Carl Rosenblad… Who?

Carl Rosenblad… Who?
Le Mans – the longest day…
Never a quiet moment!
– Eje Elgh, the man behind the team
Il Professore
– A man of many talents
Working up an appetite
– The Swedish Smorgasbord…
Dear Friends!
Life starts at 320 km/h
I wish you a heartfelt welcome to the Rosenblad Racing Magazine.
It is a very exclusive magazine as are you, dear reader. You can not
even buy this magazine! Therefore you got to be very special.
The magazine is in its second year of publication. Our first issue came
into being just one year ago. It was printed in Swedish and circulated
in Sweden only to important people like you at the Swedish STCCraces. I do not think I am bragging if I say it was a success. Therefore
we are now taking a bold step. We are producing the magazine in
English – or at least our version of English, Swenglish! It is quite a
challenge. However, as I sit here behind my computer trying to live up
to being Editor-in-Chief or something as prestigious, writing this piece,
we are just one week away from the first race in the ETCC – the race
at the legendary Autodromo Nazionale di Monza. When you read this
– the Monza race is history. Anyway, there are a good many thoughts
Sveneric Eriksson
– chief writer for Rosenblad Racing Magazine…
This man is one in a million. A rare species who is
considered a walking ”Encyclopedia Motorica”.
What he doesn´t know about racing and fourwheel competition, is simply not worth knowing.
With an unquestionable experience and having
lived and worked alongside all the ”giants” he´s an undisputed
authority. He´s worked with almost all the great names in Swedish
motor sport. Author and writer of articles – in print as well as on
the Internet. The man´s done it all, and yet he grasps every new
challenge with remarkable enthusiasm. A journalist? – No way. I´m
at writer and columnist. And I dare say it certainly beats working!
racing through my head right now. What will the season be like?
Will I stand a chance to some good placings in the Michelin Cup for
privateers? Will my BMW be equal or better than the Alfas – bar the
works cars? There are ten races to go and the final one is in far away
Dubai in October.
The LG Super Racing Weekends are being run very professionally.
As you will find out in this magazine it is already a success story.
A fair part of this success stems no doubt from the fact that the well
known TV-channel Eurosport is heavily involved and is following up
the Series in detail. This means that millions can sit at home and watch
what happens at some of the most well known circuits in the world.
It also means enormous exposure for our partners which certainly is no
mean thing at all. As a conclusion I would like to say that I really look
Rosenblad Racing Magazine has been produced by Signalera
advertizing agency in Lund, Sweden during Februray–March 2004.
forward to take part in the European Touring Car Championship and
the LG Super Racing Weekends with Crawford Racing´s BMW 320i.
Editor-in-chief/publisher:
Project management:
Art Direction:
Illustrations and original:
Texts:
Printing:
Carl Rosenblad
Pälle Arelund/Kristoffer Börjeson
Jens Martin
Jens Martin/Mårten Gleerup
Sveneric Eriksson, Pälle Arelund
Roos Tryckeri/Sundbyberg, Sweden
Best regards
Photo credits:
Tomy Welam/Bilsport, Kalle Riggare, Samir Al-Khalili, Per Backman,
John Brooks, David Legangneux, Fredric Björkwald, Kristoffer
Börjeson, Tobias Wickström, Tommie Goldhammer and Cesare Casale.
Rosenblad Racing Magazine is distributed at ETCC race tracks and
via sponsors throughout the 2004 season.
Carl Rosenblad
Racing Driver
and sometime Editor-in-Chief
PS. Maybe it can be of use to you to know some basic Swedish which can
Loads of thank U:s to everyone who has contributed to the making
of this magazine.
come in handy at times? Heja Carl! Means ”Go,Go,Go, Carl!” Plattan i
For news and information, please visit: www.rosenblad.com
posessed and let the tyres smoke!”
mattan! means ”full throttle.” Kör så det ryker! Means ”drive like a man
3
Carl Rosenblad?
Who?
He is a fighter. He just loves challenges. To stretch
frontiers. To find out if he can make it. His motto
is: Never give up! Sveneric Eriksson sat down with
Carl before the start of the 2004 season.
He invites me to his small but very modern office
in the center of Lund, a well-known old Swedish
and once Danish city in the very south of Sweden.
A lot of silver-ware and racing memorabilia gives
away that this office is occupied by a racing driver…
I switch on my tape-recorder and ask how a typical
working week was looking like in, say, February.
CR: Oh, back then I had a lot to do. Unlike what
“We have never, ever given up yet
– so we won´t start now”
McLarens chef Ron Dennis
4
many think it is after the season closes until it
starts again I do most of the work. Daily business
is carried out from my office here in Lund where
I´m running a nine-to-five ”shop”. In February
it was a matter to close all sponsor and partnership deals and on top of it all it was in February
we decided to switch from STCC to ETCC which
really put everything on its head! As I always want
to have full control over my situation and my
sponsors, I am amassing more work than I should.
I am responsible for the design of the car´s decoration, team clothes, any printed matter as this
magazine, posters, cards, you name it! I am also
doing our Internet-site as well as press-material.
This year I also updated the infrastructure of the
team. On top of that I have my fitness training
which is very important to me.
SE: What will life look like in June then?
CR: Hahaha! Just look at Schumi! He has
won a number of titles since he became a
father. No, I think if the day comes when I
am not prepared to give hundred per cent
– due to any circumstances – I will quit.
CR: June is more fun! Actually a lot more
leisure time which is needed between the
races in order to be able to do good results.
Main interest in June circulates around Le
Mans 24-hours which means June is a pretty
SE: What is it that motivates you to race
hectic month. A number of sponsor activities
in a premium class like the ETCC and the
are normally also included in June. I try to
famous Le Mans and other big races?
run my ”summer-house office” in the garden
of the summer-house proper a few hours
CR: The competitive instinct must be stimua day. The ”office” is a very Swedish little
lated! It is like poison to compete.
wooden house of really
It does not matter what it
I discussed Mount Everest
diminutive dimensions
is. I have always competed.
several times with the
but it is equipped with
From cutting cole-slaw in
late Göran Kropp
ADSL and wireless network
school (which resulted in
among other things! Probably a most unique
a shortened finger!) to the Paris-Dakar Rally.
”play-house.”
The interest in cars was always there even if I
played football and took part in other sports.
In the end I went for cars and motor racing.
SE: Would that mean hobby and work goes
International motor racing is very stimuhand-in-hand?
lating. Famous circuits, different cultures
and different people. On top of that I must
CR: Well, racing in STCC or ETCC for that
admit I really like travelling.
matter can not be regarded as a hobby any
longer. It is a very serious business. However,
still very fun. I am very strict when it comes
SE: If you were not a racing driver, what
to my private life. I prefer to split my private
would you do?
life from the racing. A lot of people say they
are living with racing 24 hours a day.
CR: Motorsport in some form. If you do not
I will not have it that way. It is stretching
accept motorsport for an answer I would
family-life and one certainly needs to change
like to compete in some form. If that would
roles and be ”a complete civilian” sometimes.
not be possible, I think I would like to be
In any case if one wants to keep the motivainvolved in media in one way or the other.
tion until retirement!
Preferably television. The technique, the
atmosphere and the people at the Swedish
Channel 4 where I do some bits and pieces,
SE: Are there any conflicts between Carl
is very encouraging. Actually, I like to talk in
Rosenblad the private man, the businessman
front of a big audience.
or the racing driver?
CR: Of course, it happens! But I think my
discipline is good when it comes to choose
roles. For example, I do never have the
mobile phone on before nine o´clock – and
very seldom after five. It is not on at the office
as I can not talk to more than one person at a
time. My home is my home and my office is
my office! Sometimes though, I must bypass
my principles a bit, I have to admit. My integrity is important. And so is my family.
SE: Last year you became a father. Has your
life changed since then?
CR: Yes, sure. At first it was tough with not
too much sleep, but now it is a lot better and
more fun. A bit less time for myself and my
training, but at the same time immensly fun
as fantastic things are happening every day!
I would definitely not like to change anything.
SE: Some people say you will be a few tenths
slower now as a father? How do you feel
about that?
Office hours even for racing drivers…
SE: Le Mans is the world´s most legendary
race, possibly together with the Indy 500 and
Monaco´s Grand Prix. What does Le Mans
mean to you?
CR: A lot. It is the week in the year where I
take time-out from my very stringent safety-
SE: You and your friend Hakan Roos took
part in the Paris-Dakar Rally two years ago.
That was something completely different to
what you are used to. Any particular experiences from the rally?
CR: A lot of experiences! First and foremost,
I say it again, Do Never Give Up! There is
always a solution to a problem. In private or
at work it is a matter to fight, to look for the
goal or finish – in our case Dakar – and look
out for the most extraordinary solution to
”unsolvable” problems! As an officer in the
army I learnt what team-work means and how
important it is. And to listen to other people´s
ideas – in this case Hakan´s – finding out that
one is not always right even if it is comforting to think so. It is not easy, I tell you, if you
happen to be very energetic. To plan and think
ahead is important if there is anything you are
not absolutely sure of. To say afterwards
”I knew it was not going to work” is a disappointment. You hear this pretty often in golfing, but
the consequences are more dire in the desert.
Carl is a popular guest-speaker
thinking. Le Mans must be had as a driver.
It is a fantastic event with a fantastic circuit
which one has to respect very much. The Le
Mans-week is slow to start with. It is waiting,
waiting. But each day the temperature rises
and so does the atmosphere. At starting
time I am getting misty eyes from adrenalin.
It does not matter if I sit in a car or in the
Grand Stand!
