Link 2002 05 | Insurance | Anti Lock Braking System

Misery at Mosport, April 28, 2002

Speedorama 2002

May 2002

2002 MCO Executive
Ron Woltman H: (613) 831-8682 W: (819) 997-6988 C: (613)75 863-5360 ronald.woltman@hrdc-drhc.gc.ca xracer01ca@yahoo.com Bennett Leckie W: (613) 822-1765 x124 leckierb@hovey.ca
Directors Open Wheel Vice-President President and Ontario Race Organizing Rep.

maintained by Rob Microys Hosted by Anjura Technology Corporation Louis's Steakhouse 1682 Cyrville Rd., Ottawa, ON FirstTuesday of every month All are welcome M.C.O. P.O. Box 65006, Merivale Postal Outlet Nepean, ON K2G 5Y3
The LINK is the official publication of the Motorsport Club of Ottawa. The opinions expressed in the LINK do not necessarily reflect those of the LINK Editorial Staff or the Club's Executive. Though all efforts are made to ensure that facts stated in the articles herein are accurate, the individual contributors should check the a c c u r a c y o f t h e i r articles prior to submission.

www.mco.org
General Meetings

Hotline (613) 788-0525 Website

May 2002 Editorial Exhaust
The start of the 2002 season has finally arrived, although the Ontario weather seems to be doing a right terrible number on the racers this year. Yuck! I've been out to the track four times in April: Spring Fling, MCO Race School, BMW Driver Training and the BARC GP. The first and last had horrible, bleak weather. But at least the writers are feeling verbose. I'm so happy with the submissions this month; this is the first 24 page Link I've been priviledged to produce. Keep the submissions coming, the Link keeps getting better and better! As I've mentioned before, I'm hoping to take leave of this position over the coming 5 months. I'd like more time to devote to Motorsport in general and to this club in other capacities in particular. One area that I would like to devote more time to is writing, in this case writing about Motorsport. Moving from the editors role to a contributor is one way of distributing my time to make room for other pursuits such as writing. This month I was able to take my laptop with me to each of the four events and found time to jot down 3 articles this month. I have two more articles for next month. I would have liked another 2 days to finish this month's Link, but alas, I'm running a bit behind, so the two unfinished articles on Volunteerism and the successful MCO Race School will have to appear in the June 2002 edition. Til then, keep all four wheels on the pavement!

Rick Miskiman H: (613) 592-0696 rick_miskiman@yahoo.com Steve Greiner sgreiner@isocad.com Craig Hamm H: (613) 727-3192 W: (613) 596-7107 kchamm@sympatico.ca Patrick Weightman H: (613) 831-3749 family.weightman@sympatico.ca Robert Benson H: (613) 837-2051 ben1544@rogers.com John Powell H: (613) 835-2910 mgb296@hotmail.com Greg Kierstead H: (613) 274-3942 W: (613) 765-9167 gregkierstead@rogers.com Jeff Graves H: (613) 838-8348 jeffgraves@sprint.ca
Solo-I Liasion Solo-II Secretary Treasurer Membership Rally Closed Wheel

DEADLINE FOR SUBMISSIONS:

18th day of every month.

Paul Swinwood W: (613) 237-8551 x133 p.swinwood@shrc.ca
Ontario Race Committee Rep

Karting

Cindy Armstrong H: (613) 489-2725 cindy.armstrong@sympatico.ca Warren Haywood whaywood@mec.ca
LINK Editor

Club Merchandise Co-ordinator

link@mco.org Richard Muise H: (613) 241-9983 observer@IntelligentSand.com

Cover Photo: Lotus Elan by Richard Muise, Speedorama pictures by Mark Atos.

Motorsport Club of Ottawa Founded 1949 Founding Member CASC 1951 Incorporated 1953

