Contact Summer 2011 - BMW Club of Canada, Trillium Chapter

“On the Pulse of BMW Passion
& Performance Driving”
+ Issue 1 + Volume 18 + 2011
Summer 2011
4936 Yonge Street, Suite 530
Toronto, Ontario M2N 6S3
Fax: 1-866-801-9185
www.trillium-bmwclub.ca
n ac
In This Issue:
-Trillium Autocross Report.........
- President’s Message...............
-Obtaining Your Racing License...
-In BMW News........................
-Back to the Future on R51/3.....
-You’re Invited!......................
-Trillium Calender...................
1
2
3
5
6
10
10
Trillium Club Autocross Report
By John Venditti, Competition Director
It’s been a while since I gave an update on the goings-on at Trillium autocross. As mentioned before,
our home for the 2011 season is at the Powerade
Centre in Brampton. I know it’s West-biased, but
hey, we have to be fair - our on track experiences at
Mosport are East-biased! The Powerade Centre has
been a great host. We have access to washrooms,
shelter when weather isn’t always the most cooperative, and a concession stand for local snacks. The
space we have is very large and allows for higher
speeds and huge course layouts.
Our attendance this year has been very consistent,
even after a couple of events suffered poor weather we still had 21 participants! ‘Troopers’ is all I have
to say! We just completed our 5th event of the year,
and we’ve had 5 different winners. The championship running is wide open right now. As a side note,
we’ve seen the BMW contingent heating up this year
and becoming more competitive against the slew of
MINIs that tend to fight for top spot.
n ac
Looking forward,
we have two more events at the
Powerade Centre. The details have yet to be finalized, but once they are we will post them on our
webpage and fire out an email to keep you in the
loop. Keep in mind, even if you haven’t attended
this season, you can still participate. You may not
have a chance to fight for the championship but you
can fight for the win of the day! Also, it makes for
a great place to get together with fellow members.
Our autocrosses usually end up being an impromptu
monthly meeting. We have a sponsor in Rebirth Motorsports raffling off 2 x $50 gift certificates towards
any of their motorsports products. If you would
like more information about Trillium auto-crossing
please don’t hesitate to contact me at:
[email protected].
Summer 2011
President’s Message
2011 is winding down, but there is plenty of fun left to be had!
We are well into our 2011 driving
season and lots has been happening in Trillium Chapter land.
Since our last Contact we
wrapped up a terrific winter
season at Forumula Kartways in
Brampton with double or triple
header events.
This year, John Venditti, our
Competition Director, engineered
a change of venue to Brampton’s
Powerade Center. The course is
now much larger than our previous venue, MDS Sciex.
With new timing gear planned,
this venue will allow two cars
to be on the circuit at once. That
means more runs per day (5-7)
for the AutoXers. Autocross attendance is creeping up from last
season with 26 participants out
n ac
for the last AutoX on August 21st.
This was a special event that John
and Randy Sparre were able to
run in conjunction with ‘Bimmercruise’ a HUGE show’n shine put
on by MaxBimmer. With over 250
cars and 500+ spectators on show
at ‘Bimmercruise,’ this was also
our biggest AutoX event of the
year- check out the MaxBimmer
website where LOTS of photos
have been posted.
Speaking of Show’n Shine, the
July 1 weekend saw many club
members out for the annual TedFest 5th annual weekend event
which Trillium Chapter co-sponsored.
Photos are available on our website for this event which draws
attendees from across Ontario and
now South of the border.
Page 2
Nigel Etherington
President
Now to praise the unsung heroes
of the club: namely Rob Carr who
has been working tirelessly for the
last nine months to fine tune our
(now not-so-new) web-site. The
primary improvement has been in
the on-line registration using Paypal. We can now use Paypal for
registration at ALL of our events,
not just Advance Driving Schools.
We are still trying to train the ‘old
guard’ in the miracles of electronic communication; Scot Paterson
our registrar sure hopes we can all
oblige and register on-line for our
upcoming driving events.
Which brings me to driver education updates. We have had three
successful driving schools since
the beginning of the year. We
started off with a one-day event...