SE: What do you think of ETCC?
CR: I am really looking forward to it. It is ten
interesting races on very different circuits.
5
Some of them hosts Formula One once a year.
Others are famous for other reasons, like
Brno in Czechia. The ETCC is well organized
and Eurosport is doing a super job from the
races giving the fans fantastic TV-coverage…
SE: Are there any race or races you would like
to take part in which you as yet have not had
the possibility to do?
SE: Have you got any idols?
CR: I have never played with tough dolls or
read about heroes or racing idols when I was
young. Ronnie Peterson was Super Swede
before my time, but in later years I have
found out how good my friends Eje (Elgh)
and Anders (Olofsson) really were in their
hey-days. Then I am full of admiration for
SE: Finally Carl…what are you doing in ten
years time?
CR: Still driving racing cars, I hope. Maybe I
am called ”the Desert Fox”… or maybe I have
listened to my family which would mean
that that I’m spending more time in the TVstudios. Or why not run around as a number
of other fathers being teamboss to my son?
Fighting face
CR: Haha! The Monaco GP and Indy 500!
More realistically it would be nice to take part
in a Porsche Super Cup-race at a Grand Prix.
I nearly had a drive at Indianapolis GP 2002
so you never know. It would also be good fun
to take part in the Swedish Rally sometime.
And I would like to do the Paris-Dakar again.
SE: You´re a bit of an adventurer… you have
tried a number of out-of-the-ordinary sports
and events. Any adventure you feel is long
overdue?
CR: Well… I have done some climbing, done
some parachuting in the army and one or
two other things. Mount Everest is a dream.
I discussed Mount Everest several times with
the late Göran Kropp, well-known alpinist in
his day. To take a swim across the Channel
is another ”stupid” idea I have had for a long
time. Then I will for sure do the Paris-Dakar
Rally again. But then as a real race and not
as an adventure as the 2002 rally turned out
to be.
6
Michael Schumacher. He is simply the best.
On another scale I have learnt a lot from
Allan McNish during the years. Extremely
tough guy but correct attitude. Eddie Irvine
is/was another driver i liked. Being absolutely straight is my melody! Politically correct
or not… Actually, in my helmet design I have
borrowed the red top from Eddie´s helmet he
used during his F3000 days.
Maybe I will write a book. I think I will say
the same as Eje said to me some ten years
ago: ”I know how NOT to get into Formula
One!”
LG Super Racing
Weekend!
There are races and there are races.
LG Super Racing Weekends offer a complete
package for the entire weekend with
everything you really could ask for.
That is simply the recipe
for the success story which
started in 2001.
10 weekends on 10 top circuits with three
major championships. That is the concept
for the LG Super Racing Weekends which
started in 2001.
There is the FIA European Touring Car
Championship, the FIA GT Championship
and there are two Renault Championships
– the Formula Renault V6 EuroCup and the
Formula Renault 2000 Challenge. Finally,
there is the European Alfa Challenge.
A grand package.
The European race-goers took to this
format of racing instantly. Back in 2001
200.000 saw the racing weekends. In 2002
it was 325.000 and last year, 2003,
no less than 380.000 saw the races live!
That means a most encouraging 91 per cent
increase in just two years.
On top of that you have to note that TVfigures showed a plus of 33 per cent last year.
Internet success was also huge – 87 per cent –
with 575.000 pages viewed on Eurosport.com
in 2002 and an increase to 1.280.000 last
year! Eurosport television alone stands for 98
million households. Add to that figure that
another 200 million households can watch
the series all around the world live, delayed
or in a news access format. The Eurosport
distribution is a sound success when its
coverage of the LG Super Racing Weekends
is distributed worldwide making it an event
broadcast over the five continents on more
than 200 channels.
The exposure of the LG Super Racing
Weekends in the European press is estimated
at 120 million potential readers. A successstory if there ever was one.
Mosley impressed
The President of the Federation Internationale d´Automobile (FIA), Mr. Max Mosley, was
impressed when he saw the LG Super Racing
Weekend live last year.
– The thing that impresses is the size and
scale of the event, which is much bigger and
more impressive than I could have imagined.
These championships work very well together and complement one another. It is a very
promising and interesting format for the
spectators because there isn´t just one type
of car. The TV coverage is really extensive
and informal, but the most important thing
from our point of view is the new technology
that Eurosport is bringing in with the virtual
images. The fact that Eurosport has been so
innovative here will help motorsport coverage in general.”
The format of the ETCC is interesting.
It all starts on Saturday with two 30-minute
free practice sessions and a single 30-minute
qualification session. On Sunday there is a
15-minute warm-up session followed by two
50 km races run back-to-back, separated only
by 15 minutes repair time. The starting grid
for the second race is based on the results
in the first race, with the top eight drivers
in reverse order. More information on the
ETCC can be found one the official website:
www.fiatouringcars.com
A good organisation
The LG Super Racing Weekends are being
organised and run by SRW Events which was
set-up as a joint venture company by SRO,
promoter of the FIA GT Championship and
KSO, promoter of the FIA ETCC.
They were joined in 2003 by Eurosport.
Jacques Behar, CEO of Eurosport, acts as
chairman of SRW Events as well as chairman in KSO. Frenchman Stephane Ratel is
CEO of SRW Events and chairman of SRO.
Marcello Lotti is a director of SRW Events
and CEO of KSO.
Eurosport is directly involved in 58 countries with 98 million households and uses 18
commentary languages. There are 21 million
viewers a day on average.
Eurosport News – the 24 hour worldwide
sports news channel – is being viewed in 70
countries and counts 18 million households.
It is released in six languages – English,
Polish, Turkish, Italian, Greek and Russian.
The main sponsor of the LG Super Racing
Weekends is the South Korean multinational
LG Electronics, which started in 1958 in
Seoul, South Korea and now has a network
of some 76 affiliates with 55.000 employees
in 37 countries. LG products are sold in more
than 150 countries and the turnover for LG
Electronics was 20.5 billion US dollar in
2002.
7
Guns of Nava...
Karlskoga!
It looks not too different from most
racing shops – the Home of Crawford Racing.
Situated on the Botorp Industrial Estate
in the outskirts of Karlskoga it is close to an
historic area which saw Alfred Nobel experiment with
explosives and Bofors building guns of all kinds…
F
or older motor racing habituees Karlskoga
is one of Sweden´s great cities. Not in
terms of inhabitants though – there are only
some 35.000 people living there. But in its
hey-day the Karlskoga racing circuits´ premier
race, the legendary Kanonloppet, saw nearly
50.000 around the twisty 3 km circuit. In the
early 1960’s even F1 could be welcomed for
non-championship races with luminaries such
as Moss, Brabham, Clark, Ireland, Gregory and
local hero Joakim Bonnier.
The circuit was built between 1948 and 1950,
when the first race was held and a certain Ken
Tyrrell of England won the 500cc ”midget” race
in his Cooper…
During the years the Karlskoga circuit fostered a number of drivers among whom Ronnie
Peterson, Sten Gunnarsson and Eje Elgh are the
most well-known.
Today racing history is being written by
Crawford Racing who is run by Eje Elgh and
his Elgh Motorsport in modern facilities at
Magasinsgatan 8. Out at the Kanonloppet
race track resides ex. racer Johan Rajamäki
with a number of F1-cars for hire and even a
three-seater F1 good for scaring the wits out of
visiting VIP:s!
– I have got a very good team here, says Eje Elgh.
They are all experienced technicians and that is
valuable as I am travelling a lot being involved
with the Panasonic Toyota Formula One Team.
– Apart from motor racing we are also involved
in bike racing with Fredrik Jansson who is one
of the leading exponents in the 600cc Super
Sports class. Then there is Alexander Elgh,
my son, who is a moto crosser – like grandpa!
– Normally we are five persons here full-time
and more than that is coming round to help at
the races. The workshop measures a total of
500 sq. meters.
– In the future we intend to do more racing
outside of Sweden. This year will be a big test…
“Anyone who claims he loves Nordschleife at Nürburgring just
hasn´t gone fast enough…”
Jackie Stewart
8
BMW 320i
Touring car with tradition
No other manufacturer has been as successful in European touring car racing as BMW.
The first European Championship title came to the Bavarian marque already in 1968 thanks to
austrian Dieter Quester in a BMW 2002. After that, no less than fourteen driver´s titles has been
won by BMW-mounted drivers. Back in Carl Rosenblad´s native Sweden drivers like Tobiasson,
Emanuelsson, Olofsson, Ekblom, Bohlin and Andersson are all Swedish or Scandinavian
Champions in BMW:s and have dominated touring car racing in northern Europe for years.
Shake-down at Adria
The cars in the ETCC are closer to ordinary
volume-cars than ever in touring car
championship history. They have four, five
or six-cylinder engines of 2 litres capacity.
Tuning is modest, power output is generally
260–270 bhp. BMW quotes 260 bhp at
8.250 rpm with a torque of 225 Nm at 6.500
rpm. The well-known BMW six with DOHC
and 24 valves is coupled to a five-speed
manual gear-box and there is a mechanical
limited slip in the rear axle. Archrival Alfa
Romeo uses a four cylinder engine with approx. the same output which gives very close
racing in the ETCC.
found all-round. At front there are four-pot
calipers, also from Alcon, and 296 mm
ventilated steel discs. At rear there are two-pot
calipers and 280 mm steel discs.
Steering is by rack and pinion, electronically servo-assisted. The body/chassis unit is
made of steel with a safety cage by steel-tubes.
The wheels are of aluminium type, 9 x 17”.