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May 2002
CASC 2002 Ontario Region Schedule: Spring Fling Shannonville BARC Mosport BEMC Mosport CRDA Shannonville MCO Shannonville VARAC Mosport DAC Shannonville BARC Mosport CRDA/SCCA Mosport BEMC Mosport CASC/Panoz Mosport * Spring Fling is now 2 days Solo-I Schedule Open House, Cedarbrae Volkswagen April 7th 1pm to 5pm OMSC Solo I School, SMP, May 11, TAC Solo I School, SMP, May 12. TAC Event #1, MDDT, May 18, OMSC Event #2, MDDT, May 19, OMSC Event #3, SMP, June 15, HADA Event #4, SMP, June 16, HADA Event #5, MDDT, July 6, BAC Event #6, MDDT, July 7, BAC Event #7, TMP, July 27, HADA Event #8, TMP, July 28, HADA Event #9, SMP, Aug 10, TAC Event #10, SMP, Aug 11, TAC Event #11, TMP, Aug 24, BAC Event #12, TMP, Aug 25, BAC Event #13, SMP, Sept 14, OMSC Event #14, SMP, Sept 15, OMSC Top Gun Shoot Out TBA TBA TBA Solo Banquet November 2nd. MCO Solo-II Schedule April 14 Event #1 May 5 Performance Control School May 26 Event #2 June 2 CADL Invitational Solo II June 9 Event #3 June 29 St. LAC Invitational Solo II July 14 Event #4 August 11 Event #5 August 18 Performance Control School August 25 Event #6 September 8 Event #7 October 6 Event #8 October 13 Event #9 * all events at Jetform Park April 13/14 * April 27/28 May 11/12 June 1/2 June 22/23 June 29/30 July 20/21 August 10/11 Aug 31/ Set 1 Sept 14/15 Sept 28/29 MCO Karting Series Please note that this series has been cancelled. Please see notice on page 18. MCO Rally Championship Series Schedule: Mississippi Valley Drivex - November 16, 2001 Lanark Winter Highands Rally - night time drive, January 12, 2002 Slush n'Slides - January - March 2002 Mangy Moose - daytime drivex, April 27, 2002, 200km Totally Silly Drive (TSD) - night time learnex, July 13, 2002, 132km Solo-II schedule - See bottom left Golden Pine Rally - daytime drivex, September 14, 2002, 200km Lanark Highlands Drivex - daytime drivex, October 19, 2002

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May 2002

Sorry Sir, But You Can't Go in There!
by Sam Mandia
I wish I had a dollar for the number of times I have heard that phrase. Security guards are of course just doing what they are told. Right? The amount of security required at races around the world these days is simply amazing. It wasnÕt always like that. Reflecting back to the 70's. A 3-day pass at Mosport was the perfect way to get to see, and talk to just about everyone who was involved with motor sport in the world. Friday was a special day, every one was laid back and things weren't quite so hectic. Drivers had a practice session in the morning and second session in the afternoon. You could stand around and listen in on all kinds of conversations with Ken Tyrell and Jackie Stewart, Colin Chapman and Emerson Fittipaldi etc . The taking of photographs was the order of the day. In 1973 at the Canadian GP, I got to sit in Arturo Merzario's Ferrari. Heck I was invited to sit in the car. The Grand Prix itself had no real bearing on one's access to the drivers and cars. As long you kept quiet at the right time, stayed out of the way, and didn't do anything stupid, you could move about, as freely as you liked. Saturday and Sunday were car picture days. Although, I much preferred to keep shooting the drivers. In 1973, I took a head and shoulder shot of all 24 drivers for the Canadian GP in their cars with little more than a 50mm lens. Some would even pose for you. When the Grand Prix moved to Montreal things changed a little. Security was tighter, and had more 'layers'. My favorite

means of going into areas where I had no real access was to simply approach the security guard, walk past him until he tried to stop me and say: "it's OK he's with me pointing to my brother-in-law as he followed me through the gate. I used this method on many occasions, and if you looked like you belonged then you would get in. Never even slowed down for the gate. My two favourites are of Clay Regazzoni and AJ Foyt.

mers to the aforementioned MGA Twin Cam. The Treasurer even says we made some "dinero"! I have tried to thank personally everyone who contributed, attended, assisted, and volunteered at every opportunity. Allow me to publicly do so again. But most especially, I want to pat on the back all of those individuals who quietly go about their volunteerism; contributing endless time and resources, even sacrificing family commitments, without fanfare, seeking no other satisfaction than a job well done. To all of you - and you know who you are - THANKS. That's class. Good team work, all. Our next big challenge is the Canaska Cup. Scheduled this year for June 22-23, again at SMP. Much work has been done: much more need doing. Please VOLUNTEER. I need trucks. Specifically, pick up trucks to aid in the rescue and intervention. If an individual is willing to loan his/her truck, and want to drive it, as well, I shall endeavour make it so. Other needs, besides the all-important VOLUNTEER, are gifts for the workers. Pins, hats, coupons for service at your place of business, vouchers, a pace car (want to show off your latest toy?). Unless, you are qualified as a pace car driver, we will put someone in the seat. But you can go with said individual. Insurance has been for the most part settled. Thus far, it has gone "smoothly". We have more paperwork to do for our events - especially Solo II - but it is getting done. Also, more cost, but as I have repeatedly said, that is the cost of doing business. All the time and space for this month enjoy your club more by contributing. rpw