(Continued on page 4)
Summer 2011
Trillium
Chapter
Board of Directors
Nigel Etherington
President
416-399-7569
[email protected]
Steve Gailits
Treasurer & Co-Chief Instructor
905-479-1769
[email protected]
John Venditti
Vice President and Director
of Competition
705-439-4185
[email protected]
Shawn Molnar
Director of Marketing &
Communications
647-882-7654
[email protected]
Rob Carr
Membership Secretary &
Webmaster
647-891-6148
[email protected]
Mark Mancini
Legal Volunteer
647-502-4376
[email protected]
Scott Paterson
Volunteer Registrar
416.294-3503
[email protected]
Rich Simpson
Social Director
905.924.2906
[email protected]
n ac
Obtaining Your Club Racing License
By Allen Lewis, Member at Large
This article will briefly explain the
steps involved in getting a club
racing license, and the prerequisites that must be satisfied prior to
getting a club racing license. It is
assumed that the decision has already been made to join the ranks
of club racers, and so there will be
no discussion about the why’s and
why not’s for doing so. There will
also be nothing about the requirements regarding the car itself.
In addition to reading this article,
be sure to visit the BMWCCA
Club Racing web site to read and
understand the rules and information about getting a license (http://
www.bmwccaclubracing.com/information/fortheracer.aspx).
In order to get a license, you must
satisfy a few basic requirements
(be at least 18, be a member of
BMWCCA or BMWCC, and have
a current medical) and show a certain level of experience with high
performance driving on the track.
Applicants must have a minimum
of 10 days experience in the previous 24 months at recognized driving schools (not necessarily BMW
club schools), and have achieved
the advanced level and been
signed off. The chief instructor
from their chapter must be willing to certify you, and you must
also attend and pass a sanctioned
BMWCCA club racing school.
A driver applying for a license
must get a physical examination
and have the examining doctor
complete a medical form, (found
online at:
http://www.bmwccaclubracing.
com/static/ForTheRacer/physical.
pdf).
Page 3
Be aware that many doctors have
a long lead time for doing such
physicals, and they are not paid
for by OHIP or insurance policies, so be sure to plan ahead and
not wait to the last minute to get
a physical (typical fees from the
physicial are in the neiborhood of
$100). In addition, the physical
must have been done within 90
days of the application, and a new
physical is required every 5, 3 or
2 years, depending on the driver’s
age.
Licenses must be renewed annually, on the anniversary date of the
license. In order to renew one’s
license, the driver’s medical must
be current (or a new medical submitted), and you must have
participated in at least two race
events in the prior year. These
races need not be BMWCCA club
race events.
If you already have a race license
from another recognized sanctioning body, you can apply for a
provisional license based on their
experience with that other body.
For those in Ontario, CASC is
such a recognized body. Another
physical isn’t required as long
as there is one from the other
sanctioning body and it is current according to the BMWCCA
requirements.
The medical history page on the
BMWCCA medical form must be
completed and a copy of the current physical attached. Your experience with the other sanctioning
body will undergo a review, and
if successful, a provisional license
will be issued. The driving school
and race school requirements
are...
(Continued on page 5)
Summer 2011
(Continued from page 1)
... on April 25th at Mosport’s
Driver Development Track
(DDT), targeted at novice performance drivers.
We had a combined total of 50
students and instructors out for
this event, who are now a permanent fixtures of our driver education program. The following Apr
29-May 1 weekend we had our
annual two-day Advanced Driving
School at Mosport’s Grand Prix
track.
We had our second standard ADS
of the driving season in early
June, which was blessed with perfect weather but – unusually - was
not sold out.
About
Trillium
Autocross
We hope to rectify that for our last
event of the season this weekend,
September 9-11. Our finallie
school is traditionally combined
with our BMW Club race at Mosport, which makes for great excitment both on and off the track.
The Trillium Chapter of BMW
Club Canada has been running autocrosses for many decades. Competition is based
on a level playing field with
other participations based on
an internationally recognised
points scoring system.
Stay tuned for more information
from Rich Simpson, our Social
Director, on our upcoming Wine
Tour in early October in Niagara
Falls. We hope you will find time
to see old friends or make new
ones at one of the remaining
Trillium events in 2011!
This year we combined our ADS
with our first BMW Car Club
of America (CCA) Club Racing
School. Ron Chekka came up
from the GVC chapter to provide
in-class instruction in parallel with
our standard ADS program.
Nigel Etherington
Both schools were a brilliant suc- President, Trillium Chapter
cess in terms of both weather and
attendance.
At a typical autocross event,
registration opens at 9:30 am
and the first car is away at
10:00 am sharp! A driver’s
meeting and course walkthrough preceeds all events.
Are you are considering attending an autocross event?