Michelin tyres are regulatory in the ETCC.
Total length of the ETCC BMW 320i is 4.495
mm, width 1800 mm and wheelbase 2.742
mm. The weight including driver is 1.140
kilos, which is some 300 kilos less than the
everyday BMW 320i.
Pioneers…
It may be worth noting that BMW were
pioneers in the field of electronic motor
management. Already in the days of the
FIA Formula One World Championshipwinning turbo-charged BMW four-cylinder
engine, electronic motor management made
”in-house” was used successfully. Now BMW
motor management is being used in the 320i
as well as in the over 929 bhp Formula One
engines of today. The suspension on the 320i
consists of McPherson struts at front with
Eibach coils and gasfilled Sachs adjustable
dampers as well as a roll bar. At rear a centrallink-system is used together with coils and
the Sachs adjustable dampers and a roll bar.
Servoassisted disc brakes from Alcon can be
The weekend office
What is it like to drive the racing 320i?
– The first time I heard the sixcylinder at full
chat I thought it was a Formula One racing
car! Its high-pitched scream was not that different to the F1:s even if the 320i is silenced
a bit, says Carl Rosenblad. – Driving the car
is like that famous BMW-slogan ”Freude am
Fahren.” It is a pleasure. It is well-balanced
and personally I prefer rear-drive cars. The
engine is a gem. But to be honest it feels a bit
funny sometimes to climb into the 320i with
260 bhp when my everyday BMW M5 has
got 400…
Watch the new Epoch Chronograph!
Mikael Sandström and Christer
Sjöö are addicted to watches and
have giant burning hearts for
watches and their history as
well as for modern watch
technique and design. For
15 years they manufactured and marketed
watches of their own
design successfully. Last
year they began a new
chapter by starting up something completely new – Epoch
Stockholm. A new marque which
is building on tradition and
elegance. The first watch has its
roots in the old Swedish tradition of
pocket watches which has been the inspiration for Mikael Sandström and Christer Sjöö
when developing ”Epoch Stockholm.”
– The vision with Epoch is to bring an elegant
and classically styled timepiece to the customer at a reasonable price, says Sandström.
– Now we will present an electronic chronograph, actually a Racing Chronograph in cooperation with Carl Rosenblad who we know
since a number of years as both Christer
and I are very interested in racing.
The term ”Chronograph” means ”time
writer” and has it origin from the
Greeks – Chronos (time) and
Grapho (write). In modern time
the Chronograph is generally
described as a ”stopwatch for
measuring elapsed time.”
A short history: In 1720 the
English watchmaker George
Graham designs the first watch
that could measure the duration of
an event. Graham has sometimes been
called ”The Father of the Chronograph.”
In 1822 the Frenchman Rieussec seeks
a patent for his design of a chronograph
that could ”write” elapsed time on a turning
dial. In 1862 Adolphe Nicole manufactures
the first chronograph with a hand that could
be set back to zero. In 1898 the first chronograph in shape of a wristwatch is presented
by Universal Genève.
Between 1900 and 1940 many Swiss
manufacturers are making hand winded
chronographs. 1950–1960 several attempts
are made to produce an automatic chronograph (e.g. Lemania 1947) for series manufacture. However technical problems are not
scarce, especially with the winding mechanism, the size of the movement and most of
all for the demands of accuracy.
1969 became the breakthrough year for
the automatic chronograph when a number
of Swiss manufacturers, almost simultaneously, presented their solutions: Heuer,
Hamilton, Dubois-Dépraz, Breitling, Zenith
(El Primero) and Movado, to name but a few.
Even the Japanese Seiko brought the ”Caliber
6139” to the world.
So, watch-out for the new Racing Chronograph from Epoch Stockholm which has
been developed in close co-operation with
Carl Rosenblad.
activities on – and off
the track, Communication Team provides
all the competence
and commitments
needed to meet the goals and ambitions for
all involved.
Crawford Racing, managed by Eje
Elgh and Anders Olofsson – and with Carl
Rosenblad behind the wheel – form a great
team. Their experience and achievements
are remarkable and through the years they
have also figured out how to enjoy motor
racing together with the sponsors and how to
interact to create ”value-for-money” for the
companies who choose to position themselves in the motor racing world.
The ”Do-unto-others…”-concept runs
deep in their minds and working with
Communication Team now also gives them
a chance to free time to really focus on the
relations and activities – as well as the motor
racing.
– Communication Team provides a range
of services and should be considered an
asset for the sponsor, says Christer Dyrwoold
– CEO of Communication Team. Selling, marketing, public relations, media, merchandising and more is what occupies our daily work
and through it all the main target is to make
each and every sponsor a participating part
of the team. Together with each sponsor we
make an inventory and we identify the
particular needs and goals, based on the
input of the sponsor. After that we suggest
a palette of activities to meet these demands.
We also supply suggestions for optional
activities which are not mentioned or
thought of in the original agreement.
Of course there is the exposure on the
car… but there´s really a lot more to add.
Kick-offs, sales and marketing events,
team-building activities, training, incentives,
promotions, competitions and campaigns
– creates possibilities for the sponsorship.
Together with Carl, the team – and you – we
create results.
So when you consider motor racing in
terms of sponsorship, make sure that your
have a clear definition of your goals – and
– make sure that you really enter with a mind
to come close to the team, close to the driver,
even closer to your customers and colleagues.
And remember: this is business – and pleasure, Christer Dyrwoold concludes.
Mutual benefits by split focus
– professionals only!
To reach goals and glory one has to focus.
But in motor racing winning is a multi-layered phenomenon. Apart from winning
the races there are also sponsors who have
considerable interest in making the most out
of their investments. There are no shortcuts
and most people know that. And so do Elgh
Motorsport and Carl Rosenblad who run
Crawford Racing.
The decision to use Communication Team,
alongside the racing team is a natural step in
strategic terms. This means more time for
everyone to perform their main tasks.
Highly skilled and motivated colleagues
is a condition to win races. This also applies
when it comes to taking care of the contacts
with the sponsors surrounding the team.
Everyone is there to win, and as a sponsor
this also means working with the sponsorship in a professional way. Behind Communication Team there are several well-reputed
and established companies with main tasks
to create benefits for sponsors and make it
possible for the team to focus on the racing
whole-heartedly. When it comes to sponsor
relations and performing marketing
10
Mikael Sandström (left) and Christer Sjöö
Christer Dyrwoold, project manager
”The older I get
the better I was”
– It is more hectic these days than during my racing career! Eje Elgh is a man of many talents. He is a co-ordinator for Panasonic in
the Toyota F1 Team which means travelling to all the Grands Prix and more. At the same time he is finding time to be a TV-reporter
with F1 as a speciality. Then he is a mentor for a handful of young hopefuls with F1 in their sights! On top of that he is helping his
son Alexander who is a moto cross-rider
Eje Elgh
– Never a quiet moment!
of international repute. Back home
in Karlskoga he runs Elgh Motorsport,
which in turn is running Crawford
Racing. It is never a quiet moment with
close to 200 days a year on the move!
A
s so many before him, Eje started racing
karts. His father Janne was one of MidSwedens´ best in moto cross, something Eje
gave a miss, but his son Alexander has taken
up grandpa´s interest and enjoys an international career. Eje started in karts back in 1965
and stayed with them until he was 19. Two
Swedish Championship titles for Juniors are
ample proof of his ability. After a while Eje
looked at ”real racing cars” and aquired the
late Gunnar Nilsson´s successful BonnierLola Super Vee. Eje came third in the European Cup 1975 and after that he transferred
to Formula Three.
Eje taking off at the Nurburgring in F2
1977 saw Eje as second in the prestigious
international British F3 Championship.
Derek Daly took the title. In 1978 Eje moved
up the ladder to Formula Two and drove for
genial American Fred Opert in a Chevron.
A second at Pau was the highlight of the year,
a year which ended on a tragic note as Eje´s
mentor and great friend, John Player Team
Lotus driver Ronnie Peterson, died after a
crash at Monza in the Italian Grand Prix.
1979 became something of a lean year with
drives in Formula Atlantic in the USA,
Canada and New Zealand. A few F2-races in
Tim Schenken and Howden Ganley´s Tiga
Team in a March gave a much needed win at
Enna as best.
In 1980 Eje unfortunately crashed at a
test in England and got his racing season
nearly totally spoilt. The year after he was
back in Formula Two. Now in a German
Team, Maurer, who had taken on ex. Chevron
stalwart Paul Owens as designer and team
boss. The car was a success and Eje was back
amongst the European top-notchers.
– 1982 I entered my very first Le Mans 24Hours, Eje explains. I drove a Japanese Dome
together with fellow countryman Stanley
Dickens who was destined to win the race
in a Sauber-Mercedes 1989. But back then
it was no success, regrettably. Eje carried on
in F2 and also took part in a few Japanese
events.
– I was one of the first Europeans racing
in Japan, Eje remembers. From the 1983
season I stayed in Nippon – for the next ten
years! I drove everything. From touringcars
to group C sports racing cars. It was fantastic
years where Le Mans in France always was
the highlight of the year. My best result at the
Sarthe Circuit is a sixth for Toyota in 1993,
but I have been in the lead a few times on
Sunday mornings only to have some dreadful
technical mishap before finish. My last Le
Mans was 1994. After that I hung up my
helmet and did commentaries for TV and a
little bit later I formed Elgh Motorsport.
Never thought of Formula One?
– Well, I was real close once. I was supposed
to drive a third McLaren the last races in
1979, courtesy Marlboro. But in the last moment the deal was off! And I was out of F1 as
quickly as the chance had appeared.
