VSeason``s Greetings from VARAC

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Vol: XXXIV NO. 4 December 2008
Season’’s Greetings from VARAC
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Inside:
Frank Mount’’s MG’’s
Goodwood, the inside story
Racing with Andrew the Ice man
Page 1
i) Eligibility Director- The Board proposes Joe
Lightfoot
Moved by: Gord Ballantine
Seconded: Mike Jennings
Motion to close nominations:
Dave Morgan
Seconded: Larry Coste
Acclaimed
- it was stressed by S.W. that the BOD is trying to act
upon the will of the membership and that this motion
is simply a vote to move forward into Quebec.
- following more discussion, S.W. withdrew the
motion.
- S.W. and W.D. will travel to Quebec on Wednesday,
December 3 to hold an informal, fact nding meeting
with many of the Montreal area VARAC members.
j) Director at Large- Del Bruce in the second year of
a two year term
14. Other Business and Announcements.
Perhaps the AGM could be moved east (Kingston
was suggested) to encourage our Quebec members
to attend.
k) Director at Large- The Board proposes Don
Hooton
Moved by: Stefan Wiesen
Seconded: Ted Michalos
Motion to close nominations:
Brian Robinson
Seconded: Peter Jackson
Acclaimed
My 50 Year Association with Competition MGs
By Frank Mount,
edited by Greg Prehodka.
For Frank Mount, racing his 1946
MGTC at the New Hampshire Motor
Speedway, May, 2008, was an exciting
milestone. It marked 50 years to the
month since he first raced an MG TC!
Greg Prehodka has kindly edited Frank’s
recollection. A version of this story
originally ran in New England MG
‘T’ Register’s magazine, “The Sacred
Octagon”.
As a teenager in the early 50’s
growing up in a suburb outside Toronto,
my interest in English sports cars was
inspired by reading Road and Track
and Sports Cars Illustrated magazines.
When I turned 16 in 1955 I purchased
my first British car - a 1948 “Morris 8”
for $65. It was a great little car, but too
slow, so a friend and I decided to build
an “aluminum-bodied special” from
the chassis of a 1942 “Austin 8”. Our
creation resembled a “Dellow trials
car” that we had read about in various
Page 2
English publications. I used this special
car as my daily driver while all of my
local friends had moved on to British
motorcycles.
My father was dead set against me
having a motorcycle, so in the summer
of 1957 he loaned me the $700.00 that
I needed to acquire my first TC. It was
a well used but tidy, solid car and by the
end of that summer I had reworked the
engine and repainted it, bringing it up
to a condition that I was quite proud of.
When I returned to school that fall,
I began working at a gas station where
the owner and several customers had
MG TCs. These guys were interested
in the competition side of the sports car
scene and although they didn’t compete,
they would spectate at the local hill
climbs and airport races, and go to the
races at Watkins Glen, New York each
fall. For me just seeing these events was
not enough - I had to get involved! So,
in the spring of 1958 I began entering
the local races at Harewood Acres and
Green Acres Raceway in Ontario. These
were both old, abandoned World War
II airplane training bases. The farmer
would round up the sheep grazing there
on the race weekend, and for about a
$20 entry fee we were racing! Initially
the only safety equipment required was
a lap belt, a helmet, and a Pyrene (the
deadly stuff ) fire extinguisher. Within
a year or so, either a roll bar or grab
handle on the floor was required. I was
one of the first to install a roll bar. I
fabricated it myself out of exhaust pipe
tubing, and since I had no way to bend
it, the top was ½ of an octagon!
The fall of 1958 saw me start a three
year study at Ryerson Polytechnical
Institute in Toronto, in Mechanical
Engineering. This was more of a
hands-on approach to engineering
and involved some machine shop and
welding labs, which gave me a chance
to make more extreme modifications
to my TC. By the fall of 1959 I had
built anti wind-up bars for the front
l) Director at Large- The Board proposes Gord
Ballantine
Moved by: Del Bruce
Seconded: Mike Jennings
Motion to close nominations:
Stefan Wiesen
Seconded: Mike Jennings
Acclaimed
15.Motion to Adjourn.
Moved by: Fred Samson
Seconded: Mike (I’’ll second that!) Jennings
Carried
The Business Portion of the Meeting ended at
1:41 PM.
OPEN FORUM CONDUCTED BY WALTER DAVIES
1. Conduct Committee- John Greenwood will be
the chair for 2009 and will be watching……
11. The remainder of the AGM was conducted by
the new Board of Directors.
2. Third Grid- Walter Davies reported that ORO has
approved VARAC taking over some of the Formula
Libra grid and providing a place for the formula and
sports racers to race. Perhaps the newer Formula
Libra cars could be invited to run on this grid.
12. Motion to appoint auditors Vanparys Micacchi
Shippey and Warnick LLP for 2008.
Moved by: Pete Christensen
Seconded: Van Worsdale
Carried
3. Buying 3 grids for 2009- Walter Davies has
worked a tentative deal with the regional race
organizers to purchase the V/H, G70+ and new (as
yet unnamed) grids. Any fees in excess of the cost of
the grid will be returned to the racers.
13. Discussion and vote on the motion as
presented by Stefan Wiesen and seconded by
Walter Davies.
- S.W. checked with CASC and found out that they
will continue to issue racing licences to VARAC
members residing in Quebec.
- S.W. and W.D. addressed concerns as voiced by
members and gave background information on the
motion.
- there were several issues raised including the
implications of joining FSAQ, the advantages (if any)
to G70+ of such a move, the eligibility of some of
the Quebec races- in particular Mt. Tremblant, the
concern about VARAC having to operate in both
ofcial languages.
4. VARAC will issue stickers for both licences and
log books for VARAC approved drivers. Drivers will
have to have both stickers to race on a VARAC grid.
5. Festival entry fees will be lowered for 2009 as an
incentive for more drivers to attend in these difcult
times.
6. Eligibility Rules- the consensus was to have the
committee look carefully at the current rules and try
to make them more useable.
The meeting ended at 3:02 PM.
Page 31
2008 AGM
MINUTES OF THE ANNUAL GENERAL MEETING OF THE VINTAGE
AUTOMOBILE RACING ASSOCIATION OF CANADA
Date/Time: November 29, 2008, 10:00AM
Location: The Boulevard Club, Toronto, Ontario
Directors in Attendance: John Greenwood,
Walter Davies, Fred Samson, Van Worsdale, Del
Bruce, Geoff Layne, Joe Lightfoot, Stefan Wiesen,
Christopher Creighton (recorder)
10. The Board Proposes the 2008-2009 Board
Composition as follows:
a) President-The Board proposes Walter Davies
Nominated by Stefan Wiesen
Seconded: Mike Jennings
Motion to close nominations: Larry Coste
Seconded: Brian Robinson
Acclaimed
Directors Absent: None
1. Welcome from John Greenwood.
John outlined some of the highlights from the 2008
racing season.
2. Declaration of a quorum.
C. Creighton reported that were 237 members in
good standing. 47 members were present with 40
represented by proxy. Therefore, in accordance with
the Bylaws a quorum was properly constituted.
3. Motion to Accept the Minutes of the 2007 AGM.
Moved: Bill Bovenizer
Seconded: Mike Jennings
Carried
4. Matters Arising from the Business Portion of
the 2007 AGM.
There were none.
5. Highlights from the Reports submitted by the
President, Vice President, Treasurer, Festival
Director, Race Director and Eligibility Director.
See attached Reports for content.
6. Motion to Accept the Actions of the BOD for
the 2007-2008 year.
Moved: Pete Christensen
Seconded: Mike Jennings
Carried
7. Board of Directors for 2008-2009.
See item 10 below.
8. Appointment of an Elections Ofcer.
The BOD appointed Jeff Bateman.
9. 2007-2008 BOD who have served their terms
step down.
Page 30
b) Vice President- Fred Samson in the second year
of a two year term
c) Treasurer- The Board proposes Peter Viccary
Moved by: Van Worsdale
Seconded: Mike Jennings
Motion to close nominations: Del Bruce
Seconded: Mike Jennings
Acclaimed
d) Secretary- Christopher Creighton in the second
year of a two year term
e) Race Director- The Board proposes Stefan
Wiesen
Moved by: Geoff Webb
Seconded: Jeremy Sale
Motion to close nominations: Larry
Coste
Seconded: Mike Jennings
Acclaimed
f) Festival Director- Proposed to be a committee
under the direction of the President and
headed by Past President John
Greenwood
g) Promotions Director- The Board proposes Geoff
Layne
Moved by: Stefan Wiesen
Seconded: John Greenwood
Motion to close nominations:
Peter Jackson
Seconded: Brian Thomas
Acclaimed
h) Membership Director- Fred Samson in the
second year of a two year term
axle and fabricated an extractor
exhaust manifold to go with its newly
installed factory racing camshaft. Since
the manifold was routed outside the
steering column it became necessary to
cut a large hole in the front fender.
During this period my enthusiasm
for what were already outdated MGs,
rubbed off on some other friends and
we formed what we called the “Ontario
MG ‘T’ Series Racing Team”. Our
group consisted of about eight Toronto
area guys, some with highly modified
TCs and TDs. My main competition
in this group was a TD owned by Bill
Lepper, which had an engine built
by me to similar specs as mine.
During 1958, ‘59 and ‘60 we
competed regularly at local hill
climb events. There were two
hill climbs, each with a spring
and fall event. The hills were just
gravel county roads. As far as I
am concerned, nothing that you
can do with a TC is more fun
than a gravel hill climb! It is a
great equalizer! The first of our
“T” cars would finish no more
than 4th - behind the Allard and
Bristol Ace of the Hayes Brothers, with
a Vincent motorcycle engined Formula
3 car always taking top honors.
In 1960, for my final summer racing
this TC, we installed cycle fenders and
removed other unwanted weight so it
was as fast as I could make it without
going to an XPEG 1500cc block. In
the “All MG Races” that were part of
the schedule at the Greenacres events,
it would finish as the first pushrod
MG, behind the MGA Twin Cams.