Report from the President's Chair...
It was a bright and sunny spring day three decades gone by. I was hurtling blithely along in my bright red MGA, through the Carleton University Campus, and while an undergraduate, I was not always keen on the class part. The road swept right, offcamber and down hill east towards the Bronson Avenue exit! And wouldn't you know it, I found myself travelling a tick too quickly! Only later would I learn this was a decreasing radius corner, and the damn roadster seemed to sliding away from me! The top, was of course, off and without seatbelts, I knew if the car rolled over, I would have no trouble getting out quickly. Instinctively, I let off the throttle (well, I was going too fast!) to correct what seemed a 'loose' condition. Well damn, if the bloody, little under-powered 1500cc, four banger, didn't gather itself up with a somewhat jerky lurch back to centre. "Hmmm", I muttered. "Am I good?" Safety Fast - the motto of the Abingdonon-Thames MG Car Company - thank God. Fast forward to Shannonville Motorsport Park 34 years later. Mee bum is tingling just like that very day, and I have the same stupid grin on my face. I am piloting a now very expensive and rare 1959 MGA Twin Cam vintage racecar round the "twisties" of the Fabi circuit. The car is not BMW M3 quick, but it boy-oh-boy, it goes exactly where you point it; stops incredibly efficiently and the cut-down windscreen whips my "hair" into a frenzy. Oh, what a feeling -- and Toyota can buzz off. Sorry about that - sometimes memory blurs direct point making - in any event, a circular way of coming to the MCO's Racing School (2002) -- the weekend of April 21-22 at Shannonville Motorsport Park. Did we have fun? A full comple-ment of enthusiastic students, with automobiles spanning the generations, from new Bim-

Workers need for the MCO Race Weekend, June 27-28. If you can volunteer your time for a wonderful weekend of speed, please contact the MCO executive

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May 2002

Speedorama 2002
by Rob Microys
2002 proved to be yet another successful year on the show car circuit for MCO. The first Annual Speedorama at Lansdowne Park was a success! Thanks have to be given to all the people who helped make the display a success - it seemed to attract a lot of attention and the cars all got their pictures taken by many people. The cars at the booth included my Volkswagen Jetta GT-D racer, Craig Seko's very attractive Red Porsche 944S2, and Greg Brady's wild Subaru Performance Rally Impreza 2.5RS.

Greg B for their great cars. A well deserved special thanks has to go to Jean MacGillivray for pulling all the display materials for the booth together - there was a incredible amount of reading material and photos that was there to catch people's eyes. Pictures from the show, in this issue of The Link, and on the website, are courtesy of Mark Atos' great digital camera. The show generated great interest in Rally - by far and large the most recognizable sport in the booth this year - even my Jetta was frequently called a 'Rally Car' or a thought to be a Mini-Stock 'RoundyRounder'. The number of issues of The Link, membership forms, and event and informational flyers handed out over the weekend should help continue to make people aware of MCO in a broader sense. This is one of the only chances where the club really has a chance to interact with people outside of our regularly scheduled events - it provides a great opportunity to bring in new blood. I'm sure that we are going to get a few new members to the club as a result of the worker's efforts.