– But nowadays I am at least close to the
happenings…
Eje was a
member of the Marlboro
World Championship Team.
Other prominent members Niki Lauda,
James Hunt and Patrick Tambay to name a few.
11
Fitness training for drivers
More important than you think!
Times change. Not too long ago few expected racing drivers to be athletes!
Just remember ”The Good Old Days” when it was more important to be able to survive wild parties
with lots of good food and drink and – plentiful of beautiful ladies… Those days are long gone.
Bad or good?
corner they are prone to three to five times as
high pressures. That means that their body
suddenly weighs three to five times as much
as normally.
A normal everyday saloon car can generate approx. 0.8 G and a supersportscar something like 1.2 when cornering. A Formula
One racing car can come close to 3.5 G under
the same circumstances. That means that a
racing driver who weighs 75 kilos is pressed
sideways with some 260 kilos and during
braking his head will weigh over 50 kilos!
– A well-trained driver has got more
advantages over the average driver. When it
comes to crashes, a well-trained driver can
easier resist serious accidents. Just look at
my fellow countryman Kenny Brack, who
had a horrific crash last year in an IRL race.
Kenny´s body is said to have withstood
unbelievable 137 G! But that good build of
the car and its safety cage saved Kenny. But
is certainly was a close shave.
Fitness most important
In the ETCC the pressures are not that
heavy. But still, it is most important to keep
extremely fit. Imagine the heat at races in the
south of Europe… And the Dubai race in
October can be real hot as the Autodrome is
laid out in the desert! Normally, 50 degrees in
the cockpit is standard at European races.
– I am taking my fitness training very
seriously, says Carl Rosenblad. I really like
to train myself, to practise various ways of
getting fitter. I also think it is important
– It was certainly another era, says Carl
to invent many variations in one´s fitness
Rosenblad. You may say it was more fun for
program. That helps keep the motivation
fun-loving people, but…
up. It is also important to keep your mental
– Nowadays motor racing is light-years
condition on top. You got
away from those lightWhen it comes to crashes,
to have a good self confihearted days. If you are
a well-trained driver can easier
dence – without that you
not in top shape you are
resist serious accidents.
will never win a race!
out or at least a loser.
Look at Formula One. The pressure on the
drivers are immense. When Schumacher
and his colleagues accelerate, brake and are
cornering they are subject to between 3 and 5
G! No doubt at all that Schumi is being considered one of the best trained athletes of all!
– We have all been to a fun fair and had a
go in a roller-coaster. After only a few minutes
intensive ride we are ending up with a heartThe right food at the right time is important
beat of at least 150 beats per minute! Just
compare what the F1-guys are up to during
You got to focus on the work ahead. You have
1,5 hours… And after a Le Mans 24-hour race
to able to concentrate hard at what you are
you are practically worn out and have lost
doing. Hypnosis and meditation works for
several kilos! Just consider the G-pressures.
many. As I said, if you do not THINK you
When Schumi & Co accelerate, brake or
can win, you will not win!
12
Weight-lifting with Håkan Roos before the Paris-Dakar Rally
– Weight lifting and other similar exercises
are good for building up muscles. It is also
good for the skeleton. A training program
which covers the entire human body, with
emphasis on the neck and upper parts of the
body is advantageous. You got to be able to
steer the car! And do not forget to practise
your back, just in case!
– Then there are exercises for condition.
It is an advantage for us drivers that we can
choose between a number of exercises. We
can do what we feel is the most fun or fulfilling at the moment, be it roadwork, badminton, tennis, swimming or biking – the
important thing is to get going.
– Personally, I think the best practise is
to drive…
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Petit Rouge
Le Vingt Quatre Heures du Mans at the
Dunlop bridge
Circuit Permanent de la Sarthe is the most
Mulsanne straight
prestigious motor race in the world.
It is also the toughest. It is a race flat out
for 24 hours. When it started back in the
Chikane 1
Fordchikanes
early twenties it was more of a fast tour
in the country. Not so any longer. Last
Porschecurves
year´s winners, messrs Kristensen, Capello
Chikane 2
and Smith averaged 214.330 km/h in their
Bentley EXP Speed 8… for twenty-four
D’argne
hours including pit stops…
Indianapolis
Mulsanne corner
!
y
a
d
t
s
e
e
s
h
g
t
n
n
a
–
o
l
Le M
It is not only a race. It is a grand spectacle
which attracts some 300.000 people to the
13.650 km circuit. It is a kind of a national
holiday. Something even the British know
since every year some 90.000 are doing
their annual pilgrimage to the ”Luh-Maans.”
It is also a great happening since while the
race goes on and on for 24 hours people are
having fun. There is a great Fun Fair on the
outside of the Dunlop Bridge corner. There
are numerous restaurants and beer tents.
There are hundreds of stands with every
thinkable memorabilia for sale. There is a
small chapel close to the Circuit and not too
many decades ago there was even a brothel.
La Belle France!
– Le Mans is magic, says Carl Rosenblad.
It´s got everything. The Circuit is a tremendous challenge with a lap of 13.650km. It is
like putting all Swedish circuits together in
one! The corners are legendary. Courbe Dunlop, which is the first after the start & finish
area, got a chicane before the Bridge some
years back as the cornering speeds escalated
enormously and with a completely new
14
section after the Bridge it is a vantage point
for on-lookers. Down-hill to the fast Esses
through to Virage du Tertre Rouge which is a
fast righthander leading out to the marvellous Mulsanne Straight. Nowadays there are
two speed-reducing chicanes on the Mulsanne
as top speeds approached and even surpassed
400 km/h in the late eighties. I think the
quickest cars are touching approx. 350 km/h
now. Near the end of the Straight there is
a ”kink” called the Courbe de Hunaudieres.
Certainly that kind of ”corner” which sorted
the Boys from the Men in the old days…
– At the end there is the Virage Mulsanne,
a relatively slow right-hander before it is flat
out again. In the old days the signalling pits
could be found on the inside-right of the corner. Then it is fast through the woods until
”Indianapolis” comes up. It is a quick righthander followed by a much slower left. It is a
tricky corner. If you are losing momentum in
the first quick part there is every chance that
you end up in the sand-trap or even worse!
I recall a few years back (1996) when I
arrived at “Indianapolis” and Stanley Dickens
had had a monumental crash in his STPKremer-Porsche. The rear part of the body
had flown off and poor Stan got airborne and
left the track. When I arrived at the scene at
some 320 km/h the top of a pine tree fell out
on the circuit! I just drove over the pine-top
but imagine if it had been dark and rainy…
After that a short straight and you arrive at
the Virage d´Arnage which is the slowest
corner of all. It is a right-hander which leads
to the Porsche Curves, very fast right-left corners, further to the Maison Blanche corners
and the Ford corners which ends the lap and
you are back on the start & finishing straight
with huge grand stands on both sides. Pits
are on the right.
– Just imagine 377 laps – or less – during
24 hours… at a fair rate of knots.
Crawford Door is one of the world´s biggest
manufacturers of industrial doors and the
leading European supplier of dock levellers
and shelters as well as operating the
largest service organization for these
products. In the area of residential garage
doors the company is Europe´s second
biggest manufacturer. Crawford Door has
been a major partner to Carl Rosenblad´s
racing since 1996.
Crawford Door
C
rawford Door European AB was
founded in 1960 and it was, actually,
Crawford who brought the concept of the
overhead sectional door to Europe. This was
a product which quickly became popular.
In Sweden not least because Svensk Bilprovning (a country-wide Governmentowned car
test company) chose Crawford doors for their
halls all over Sweden when they started back
in 1964. A number of products followed,
among them residential garage doors aimed
at the private market i.e. for villas.
Since the beginning of the 90s Crawford
Door is part of the public Cardo Group, a
Swedish company which had a turnover of
5.3 billion SEK in 2002. It has got 4.000
employees and production facilities in five
European countries as well as in the USA
and China.
After being a partner to Carl Rosenblad´s
racing since 1996 Crawford is now turning
their attention to the European market when
Carl has decided to go for the FIA European
Touring Car Championship. How come?
– We have over the years had a great relationship with Carl Rosenblad and the Team
surrounding him and we have developed
our sponsorship as the years have passed.
It has been a good teaming for us and we
have developed our sponsor concept over the
years. Many are the Swedish customers who
have joined us at the racetracks around Sweden. Business as well as personal relations
have been created. And we have been well
served both on and off track by the professional team of Eje Elgh and Carl Rosenblad.
And now you are taking on Europe …
– We have for years enjoyed the well organised STCC races but now we feel that we
would like to broaden our sponsoring to the
European market.
Cardo, represented by Cardo Door and its
biggest brand, Crawford, is a truly international company with sales companies in most
European countries and where we have no
sales company, we have agents or customers
working through our export companies.
Our customers are spread all over the continent and our industrial door and dock load
equipment, find customers in many businesses such as construction, manufacturing,
food industry, airports, gas stations, transport
and distribution, the list can be made long.
We are also selling our residential garage door
to customers in most European countries.
around the racing weekends and use this to
strengthen the relationship to our customers.
Obviously, the ETCC opens up better
possibilities for you to entertain a wider
group of customers…
– A European approach is also offering wider
exposure of our brand. This is especially
important for our residential garage door
business as we have three well-known brands
competing, Normstahl in Central Europe,
Henderson for UK and Ireland and Crawford
in most other countries. We can invite far
more categories of customers and business
relations because the arrangements is closer
to their homes. The possibility to get exposure in European press as a PR trigger is also
greater. It is also a good object to attain
interest at fairs and exhibitions as we can
show pictures from famous European
racetracks.