Why not join us for a blast
between the cones - Trillium
offers the longstanding experience to make your autocross
a safe and enjoyable event.
All you need is a mechanically
sound car of any brand, your
name on the dotted line upon
arrival, a small sum entrance
fee, and a spirit of adventure.
This venue provided a terrific
opportunity for many of our Astudents to take the next step in
their driving resume – a pre-qualification for a racing license – and
there were requests for a reprise
next year.
n ac
Trillium Autocross events are
held during the ‘racing season’
from early April until November in and around Toronto.
With enough support and sufficently snowy weather, Trillium
may expand into winter
autocross events wherein competitors race across a snowy
surface. Tell us your thoughts
to make this happen!
For more information about
Trillium autocross events, contact our competition director,
John Venditti at:
[email protected]
Page 4
Summer 2011
(Continued from page 3)
... not needed in this case.
So, in summary, let’s say you
would like to get your club race
license in order to participate in
club racing this year. Maybe you
would like to get your license in
time for the club race at Calabogie? This assumes you have already reached the advanced level
in the BMW club driving schools
and have been ‘signed off’ by the
club on all attended racetracks.
Book your physical NOW.
Plan on taking the club racing
school at Mosport in the 2012
race school, hosted by Trillium
chapter.
Ensure the Trillium Chief Instructor is willing to certify you for
your application. Prepare your
driving “resume” – a list of all
your relevant experience. Once
all the paperwork and requirements are complete, complete the
application process at,
(http://www.bmwccaclubracing.
com/NewRacerApplication/NewRacers.aspx).
Be sure to submit the application
well before the first event you
plan on attending as this is a time
consuming (but highly worthwhile!) application process.
Good luck and see you at the
racetrack!
n ac
In BMW News...
BMW Group Canada
achieves best-ever August
BMW Group Canada (BMW
and MINI brands combined)
reported 2,844
retails in August,
an increase of 4.1
per cent over August, 2010. A total
of 22,605 units
have been sold so
far this year, an
increase of 11.4
per cent over last
year.
The BMW brand
achieved its best
ever August with
2,442 sales, an increase of 4.3
per cent over the same month
last year. The all-new X1 continues its strong debut, with the
5 Series, X3 and X5 models
performing well also. Yearto-date sales of 19,300 units
represent an increase of 10.8
per cent compared to the same
period last year. With another
monthly sales record secured in
August, the brand has now set
new monthly sales records in
seven of the last eight months.
BMW Motorrad Canada reported best-ever August sales of
186 units, an increase of 0.5 per
cent compared to August, 2010.
The year-to-date figure for the
brand is 1,354 units, a decrease
of 16.4 per cent compared to
the same period last year.
BMW pre-owned reported
1,095 units retailed in August,
a decline of 4.1 per cent over
August, 2010. Year-to-date, a
total of 8,665 units have been
sold, marking an increase of 3.7
per cent compared to the same
period last year.
On the MINI side, 142 units
were sold, a decrease of 9.6 per
cent over August, 2010. On the
year, MINI pre-owned has sold
1,458 units, an increase of 47.6
per cent over the same period
last year.
MINI reported sales of 402
units in August, an increase of
3 per cent over August, 2010.
The hatch model drove sales
for the MINI brand in August.
MINI has sold 3,305 units year[Source: BMW Canada]
to-date, an increase of 15 per
cent over the same period last
year.
Page 5
Summer 2011
Editor’s
Note
The editor would like to thank
those who submitted copy for
this issue of Contact.
All members are welcome to
submit their own stories or
news articles for inclusion
in the next issue of Contact
magazine.
Contact is a quarterly journal produced by the club, for
the club - so if you have any
ideas for future articles, areas
of interest you would like to
see covered, or questions you
would like answered, please
write the editor at:
[email protected]
This issue of Contact was assembled and edited by Shawn
Molnar with contributions
from Allen Lewis, John Venditti, Nigel Etherington, and
Richard Simpson (not the one
in the sequened spandex).
Look for us at the next Trillium
event!
Special Feature:
Back to the Future on BMW’s Classic R51/3
Written and Photographed by Shawn Molnar, Member at Large
There is no better way to go back
in time than to ride into the past.
Ducking under the wind with
boxer engine blazing, it felt of
1951. And that is the exact year
that the machine I’m riding was
manufactured – all original, in
mint condition, as preserved in the
bountiful storehouses of BMW
Classic, Munich.