Although we had all been to Watkins
Glen, none of us had raced there, so
when Joe Tierno (a current MG vintage
racer) and the bunch from the Eastern
New York MG Club scheduled a “All
MG” race weekend there, the Ontario
MG “T” Series team decided to make
the trek south to the Glen. When the
New York guys saw how modified our
cars were they decided that the only
thing to do was to give us our own
race, with the exception of one guy
who had borrowed his brother’s less
modified TC for the outing (it still had
full fenders). We had a great time and
enjoyed the hospitality of Joe and the
MG club. They were so good to us in
fact that they took up a collection for
us to buy gas, when the promised “free
fuel” hadn’t materialized. Some of us
were students and had brought only
enough money to get there and back.
During our modified “T” series race,
two of our TDs managed to roll over,
but with little damage. This confirmed
the suspicions of the organizers that our
group from Canada really was “slightly
different”.
The spring of 1961 was a significant
change for me. I graduated from
Ryerson Tech, as Mosport International
Raceway began operations. A racing
friend of mine purchased the factory
sponsored Austin Healy 3000 from
Austin of Canada, which meant that
his 1958 Twin Cam was for sale. My
father was so pleased that I had actually
graduated with a diploma, that when I
asked for a $2,000 loan to buy the car,
he paid for it outright!
Although my new Twin Cam
had always been a race car, the only
modifications that it had were a close
ratio gear box, a sway bar, and an extra
set of Andrex shock absorbers on
the front. I raced it at all of the local
events at Harewood and Green Acres
and made one trip to the then new
Waterford Hills, Michigan track, and
one trip to the Watkins Glen September
event (probably 1962). The only
improvement I made to the Twin Cam
was to fit a set of Iskinderian racing
cams. Each spring a new set of street
radials would be installed and when
they were worn out, we were done for
the season! If we qualified for the one
hour feature race we would only run if
it was raining - to save the tires!
By the mid 60’s all the hot Twin
Cam MGA’s had been retired, leaving
just my friend Hugh Stark and I
campaigning them in the all MG races
at Greenacres. We were
not competitive against the
Porsche Carreras in the 1600
cc class and we were getting
bored, so we formulated a
plan to build two Chevy
V8 powered Twin Cam
body MGA’s! Probably
one too many beers were
consumed while making this
commitment! Hugh was a
law student and although
he was a good driver, the
mechanical development
was in my hands. To float our project,
Hugh applied for a $1,000 student loan
and I borrowed $1,000 from the bank
to buy “furniture”. We were in business!
We purchased two new 327 solid lifter
Corvette V-8 short blocks, and two
Muncie 4 speed close ratio gear boxes.
My car only weighed 2050 lbs. – 1050
lbs. front, 1000 lbs. rear. The next
spring they were ready for a test race at
the old Harwood airport track. I had
no previous experience with Holley
carburetors that I was using, and at the
end of the first run down the straight
the second two barrels stayed wide open
and caused an exciting ride off the end
into a field of cattle corn! Back to the
paddock, a linkage correction, and
we were good to go! The cars went
really fast but were too powerful for
the stock MG Twin Cam brakes and
suspension! In the first race I started
from the second row with a space
Please turn to page 8
Page 3
CLASSIFIEDS
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.
ON THE COVER:
VARAC BOARD OF DIRECTORS
VARAC BOARD OF DIRECTORS
President
Walter Davies
Past President
John Greenwood
Vice President
Fred Samson
Secretary
Christopher Creighton
Treasurer
Peter Viccary
Race Director
Stefan Wiesen
Promotions Director
Geoff Layne
Festival Director
John Greenwood
Membership Director
Fred Samson
Director at Large
Del Bruce
Director at Large
Don Hooton
Director at Large
Gord Ballantine
VARAC ELIGIBILITY COMMITTEE
Chairman
Joe Lightfoot
Members
G. Ballentine
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 SERICES
Newsletter
Jeremy Sale
Website
Fred Samson
Membership
Fred Samson
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
Page 4
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
416-769-1443
905-723-9334
416-269-6177
905-939-0694
905.294.5327
519-927-1769
905-859-9663
905-723-9334
416-269-6177
905-686-2690
905-274-7160
905-825-2997
613-476-5881
D.Bruce
R. McCord
B. Robinson
416-769-1443
Jon Brett
Frank and Connie Mount show that the
vintage spirit lasts all year round! See Frank’s
story inside beginning on Page 2
WE NEED YOUR STORIES
Articles, ads, letters etc. may be submitted
to Vintage Racer at any time for inclusion in
the next issue. Submission may be in any
form however computer file is preferred,
in any format from all systems, (Mac files
preferred). Material may also be sent
as e-mail attachments in QuarkXpress,
Illustrator, Photoshop and PDF formats to:
Jeremy Sale
Editor
The Vintage Racer
3076 Ballydown
Crescent,
Mississauga ON
L5C 2C8
E-mail: [email protected]
WEBSITE: WWW.VARAC.CA
WELCOME
905-276-2744
416-269-6177
416-269-6177
VARAC welcomes new member Neil
Cockshutt, who bought Gord Ballentines’’
Porsche 914. See you at the track Neil!
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.
Good for Mini, Sprite, FF etc. Tows
well. Storage rack on front with boxes.
Mount for winch. $500.00 –– $550.00 with
12v. winch. Mike Rosen: 416.487.8166
eve./416.675.6622 x3010 day/[email protected]
pewter color exterior, never had any
graphics (graphics in photo are Photoshop only).
Chrome corners and tread-plate stone
guard on front.
““Airtab”” vortex generators on rear sides
and top.
Bought new in August 2007 for $8500,
have over $9000 invested, has less than
5,000km total on it.
Free delivery within reasonable distance
depending on price offered. Can bring to
Mosport w/e of Sept 13.
Sensible offers to
Ian Macpherson
514-826-2416 or [email protected]
21 Ford Emperor Motor
Home.
Sleeps 6 close friends or 5 comfortably. Has fridge, stove, furnace, shower,
toilet, awning, tow hitch & electric brake
controller. Road ready certied $3750
Call Alister MacLean 519-860-4113 for
pictures & more details visit www.timewarpracing.ca
Trailer: Small open tilt––bed.
Mallard Sprinter 37’’ Motorhome $22,000
1989 Mallard 37’’ Sprinter Class A, in
excellent condition. Immaculately maintained with newly installed carpet and exterior paint. Low mileage (112k). Certied.
Central Ottawa (inside greenbelt) France
Thibodeau, email: [email protected]
able. Used in Canada & North/East USA
pulling vintage race car . Used twice in
past 2 years, ready to drive anywhere.
Does need a little TLC but nothing a
couple of weekends shouldn’’t take care
of. This was to enjoy through my retirement but S#*!T happens & now someone
will get the use out of it as I intended to,
my loss your gain. Photos in photo section Travco 270. Open to offers that won’’t
break the bank, but won’’t give it away
to tire kickers. Is listed locally & in vintage car & race clubs.
Mike [email protected] (905) 853-6699
VINTAGE MOTORHOME
WANTED
Due to auto accident (me, not Travco) unable to use Travco, refurbished in 1999,
original paint, all trim, roof air & vent
cover, Onan generator, new front end,
shocks coilovers, brakes, rebuilt carb,
alternator, 2 new deep cycle batteries,
new dual exhaust(4 mufers), 8R19.5 one
piece alloy rims (tires??), new interior
with blown in foam insulation (no leaks),
marker lights replaced (new), refurbished
waste tank,new SHUR-Flo water pump
(plumbing repairs needed), drive train
rebuild (motor 318 2 barrel - trans 727
3sp. torqglide eight)36,000 miles & reli-
COOPER FJ/F3 PARTS
Anything ,especially wheels. J.Lindsay
905-685-3918(H)[email protected]
DKW PARTS WANTED
Engine, transmission and front end bits.
Call (613) 290 9303 or mnilson@mcubed.
ca
WEBER DOWN DRAFT
I’’m looking for a Weber down draft carb
& intake for 1975 MG Midget 1500 Must
be in good shape. Wade jbriscoe@nrtco.
net
Credit Crunch hits Japan
Keeping Fit Over The Winter
Following the major problems in the sub-prime
lending market in America and the credit crisis causing
huge repercussions in Canada and the UK, uncertainty
has now hit Japan. In the last 7 days the Origami Bank
has folded, the Sumo Bank has gone belly up and
the Bonsai Bank announced plans to cut some of its
branches.
Yesterday, it was announced that the Karaoke Bank
is up for sale and will likely go for a song, while today
shares in the Kamikaze Bank were suspended after they
nose-dived.
While the Samurai Bank is soldiering on following sharp
cutbacks, the Ninja Bank is reported to have taken a hit,
although they remain in the black. Furthermore, 500 staff
at the Karate Bank recently got the chop and nancial
analysts report that there is something shy going on at
the Sushi Bank, where many staff fear that they may get
a raw deal.
Here is an exercise suggested for adults over 45
and seniors, perfect for vintage racers to build muscle
strength in the arms and shoulders. It seems so easy,
so I thought I’’d pass it on to some of my VARAC friends.
Just don’’t over-do it.
Begin by standing on a comfortable surface, where you
have plenty of room at each side. With a 5-LB. potato
sack in each hand, extend your arms straight out from
your sides, and hold them there as long as you can. Try
to reach a full minute, and then relax.
Each day, you’’ll nd that you can hold this position for
just a bit longer.
After a couple of weeks, move up to 10-LB. potato sacks.
Then 50-LB.potato sacks, and eventually try to get to
where you can lift a 100-LB. potato sack in each hand
and hold your arms straight for more than a full minute.
After you feel condent at that level, put a potato in each
of the sacks.
Page 29
CLASSIFIEDS
Nomex Gloves and Socks
1 new pair of red Bell Nomex gloves,
size M, $ 50.00. 2 pairs of Nomex socks,
size 11+, $ 20.00 for both. Stefan [email protected] (519) 929-1769.
SPITFIRE1500 ROLL-BAR
$300cdn SCCA Approved Racing RollBar. located in Montreal mdiciero@
videotron.ca
TRIUMPH SPITFIRE CAMSHAFT
637/101 Spec. $100.00 OBO full details
call Vince Di Cesare at 450- 672-3022
the frame was completely repaired, sandblasted and painted. The body shell was
stripped, and all of the rot was replaced
by new metal, (no patch work) all hand
made by the well known panel beater
Victor Innacio of Quebec, The entire body
shell, fenders, hood, trunk lid has been
primed (DP-40 doors are to be nished.