So you look forward to meet your customers and business relations on their homeground?
How will you use the ETCC?
– The coverage in Eurosport of the ETCC is
a benefit. Even if it is interesting to watch
Swedish racing even if you are a German, it
is even more interesting to watch if the race
is being held in Germany. When inviting key
customers to the races I would say, in stern
words, we believe that we get more value for
our sponsoring money through sponsoring a
car in the ETCC than in the STCC.
– STCC has been a limitation for us and it
has restrained the payback on our sponsoring investment to the Swedish market. With
the ETCC we can utilise the sponsoring in a
number of our markets where we have sales
companies. We can arrange social events
15
Profession
Racing driver
It is not too many Swedes who truthfully can put this title on their
cards. Probably not more than a handful. One of them is Carl
Rosenblad. We sat down for a chat with Carl, the Racing Driver.
Y
ou have competed in an impressive array of delectable racing cars.
From karts to Formula One. From Formula Lotus-Opel to Formula
3000. Sportscars of all kinds… Ferrari F40, Ferrari 333Sp, KremerPorsche, Courage and many more. You have raced GT-cars like the
Porsche GT1, Callaway, Chrysler Viper. Tell us which car or cars have
given you most fun…
CR: The single-seaters are more fun than anything else. F3000 was the
best car as it was run extremely professionally. On the other hand, the
F1 Footwork Arrows I raced in 1994 and 1995, was absolutely fabulous
to drive with its carbon-fibre disc brakes coupled to low weight. The
effect in braking is almost unbelievable! From 300 km/h down to 100
in less than two seconds… Of all the GT cars I have had the pleasure to
drive I think the Ferrari F40 is by far the most pleasant. Just imagine the
feeling to come from the street, jump into the F40 and drive down the
Mulsanne Straight at 340 km/h in the dark… it is quite something. Wow!
The GT1-Porsche in FIA-GT 1997 was very quick, but did not really
respond and did not give me that special feeling. The Ferrari 333Sp was
the counter-part. Fantastic car. Absoutely fantastic. A legend already in
16
“If everything seems under control,
you´re just not going fast enough.”
Mario Andretti
Eje Elgh who, after an important and
deciding discussion back in november 1995,
made me focus one hundred per cent at
”serious” racing. Eje is very good at getting
people to think, do and drive the right
way. His experience is immense. Stuart
Radnofsky, who is my coach internationally
since 1995. He is
an
American and
Q: Very early in your
As a 20-year old I recall
the man who have
career you drove very fast
I thought it was very cool to
set-up nearly all my
cars. Some people meant
”race” on ordinary roads. With a
drives. He knows
that you started the
racing driver´s license in hand
”everyone” and he
wrong way. Did you ever
I believe I matured quickly
knows all the tricks
look back?
in the racing game.
He is representing me in all contractual
CR: I have never looked back! I have
discussions outside of Sweden.
never doubted my ability! Nobody is born
with motor racing genes. It is a matter of
practise. But OK, the step from a 150 bhp
Q: Have you got any favourite circuits and
Formula Opel-Lotus ta a 600 bhp Formula
races, and why?
One was a long one. But I am convinced
that it is possible, with the right mentor or
CR: Mo i Rana in Norway, Spa-Francorteacher. As an example, I did not have too
champs in Belgium and Suzuka in Japan
much experience of setting up a chassis
thanks to their unmistakable rhytm.
when I came to F3000…
Absolutely magnificent circuits with long
sweeping curves in a changing setting.
I like Le Mans for its mystique, the speed,
Q: Different things at different stages in a
the challenge and the difficulty! But after
driver´s career has more – or less – impact
all, the most fullfilling circuit of all must be
on how the driver will mature. Which are
the Nord-Schleife at Nurburgring. It is also
your ”milestones”?
called ”Die Grune Hölle” (The Green Hell!)
which comes very near the truth. It´s got all
CR: As a 20-year old I recall I thought it was
what the above circuits have got – and a bit
very cool to ”race” on ordinary roads. With
more! It is a very tough circuit and nobody
a racing driver´s license in hand I believe
can say he knows every meter of it. It is a
I matured quickly. Then the wild years in
place you feel like a hero after every lap
traffic were over for ever. I realised I must
completed…
behave and make a role model for younger
persons. Next milestone came in my racing
debut. I was simply blown off! I could not
believe it! Then I remember first time at
Le Mans in 1996. There were the Big Boys,
The Best Cars and the most famous racing
teams. Good Heavens! I felt really small out
on the circuit. But I grew up.
its day. The strong point of the Viper was
– believe or not – the road-holding in fast
corners. In the other end of the scale I must
say that I liked my Super Touring Nissan
Primera a lot. Surprising communication
and precision. All time high must be the
Ferr… Pors… ah, it must be the F3000!
Third at Spa-Francorchamps
24-Hours FIA GT 2002
Paris-Dakar Rally 2002
in a Toyota Land-Cruiser
Daytona 24-Hours 1999
– fourth in a Ferrari 333Sp
Q: Who or which people has been most
important to you in your career so far?
Leading the STCC-pack on his
way to another win.
FIA F3000 1996
Lola 96/50
CR: Björn Danielsson who took me out for
real drives when I was four! Then no doubt
the late Sven Frindelius. It was impossible
not to work hard for a driver´s license after
one minute with him! His enthusiasm was
unresistable! Johan Rajamäki, of course.
He lives in Karlskoga and I had four very
good years in formula cars together with
him. Anders Olofsson. He took me to Le
Mans 1996 to share the Ferrari F40. Since
that, Anders is my engineer, my travelling
companion and mentor. Anders is undoubtedly the man behind many of my successes,
not least in STCC.
Silver ware
Q: Beside having been interested in cars
and motor racing since very early days,
what motivates you to go on racing?
CR: Racer´s instinkt! It does not matter
what. I like cars and speed, but it could have
been something else. I am going on as long
as I feel I am developing and competitive
and think I can still win!
Q: If you were to give a young promising
driver who has just got his first Formula Ford
racing car some advise, what would you say?
How shall he get on with his career? How shall
he be able to finance his racing?
17
CR: Set up some realistic goals. Do not stay in
Sweden too long! Formula Renault in Europe
seem to be a very good stepping-stone.
But look for a drive in a professional team.
Do not try to set up your own team with your
family and relatives as helpers! It might be
cheaper but will not give you any Championships. If you can not afford a professional
team – stay out! Do NEVER EVER borrow
money to go racing. Do not sell ads on your
car – sell yourself! Sell the feeling to be partner. Start with local sponsors and forget the
big companies. Call would-be sponsors, set
up meetings, present yourself. It is certainly
hard work but the only way to go. Always
bring good material in your brief-case – you
never know when you meet a potential sponsor. Be prepared!
Computers are terribly honest...
Q: What do your own plans look like? You are
now following your own suggestion and you
are leaving the STCC (Swedish Touring Car
Championship) for the European equivalent,
the ETCC. But I also think you are keeping
an eye on Le Mans?
18
CR: Well, I would very much like to drive at
places like Daytona and Le Mans. I would
also like to have another go at the Paris
– Dakar Rally. But right now I will concentrate
on the ETCC. And there is a chance I will
turn up at the Sarthe Circuit in June. As I
have said earlier, Le Mans means a lot to
me for many reasons. It is not easy to land a
good drive at Le Mans, but I think Stuart is
looking around and with a bit of luck we will
be there.
Q: The Racing World is presently being hit by
a recession. Even Formula One is finding life
more difficult than normal. It seems several
European Grands Prix will disappear and
new GP:s in far away countries will be added.
The same can be said of sportscarracing. Last
year´s FIA Championship was a disaster and
even the two big sportscar series in the USA
are feeling the ill wind. What will happen,
do you think? Can sportscar racing survive
with just one really big race, the Le Mans
24-Hours?
CR: There will always be a full field at Le
Mans! It is an institution. There are certainly
enough money available to the best sportscar
and GT-teams. And times will change. Before
we know it, it´ll be business as usual again!
Then you can say Le Mans is a very expensive
race and car manufacturers and sponsors
like success. Porsche and Audi have succeeded
while marques like Toyota and Nissan have
only been nearly there even if they spent considerable sums of money. Some win, some
lose. Look at the way ETCC is being run.
It is getting bigger and better every year. Now
we are talking about a World Series to start
Carl writing autographs
before long! And more manufacturers are
planning to participate. The series organizers
(KSO and SRW Events), sponsors (LG) and
Eurosport are doing a very good job with the
LG Super Racing Weekends.
Swedish
smorgasbord...
Hospitality at circuits is taken for granted these days.
In Formula One the big teams fight over who can lure the best
star chefs to run their trackside restaurants! The LG Super
Racing Weekends are not far behind. Crawford Racing is taking
a different route to please their guests…
T
he name of the game is – Swedish Smorgasbord – a Swedish tradition!
It is a buffet with a number of different plates
where the guest can choose what he or she
likes. The history books say it evolved from
the Akvavitbord during the 17th Century.
During these early days a barrel (!) filled with
akvavit acted as the center-piece on the table
with assiettes round it with all sorts of good
food which could stop the hunger. Actually,
this akvavitbord seems to be very similar to
the old russian ”sakuski” before it evolved to
the more attractive smorgasbord. In the early
1900:s stiffer alcohol laws in Sweden took
away the Akvavitbord for ever. If you want
to go about the Smorgasbord the proper way
– this is how to do it.
First round: You concentrate on the herrings
prepared in different ways. To that you enjoy
Swedish rye-bread, butter and some interesting Swedish cheese. Beer and maybe a small
”schnapps” is certainly not wrong. But remember: Schnapps and car driving do not mix!
