Forecasts
Financing Searches
Purchase Negotiations
Data Processing, Payroll and GST
Information System Design
Accounting Software Training and Support
Growing With You
Business Incorporation
Corporate Share Reorganization
Shareholder and Partner Agreements
Internal Tax Planning and Compliance
Management Compensation Strategies
Part-time Controllership
Merger and Acquisition Consulting
Personal Financial Planning
Preparing You For Retirement
Succession Planning and Retirement
Business Valuation
Business Sales
Estate Planning and Will Design
Trusts
Executor Services
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Strategy and Direction
Dino Micacchi
Phone: (519) 539-6109 Ext. 222 Email: [email protected]