You’re allowed to ride these
things? Isn’t there some law of
the universe that ensures all works
of art remain in the galleries, and
all artifacts stay in the museums?
Apparently not, as I was pleasantly surprised by a BMW executive from Canada. “We’ve made
arrangements for you; you can
choose between seven different
classic vehicles to drive for the
weekend.” The list was lengthy
and legendary from the Isetta 300
of 1962 to the BMW 3.0 CSi of
1973. There was only one motorcycle on the list, and it stood out
immediately. An uncorked Remy
Martin Louis XIII. An untouched
classic in glossy black paint.
Love at first sight.
Only the task of returning such
a perfect specimen in the exact
condition given weighed upon my
mind. This was the second motorcycle built by BMW after the war.
It is steeped in the rich history and
engineering competence of the
brand. Where is one to ride such
a machine? In a vacuum? Where
does one find such a vacuum near
Munich?
Speaking with BMW, I was assured that mileage was not an
issue. It began to sink in that this
machine, and this experience was
to be savored and enjoyed. It
became my mission to enjoy the
machine as it was meant to be
enjoyed in 1951; not as an artifact
of 2011.
Tally ho to the Alps.
If not on snaking mountain roads,
where else was this machine to
be let loose? Conveniently: on
the Autobahn between Munich
and the North of Austria. And so,
I found myself in an aggressive
tuck, searching for kilometers/
hour one at a time, quite often in
the fast lane.
BMW’s R51/3 of 1951 arrived
sporting a lightweight tubular
frame, the best drum brakes of the
time, swoopy, sexy looks, and the
best sounding boxer-twin known
to mankind. Such luxuries as a
well-stocked tool kit mounted
on the gas tank, a comfy spring
hinged seat, and miles of hand
stenciled pinstripe paint established this motorcycle as the
dominant luxury sport bike of the
times.
n ac
Page 6
Summer 2011
Back to the Future - Cont’d
And so I set out on the road trip of
a lifetime, to discover the winds
of 1951 atop a classic BMW motorcycle; to discover the persistence, passion, and ambition of the
brand.
Day one started off as many motor touring trips do: with a heavy
douse of rain. In fact, the showers
were so heavy, and so persistent,
that I delayed my departure by
several hours. But despite my
best efforts to keep her dry, this
BMW had to be ridden. Late in
the morning, with camera gear
waterproofed and stored on back,
I set off from Munich on the A8,
and headed South East to the
mountains.
Traffic was heavy and slowed
to stop-and-go; minutes slipped
away. As traffic lightened up the
rain crashed down – did I sufficiently waterproof the camera
gear? Finally, approaching the
Alps a pause in the storm showed
sunshine and the promise of a
happier ride ahead.
Motorcycling is a sport rewarded
by persistence, and a die-hard tenacity to cover the miles planned.
A schizophrenic sky could not
make up its mind: rain showers
then sun, more rain then clear
skies… followed by rain. Guilty
thoughts of relaxing in a dry hotel
room crept into my head, but at
the end of the day I pressed on.
Even as dark clouds capped the
Alps, I steered dead ahead for the
jagged horizon, and kept the beat.
“Ducking under the wind with
boxer engine blazing, it felt of
1951.”
Most people prefer the bad news
first, so let’s talk about the brakes.
n ac
During a mechanical walkthrough I was warned by BMW’s
mechanic that the drum brakes
would be difficult in the wet. This
could be construed as somewhat
of an understatement. While the
rear brake
remained
positive
in the wet,
the front
brake disappeared
altogether;
cold and
wet, it offered nothing after
grabbing
a fist full
of brake
lever.
With the misty mountains looming closer, this was not reassuring
news. Braking in the cold rain
became an exercise of engine
braking and rear brake, not a technique favored by the physics of
weight transfer. With persistence
and a death grip, friction began
to mount, but the front brake just
couldn’t offer stopping power.
Finally, nearing a stop, the shoes
would lunge into the drum as if to
say, “Sorry for the delay – let me
compensate you right… now!”
Sudden lockup and ugly compression of the front fork resulted
from such braking attempts, and
after a steep learning curve, I
learned to give the front brake the
vacation it so desired from the
rain. Brakes should never be fair
weather friends – but remember:
this is 1951.
As if in a scene from “The Truman Show,” the rain cleared,
clouds parted, and the Sun made
Page 7
an appearance from the moment I
reached the base of the mountains.