Second round: Now you attack the
shrimps and the salmon and cold sallads.
– I think I decided to be a cook already when
To that patés and tiny sausages – the special
seven years old! After studies at the LjungSwedish ”Prinskorv.”
stedtska in Linköping (high-school for
Third round: Now we arrive at the warm
restaurant-techniques) and later the famed
buffet consisting of Swedish meatballs, sauGrythyttan I took off as
sages, spare ribs and
nearly everyone else in
fish gratins – a specialthe trade. I worked in
ity is ”Janssons
many countries even
Frestelse” – to which
as far away as Portugal!
you definitely need
And it was in Portugal
something strong.
I got hooked on motor
Absolut.
racing when I saw a F1
Fourth round:
Grand Prix at Estoril.
This is the round-up.
– Last year we got a new
Cheese, fruit, desserts
trailer complete with a
and small cakes.
modern kitchen which
Coffee and if you dare,
certainly made life a bit
try the Swedish Puneasier for me and my
sch! After this Swedish
helpers. One last quesSmorgasbord you
tion to Henrik – have
certainly need to take
“The Chef – Henrik Svensson: Spoiling each and
you got any idols in your
a back seat.
everyone with a ´premium cuisine´”
profession? – Yes, sure.
Henrik Svensson is
In Sweden it is Carl-Jan Granqvist of Grythyttan
the Chef behind all this. He is 34 and has got
fame. Outside Sweden it is Paul Bocuse.
a genuine background – he has been in the
trade since 18.
19
The world´s largest companies
cannot be wrong…
Motor racing sponsorship
is a rewarding investment
Carl talks about branding at PricewaterhouseCoopers in Malmoe
I
t is very easy to understand why several of
the World´s largest companies are using
motor racing as a tool in their marketing.
Motor racing is global and television gives
hundreds of millions of people a chance to
follow Formula One, Cart, IRL och ETCC
from home. That means exposure to the
companies. Repeated exposure. It certainly
means much to car manufacturers like Ford,
Toyota, Renault, Fiat, Mercedes-Benz, BMW,
Honda, Ferrari and Jaguar just to name the
players in the top league, Formula One.
A number of other big players have joined
the car manufacturers. For example Philip
Morris with their successful brand Marlboro,
other household names outside the car-world
like Vodafone, Allianz, Budweiser, HewlettPackard, Siemens, Red Bull, HSBC, AT&T,
Panasonic are just some of the multinationals who can be seen with their logos on the
racing cars in the top league. It is no coincidence. These people do not waste millions of
dollars just because motor racing is fun.
No way. It is a matter of well calculated
investments which shall give the companies
healthy returns in form of exposure, awareness, image and of course, in the end, sales.
Advantage partnership!
Sponsorship is not easy to understand.
It seems some companies are sinking millions
of dollars year after year with a luke-warm
return. On the other hand some people invest
smaller amounts of money and seems to ride
on a wave of success. How come? Probably
they have made their home-work better.
Researched how their cash sponsorship
could make things better for both parties.
The key is partnership. The days when a
sponsorship just involved a logo on the car´s
sides are long gone. Now a sponsorship calls
for much bigger commitment.
Advantage sponsor – close to the Action!
Report straight from the race in the VIP-tent
As a partner your company, personell and
customers will all be involved. The ”we”
feeling will be open to all. There are some
remarkable examples to that. Ferrari, BMWWilliams and McLaren-Mercedes and their
sponsors are enjoying just that kind of
partnership. The results are obvious.
A Day at the Races
As a partner you will have the opportunity to
come close to your selected team and drivers.
This is an area where Carl Rosenblad and
Crawford Racing excel. Carl is spending a
fair amount of his time ”off-season” doing
all sorts of work for his partners. Exhibitions,
shows, promotional events, customer-meetings, press-ditto, etcetera. He is also a popular guest-speaker at various functions. At the
races Carl and the team offer hospitality well
worth a star in the Bible integrated with the
Team in the paddock.
– Maybe we can not offer a spectacular
view over the circuit, says Carl. But we can
certainly offer something quite different
and most interesting – a close view of the
mechanics at work!
– The only snag is that my partners always
discuss their repair bills now with their local
garage, because they know it did not take that
long for the Crawford Team´s mechanics…
“Speed costs,
how fast do you want to go?”
Stuart Radnofsky
Further contact:
Christer Dyrwoold
Project manager
Phone: +46 (0)8-689 99 40
Mobile: +46 (0)705-75 65 11
E-mail: [email protected]
21
Crawford Racing
is sponsored by:
Crawford Door
Crawford is one of the world’s largest manufacturers of
industrial doors and dock loading systems – and the market
leader in providing service on all brands within the range.
Crawford is also one of the largest manufacturers of
residential garage doors in Europe.
www.crawforddoor.com
Industrial products
Garage doors
OPENING SOLUTIONS
Castrol
Provider of world
leading lubrication
solutions.
www.castrol.se
Fitline
Nutritional supplements.
Unique products
concentrating on supporting
you in keeping your health.
www.fitlineshop.se
Procurator
Procurator supplies a wide range of personal safety
equipment to companies all over the Nordic countries.
To us safety and concern is a natural part of daily
work and our main objective is to reduce and prevent
accidents and risks.
www.procurator.se
Barilla
Barilla food production is based on three principles: product
quality, attention to nutritionally-balanced eating and of
course flavour, the unmistakable hallmark of the entire
Barilla range.
www.barilla.com
Oscar Jacobsson
Our mission is to create clothes for men who wants to
make impression. You will meet two new design concepts
at our website; CONFIDENCE and BALANCE. The most
winning combination of style and function. They’re both
made to make people listen.
www.oscarjacobson.se
22
Ferodo
Ferodo products are specified by the world’s leading
vehicle and car manufacturers and are used by many
of the top names in motorsports. Ferodo has a product
range that includes some of the most advanced
braking materials available today.
www.ferodo.co.uk
Kickbike
Kickbike are human powered
scooters developed by the
world’s elite scooter racers.
The result is the best scooter
for cruising, racing and
commuting that
money can buy.
www.kickbike.se
Epoch
Epoch® is a Swedish watch manufacturer based in
Stockholm. We seek the elegance and timelessness
in the classic watch artwork. We challenge ourselves
to create and mould the classic wristwatch for
contemporary people.
www.epoch.se
www.boforsdefence.se
Scania
Tryckeri AB
Scania is a leading manufacturer of heavy trucks, buses
and engines for industry and sea-vessels. Scania also
market and sell a wide range of service-products,
services and financing.
www.scania.se
Arai
Comfort, practicality, usability and safety. More
than 50 years of design and advancement of the
art of helmet manufacturing.
www.arai.com
Stenströms
The smart businessman chooses Stenströms for several reasons. Naturally, knowing you are
well-dressed and elegant is a plus, but with Stenströms the knowledge that every detail has been
carefully created brings out a sense of perfection. A Stenströms shirt is sewn from 23 different
pieces and involves 60 steps to completion, of which some are still carried out by hand.
www.stenstroms.se
23
Shaha
www.signalera.se
yacht
An outstanding motor yacht.
Equipped and capable of hosting and sailing you
and your party across the oceans of the world.
Great space on upper deck and in salon
Wherever you want her to be…
6 cabins hosting up to 12 guests,
all air conditioned and with en suite bathrooms
Shaha has a true transocean cruising range. And the keyword for Shaha is space. She actually has
enough space on her deck to land a helicopter. And if you’re not fond of helicopters you can most
certainly throw a grand party and still have room left for a relax corner. Shaha offers up to six double
cabins, each with a bathroom en suite, a very comfortable salon with cocktailbar and a TV area
(also equipped with VHS/DVD-units). Shaha is indeed a versatile vessel. She will meet your needs
regardless of your intentions. She will host your maritime conference, your private party and she will
indeed take you and your friends comfortably cruising the Mediterranean with some rewarding stops
on your next vacation…
Our professional crew guarantee a smooth and pleasant journey and if you wish, we will be happy
to arrange for your ”own” chef to come on board and create gastronomic delights for every palate.
Shaha is at your service. Ready to give you a memorable and enjoyable experience. Please contact
us at any time and we will be happy to serve you with further information.
Length
Beam
Tonnage
Hull material
Baths/Showers
34.5 meters (113 feet)
8.23 meters (27 feet)
225 gross
Steel
6, all en-suite
Stockholm Sweden
Telephone: +46 (0)8 463 11 65
Solution Providers
in and around
the door opening
Industrial Doors • Dock Levellers • Dock Shelters • Load Houses • Service
A company in the Cardo Group
www.crawforddoor.com
Il professore
– a man of many talents!
Anders Olofsson may not have the looks of a
successful, tough, international racing driver.
He looks more like a university professor!
But that is just a mask. Anders’ CV shows he
has got a fantastic career in motor racing.
And as for that ”professor” bit – what Anders
does not know about motor racing, setting up
cars, team management – is probably
not worth knowing.
Anders won the Kvällsposten Newsrace at Knutstorp 1977 second was a certain Nelson Piquet (who was destined to take
two F1-titles later...) third was italian Beppe Gabbiani
– What am I doing at Crawford Racing? Ah,
when Eje is out of Sweden on his Formula
One engagements or something else, I am
promoted to team boss, says Anders Olofsson tongue-in-cheek.
– Otherwise I am Carl´s coach and ”ingegnere” which means I am his mentor och
sometimes trouble-shooter. Anders is a bit
like the archetype Sweden. Tall and quiet.