The engine is a 3 main 1800c.c. complete
less ywheel and carbs. The engine has
a matching early series B transmission.
Car has disc brakes and wire wheels.
Storage costs are forcing me to sell, I
would like to see this project nished to a
good road car or a Vintage racer. Contact
Dan Di Cesar tel: home: 450-656-0344
e-mail [email protected]
SPRIDGET Bits For Sale:
Full race 1293cc engine, no intake, carb,
or distributor. Dyno and set-up sheets
for 45DCOE Weber and used headers.
$2500. Set of 13X6”” Revolution 4 spoke
wheels (the very light weight race version, NOT road wheels), including bolts/
washers.$600. Spare Longman big valve
race head. $500. John DeMaria, evenings: (416)533-4648. or, john_demaria@
homedepot.com
PORSCHE SEAT WANTED
Wanted inexpensive passenger seat for
Porsche 944. Can be OEM seat or race
seat, preferred black. Contact Stefan at
[email protected] Offer championship points as payment. Oh well, or cash.
Mint Condition MGA Frame
This MGA frame has been hanging in my
garage for years. It has never been in
an accident, there are no rust holes or
perforation in the usual areas. It is very
straight and is excellent starting material
for any restoration project. Photos available upon request. $1500.00 USD/CDN
obo. Please contact Jason by e-mail: [email protected] or 450-445-8514.
RESTORE YOUR ROTTED
OUT MGA
I started this restoration project 7 years
ago and have no time to nish it. The
body shell was taken off the frame, and
Page 28
Tow
2002 DAMON DAYBREAK
MOTORHOME
28 ft., 2 extensions, 83,000 km. Will tow
the above trailer!! 2 yrs left on extended
warranty. Fully equipped for extended
stays or days in the paddock. $49,000.
Reason for selling both: bought a house
in Florida... motorhome has to go.
Call or email for more info and pictures.
Alain Raymond 450-243-1396 omnitrad@
axion.ca
Closed trailer for sale
7 x 12 interior dimensions, will hold a
small car (my Abarth ts nicely). Only 18
months old. Single torsion axle, 3500 lb,
with spare tire mounted in front. Electric
brakes, wired for 110 V. One side door
and 2 conventional rear doors. I use
a set of aluminium ramps for driving
the car up. Perfect condition. Asking
$4,900.00
NEW PRICE MUST GO
$12,000 OBO WHAT A GOOD
DEAL
Tom and Carols Triple E Commander
motorhome, 130k kms. Everything
works, generator, roof AC, hot
water,furnace air. Tires in very good
condition, new calipers and rotors just
tted, new bearings in differential tted
last year. Not getting out just upgrading.
$12,000 or best offer. [email protected]
21’’ C Class Motorhome
_ NEW LOW PRICE
21’’ C Class 1976 Ford V8 4 barrel Motorhome with tow hitch, 7 pin electric brake
hook up. 1,000kms on new tires. Fridge
stove, h/c water, furnace, shower & toilet. Sleeps 5 or 6 people. Asking $4,500
Call Alister 519-485-7066 or
mailto:[email protected]
for pictures.
AGW TRAILER $2500
Like New •• All Steel Construction 12’’x
5’’ Bed. Over all 17’’ long. 2500# capacity •• New Epoxy Black Paint. New Tires,
Lights, Winch, Spare Tire, Tongue wheel
on jack. Tilt-Bed (No ramps needed) VIN:
2A9CH184XH0031042. Dimensioned
Drawing available on request Oliver
Collins, Toronto, (416) 968-1750 oliver@
axim.ca
2007 Pace American.
8.5 x 22’’ V-nose auto hauler (18’’ + 4’’
vee).
2x 3500 torsion axles, all-wheel electric
brakes with break-away.
5 matching rims and Goodyear Marathon tires.
2-5/16 coupler with upgraded crank.
48”” side door with piano hinge and RV
lock upgrades; PitPal door-caddy added.
Heavy-duty rear ramp door with ap.
¾ marine ply oor sealed and painted;
has 4’’ beavertail for low car clearance.
gloss-white interior walls; dual roof
vents and dual 12v interior lights.
4 primary oor D-rings, 4 additional oor
and 8 secondary tie-down points added.
The President’s Message
First, I would like to thank all members
for their support in my election as your
President. You have truly extended me
a great honour. It would, however, be
remiss of me not to acknowledge the
great job done by my predecessor, the
“wee Scot”, John Greenwood who has
done an outstanding job at leading our
club the past 4 years. That I take over
our growing club in a strong financial
position is a tribute to John’s wise
leadership.
John has agreed to stay on and work with
me and the Board as Festival Director for
next year. But it is vital, I think, that we
all work with John to make sure that he
gets on track next year – we want to see
a green Lotus 7 driven by a diminutive
Scot out there for at least some of the
races at next years Festival!
I must also thank our other retiring
Board member, Van Worsdale for his
sterling efforts on our behalf. As one of
the founding members of our club, Van
has served the membership well over
many years and truly deserves a very big
“thank you” from all members.
Planning for our 2009 Festival is already
well under way and we’ll be having more
of a “grassroots” Festival with 2 features
- “those Magic Minis” and “Das German
Joust”, as well as all our regular features
such as vintage and historic cars, “wings
and slicks”, monoposto, G70+ races and
the Simms Trophy.
We’re very excited at das German
Joust – we already have some stunning
German machinery in the club, and
we’re sure that this feature will draw in
more of the fine vehicles from Porsche,
BMW and Mercedes.
The Festival will be held 19th to 21st June
2009 and a draft poster was presented at
the AGM and was revised shortly after,
based on member’s comments, and we’ll
be starting our promotion campaign in
early 2009.
Walter Davies
If you were able to attend the AGM,
you will have heard some of the exciting
new initiatives we have been working
on for next year. If you weren’t there, I’d
like to quickly brief you on 4 of these
initiatives:
1. 3rd Grid - we have managed to secure
a 3rd grid. “Formula Classic” at Regional
Events for our purpose built race cars –
open wheelers and sports racers.
We have all seen these very small, light
and nimble cars zipping around on a
V/H grid – like me, (as a sometimes
driver of one of those cars) you’ve
probably wondered whether they were
always seen by the car they were passing.
With this new grid, we can offer these
drivers a safer place to race on a grid of
their own. No more mixing big sedans
with small open wheelers or sports
racers! Unlike other VARAC grids, this
Formula Classic grid will welcome cars
falling into our full age spectrum – i.e. up
to 1989, so we expect some interesting
racing from this grid.
2. “Bought Grids” – many of the open
wheel cars or sports racers that we hope
will voluntarily join the new Formula
Classic grid already race in our existing
grids – mainly Vintage Historic. So we
must be careful that by creating a 3rd
grid, we don’t deplete an existing grid or
create a new grid with so few cars that
the Organisers won’t accommodate us.
To avoid this, we’ve arranged with the
Organisers to guarantee minimum grid
sizes for each of our 3 grids – so they will
be paid the same for the grid whether we
field a few cars or a lot.
This will allow us “breathing room”
to grow the new grid – and if we have
more registrations than the minimum,
the excess entry fees belong to VARAC.
Based on attendance in 2008, we would
have always had more cars than we had
guaranteed.
3. Control of Grids – in 2008, we
had several cases of race organisers
“dumping” cars onto our grids where
those cars were not necessarily vintage
eligible or the drivers did not understand
our “no contact” rules or that we operate
in a 13/13 environment.
We have now agreed with the Organisers
that VARAC will have absolute control
of our grids so that this “dumping” will
be stopped and non VARAC aor VMC
club cars will not be allowed onto our
grids without our prior approval.
4. Conduct Committee – 2008 saw a
disproportionately high number of car
to car, car to wall or car out of control
issues. We really must tighten up on this
and leave drivers in no doubt that we
demand high standards from our drivers
and that on track contact is simply not
acceptable. Hence, in order to send a
clear message that this is a very serious
safety issue, I have decided that the
role of Conduct Committee Chairman
should be held by the President, and I
have taken over that role for 2009.
We havea 5 very capable members on
our conduct committee – Del Bruce,
Ted Michalos, Richard Navin, Jon Brett
and Stefan Wiesen and we intend to
all work on developing a clear list of
what constitutes unacceptable driving
standards so that nobody can be in any
doubt if they transgress these standards.
I urge you to please read the minutes
of the AGM in this issue to understand
how our Club operates.
If you have any questions, please don’t
hesitate to get in touch with me – I
regard communications with members
as very important.
I wish all members a Merry Christmas,
a Joyous Chanukah and all best wishes
for a happy 2009. Walter.
Page 5
CLASSIFEDS
VARAC’’s Group 70 Plus, a Canadian success story!
By Jeremy Sale
VARAC was founded in 1976 “with
the intention of providing a place for
Vintage, and later Historic, race cars
to compete.” Group 70 Plus came later,
after a small group of VARAC members
pushed hard to get VARAC to accept
more modern race cars. The intention
was to find a place for cars which date
past the 1972 cut-off date for Historic
Production. Group 70+ includes cars
built and raced up to December 31,
1987 with a roll forward each year.
In November, 2002 the rules were
finally officially passed by VARAC and
the first G70+ track event was held at
Shannonville Motorsport Park, in 2004.
Unfortunately only one G70+ car
showed up! ( Jon Brett.)The naysayers,
and there were quite a few, shook their
heads and said “I told you this wouldn’t
work!” However, it is safe to say that
today G70+ is a roaring success!
Jon Brett was one of the key people
involved in getting G70+ off the
ground and also helped organize the
ATTO Vintage Challenge at the 2006
Toronto Indy Car race.
He says he was too young to remember
racing in the pre-1972 era, so the cars
that he grew up watching were mostly
racing in the late 70’s and eighties and
beyond.
“I have enjoyed meeting new people
with common interests and sharing
the experience at the race track and
beyond”, says Brett. “The people of
VARAC, not just G70, are what make
it great.”
Typically we can now brings to the
track a G70 grid of about 20 to 25
cars, which is a major plus for any
regional race weekend. At the 2008
Vintage Festival 25 G70+ cars showed
their stuff to an appreciative crowd.
G70+ is definitely showing a great
growth pattern with more than 50 cars
registered in the class!