CASC-OR 2002 Mobil 1 Solo 2 Regional Championship Series
by Wes Tanney
I would like to take this opportunity to inform the Solo community of the CASCOR 2002 Mobil 1 Solo 2 Re-gional Championship Series. The new Solo Ontario Solo 2 Web Page is up and running at; http://www.soloontario.com/solo2. If you couldn't make it to the Open House, registration can be done by contacting; Solo 2 Series Hotline / Registration Voice: (416) 252-9813 (to 11pm) Fax: (416) 252-0938 (to 11pm) E-mail: wendy@racerrobb.com The series will be taking place in parking lots across Ontario this year, from London to Ottawa with a number of stops in between, from the Solo 2 school on May 5th to the Top Gun Shoot-out on October 12th. There are ten series events tentatively scheduled (with six being scored towards the championship) including events by clubs that have been hosting events for years to clubs that will be hosting their very first Regional Solo 2 events. The schedule and rules are either available at the Open House or online at the Solo Ontario Solo 2 Web Page. The CASCOR 2002 Mobil 1 Solo 2 Championship Series Schedule is TENATIVE, so check back on the web page for updates. ***Please Note:*** The only "Official Copy" of the 2002 Solo 2 Regulations will be the printed version available at CASC-OR Head Office or at the Solo Ontario Open House, April 7th, 2002 at Cedarbrae Volkswagen 1 - 5 pm. There are no changes planned for the rulebook and we have put a copy on the website as a courtesy to all of our competitors. Due to security reasons, the ONLY official recognized version will be the printed version. If you have any questions or comments, direct your inquiries to the appropriate Solo Committee member. Solo 2 Series Hotline / Registration Voice: (416) 252-9813 (to 11pm) Fax: (416) 252-0938 (to 11pm) E-mail: wendy@racerrobb.com

The two nicely painted cars got great looks, and the rally car had to be cleaned down hourly from the drool marks - it was a great crowd pleaser. It was constantly getting pictures snapped, and people were always peering in through the windows and asking how fast it went. Craig's car with it's spectacular red paint was certainly ogled at by many passer by, and also photographed regularly. Although my Jetta doesn't have a show car paint job, a racey 'fast and the furious look alike' decal package, stark Again, I racecar interior, photo by Mark Atos thank evand certainly 'unique' power plant certainly had many erybody who was at the show to help out. people looking at it and asking questions. It couldn't have been done without all Craig's Porsche won Best in Class (Pro- your help. duction Road Racer), the Jetta was the Class Runner-up. The Subaru took class The best club display was the National Capital Corvette Club - which had a great winning honours in the Rally Car Class. display of 'vettes, one of each generation, I'm doing this from memory, so I apolo- all in spectacular shape. It was a very gize now for any names I miss - you all well done booth. The best of show was a did a great job and without the help the '70 'cuda - it won just about every 'best of' display would not have happened. First, category - Paint, Interior, etc. The show thanks for the members who donated their was run under new management this year, time to man the booth for the weekend. formerly known as Autorama, and was Ron W, Mark A, Jim M, Jean M, Craig H, somewhat 'sparse' in comparison to previSam M, Greg K, Jeff G, Ayan G & Jodie ous years. The show just didn't have the S. Then the workers who helped setup, same intensity, nor number of booths - altear down, polish cars, and hauled in stuff most one quarter of the Aberdeen Pavil-lifor the display and make it all happen! on was empty, and the setup of the Civic Bennett L (thanks goes to Hovey Indus- Centre, although mostly full, seems sometries for their display booth), Jim M, Jean what hollow. As a whole Speedorama M (additional thanks to Jim Holtom & 2002 gets mixed reviews from me. Control Microsystems for his booth display), Mike W (for hauling my car to and ...and for the record, my car has 'plenty' of fro), Greg B, Steve F, Jay S, Jeff G, Craig horsepower, and its top speed is 'fast S, and many others - oh how my memory enough' - I can't possibly remember how fails me... Of course, thanks to Craig S & many times I got asked "how much HP does it make" and "How fast does it go?"