He does not talk very often, but when he does
– people listen. His experience both on and
off the Circuit is unquestionable and he is
the perfect mentor to Carl.
Fantastic career
Anders met all the big names and also those
who came big during his career. More often
that not he beat them! Like nearly all racers
Anders took to
karting when
the time was
ripe in 1966.
– I think my
best race was
the World Karting Championship races in
Torino in 1971.
I came sixth
which pleased
Anders fighting face during the
me. A few years
F3-years
later i switched
to Formula Ford and managed to be runner-up
in the Swedish Championship the first year.
1975 was supposed to be my breakthrough but
after I crashed the Anglo-Swedish-built and
26
Rotels-ponsored Viking TH1 in Monaco my
season sort of faded.
It took Anders some time to recover from
the misfortunes of 1975 but two years later
he took nine wins out of 20 races, 13 podiumplacings and 17 Top Six!
Missed the Euro F3-title marginally
The second time Anders was runner-up in
the European F3 Championship, it was with
smallest imaginable margin.
– Dutchman Jan Lammers and I had the
same number of wins and the same number
of points. But I had one second place less.
Therefore Jan became Champion. I had to
console myself by winning Toyota Europa
Cup and again be Swedish Champion.
1979 was the year in F3 of a certain Alain
Prost. At the European Championship race
at Knutstorp in south Sweden Anders was
pressing Prost into the finish line in his museal Ralt RT1 while Prost enjoyed a Renaultsupported works Martini-Renault. It was
quite a drive which gave echo in the Inner
Circles of motor racing.
After a couple of lean years with a Swedish GT Championship title as only real success Anders was enrolled in the works-Volvo
ETCC Team. A fine win at the Czechoslav circuit of Brno together with Ulf Granberg and
a second at the Anderstorp round restored
some self-confidence.
ETCC and Japan!
1986 Anders´ career got a lift. He carried on
as a Volvo works driver and was partnered by
drivers like Johnny Cecotto, Mauro Baldi and
Ulf Granberg. Wins at Österreichring and
at Fuji, second place at Misano and thirds
at Donington Park, Anderstorp, Brno and
Nogaro. At the 24-hour race at Spa-Francorchamps Anders took 12th place.
1987 saw Anders establish himself in
Japan. He joined the well-known sportscar
team called ”Le Mans Company” and did very
well together with Takao Wada. 1988 gave
a third in the Japanese group A touringcar
championship with Aguri Suzuki. Anders
was a travelling racer!
As a works driver for Nissan Motorsport Anders took two Championship titles
together with Masahiro Hasemi in group A.
His best moment with Nissan was naturally
ETCC 1985 at Brno in the then Czechoslovakia.
Works driver for Volvo
when he, together with David Brabham and
Naoki Hattori, won the 24-hours at Spa-Francorchamps in a Nissan Skyline GTR.
– A wonderful victory! To win the 24-hours
race for touringcars at Spa is nearly as good
as winning at Le Mans…
The Italian Connection
Via an old friend, Strandell, Anders got in
touch with wealthy Italian Luciano Della
Noce. A man who would play an important
role in Anders´ career. Being an Italian there
were no other real alternatives but racing a
Ferrari. Signor Della Noce had Contacts in
the right places and insisted repeatedly that
Ferrari should build a ”competizione” variant
of the road-going (sic) Ferrari F40. At first,
nobody at Ferrari would hear of such a thing.
No way! The F40 was a supercar, OK, but no
racing car. Basta! But Luciano did not give up.
In the end Ferrari made a compromise. They
let the specialist Michelotto take care of the
problem. And so, the F40 became a racing
car – after all. And – of course Ferrari gave
Michelotto a helping hand – off the record…
In 1994 Anders won the Japanese Suzuka
Three-Hours Race, the Italian Vallelunga
Four-Hour Race and later the Six-Hours at
the very same circuit north of Rome. He
came second in the Spa-Francorchamps FourHour Race but at Le Mans they had to retire
after a good showing. 1995 gave a total ninth
in the BPR Worldwide Series after a win at
Vallelunga´s Six Hours Race and thirds at
Monza, Suzuka and Silverstone. At Le Mans
bad luck intervened again. The following
year saw the Olofsson/Della Noce pairing
take a fourth in final classification for the
BPR Worldwide Series.
– 1996 was a fantastic year and I would
like to put the win at Anderstorp first. It was
very emotional and Luciano was over the top
with joy! We came second at Paul Ricard´s
Four Hour Race and at the Suzuka 1000.
At Le Mans it was business as usual – we had
to retire! I am particulary sorry for Carl who
made his Le Mans debut as third driver in
our F40 and drove really well.
Arch-rival Piquet again behind Anders! F3-race before the Austrian Grand Prix 1977
– I had some absolutely fantastic years
in Japan, Anders recalls. But one has to
accept everything´s got an end. An absolute
high-light was when I just a few years back
was asked to come to Japan and demonstrate
a year-old Ferrari Formula One racing car
owned by a collector. It was an unbelievable feeling to – at long last – sit behind the
steering wheel in a really good Formula One
racing car, a Ferrari. I tell you… a good many
thoughts circulated in my head at Motegi
that day!
Anders was a Nissan works group C-driver 1990–91
Finally on the rostrum at Le Mans!
– It took quite a long time but at last I made it
to the rostrum at Le Mans, says Anders with
a grin.
– It was 1997 and probably my last really big race. I raced a wonderful McLaren
F1GTR-BMW V12 together with the French
duo of Pierre-Henri Raphanel and Jean-Marc
Gounon. We came second and won the
GT1-class. It gave me quite a feeling after so
many frustrating retirements.
Even if successes came plentiful to some
of the leading marques in sportscar and GTracing it became obvious; that type of racing
no longer attracted the big players. The
Japanese economy had been smitten by ”The
Asiatic Illness” and racing was no longer on
top of the agenda. In Japan a new generation of young quick drivers started to make
a name for themselves and it was no longer
natural to hire European drivers.
At long last! In a Ferrari at Twin Motegi in Japan
Chief engineer Olofsson today
27
Where the action is!
Short guide to the ETCC circuits
Autodromo Nazionale de Monza
Valencia
– tricky but very interesting, even for F1-testing
– one of the most well-known circuits in the world
Lesmo 2
Lesmo 1
Turn 8
Serraglio
Turn 7
Turn 10
Turn 3
Turn 2
Turn 11
Turn 9
Turn 13
Variante
della Roggia
Variante Ascari
Turn 12
Turn 6
Parabolica
Curva Grande
Turn 5
Turn 14
It was reputedly built in 110 days in the King´s hunting park some
15 km north-east of Milan back in 1922. First it was amazingly fast.
Nowadays chicanes and re-worked corners have made it mediumfast. All the famous names are still there: Curva Grande, Lesmo,
Ascari, Parabolica, just to name a few. This is truly the Home of
Motor Racing in Italy.
Monza is an industrial town just 15 km north-east of Milan, close
to the A4. Lap distance is 5.793 km
Turn 1
Circuit de la Commitat Valenciana Ricardo Tormo was opened
19 september 1999. It is really a driver´s circuit. It is 4.005 km
with 14 corners. It is a very up to date facility which often is used
for testing by Formula One. There are 48 boxes and the paddock
area measures som 49.066 sq.metres. Antonio Pizzonia in a
BMWWilliams set a 1.09.165 lap and as a comparison the F3 lap
record is 1.30.936 and Perez Sala´s GT-record in a Chrysler Viper
is 1.38.485.
Circuit de la Commitat Valenciana Ricardo Torme is situated just
outside Valencia in eastern Spain.
Circuit de Nevers, Magny-Cours
– the Home of the French Grand Prix
Hockenheimring
– slower nowadays, but still veeery fast
Spitzkehre
Golf
Mobil 1 Kurve
Südkurve
Adelaide
Chateau d’Eau
180˚
Parabolica
Estoril
Grande
Courbe
Chicane
Sachs
Nordkurve
Lycee
Built in the same place as the old and smaller, 3.8475 km, circuit,
the new circuit is 4.411 km long and very modern with some
interesting corners like the Grande Courbe, Adelaide and the last
part of the Circuit before start & finish.
It is the circuit which welcomes the German Grand Prix every year
since the Nurburgring is running the Grand Prix of Europe. It has
always been a very fast circuit even now when the lap is shortened
to 4.574 km. The Stadium part is the trickiest, the rest is really fast.
Circuit de Nevers, Magny-Cours Situated 12 km outside Nevers,
which in turn is situated 250 km south of Paris.
Hockenheimring, Germany. Situated some 25 kilometers south of
Heidelberg. 85 km south of Frankfurt and 140 km north-west of
Stuttgart. Lap length 4.574 km
28
Racing calendar ETCC - 2004
27th ............ June ................. GRB ............... Donington Park
31st ............. July .................. BEL ................. Spa-Francorchamps
5th ............... September ... ITA ................. Imola
19th ............. September ... GER ................ Oschersleben
8th ............... October ......... UAE ................ Dubai
28th ............. March ............. ITA ................. Monza
18th ............. April ................ ESP ................ Valencia
2nd .............. May .................. FRA ............... Magny-Cours
16th ............. May .................. GER ............... Hockenheim
30th ............ May .................. CZE ................ Brno
Motodrom Brno
Donington Park
– Difficult but rewarding – a drivers delight
Turn 4
Turn 1
Turn 2
– Oldest and certainly the Best of British!