You may have noticed John Coom’s
unusual Marcos. Coom raced
(Above) Pat Ferrier’’s Porche 911 (below) John Coom’’s Marcos.
museum –– just consider how attractive
they would look in say, your living room.
Opportunity for supplemental income
running a tuck shop from your kitchen.
Consult your tax expert to see the benets.
2007 Open aluminium trailer, twin axle,
brakes, 12 feet, designed to t any one
of the above (just). Will consider as part
package with one or more of the above.
Ex-Presidential MGB 1970 MGB once
owned by a former VARAC President,
cared for by another former President
and currently owned by another former President. Oddly enough, not a
coupe. Still has ag pole on fender to
y VARAC ag on state occasions. No,
wait, that’’s the antenna. No radio. Lovely
patina, opaque windows in convertible
top for privacy. Tatty interior. Fresh
John Dodd motor. Overdrive, wire
wheels, twin carbs, chrome bumpers.
Smoke still inside Lucas wiring. $11,000
1972 Triumph Bonneville 650. 1968
engine in ’’72 chassis. Great mechanical
condition, with many new parts. Worked
on by my brother, so some assembly
required. $4,500
Contact Jeff Bateman at 416-321-6731
(days) or [email protected]
1963 Triumph Spitre
Three year old frame off restoration,
excellent condition, race prepared,
engine totally rebuilt 2007 by Britain
West Motorsport, 1296CC engine, new
Accusump. Includes trailer, bonnet,
and many extra parts- too many to
list. Ready to race this season. Asking
$11,000 or best offer.
Contact Bruce 519-271-6311 ext 235 or
spit[email protected]
1970 BMW 2002
Round Tail Light Version for Sale. Good
body & interior. Barn stored, but is complete and ready for restoration. Could
be a great race car project.. $2950 Call
Alister @ 519-485-7066 or www.timewarpracing.ca or e-mail twracing@rogers.
blackberry.net
Page 6
Renault GTA G70 race car
1987 GTA, was a solo car, dismantled to
build as a G70 racer, bodyman fabricator
(partner) GONE!!! so must dispose of
car & parts. Much work has been done,
rollbar cut & bent (ready to install) motor
& trans (complete install & GO!!) subframe, F/R suspension (springs/T/bars),
halfshafts, spindles & mounts, steering/
rack (have been prepped & painted)
many new parts: struts, master cyl.,GTA
rotors
(rear drums?), pads & shoes, lightened
ywheel, T/belt, motor mounts, gaskets, the list goes on ready to bolt to
car, but car is stripped (media blast) &
lightened, ready for rust repairs (not
overly rotted, mostly oor repairs/bad
cut out) good fenders & GTA body kit &
boxes of removed parts/listed & tagged.
It’’s a move it or lose it time & will let it
go with everything for an honest offer.
Car is in Toronto area, will not part out
at this time even though I know I can
get a very good buck on eBay, but time
is restricted & this would be a good
project to complete & go RACING. Email
if interested. Mike, [email protected]
(905) 853-6699
1959 Austin Healey Sprite.
With 9 Class D Race WINS in a row and
breaking 1.50’’s at Mosport. Ready to
enjoy! Call Alister MacLean 519-860-4113
for pictures & more details visit www.
timewarpracing.ca
PARTS
Ford 1600 cross ow four
speed transmission
with 70% of the running gear to build a
race car, $900.
Spare Longman big valve head, $500.
Take it all away at once: $4,400. Firm.
John DeMaria. Evenings: 416.533.4648.
email: [email protected].
2.0L Ford Sports Racer Dry
Sump Engines
2-2.0L Ford dry sump engines. Rebuilt
and dyno tested at 185hp. They sat rst
in unheated storage for several years
and about 4 years in heated storage.
1 engine does not turn over, probably
stuck rings. 1 with header, twin Webers
and oil pump, both with distributors and
oil pans. Contact Michael McLaughlan
@ [email protected] or 613-3847017 days, please leave a message if no
answer.
For Sale
Set of new mk8 dog rings, 2 new mk8
gear sets, new ford 1600 lifters, new
1600 pipercross air lter, new vintage
stock 1600 clutch and pressure plate,
new 5lb mechanical re system, used
set of revolutions 13 x 5.5, penske valve
kit, used digital smart camber guage,
used bubble camber guage,
Used set of scales complete with purpose built heavy duty transport case
and aluminum ramps, 2 cans castrol srf
uid, new dry cell formula car battery
and off topic 35mm slr minolta camera
outt with complete darkroom system.
Contact: jeff bye @ jeffandlauriebye@
cogeco.ca
Complete and assembled, offers. Also
Ford differential from Lotus Elite, 3.87 (I
think ) ratio, offers. Armstrong coil over
shock/spring units, shocks adjustable,
new, offers.
Bob Grunau, Mississauga, ON. 905-2744136 or [email protected]
Formula Ford engine parts
MG Midget Race Kit
Carburettors
One Weber 32 DFM4 (9499)
(Some assembly required!). Full race,
1293cc A Series motor. $2500. 13””X6””
Revolution wheel set with mounted
Goodyear FF rain tires. Two sessions,
$1000. Second set of same wheels (no
tires), $600. Very nice MG Midget shell
8 connecting rods, 4 dished pistons.
BMW 2002 conn. rods & 4 pistons. BMW
starter, complete. New Fuel cell foam, 6
blocks 16x20x4”” each. BEST OFFER on
all.
Email: [email protected]
could be used on Cortina 1600 GTE. One
Solex 35DIDSA2 2 barrel could be used
on Lotus Europa Call 519-457-1109
Page 27
CLASSIFIEDS
Stebro Mk IV
““ Canada’’s Grand Prix car”” 1963 Stebro
Mk IV currently in F1 spec tted with
correct 1500 cc Ford non-crossow
engine and original Hewland Mk 4 ve
speed gearbox. A very original and
complete car fully restored in 1986 and
raced extensively since. Eligible as an
FJ or F2 in Monoposto by simple expedient of installing 1100 cc Ford. Also FB
with installation of twin cam. Raced in
period in F1, FJ, F2, FB, FL. Suitable
for bigger driver. Comes with a spares
package which includes used parts, a
boat anchor, and a beautiful, if furry, set
of original Sadler magnesium wheels,
probably as brittle as the rst meeting
with your mother in law. An expensive
Junior or an inexpensive F1 car. Trades,
part exchange considered.
Page 26
Autosport Mark II
1959 Formula Junior. Triumph engine
and suspension, close ratio A30 gearbox. Original Autosport aluminium body,
square tube space frame. A very original, essentially unrestored car with the
addition of a modern roll bar, fuel cell,
racing seat, re system, and seat belts.
Fresh John Dodd 948 Triumph engine.
Great looking and historically quick car,
which would be of particular interest
to Triumph collectors and fans of front
engine formula cars. Suitable for the
portly driver. Spares include Triumph
bits, some of which can honestly be said
came over on a Mayower. Offers in the
neighbourhood of $20,000.
1954 Buckler Mk 15
““The Autosport Special””. Canadian
champion in 1956 and 1957, driven by
Bob Hanna. Totally restored at huge
expense over the past sixteen years.
Beautiful polished and anodized Mick
Lewis aluminium body, Al Pease space
frame, C/R BMC gearbox, John Dodd
BMC engine. Ready to race. Ideal for
the serious contender in a Johnnie
Greenwood height-alike contest. Spares
package includes a variety of Morris and
BMC bits, some of which might be useful. Offers.
Buying all three would make a great basis to start a Canadian race car builder
extensively during the late 80’s and early
90’s in the Firehawk and the Valvoline
series. He found his 1971 Marcos GT
car online in Bradford-on-Avon in the
UK and brought it over in 2006.
“The first iteration of the car had
a giant hump over the carb stacks. I
couldn’t see over the hump and had to
follow the right side of the track as I
sit on the right!” Coom seems to have
solved any problems, winning the 2008
VARAC champion in class H.
The G70+ cars vary from historically
significant cars like the Group 44 XJS
Jaguar, owned by Steve and Andy
Moore, to race cars whose owners have
decided that track days are just not
exciting enough! Other cars include
North American muscle in the form
of two Trans-Am Corvettes, Mustangs
and ex-Players Challenge Camaro’s
and Firebirds, as well as a couple of
BMW M1’s, Datsun Z cars, a Cosworth
Mercedes 190 AMG, Porsche 911’s and
BMW M3’s, a Porsche 930 Turbo and
a couple of Rothman’s Porsche 944’s
and more, including Johnny Natrella’s
Honda Civic.
Natrella was 2008 club champion
in class G and says he enjoys G-70+
“because the other racers are fair and
drive clean. Everyone’s out to have fun,
I enjoy meeting new people and I enjoy
racing.”
What experience did he have before?
“I didn’t really have any, just had a few
track days and I went to MCO race
school. I’d say the best part about G70
would have to be the group that I race
with, the “Rouge Racers”. They are good
people who like to have a good time
at the track. I like having a common
interest that I can share with my dad
and being able to spend quality time
together by working on the car.”
The age group is as varied as the
range of cars. Perhaps VARAC’s most
august driver would be ever-youthful
Walt Mackay, with his 1985 Mustang.
Long-time race fans may remember
that Walt raced at Mosport in 1962 in a
King Cobra for the famous Comstock
John Hawkes 944 Porsche
race team! Other drivers have come
from VARAC vintage/historic grids,
from Porsche and BMW clubs, or had
experience as GT drivers.
John Hawkes started out with a
Porsche 914/6 GT which had been run
for about six years prior in Historic and
decided to run the car with other 70’s
cars in G70.
“For a couple of seasons we ran the car
in both classes” said Hawkes, “but once
we recognized that the conduct rules
were the same in both classes and the
times were more in keeping with ours
we concentrated more on G70.
After a couple of seasons with a
Chevron B19 we came back to G70
with the Porsche 944 and seem to have
been the catalyst for a whole number
of other 944s, both natural and turbo
aspirated, to join the fun. From a slow
start, the group has grown to be a
welcome group both here and south of
the border.”
Like the Vintage/Historic drivers
G70+ is a great social group, enjoying
each others company, helping each
other fix what might be broken or
commiserating with those who have
suffered terminal mechanical failure and
become spectators. VARAC is pleased
to note that three women raced in
G70+ this year and more should follow.