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BMW Precision Driving School
by Richard Muise
There comes a time when everything happens in the car at exactly the right time: driver, vision, transmission, tires and the go-pedal. You're hooked up. At the BMW Precision Driver Training school, it was the last two laps of the autocross course. I was driving the 333-horsepower 2001 BMW M3 around a generally simple course consisting of some nice straights with connected with two chicanes and one large, one small diameter hair pin. I had had trouble the first time on the course 7 minutes earlier because I didn't know how to deal with the slow pull out of the chicanes caused by the BMW traction control (DSC) and because I blew the braking and understeered off the course in the small diameter hair pin. But the second attempt was on, I was in the zone. I timed the throttle a little earlier so that the engine started getting into the shoulder of the horsepower curve just when the wheels started to straighten out. Floor the throttle letting DSC soak up the excess power to prevent the wheels from spinning when the torque peak was reached. Full power all the way down the straight into the long sweeping hairpin, hard on the binders then bring the speed back up to just below the point where understeer would start. Keeping it there, light on the throttle, balancing the grip, hold it, hold it, now dive to the outside to get as more room for the second chicane. Time the DSC onset again and blast past the start-finish. That's why I paid $1000 for this one day. This was the money run. The day started in the BMW 330i with a more modest 225hp. We did some simple warm up exercises concerning braking and the differences between ABS and nonABS. Most schools go through these types of exercises, no need to review here, other than to note that these cars had a switch in the glovebox to turn off ABS. Next the group was split in 2 (there were only 12 students with 3 instructors). Half went to learn some trail braking (but not in the racing sense) and the other half when to learn reverse 180 spins. The spins were fun, but were not like what I was expecting from doing the same in computer games. Driving in reverse, one hand on the steering, twisted around in the seat to look out the back, drive through a gate to start the maneuver. Flick the steering briefly left, then 90 degrees right to get the heavier front to swing out, then straighten the steering, select 2nd (easier then first because it's a simple pull back

and to the right, not a U-turn to select 1st), look up at where you want to go (vision, vision, vision) and power out of the spin. Most of us were able to do it a few times, but one student, Jim, was much more successful and was about ready to change his name to Jim Rockford. After 40 minutes, the groups were switched. Trail braking in this school was about learning to control both braking and turning at the same time (such as having to avoid an accident on an off-ramp), which is different from the racing sense of trail braking which is used to set the car and maintain the weight over the front tire contact patch. It required a delicate touch without ABS, but with ABS, it was a nobrainer. This was the best demonstration of ABS I have seen yet. I did well here, something I chalk up to spending a lot of time at noon-hour in our winter driving schools. Lunch was a time to socialize with the students and instructors (I found out that the chief instructor, Pierre Savoy is also the chief instructor at the HRC school). Strangely, most participants spent the noon hour bragging to each other about who had been in the bigger accident. I stayed out of those types of discussions/one-up-manship, instead I spent noon thinking about getting into the M3. After lunch we did more accident avoidance (brake, release, vision, turn). I did well here too; have I mentioned good vision before? Using only my peripheral vision, I was able to pick up the yellow lights that signaled which way to avoid during the maneuver and complete the exercise without looking away from my goal (the left or right lane). Then we switched to the controlled oversteer exercise. The point was to initiate, then control a power-on oversteer condition through an entire loop of the wet skid pad. This was the exercise I was waiting for, because it's the one I can't practice in my Civic. I also thought I might be good at it because it seemed easy, or at least easy on my computer. But real-life is a very different place, and I did horribly. Too much power, too little steering and the car snapped into a 360 every time. Frustration on my part just made things worse. Trying a second time 10 minutes later was a bit better, but I still couldn't get it right, only keeping it going for 10-20 feet before spinning. At least I never stalled the car. I had the vision right, but had no previous experience; perhaps it will come with more practice. By-the-by, anyone got a rear-drive car I can borrow? Around 3:15pm, it was time to switch into the M3. The level of chitchat and nervous

fidgeting increased as we adjusted the seating position. Then turn the car on. Wow. The M3 sounds like an angry animal. Blip the throttle and the chassis shakes with power. Keep the foot down, the engine zips through 6000 on the way to 7900rpm; now the animal sounds seriously pissed-off! We started with a not-so-simple slalom. The cones were placed randomly from 15 to 22 paces apart. Then as we were driving through the slalom, the instructor at the very end would randomly raise his arm, indicating that we had to skip the next gate, even if we had already started the turn-in. The M3 was incredible; even on street tires it would instantly turn out, no hesitation, just working at the speed of thought. Ian, the student with whom I was sharing the car, was very aggressive, driving much quicker than myself, but seemed a bit ragged with the effort of going as fast as possible. I took my time, not slow, just a pace that I felt comfortable with, building up speed on each run. This exercise was a great way of really hitting home the vision message. You had to watch the instructor, not the pylons. The final exercise was the autocross with all 12 students. This was a damn lot of fun, and gave the first opportunity to see all the other students and how much they had progressed. The age group was everywhere from early twenties through to an Austrian couple who were in their 60's. Watching the white-haired retired woman and her husband throw the M3 through the chicane was an eye-opener. After two runs (each run was one warmup lap and two timed laps), we retired to the classroom for presentations. The group was a little quieter now, having expended all the accumulated adrenalin in the autocross. There was a final presentation for the 3 fastest laps. The third fastest was Jim at 29.67 seconds. I'm just beaming with pride as I write this; I got the first and second fastest laps at 28.77 and 29.29! A jump in the air, fist thrust to the sky, hey, where's the champagne? In the end, it was a most incredible day with great instruction and magnificent machines. Note: The BMW Perfection Driver Training school is the second level of a three level course. The first level is a more modest $455 in the BMW 330i. The final level, planned for 2003 is a two-day weekend at Mount Tremblant in the M3 and M Coupe. No price has been announced for Level 3, but it is planned as a weekend get-away for couples, all expenses paid.