Thank you, whoever, for flipping
the switch. Nothing could raise
and dry my dampened spirits
more than the glow of the sun
reflecting full force off the snowy
mountain caps.
Do me a favor and Google any
model production car from 1951.
Now tell me if it looks capable of
pacing modern cars on the autobahn. Didn’t think so. And yet,
with a boxer twin thumping gloriously under my chest I regularly
stretched out 4th gear and held to
the fast lane. Simply unbelievable! That a museum exhibit was
streaking the Autobahn, passing
countless cars to the right is magical beyond description. No words
could do that experience justice,
and I will savor that memory for
the rest of my life.
Like resurrecting Alexander the
Great to participate in a spat of
military games, unleashing this
machine on modern roads revealed the raw and decisive power
of a legend from the past. A
simple truth dawned: this machine must be turned loose – it
longs to be ridden. It belongs in
a museum as a lion belongs in a
Summer 2011
Back to the Future - Cont’d
cage. Later on in my journeys a
passerby remarked while gawking
from behind his camera lens, “if
I owned this bike I would put it
in my living room, I’d never ride
it!” A lion
poacher
was clearly
marked.
Getting to
the specifics, the
boxer-twin
engine
measured
494 cc in
displacement and
had a
maximal
output of 24 hp at 5,800 rpm. The
engine featured overhead valves
and a perfectly square bore and
stroke of 68 mm (2.68”), squeezing the air/fuel mixture to a compression ratio of 6.3:1. A shiny
metal-chromed drive shaft transferred power to the rear wheel.
Speaking of the wheels, they were
19 inch chromed spoke wheels
wrapped in tubed tires which
sported a suspiciously squared
off shape, however normal for the
times. At more aggressive lean
angles the tire would ride on the
edge of its tread blocks, causing
tire squirm and a very squirrely
feeling while banked over.
The front suspension did a good
job of soaking up bumps and
blemishes in the road surface. It
felt a touch soft, but I suspect
the roads of 1951 were a touch
rough. The rear suspension
featured a hinged-spring under
the seat which would be pulled
apart should the load increase
over a bump. It was impressively
n ac
effective at providing a comfortable ride, and in conjunction with
the rear sub frame mounted rear
shocks, it averted any jarring or
bucking from the rear over larger
bumps. The rear suspension did
bottom out on a few rare occasions, but bearing in mind my
weight of 200 lb, plus a 30 lb
backpack full of camera gear, this
was understandable.
The steering head came equipped
with a steering damper that should
definitely stay in the 1950s. It
featured a large twist type screw
that increased steering resistance
as it was dialed in. After playing
with it briefly, I found it was best
to leave it nearly unscrewed in a
loose position.
key, made of plastic and containing a metal pin that slips into the
headlight fixture. To turn on the
ignition, one would push down on
the key until it was seated flush
against the headlight. To turn on
the parking light, one would twist
the key to the left. Twisting the
key to the right would turn on the
headlight, and the high-beam was
added by flipping a thumb switch
on the left handle bar.
Telemetry was limited to a green
neutral gear indicator light at the
base of the headlight, and an orange battery meter light mounted
near the front of the headlight
fixture. The speedometer was
mounted in the center of the headlight housing, and sparkled beautifully with a chrome ring wrapping
the white gauge face. The gauge
showed a top speed of 160 km/
hour, and on a downhill stretch
of the Autobahn, I managed to
swing the needle passed 150 km/
hour. This is blistering pace from
a machine of this age and a tribute
to the world-class engineering
prowess of the brand – from its
founding until now.
Exiting the Autobahn, I made
my way to a refueling station,
and then began my climb into
the wandering mountain roads of
One novel feature was key;
have you ever
wondered what
purpose was
served by the
teardrop shaped
element on top
of the headlight? I guess
I gave it away:
this was the
Page 8
Summer 2011
Back to the Future - Cont’d
the Alps. Up shifts from first to
second were a touch tricky and
required careful motions. Downshifts from all gears were a pleasure, and the teeth easily slipped in
with a joyful blip of the throttle
under braking.
Climbing steeper roads was accomplished with wide-open throttle, holding second or third gear
depending on the incline. The
glorious thunder of the boxer-twin
filled the mountainside with a
symphony of mechanical sounds
not heard in 60 years. Gear after
gear, turn after turn, I wound the
clock back in time.