The G70+ drivers have gained a notable
reputation for racing in the vintage
spirit and there is great respect for
sharing the track and keeping the racing
clean. “It was important to me that
G-70+ members want to bring their
cars home from the race in relatively the
same condition they brought them”, says
Pat Ferrier.
He raced motor bikes, horses and on
skis when he was younger. “I wanted
to start racing with a group who have
fun racing relatively stock vehicles from
the modern era, 1970 to 1980 or so.
People who, like me, were okay with the
reality that we were not ever going to be
professional drivers, strictly a weekend
hobby.” Ferrier bought his Porsche 911
used and drove it for five years before
turning it into a track car.
“They are a great bunch of people who
help each other out, are respectful of
each other, provide great competition,
and yet do not take themselves too
seriously. A lot of fun to be around!”
Well done, Group 70, congratulations
on a very successful 2008 race season
and we are looking forward to more
great cars in ’09!
Page 7
CLASSIFIEDS
Lotus 7 Series Two- clone
made by ROTUS
1991 Rotus R8, slightly larger than
a true Seven. Sized that regular sized
people can t comfortably. Powered
by a potent 3.5 Liter Alum. block Rover
V8, (one of only 9 V-8 kits produced) 5
speed gear box, posi dif, Yoko Advan
A0-32R soft compound tires, includes
side curtains and top as well as toneau
cover. Extrenely low milage.
Asking $20,000 Canadian or interesting
race car trade. Call Brian Thomas (613)
337-5300 or e-mail [email protected]
1966 Ford Mustang
Continued from Page 3
between George Eaton’s new 427
Cobra, and the Gorries’ 427 Chevrolet
Corvette up front. When the green flag
dropped I shot through the hole and
beat them both to the first corner by a
good margin, but by the time we got to
the end of the first straight, they had got
up to speed and simply powered by me
in the corner. The first outing was great
fun even if not entirely successful.
The next race for our beasts was at
Mosport. The outing proved to me
that 150+ MPH up the back straight
hill was TOO FAST for the rest of the
car! With a lot more development of
suspension, brakes, wheels etc., it could
have been made to work, but in 1968 I
was starting a family and about to build
a house, so I packed it in and sold it to
raise money for my building supplies.
In 1994 Connie and I ran into Bob
Grunau at a local car show. He talked
us into buying a restored TC that he
was selling for a friend and we were
back into MGs again. It only took a
few MG social events for me to realize
that I wanted to get back into racing
MGs, only this time in “vintage racing”.
In 1996 Bob Grunau and I decided to
each build a MG race car from some
Page 8
of the masses of MG parts that he had
collected over his lifetime. I decided to
go with a TC rather than a Twin Cam
MGA because I always thought that I
had more fun racing the TC than I did
the Twin Cam. Or, perhaps was it just
the age I was at?
Our goal was to have our MGs
finished in time for the 50th anniversary
vintage races at the Watkins Glen
racetrack in 1998, and to be part of the
MG Vintage Racers’ Focus Event there.
Regardless of the facts that I had been
a senior driving instructor and run a
driver’s school in 1964, I still needed
to qualify to race by running two
races prior to the Glen event, because
my previous experience didn’t count
towards getting my new racing license.
My MG was slightly behind schedule
and Bob graciously let me drive his TC
for one race at Mosport. This began
what has become an annual event for us,
as the VARAC Vintage Festival allows
family and friends a chance to join our
fun for the only close to home event
in our calendar. The fact that VARAC
holds the MG only Simms Cup race is
a real plus. Having completed the first
race in Bob’s car, I did my second event
at Waterford Hills, Michigan, in my
own car and now my MG and I were
ready for the Glen in September! It
was a superb event except that my valve
cover gasket came loose while racing
and I ran out of oil and cooked the
rod bearings! We took it apart at the
track and replaced the rod bearings.
(Our TCs use MGB rod bearings.) The
repair lasted the weekend and allowed
us to participate in the tour of the old
street racing course, which became the
highlight of my first year back racing!
Later, when overhauling the engine,
I found that its new billet crank had
been overheated and had a deep crack
at the edge of one journal. $2,500 later
and we were ready for season two the
next spring. Then in 2000, when I
raced at Watkins Glen again, I was most
honored to be awarded the “Collier
Cup” as selected by my racing peers, as
I joined a select list of MG racers who
have won it!
When I started vintage racing,
TCs were allowed to run in the PreWar group with the Vintage Sports
Car Club of America (VSCCA) and
I always enjoyed this group the most.
When TCs got the boot from this class,
I decided that I needed a true Pre-War
MG so I acquired a supercharged 1939
289 cid, fully race prepared, immaculate.
Fuel Safe fuel cell, re system, four
American Racing Mags with Hoosiers,
four Micky Thompson wheels with rain
tires. White with Blue stripes. $40,000.
Contact Don Horner at 613-258-9963.
1970 Chinook Formula Ford
NEW LOW PRICE
Chinook formula ford, regular runner
with VARAC,to be sold with fresh rebuilt
engine, Ivey head and carb. Always a
front runner, very reliable, no vices and
handles well. Motivated Sale $13,000
CDN.
Contact Tom Burge at [email protected]
1972 FORD CAPRI BUILT
FOR RACES
4 cyl., 2 liters well built with PARKER
head, completed cage, double discs
clutch, limited slip diff., fuel cell,Koni
shocks, many supplies included and
a stock complete motor and a body
(spare) is included.
This car has raced in Quebec (MontTremb lant and Grand Prix races)in
GT-2 races. An excellent car for vintage
racing.
Call : Serge Gauvin 1-819-374-8650 or
[email protected]
1976 Lola SuperVee
Lola Aluminum Monocoque chassis
with a 914 2L air-cooled at four. Wings
and slicks with a spare motor, two sets
of wheels, one set of new slicks, one
set of new dunlop rains, complete set of
spare body panels.
Ran 1:27 at the 2005 Vintage Festival at
Mosport, and nished 1st in Class at the
2005 Zipppo Festival at Watkins Glen.
Asking $15,000 CDN
Paul Roberts at 416-997-7547 [email protected]
CROSSLE 20F Formula Ford
Well known, front running, Crossle 20F
Monoposto Vintage Formula Ford for
sale. Race ready and fully sorted. ExJohn DeMaria, Adam Burnett. Immaculate. Great parts availability.
Well documented Canadian history.
CASC logbook. $19,000 Canadian. Motivated seller.
w) 317-337-4892 h) 317-733-4256. Car
is in Indiannapolis but will deliver to
Canada. See photos at: http://photos.
yahoo.com/jonesfamily46077
1972 GT -2 Datsun 510
Has original CASC GT-2 homologation
papers. L18 motor with 11.6:1 comp ratio. Cosworth pistons, Lightened forged
crank, ywheel and connecting rods. 5
speed trans with 3 spares and 3 spare
diffs.
Two sets of wheels and I have several
sets of 13”” slicks. Has been race car
since 1979. This is a great G70 car. Contact me for further details and photos.
C$12,000
John Grifth 416-454-6951 johngrifth@
rogers.com
hp and is being fed through nicely set
up weber carbs.
Very well prepared car - contact me for
full details. Asking CND $ 40,000, negotiable.Please contact Francois Duval at
450-754-2544 or email francois.duval@
mabe.ca (Apr 06)
1968 Chinook Formula B.
Previous winner of VARAC’’s best
restored Canadian built race car, this is
the Fejer brothers only FB built. 1600
twin cam and MK8 by Britian West Motorsports, Smiths guages, Campagnolo
rims, all the right parts used on this
car. Currently needs both rear uprights
(available) and a few other bits.
Call Dave Scarlett 519-383-2439 $20,000
or [email protected]
1970 Hawke DL2A chassis
#AM40
Ground up restoration at the end of 05.
All new trailing arms and rod ends with
extra complete side of arms. Four new
Carrera shocks. New Weller wheels.
Ivy engine #IV 9034 with very little time
on BVR (John Dodd) rebuild. Head by
Britain West. Quick silver carb and
manifold. New headers. Ten wheels, too
many spares to list. Race ready. $15,000
Cdn obo. Also have a nose mould and a
jig for making rear uprights.
Contact Andrew Mason, 416-839-5632
1969 CALDWELL D9 FORMULA FORD.
Excellent condition with only one weekend since engine rebuild. Maintained by
BVR. Well known VARAC car US$20,000
OBO.
Call Jeremy Hinchcliffe 416-540-6626
days or 905-337-2455 eves.
1972 PORSCHE 911
Serial # 9113100165 manufactured
date : July 1972. The 2.4 liter engine
as totally been rebuilt to ``S`` specs by
the best Porsche Specialist in Canada
PORSCHEHAUS! It delivers a strong 190
Page 25
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.
CARS
1969 ALTONA VEE FOR SALE.
Not run for while! Has fuel cell, needs
new belts. Has F1200 rims and tires. I
sold my Vee Dunlops and rims to another
vee guy. This car was made for a small
person. If you are tall or long legged,
you won’’t t!
Mike 613-261-4006
1967 Mark III MG Midget.
1275cc engine; knock-off wire wheels
with new Dunlop tires; new body panels
except hood; renished interior except
seats; new soft top ready for install
(in box). $7200. CDN (Car is located in
Richmond Hill.) Contact Mike Davidson,
phone: 905-773-3246, cell: 416-882-1680.
e-mail: [email protected]
bodywork, windshields, paint and
TLC. Will sell below cost at $4,000
minus engine.
[email protected]
3096 or 204-654-1889.
204-654-
LEGRAND MK 10 FORMULA
FORD CHASSIS
Very competitive, many wins, always
in the top 3 and in excellent condition.
For more info and photo go to www.
tractechracing.com and/or call Terry
Di Francesco at 905-640-1777 email
[email protected]
Bare chassis, straight and true.
Raced at Gimli a few times in the
1970’’s. Also, new LeGrand Mk 16 DSR
front suspension, never installed on
a car. The combination would make
the basis for an excellent motorcyclepowered sportsracer. $2,500.
Winnipeg.
Contact ron.lyseng@producer.
com or phone 204-654-1889 or
204-654-3096. (Dec 07)
1984 Shrike S2000 A Sports 2000 car
designed in a windtunnel. Full rebuild
last winter, ready to race. Elligible for
historic S2000 series. Spares including:
centrelock wheels with intermediate
rains, gears and body mold. $26000.00
Dave - Work 905-629-1438 Home 416621-1719 email: [email protected]
1966 MUSTANG SEDAN, 289
CID.