May 2002 March 2001

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Spring Fling Report
by Richard Muise
Saturday, April 13: The 2002 season started with a misery of a weather system (who knew it would only get worse, see page 9 - ed). Pissing-inthe-wind drizzle thrown by a unremitting wind. But by 9:00AM the pits were open and ready to start the first hot laps of the 2002 season. I didn't recognize any of the cars, but I didn't have time to check with registration before heading out onto the marshal station. For those who have not been to Spring Fling, it's a kind of test-and-tune weekend. No races, just 25 to 30 minutes of open lapping alternating between open wheel and closed wheel. The open wheel racers were in short supply. There were never more than 4 on the track at once. In fact, none answered the first green flag and starting at 9:30AM, the first hot laps were recorded by the closed wheel racers. It's hard to find a good reason to stand, freezing in the rain while only 1 or 2 formula cars circulate. Perhaps a dry track on Sunday will help bring out wings-n-things. (I don't fault them, I'm sure I'd wait for dry too! In fact I was wishing the same for myself the entire day.) Closed wheel sessions also started slowly, but built to a peak just after lunch when there was a continuous stream of cars around the track. A number of drivers were there for observation, some in their street cars. The closed wheel entrants ranged from the 2 or 3 street cars (Talons and a BMW M5), a few vintage vehicles, through to a few Porsches 911's, a Corvette and a Firebird. Oh, and a truck Ford F150. A very loud truck. Fast too, certainly not impeded by any noise reduction devices. Did I mention it was bloody loud? By far the most populous were the Ontario Street Stock - all identical prepped Nissan Sentras. There were only 5, but they were

May 2002

out at every opportunity, lapping their brains out. Judging by the informal racing from day 1, this is going to be a great series to watch this year. It's exciting, exceptionally close racing. By the final session at 4:30, only the OSS cars were out, still pushing up to and beyond their limits. Even on a test day, these guys and gals are going for it! More than one pushed beyond the limits, the most spectacular was a green model that went over the outside bank of Turn-2 before plunging through the lake that had formed through the infield. It looked like those off-shore unlimited powerboats from my vantage point in 8; two plumes of water from each front wheel. But many of the other cars were testing the limits, sometimes just barely saving it, especially through Turn-2. (Note: this series was renamed as I went to press. It is now known as the Action Front Street Stock Challenge (AFSSC) ed). Sunday, April 14: The weather forecast was a bit better - no rain, no wind, but the temperature barely got above 10 before dipping back down to single digits in the afternoon. At least the track was dry and so were the marshals. There were two marshals-in-training joining us from the CRDA marshal school this weekend. As with Saturday, the sessions were 30 minutes each for closed wheel and open wheel before repeating. So each day, the drivers would get about 3 hours on track. Red flags would repeatedly halt the sessions, which may sound odd, but with no actual racing going on, the course would shut down for any car stalled on the circuit. As soon as the car was cleared, the pit exit would open again and the pack would stream back out. Most of the cars were looking well sorted by the afternoon, or at least the cars that were still running. There were still a few cars that were having difficulties in the morning. One example was the ex-Len Clue Nissan 240SX, which spun a few times, deflated a tire, got completely stuck