Fast sweepers gradually tightened
into hairpins, multiple apex, as
well as increasing and decreasing
radius turns. A rider’s paradise
lay before me, and the R51/3
found its stride and made the most
of it. With a wet curb weight
of 190 kg (419 lb) the bike was
tossible and fun, giddy for the
next corner. Even the front brake
redeemed itself once dry and hot
with increasing feel and power
– sufficient for the mountain
blast, even on downhill sections.
Eventually, I found myself trailbraking into corners, banked over
for the apex before going wide-
n ac
open throttle to the exit. I had
now reached some kind of riding
nirvana, a motorcycling climax of
titanic proportions.
Finally, after a few blissful hours,
more rain set in. As if to punctuate this epic ride, it both started,
and ended my Alpine journey.
Heading for the Autobahn I
stretched her legs one last time, in
a full tuck along the fast lane. No
amount of rain
could dampen
this visceral,
vintage experience and I’m not
sure if I should
feel younger or
older for it.
Reaching Munich, it was time
to relax and
enjoy my surroundings. No
matter where I parked, the R51/3
could not escape superstardom
levels of attention. I have never
witnessed such an attention fiend
in all my life. By comparison, the
S1000RR barely got a second look
– whereas I had to carry a towel
to wipe the drool from accumulating on this classic bike’s gas tank.
Women,
children
and men
of all ages
where
mesmerized
by this
striking
machine
parked
casually by
the market,
or waiting
patiently
Page 9
by the restaurant entrance. While
completing photo and video
shoots, I could barely get my
elbows in for a slice of the action
– there were so many competing
photographers pulling the trigger
on this beautiful bike.
Like many of life’s finer things,
this machine has only gotten
better with age. Its style, charm,
soundtrack and thrilling performance set it apart as a pillar of
BMW’s past and present design.
After enjoying a slice of heaven,
it was time to come back down
to earth. The time had come to
return this graceful machine, and
while riding back to BMW Classic, I could not help but feel like
the entire company’s history and
future was under-seat.
Parking the bike and pulling the
key, I closed my eyes for one brief
moment. The grass was greener,
fuller. The girl walking by wore
a full dress with lace to ankle
length. Two mechanics were
smoking pipes and talking of the
sunny weather. The air was crisp
and fresh but smelled of coal fire.
A steam locomotive was heard
far off, sounding its whistle. The
year was 1951.
Summer 2011
It’s Time You Joined The Club
Traffic isn’t getting any lighter. Have you seen a truely open road to
enjoy in the last week?
Didn’t think so. You’ve
invested in the proper
machinery - now it’s
time to enjoy it.
Trillium Club, a chapter
of BMW Club Canada,
is about exploring the
impressive limits of your
BMW safely and guiltfree in the confines of
the racetrack. Professional performance driving instructors will help you to master the subtleties of car control,
releasing plenty of endorphines and adreneline in the process.
First and foremost, Trillium promotes safe driving. We advocate
that a safe driver is a prepared driver, one who understands the limits of his or her car’s handling and knows how to correct a slide or
safely bring their car to a stop.
The simple truth
is: until you’ve
experienced your
BMW on the racetrack where it was
designed, you have
not truely owned
your BMW. Our
next performance
driving school
takes place September 10th and 11th at Mosport International Raceway - a decades old,
highly esteemed Formula 1 racetrack of the ’70s.
Our driving weekends include in-class preparation and instruction,
skid-pad exersises, and finally, plenty of time on the wide-open
racetrack. Our Advanced Driving Schools (ADS) are not-for-profit,
and as a licensed school, our tuition is tax deductable.
We cordially invite you to join us and see what all the excitement is
about.
Log on to www.trillium-bmwclub.ca
Advertise with Trillium Club
Would you like to advertise your
products or services to Trillium
members?
Trillium offers print, web, and
T-shirt advertising. Sales booth
space is also available at our
schools.
For more information, please contact Nigel Etherington at:
[email protected]
Trillium Calender
Important Dates:
September 9th, 10th, 11th:
-Mosport Driving School
Sunday September 25th:
-Autocross at Powerade Center
(7575 Kennedy Rd, Brampton)
Saturday October 15th:
-Autocross at Powerade Center
(7575 Kennedy Rd, Brampton)
October 8th & 9th:
-Wine Tour across Niagara escarpment
For more information and details
on Trillium events, please visit our
website. If your questions are still
unanswered, feel free to call us.
A directory of board members is
found on page 3 of this issue.
See you at the track!
n ac
Page 10
Summer 2011