Excellent condition. California car,
winter stored. Present owner is second
since new.
$25,000 CDN. T. Howell - trelawny@
1964 MORRIS MINI COOPER ‘‘S’’
sothebysrealty.ca or 416-927-9866.
1275 Racing Mini (one of 4 ““Baker
Racing”” built Minis) –– very strong
performer - VARAC Registered –– race
winner –– recent sale of sister car near
$50,000 –– asking $39,000. Will consider
offers or interesting trades.
1962 Lotus 7 Series 2
Bob DeShane 1-866-415-2779
1960 VW KARMANN GHIA
#4096112 - Vintage Road Racer or
““California”” street car. Full SCCA
rollcage. Rare rust-free body. Total
ground-up rebuild about 70% complete.
New Porsche aluminum drum brakes
all around. 4 new Bilstiens. Adjustable
ride height front suspension. All new
king link pins, bushings, suspension
bolts, bearings, etc. Fresh steering
box. New steering dampner, Fresh
transmission. Hurst shifter. Five new
6”” wide steel rims. New 12 volt wiring
harness in the box. All new rubber
body and window gaskets in the box.
Cobra seats. Car has been in storage
since I bought it in 1979. Needs minor
Page 24
1992 Toyota MR2 Turbo and
a 1987 Mercedes Benz 2.3 16
Valve
This car raced most of its life at
Waterford Hills. Currently the motor
and trans are out of the car. Engine
(Ford 1500 Non-Crossow): The
motor is fresh. Dual Weber’’s. Crank is
from a Lotus Twin Cam motor, Lotus
125E rods with ARP bolts, JE pistons
.040””, Fresh Elgin cam, lifters , head
freshened with new springs. The head
has been ported to Cosworth specs,
reshaped combustion chambers about
13.5-1.Bearings are fresh. Motor has
not been run since it was freshened.
It’’s ready to go as is. The only thing
I know is missing is the driveshaft.
Asking $18,500 (if you are looking for
a Seven you will see most others
are selling for mid $20K) Pictures can
be seen at http://nobudgetracing.com/
gallery/LotusSeven
For additional info please contact:
Peter Morton (peter@nobudgetracing.
com) or call (248) 684-8348 Home
1984 Shrike
1969 Hawke DL 2
Vintage f/ford with Hewland Mk 8.
Comes with new rear uprights. Currently
undergoing full frame up restoration.
For info and to view Matt Wivell at AIM
Autosport 905-851-1968 ext. 29
Mallock 11B
100 % race ready. Fresh all steel rebuilt
engine by John Dodd with dyno time
only. No sensible offer refused. Philip
(705) 277-1134. Email:ultra.precision@
sympatico.ca
D
SOL
1971 MGB-GT
Complete, but in boxes. Any reasonable
offer.705 277 3975
960 Austin Healey Sprite
www.timewarpracing.ca
Race ready and fast! Details on above
web page. $12,950
TB Special from Barry Walker’s MG
showroom and shop near Stratford,
England. When it arrived back in
Canada I put in some gas, started it up
and took it for a run up the road. On
the way back I found that I couldn’t
brake properly because of the strange
cramped pedal arrangement, and
flashed past the end of my driveway
and the crowd assembled to see my new
car! After some welding, I managed
to modify the pedals so that I could
comfortably drive it. Other than lots of
little problems,
that TB has
been a good
solid car and
gets raced at
every event
that has a class
for Pre-War
race cars.
In
February
of 2007 we
shipped
“Babe” (named
because of
the pig on the
radiator cap) to
the south island
of New Zealand
to compete in
their Southern Festival of Speed. For
the balance of the 2007 season we took
in the usual U.S. events including a
shot at the Mount Equinox (Vermont)
Hill Climb, which was one venue that
I had always wanted to experience (5.2
miles long, with a vertical rise of 3,140
feet!). Racing up that mountain was
really too rough for “Babe” but we still
managed a run of just under 6 minutes
- which with a 1350cc engine was quite
satisfying! The highlight of my 2007
racing season became the MG Vintage
Racers’ Focus Event at the Mid Ohio
racetrack, with VSCDA, where I was
awarded the MG Vintage Racers’ “Spirit
Award” - an award annually presented
to a MG racers exemplifying the “Spirit
of MG Vintage Racing”.
The 2008 season went really
well. Starting with the VRG event
in New Hampshire and then back to
Mosport for the 10th consecutive year
at the VARAC Vintage Festival where
VARAC treated us all to the usual
hospitality that all the entrants have
become accustomed to. Next it was off
to the Pittsburgh Vintage Grand Prix in
July. In the Pre-War race, I had the pole
position, but got passed by Ben Bragg
racing the historic “Old Grey Mare”. I
was able to keep up with him in an
exciting race,
and then when he slowed a bit, I was
able to take the lead and win my class
on this extremely challenging 2.3 mile
street race course!
In the fall of 2008 I headed south
for MGVR’s Focus Event with VRG
at the “new” New Jersey Motorsport
Park race track. This gave me a new
track for 2008. Each year since my
starting vintage racing in 1998, I’ve
have managed to race at one new venue
each year. I don’t know how many more
years I will be lucky enough to race, but
I think there are enough tracks that I
haven’t been at yet to see me through.
Over the years I have been a
member of many MG and racing clubs,
including the New England MG ‘T’
Register. I have driven my MGs to club
events, I’ve raced my MGs, and I have
been a race instructor. I’ve raced MGs
at some 28 different venues. My wife
Connie comes with me to the races and
club events, and I’ve participated in a
number of the T Register’s GOF’s. We
have enjoyed so many facets of MGs
and MG people over the years!
(Frank’s wife Connie says : “From
my point of view being at the track is a
relaxing day reading and visiting with
the other wives, punctuated by the
excitement of
watching the
guys suit up and
roar around the
track. Frank is
not the kind of
person who can
sit still for any
length of time,
so racing MGs
is a perfect
combination
of being
around the
cars that he
loves, the
constant
tinkering on
his car (and
anything
else in the paddock that looks like it
needs a wrench) and the competition
of racing. The camaraderie of the guys
at the track is something that all the
women really appreciate, plus we usually
get taken out for a very nice dinner!
Our involvement with MGs and in
particular MG competition has opened
up the world to us. From England to
North America to New Zealand we
have been fortunate to travel and meet
new friends in many different places.)
I’ve learned that - as in the early
days and which is also true today - the
best part of having and racing MGs,
is the MG community - our “Band of
Brothers” - working together to keep
our amazing cars on the track, and
sharing in our love of the octagon.
Cheers, Frank Mount.
Page 9
MARKETPLACE
Awards
Night
At the annual banquet David Clubine won the
inaugural Gord Lowe Ambassador Award, this
will be given ““to the driver who, in the opinion of
the selection committee, represents VARAC’’s
goals of competitor and sportsman combined;
while competing both in VARAC and other racing
disciplines, and maintaining
aintainiing
ng an
a active involvement
within the vintage racing
racin
in
ng community.””
c mmunity.””
co
Also presented at
at the
th
he banquet
banq
quet was
was The
wa
The Jim
McGregor Spirit of Sportsmanship
Spo
orrttsma
mansh
hip Award,
A
Awa
ward
wa
rd, 2008,
““given annually to the
the individual
ind
ndivvid
ndiv
idual who in the opinion
idu
of the racing members
ber
ers of
of VARAC
VAR
ARAC
A best exemplies
the spirit of and dedication
ed
diicca
d
atiio
ati
on
n to
to vintage
vin
ntage automobile
racing in Canada.”””” Won
Won
on by
by Stefan
St a Wiesen.
St
Peter Jackson and
nd Aileen
Aileen
Aile
Ai
le
ee
en
n Ashman
Asssh
hma
hma
man won The
James Fergusson Challenge
Challe
eng
nge Trophy
Trophy
Tr
hy ““awarded
to a VARAC member,
ber, who,
who
o, in
n the
the
e opinion
opi
p nion of its
Directors, has made
de an outstanding
outsttan
and
diing
g contribution
contribution
to vintage racing in
n Canada according
acco
ord
r ing
g to
o the aims
expressed in the VARAC charter. ““
The 2008 VARAC overall
all club champion is Russ
Ru
uss
Gorochowski.
CASC Awards
Andrew Celovski received the Wilson award,
given by the CASC Board of Directors to the
regions most active competitor. Andrew is active
in Historic racing, Formula
Form
Fo
r ula Ford
F
and Ice racing.
James
JJa
ame
mes
es Hinchcliffe
H ncchclifffe was
Hi
wa
w
as awarded
aw
aw
awa
the Canadian
Racing championship
ch
hampions
nship
ns
p
trophy for
forr h
his
is high
hig
igh achievements
acchi
a
hieve
hie
em
m
in Formula
Atlantic.
Mike Nillson
n and
and
n Mary
Ma
arry
ry McClure
McC
McC
Mc
won the ““Rally
Marque Trophy””,
Troph
ph
p
hy””
y””,, awarded
awarrde
aw
ded
ed for
ffo
o ““Outstanding
Service as a Race
Ra
acce Of
Offci
cial
cial””.
all””””.
a
John Kinnear
Kinne
n a
ne
arr accepted
acccep
eptte
ed the trophy for his ““other
club ““ St La
Lac
ac for
ffo
or th
tthe
h
he
eb
best
est newsletter.
new
Mike Steplock
with the 1st
Ste
tep
eplocck was presented
presen
overall
overal
allll championship
al
cch
ha
am
mpionship trophy for Vintage/Historic
racing.
raciing
ng.
VARAC Club Champions
ampions
p
A: Jeremy Sale, Phil Soden, Robert Stammers.
Stamm
mer
ers.
s
B: Michael Steplok,
ok, Joe Lightfoot, Alcide
Lessard
C: Andre Gagne,, Fred Samson, Team Sambrook
Sa
amb
mbro
brook
ok
ok
D: Vince DiCesare,
re, Team Sambrook, Team
Te
eam
m
Viccary
E: Russ Gorochowski,
owski, Joe Dukovac,
Duko
ovacc, Diane Dale
ov
Dalle
le
F: Mark Wafer, Richard Piper, Pete
Peter
Schlag
t r Sc
S
chl
hlag
lag
ag
G: Johnny Natrella, Gord Ballantine, Gary Allen
H: John Coome, John Hawkes, Aram Tourikian
Page 10
Russ Gorochowski won the
th G70 overall
championship.
championship.