Turn 5
Old Hairpin
Hollywood
Turn 3
McLeans Corner
Turn 6
Turn 7
Turn 9
Turn 13
Redgate
Corner
Turn 8
Dunlop Bridge
Turn 11
Turn 14
Melbourne
Haripin
Turn 12
The Esses
Starkeys Straight
Turn 10
Brno is well-known for it´s old demanding Masaryk Circuit
– a real road circuit whose lap measured some 10.925 km on
dwindling roads. The new Motodrom is much smaller but offers
a circuit lay-out which is second to none.
Motodrom Brno lies just outside the town with the same name,
which in turn is situatad just 131 km from Vienna (Austria) and
206 km south-east of Prague (Czech capital).
This lovely track set in park-like surroundings opened back in 1933
which makes it the oldest British circuit still in use. It was bought in
the 1970:s by contractor magnate Tom Wheatcroft who set about to
modernize the circuit in order to make it ready för F1 Grands Prix. It is
a challenging track with all kinds of corners. Donington Park also hosts
the Donington Collection, the world´s best collection of Grand Prix
cars. Do not miss!
Donington Park lies next to the East Midlands Airport just a few miles
from the M1 motorway between Leicester and Derby.
Circuit de Spa-Francorchamps
– the last of the real classics
La Source
Autodromo Enzo e Dino Ferrari
– in the midst of Ferrari, Maser and Lambo-land
Eau Rouge
Piratella
Bus Stop
Blanchimont
Variante Alta
Pouhon
Tosa
Villeneuve
Les Combes
Malmedy
Tamburello
Stavelot
Rivage
When racing fans talk about Belgium, it means only one thing,
the world-famous Spa-Francorchamp circuit. Laid out in 1924, in
the hilly Ardennes, where racing started already 1902 on Circuit
des Ardennes, it is today shortened to fulfill safety rules. However,
it still offers most of the ingredients which made the old circuit
famous. A real drivers´ circuit if ever there was one.
Spa-Francorchamps 6.949 km circuit lies 50km south of Aachen
(Germany) and 50km south-east of Liege (Belgium).
Rivazza
This is motor racing country pure! It´s where Ferrari red is the
only colour that matters. The circuit was built in 1950 and is
quite challenging. It is the place where the San Marino F1-GP
takes place. There are many tough corners. Just mention their
names and many will shudder: Tamburello, Villeneuve, Tosa,
Piratella, Acque Minerali, Variante Alfa, Rivazza and Variante
Bassa! Forza!
Autodromo Enzo e Dino Ferrari lies in parkland Imola, just
33km south-east of Bologna, on Autoroute A14 towards the
Adriatic coast. Lap length is 4.933 km.
29
Motopark Oschersleben
Dubai Autodrome & Business Park
– tricky circuit in the middle of Germany
– An exotic newcomer!
Turn 11
Shell Esses
Turn 12
Turn 10
Turn 9
Turn 8
Bilstein
Turn 13
Turn 7
Turn 6
Hasseroeder
Turn 1
Turn 5
Spielmacher
Turn 4
Turn 3
Turn 2
Hotel
Triple
This circuit is somewhat tricky and the lap distance is only 3.667 km.
Getting grip is essential on this circuit which was opened in
1997 and lies only 20 km south-west of the old German town of
Magdeburg and 110 km west of Berlin.
Motopark Oschersleben, 20 km south-west of Magdeburg
in Germany.
Right now the Dubai Circuit is being built! It will be to F1 specifications and
with a lap length of 5.394 km. First part of the complex was completed in April
and the ETCC race in October will be the opening race for the Circuit. Dubai
Autodrome & Business Park will be the home of the automotive industry in the
Middle East.
Dubai Autodrome & Business Park is situated 25 min. outside Dubai City
in the United Arab Emirates.
Facts & figures…
FIA ETCC 2003 – Drivers´ points
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Gabriele Tarquini, Alfa Romeo 156GTA, 107 points
Jörg Muller, BMW 320i, 106
Andy Priaulx, BMW 320i, 100
Nicola Larini, Alfa Romeo 156GTA, 92
Dirk Muller, BMW 320i, 66
Roberto Colciago, Alfa Romeo 156GTA, 66
Duncan Huisman, BMW 320i, 47
Antonio Garcia, BMW 320i, 46
Fabrizio Giovanardi, BMW 320i, 43
Tom Coronel, BMW 320i, 25
Rickard Rydell, Volvo S60, 18
James Thompson, Alfa Romeo 156GTA, 12
FIA ETCC 2003 – Manufacturers points
1.
2.
3.
Rules and regulations of the
ETCC races
The ETCC races are part of a package known as the LG Super Racing
Weekends, where there are also rounds of the FIA GT Championship.
There are ten weekends with two races of a minimum of 50 kilometres.
The time the teams can spend working on the cars between the races
is limited to 15 minutes. Already for the 2003 season, the FIA adopted
a new scale of points – 10-8-6-5-4-3-2-1 for the Drivers´ and Manufacturers´ championships, although only the first best-placed cars from the
respective marques will count for the latter title. While the grid for the
30
BMW, 290 points
Alfa Romeo, 249
Seat, 13
first race is decided during a single 30-minute qualifying session, for
race two the top eight finishers from race one will start i reverse order.
The system started halfway through the 2002 season and the addition of
weight ballast for successful drivers was continued. This means the three
drivers scoring the most championship points in the two races of the
weekend have 30 kg, 20 kg and 10 kg of ballast added respectively for
the next two rounds. The top three in the overall championship points
also have the same ballast weights. These two handicaps are cumulative,
with the maximum weight for any one driver not exceeding 40 kg.
Crawford Racing 2004
In a country like Sweden it is no easy task building a team. Sweden
is a big country. But with very few inhabitants in fact. Just close to 9
million. How do you find the best of the best?
– It is not easy but on the other hand not terribly difficult, says
teamboss Eje Elgh. We are lucky to live in an area which has got quite
a tradition in racing and rally. That means the best of the best are more
or less coming to us ! What we can offer is probably a little bit more
job satisfaction than the average team…
– I feel we have got a very good team. These people are
”professionals” who very seldom or never give up. They are also lads
with a good heart. When a difficult situation occurs, the team comes
at its own. Problems are solved with a smile, says Carl, the Driver.
d
l
i
b
Team
a
i
r
d
A
n
å
fr
Eje Elgh – The Boss
Ulf ”Putte” Stenström
He is the man who looks after the politics ! That means he
is looking after contacts with car manufacturers, suppliers,
partners, sponsors, personell etc. He is simply the MD. With
his enormous experience and a similarly enormous network all
over the World, his Elgh Motorsport/Crawford Racing is run very
professionally.
Putte is running his own computer-business and is of course
running all computer jobs for the Team. He is looking after
computers and network both in the workshop and at the races.
This includes datalogging and he is responsible for taking out
data from the car for analyzes.
Niklas Eriksson
Chief mechanic. With a background, having worked in the
DTM, BTCC and the Rally World Championship, he is most
important to the Team. He is a phenomenal ”trouble-shooter”
and likes to have everything in absolute order.
Anders Olofsson – Team Manager
Anders is the Man in Charge at the races. Planning and strategy
is his strength. He is also Carl’s engineer, and above that, a good
friend. Anders is a master when it comes to translate Carl´s
reports from the circuit into a very good set-up.
Carl ”Charlie” Häggstam
Mechanic and important man of many talents. Always ready to
attack any job. Back at the workshop he arrives every morning
in a cloud of dust – having performed a perfect hand-brake
turn into his parking slot…
Karl-Erik Jansson
Karl-Erik assists ”Hansa” Lundgren as in charge of the service
for the team. Like Hans he is a Truckie and sees to that
everything is in the right place, at the right time. Always a
smiling face.
Hans ”Hansa” Lundgren
Another man of many talents. Hans is the man behind the
service for the racing- and catering tents. He is also a trucker
and handles one of the team´s big rigs. Looking after the
infrastructure at races as well as keeping an eye on Carl´s
Michelin tyres that they are always ready for race.
Henrik ”Henkan” Svensson
Henkan is actually doing two jobs for the price of one! He is the
guy who is responsible for administration. During the racing
weekends he changes his office for the kitchen since he is a well
educated chef. Actually, he had his schooling at the well-known
Grythyttan Gastronomy Academy and since then he has worked
at many a well-known restaurant.
Dressed for Success!
– Get your own team-wear from Oscar Jacobson
Joakim Zetterström
New in the Team. Like Niklas Eriksson, sprung from Gävle
but has worked in England with the Copa SEAT and in the
Hyundai´s World Rally Championship Team which means
”Jocke” is an experienced ”wrench.”
Classic blue, with a touch of navy… Delightfully balanced with white and grey. Why not get your
own gear… Or maybe take the opportunity to buy some useful gifts? Start with the cap!
An extremely usable sun-blocker for every race. Then follow the weather: T-shirt or Piqué for sunshine.
And when it gets nasty – spoil yourself with the sturdy ”survival”-jacket; wind-proof, warm and
waterrepellent. (No need to take shelter!)
Zip-lock pockets and removable fleecelining (two jackets in one) completes
the reliable feeling. When rain without
to much wind you do wisely to grab
the robust team-umbrella. It opens
automatically. It´s well balanced and
slightly ”oversized” with enough room for
two… Get your own team-collection at
Team-jacket
Piqué-shirt
T-Shirt
Team Cap
Umbrella
the races or buy them on-line at:
with removable fleece
lining S–XXL
Navy-blue
Sizes: XS–XXL
(Navy-blue)
Sizes: XS – XXL
Adjustable
Blue/grey
€ 10
www.rosenblad.com
€ 100
€ 20
€ 10
€ 10