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Diane
D ane Dale won the Muriel
Di
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awarded
aw
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a ded to the top female competitor.
c
donated by
Muriel
Mu
urriie
ell Knap to recognize the ladies who compete
with
basis. Awarded
wiith
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th the
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he gentlemen
gen
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for
sportsmanship,
for sp
fo
porrts
sma
manship, ability and
an sparkle.
2008 Monoposto Formula Junior Champions
Ist Doug Elcombe,
2nd David Keenleyside
3rd David Clubine
Page 23
MARKETPLACE
John Dodd’’s
British Sports Car
Workshop
Fast AND Legal!
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
The Eligibility Chairman’’s Chat by Joe Lightfoot
BOB HARRINGTON PHOTOGRAPHY
Tel: 905-332-7889
website: http://www.harringtonphoto.ca
email: [email protected]
Page 22
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.
I’ve often been told, especially by past eligibility
people, that they don’t envy my job. “A little like
herding cats”, was how one person described it!
Actually I like the job and hope to stay on as long as the
members continue to vote for me. That’s not to say that
I find it easy, in fact I’ve often said that I am the least
knowledgeable eligibility chairman VARAC has ever
had. The fact that I have seven advisors is the only thing
saving my ass when it comes to knowledge.
There is just one part of the job I really struggle with
and that is being the “heavy hand”. I usually believe
whatever people tell me, and I want to believe that
people really are trying to go “by the book”.
In light of this, I would like to ask all VARAC
members to read the rules and regulations, and make
every possible effort to prepare your car to the rules.
VARAC ‘s rules are good rules. They strike a beautiful
(not perfect) balance between the restrictions of
clubs that insist we live in the 50’s forever and clubs
that throw the door wide open till the only thing left
vintage is the year of the car.
It is my opinion (not necessarily VARAC ‘s founding
members opinion) that we basically prepare our
cars as they could have been prepared, with factory
equipment, back in their era. Certainly we allow safety
upgrades and have in recent years allowed such things
as electronic ignition, and wider tires (as long as they
fit within the confines of the fenders). But some clubs
even allow such things as modern 5 speed transmissions
from say, a Toyota. This is not vintage preparation in
my view.
The basic reason for this flaunting of the vintage spirit
is the desire to make our cars ever faster. I would like to
challenge all VARAC members who want to go faster
to consider doing this within the confines of our rules.
Not only are we capable of improving our driving skills,
but there are so many things you can
do (within the rules) to
improve the
handling,
acceleration,
braking
and yes, out and out top speed. How much more
satisfaction there is when you know that you are “fast”
and that your car is totally vintage legal!
Page 11
Vintage Racing, Good Ol’’ Boy style
By David Strachan
My endeavor to build a Grand
National stock car and ultimately my
journey to Darlington this past Labor
Day actually began in 1960.
In 1959 the movie “Thunder in
Carolina” was filmed in and around
Darlington S.C., with the main story
line being the “Southern 500”. My
Dad took me to see this movie at our
grand “Regent Theatre” here in Picton,
and as a 12 year old, it left an indelible
impression of Darlington Raceway and
Grand National Stock Cars.
Many years later, on a winter
Saturday, scanning the latest Auto
Trader Magazine, there it was. A ’62
Galaxie 500 hardtop. A quick phone
call, price agreed, sight unseen, the new
project was a go. After years racing
motorcycles, sports cars, rally cars, etc.,
etc., I was going to build and finally
experience a Grand National race car.
With the Galaxie stripped, body
separated from the frame, the dirty
work began. With body and frame
media blasted, fabrication
began with seam welding
the frame, adding
shock mounts for the
“original” 60’s Gabriel
shock absorbers
with welded in
tie rod ends. Front suspension was
modified slightly with a shorter 950
lb/in coil, over which I welded in
load bolts to adjust ride heights. I
also fashioned a front anti roll bar
from a GMC dually, having cut off
the ends, heating and bending the bar
to align with the lower control arms
and male/female rod ends to tie it
together. I then assembled the massive
Holman Moody spindles and brake
components, 3” x 11” Lincoln drums
and N.O.S. brake shoes from my friend,
Gene Felton.
The rear suspension started by dearching the leaf springs, adding one full
leaf, 3” lowering clock and adjustable
shackles. I removed the stock spring
mounts and fabricated solid mounts,
and at that point decided to double
the shackle from 4 to 8, to insure zero
flex. All of this then attached to a ’59
Lincoln axle, with its larger diameter
shafts and bigger drum brakes. With
front and rear suspension complete,
I knew, without question, I now
possessed the record for un-sprung
weight.
I next took the cutting torch to
the frame rails, cutting openings to
route the 3-1/2” exhaust pipes as per
Holman Moody practice at that time.
With the pipes welded in I painted all
my handiwork and then sat engine and
gearbox in place. Unable to locate a
cross bolted 406” FE engine, I settled
on a 427 based on a marine block, 428
rods and a mild street cam. I had a
beefed up clutch Assy built, covered
with a Holman Moody bell housing
and bolted the massive top loader with
large input/output shafts. With the
frame now lower over the rear axle
and having fabricated my engine and
tranny mounts, the driveshaft angle was
perfect.
In remounting the body, I eliminated
the rubber chassis biscuits and bolted
and welded the body to the frame.
With the need for drive shaft hoops,
a new tunnel and floor had to be
since
fabricated sin
ncee tthe lowered body
couldn’t
couldn
d ’t provide
the required
reequired
clearance.
Back in the
day, they
removed
thee rear
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Page 12
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Page 21
Book Review
By Jeremy Sale
To Finish First:
My Years Inside Formula One, CanAm and Indy 500 Racing with Cooper,
Brabham and McLaren.
Author: Phil Kerr
This lavishly produced
book belongs on the
enthusiast’s shelf, filling
an important gap in the
history of motor racing
during an historic era. The
author, Phil Kerr became
friends as a teenager with
fellow racing enthusiast
Bruce McLaren in New
Zealand. McLaren won
the inaugural “Driver
to Europe” award, with
Kerr as one the other two
finalists. The following
year Jack Brabham brought
Kerr to England to help
launch his car business, so
the two young Kiwis found
themselves sharing a “bed
sitting room” in London.
The talented McLaren
was rapidly climbing the
ladder to Formula One
and he and Kerr would
drive to the European races
together in a Morris Minor.
McLaren and Brabham worked on
their own Cooper cars with Kerr and
the mechanics helping out. Brabham
was frustrated with Charlie Cooper’s
reluctance to spend money improving
the cars and started planning his own
car with fellow Aussie Ron Tauranac.
When Black Jack started his Brabham
Racing Organization he asked Kerr
to manage the team. Another Kiwi,
Denny Hulme had won the “Driver
to Europe” award but was struggling
to make ends meet so Kerr hired him
as a part time mechanic at Brabham.
Hulme’s “team” consisted of himself,
Page 20
his fiancé Greeta and fellow New
Zealander Eoin Young, towing his
Cooper Formula Junior to the races
with a Ford Zodiac. Later Kerr rejoined
his friend Bruce McLaren and became
joint managing director of the team
which saw success (and tragedy) in
Can-Am, Formula One and Indy car
racing.
The book includes lots of colour
and black and white photos, many
never before published, some by Phil
Kerr himself. Jack Brabham contributes
the foreword and billionaire hobbit
Bernie Ecclestone provides the
afterword. As someone who was
actually there “in the day” Kerr
contributes not only his photographs
but also some great anecdotes about
how things were in the “good old
days”. There are some interesting and
amusing stories, like Denny Hulme
tipping a Formula Junior Cooper on its
side in the paddock at Oulton Park to
remove a sump and bearings. (It seems
the Bear had engine
trouble during a morning
practice session and was
running short of time
before his race.)
After McLaren’s
untimely death while
testing a Can-Am car at
Goodwood in June 1970,
Hulme’s bravery helped
to save the devastated
team, despite the painful
burns to his hands
suffered at Indianapolis.
Kerr, together with
Teddy Mayer and Tyler
Alexander, worked
to save and grow the
company. Kerr ended
his association with
McLaren at the end of
1974, and he returned to
New Zealand.
Beautifully printed
on high-quality art paper
and superbly illustrated,
the book includes
occasional race-by-race
detail and an interesting
mix of racing and off-duty pictures, as
well as 15 reproductions of paintings
by the renowned artist Michael Turner.
If you are interested in the 1960s to
mid 1970s era of racing this is a great
narrative of the inside workings and
difficulties in managing the limited
resources of a small team competing in
Formula 1, Can-Am and Indianapolis
racing. Hardback, 384 pp., 240 colour
and b&w illustrations. Price $70.
Our thanks to Scott Findlay of
Mini Grid, who kindly offered this
book as a prize for the VARAC annual
banquet.
David Strachan and his 1962 Ford
passenger foot wells for exhaust pip
clearance but didn’t required drive shaft
hoops and therefore were able to retain
the stock floor, or most of it.
Not wanting to have the roll cage
looking too contemporary, I fabricated
the structure to look the part with
only the required safety improvements
incorporated, main hoop diagonal,
rearward bracing and door bars, none of
which NASCAR required in ’62.
Next items to do were plumbing,
wiring, fuel cell, new window moldings,
body and paint. Only the inner lips of
the front fenders required trimming
and massaging. With paint work
completed it was time to apply period
correct decals and numbers which we
manufactured here at Predco Signs in
Picton. With new American Racer
tires and now mounted on original 60’s
double centered Holman Moody 8.5
xxx 15 steel wheels (manufactured by
Firestone in Akron, Ohio) the car sat
on the ground at last and made good
noises!
The first time I had the car out of first
gear was qualifying for Celebration’07
at Mosport. With only a few minor
glitches, water pump belt, oil pan too
low and leaking somewhat(!) I was not
popular on pit lane. That aside, and a
Canton pan installed, the car has been
dead reliable and a wonderful source of
exercise for me.
Only weeks after completion I found
out that Darlington Raceway would
stage a Gala Vintage Racing Festival
on Labor Day weekend, the “Southern
500’s” annual date. Not to bore road
racers with oval track hype, I’ll say just
that aside from being the only Canadian
participating, I was the only one to run
the top groove which was not only the
fast way around but felt much safer
to boot! In setting the fastest lap of
all classes, I averaged 137 mph with
lap times of 39.02 on the 1.5 mile egg
shaped speedway (1.366 miles at the
apron).
Darlington was an interesting
experience to say the least. Running
39 second laps, with only 3 seconds
off throttle, maybe 8 – 10 inches from
the wall, with some much slower cars
whose drivers seemed to have no mirror
experience whatsoever!
Off track it was a total delight to
meet the likes of Ray Fox, who prepared
many of the best cars for many of the
best drivers. Champions, Buddy Baker,
Rex White, Darrel Waltrip, Bobby
Allison and several other prominent
drivers. Leonard Wood of the famed
Wood Brothers was present with one of
their most successful cars, the Purolator
sponsored ’74 Mercury Cyclone driven
to numerous prestigious victories by
Champion and ten times Darlington
winner, David Pearson.
Having had some positive comments
from Pearson about my on track
performance, I found it particularly
humorous when an older, rather scruff y
looking fan rapidly approached me as I
exited the window of the Galaxie after
the last session, asking “David, can I
have your autograph?” “Certainly.” I
replied. “I’ve been here for every one
of your races, I was here when you
blew a tire on the last lap!” he said
with great excitement in his voice.
“Uh, actually I’ve never been here
before this weekend.” I replied. “Aren’t
you David Pearson?” he questioned
looking somewhat stunned. “No” I
replied, “Pearson is over there signing
autographs”.
So the 12 year olds dream had come
to fruition. For 2009 a cam that will
bring the engine to life, a 2nd gear that
I can use at corner 5 and a change from
3.3 to 3.50 ratios should be good for a
1.41.
Cheers, ya’ll! David Strachan
Page 13
Where the rubber hits the perma frost
I
C
E
R
A
C
I
N
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Page 14
The Year That Was, 2008
PicsbyVicsr
By Andrew Celovsky
The CASC gala awards banquet held quite the warm surprise for me, as
recipient of the 2008 Competitor of Year award for the Ontario Region. I am
still wondering how I could possibly be awarded such recognition, as I toiled
at the back of the Formula Ford grid, trying not get run over.
Mind you, I also made a few appearances with the Fiat on the vintage
Big guns at the Festival
When you’’re hot, you’’re hot……
Shiny and clean at Dunnville
(Above), one Yugo, two Yugi……(Below) ““And they’’re off!!!
Not so clean at Dunnville
Having an electrically heated rear window on a Yugo makes it warmer on your hands when
you have to push it. Ed.
Diane Dale and Del Bruce podium at Shannonville
Del, Walter Davies and Class G Champion Johnny Natrella at Shannonville.
Page 19
had in his sleeve, like a foot chase of a
bobby after a robber.
The director allows all that, there is
plenty of time to stroll around, have a
picnic, listen to a swing band play. There
are actually not that many races, only
eight in a 12-hour (!) day.
The racing action is fast and furious.
13/13 rules are replaced by celebrity
drivers, such as Marc Surer, Jackie Oliver,
David Hobbs, Sir John Whitmore, Sir
Stirling Moss, John Fitzpatrick, Emanuele
Pirro, Rauno Aaltonen, Arturo Mezario,
Bobby Rahal, Derek Bell, Richard
Attwood, Jochen Maas, Henri Pescarolo,
Patrick Tembay, Emmerson Fittipaldi,
Alain de Cadenet, Martin Brundle,
Stefan Johansson -- were they driving
million-dollar Ferraris? No sir, they were
driving the wheels off in the St Mary’s
Trophy for ...... production salon cars
1950 to 1959. A-ma-zing!
Fast and furious it is; after all, the
circuit was closed in 1966 because it was
too fast and dangerous. Well, at least they
introduced now a chicane in front of the
pit straight. Oops, the chicane was always
there!
My day as an extra in Goodwood
passed in a flash, as is the case with all
dreams. The beauty is, though, that you
can have that dream every year.
The photos I made give you an
impression of the set. Missing racing
shots? Who cares about racing when you
are a movie star?!!
Paddock Idyll
Page 18
Need service?
The paddock at Minden
grids and even managed a couple races
with the Yugo on ice (also a CASC
Take off, eh?
Photos by Stefan Wiesen
motorsport racing venue).
Heck, I remain amazed just being
allowed to participate in racing,
let alone be reconginized for doing
anything special at the track. It was a
humbling experience, where even I was
at a loss for words. There may have been
a bit of a lump in my throat, but I’ll
never admit to that!
While I consider myself very fortune
to afford to race (most of the time),
without the hundreds of people who
volunteer their time from organizing
events through marshalling, scoring
and timing, it just wouldn’t be possible
for any of us race. So to be recognized
by the racing community co was pretty
special.
Anyways, while most people consider
motorsport to be over for the season,
and while racetracks have fallen silent,
race-Ontario continues to be active
completing all those ‘extra’ things
required to make a race weekend a
reality. There is next year’s schedule to
prepare, banquets to organize and other
venues to show appreciation to many
volunteers, rule changes to consider, and
of course recruitment of sponsors.
For competitors there is, of course, the
winter repair and maintenance season.
It is a time to trade cars, perhaps acquire
the latest vehicle (from New Zealand
if necessary), freshen an engine in a
red Alfa, straighten the bodywork on
the blue Sprite, and generally lick the
financial wounds inflicted by the past
season.
Well, not all the tracks have fallen
silent, as preparation is underway
to build the newest race track in
Ontario…. The ice track at Minden.
Every year a new track is built, and
every March it just washes away.
So while most folks are putting their
race cars away, I am trying to remember
where I left my mighty Yugo-ice-racer.
At first glace (and at second and third
glace) the Yugo may not seem like
seem like a finely tuned thoroughbred
racing machine, yet ice racing offers
opportunities for those slightly lesser
machines.
There are two principle divisions in
ice racing; studded tire class and the
rubber-to-ice class. These are further
divided in to 4-wheel, 2-wheel, and
front wheel drive grids. But suffice it
to say, even the Yugo produces suffice
power in the rubber-to-ice class. As
Pirelli is fond of saying, “Power is
nothing without control.” In rubberto-ice tire class, there is precious little
on the control side of the equation. The
equation shifts with studded tires and
with 4-wheel drive. Levels of grip can
become considerable, and preparation
becomes more serious requiring HP
and the ever scare commodity…. money.
The speeds attainable with studded tires
on ice can be quite frightening and roll
cages become mandatory (with good
reason!).
So if you need a bit of a race fix, and
want to get outdoors between now and
spring, think about heading to Minden
to try your hand at ice racing. I’ll be
happy to make the Yugo available…. if
you dare.
Page 15
Lights.....Came
era.....ACTION!!
Paddock Action.
On the set at Goodwood
By Stefan Wiesen
Goodwood, we all heard about it and most of
you, like myself, probably thought it’s another
– albeit very prestigious – vintage race meet.
WRONG! Goodwood rather is an outdoor theatre
play or movie set with 115,000 actors.
Every driver, mechanic, official, ..... spectator is an
actor. The scene is set near the town of Chichester,
90 minutes South-West of London on the grounds
of a WWII airstrip, which was more peacefully
used from 1948 to 1966 as a motor racing circuit. It
belongs to the famous Goodwood estate of the Earl
of March.
The stage manager restored and erected beautiful
buildings, from wooden grandstands to a downsized
replica of the art deco building where the Earls
Court Motor Show is being held, Britain’s premier
Page 16
Our Intrepid ‘‘50s Reporter.
Photo by Stefan Wie
iesen
auto show. The sound is naaturally generated by race
engines ranging from a singgle cylinder motorcycle
to a big block V8.
Smell is generated through burning of rubber and
castor oil. As a cost saving, the producer has asked
everyone to be their own costume designer, so all
participants and almost alll of the extras are dressed
in period correct garmentss.
The images, captured by TV cameras and
thousands of other devicess, are bold, beautiful and
fast moving.
The director sets varyingg scenes of motor racing,
air acrobatics, amusement ppark rides, car parades,
rock’n’roll dancing and maany other activities into a
kaleidoscope of a jolly good time past. The name of
the show is “Timewarp”.
Thanks to the good folkss of Goodwood I received
a press pass which allowed me to randomly roam
through the whole area, takke pictures, talk to people
or just stand there and be in awe.
Let’s face it, aren’t roman
nce and nostalgia a bit of
Photo courtesy of Goodwood
a reason why we are in vintage racing?
Why else do we spend more money to drive
slower cars? It was in the sixties, as a little boy, when
I watched my first car race at the Nuerburgring,
standing at the exit of the first corner, the
“Suedkehre”.
It was the 1000 km race, the late Rolf Stommelen
winning overall in an Alfa P 33. It created that crazy
attraction, me wanting to sit in such a car, building
same out of cardboard the next week and sitting in
it making loud brrrrm, brrrrm noises.
Later on, the next, and if I think about it, only car
and motorcycle races I watched live in the 70s and
80s were of that vintage racing nature.
After growing out of the cowboy age, I dressed for
carnival (the European equivalent of Halloween)
using old clothes from my father, adding gel in my
hair. Marilyn Monroe was already dead when she
became my favourite actress and I spent a fortune
out of my pocket money allowance to buy the
Norman Mailer portrait book of her.
The innovation I cared the least for was colour
TV. So, now, you know what kind of guy I am. And
here, the good folks of Goodwood (I must use that
adjective again), allow me to go back into the land
of dreams.
Unfortunately, I had only time to visit, no, to do
my acting part as 50s reporter, on Saturday.
One should be there the whole weekend. As I
checked the photos I took, there were hardly any of
the racing action.
I was more fascinated by mechanics in greasy
overalls wearing a necktie under them changing
tyres on a Maserati 250F. I was more fascinated by
the unbelievable display of airframe, ranging from
the coolest thing on wings I have ever seen, a 1960s
aerobatics machine, to Lancaster bombers and
Spitfires flying and their pilots demonstrating skills
like the ferocious European vintage race car drivers.
I was more fascinated by the people, who all tried
to look better and more elegant than the others. I
was more fascinated by the surprises the director
Page 17