in the mud and finally was black-flagged for a loose front wheel. The formula cars were still sparse, reaching up to 7 cars on track during the early afternoon before finishing the last session with only 2 cars. One Formula-2000 had quite a moment after the apex at the troublesome Turn-2. I didn't see how it started; perhaps he overcorrected when the back-end got loose through the apex. When I saw him, he was already flying over the edge of the track and just missing the swamp that claimed the OSS car on Saturday. Mario (I didn't catch his last name) kept it going, but only seemed to get in deeper, finally coming to a stop in 2 inches of mud. The scary part was that he had hit a rock that tore back the underside of the nose, stopping just before the drivers' feet. At one point in the morning, the closed wheel session was red-flagged after 3 spins on different parts of the circuit on the same lap. One of the vintage cars, an MG, had put down a 1-foot wide streak of oil around 75% of the Pro-track. We couldn't put down concrete dust on the still damp pavement, it would have turned to, well, concrete. So all the drivers were instructed in the pits about the oil and the marshals displayed the debris flag at the beginning of each session for the rest of the day to remind the drivers. By mid-afternoon, the closed wheel cars back to where they started, that is to say somewhere just past the limits of adhesion. But attrition and common sense brought most of them back into quiescence. The last 60 minutes had no flag calls at all, just a few blues as the two Canada-GT cars lapped through the OSS pack. The OSSes had traded some bumper paint in the morning session but settled down in the afternoon. Spring Fling is informal enough that even a novice like myself could throw the blue flag and I was in Turn-8 without a corner captain. It was a great learning weekend in that respect. The day ended at 5pm, just 10 minutes before the rain started again. Bloody rain.

MCO General Meetings - 8PM, First Tuesday of every month Executive Meetings - 6:30PM, Third Tuesday of every month

LOUIS' STEAKHOUSE
1682 Cyrville Road (613) 741-2130

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

all are welcome!

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MINUTES OF MEETING M.C.O. Executive Committee April 16th, 2002
Louis's Steak House, Ottawa, Ont. PRESENT: Executive: Ron Woltman, President; Bennett Leckie, Vice-President; Bob Benson, Treasurer; Rob Microys, Website Editor; Rick Miskiman, Open Wheel; Steve Greiner, Closed Wheel; Craig Hamm, Rally; Jeff Graves, Solo I; Greg Kierstead, Solo II; Richard Muise Link Editor; John Powell, Secretary. Members / Guests: Nick Berry, FRS Radios; Jean MacGillivray, Promotional Display Material; Bob Armstrong, Racing School. ABSENT WITH EXCUSES: Executive: Paul Swinwood, Karting; Pat Weightman, Membership; Warren Haywood, Club Merchandise Co-ordinator. NOTE The position of Public Relations Director is still vacant. The President opened the meeting at 6:15 p.m., and the following business was discussed: Racing School: Ron Woltman opened the discussion on this topic, and the following points were raised: - The St. John's Ambulance and BBQ and lunch arrangements have been finalised. Preferred roommates at the hotel will be arranged as requested. - Shannonville has no line marker, and a classroom has been reserved for Friday evening. - Bob Armstrong noted that 2 students have not yet paid in full, but 4 on the reserve list are fully paid. Bob 'Fearless' Benson advised that these 4 represented pure profit. Bob Armstrong then said we could take 34 students, or if the two not paid up drop out, then 32. Later in the discussion, Bob Benson said that the present projection was for a $1600 profit. - Other items in the discussion concerned the pick-up of pylons, drinks, etc., the certificates need to be printed, we will need 20 radios, and that Paul Swinwood would not be available for personal reasons. FRS Radios: Nick advised the executive that we now own 12 FRS radios with chargers, but extras would be needed for the Drivers' School. President's Phone Update: Ron Woltman advised those present that

he can now be contacted by mobile phone at 613-863-5360. Membership: Rob Microys reported for Pat Weightman as follows: - The membership issues raised by Pat are under control, but the issue of a service charge for late or rush renewals should be discussed, as well as a uniform renewal date which he suggests should be Dec. 31st . - Ron Woltman asked that these items be discussed at a future executive meeting, and Bennett Leckie noted that the present system tends to retain more members. - Ron then stated that he would like to see a discussion paper sent out on the various points, which also include social memberships and a software upgrade (which Steve Greiner is investigating), for the next meeting. - Rob closed this topic by requesting a new printer for the Membership Dept., which was approved, and stating that the present membership stands at 216. Insurance: Ron Woltman gave a brief run-down of the present insurance status. We are now fully insured for all events and the event forms are available for event organizers to use. Solo II: Greg Kierstead briefed those present an the following: - We need an equipment storage room, to which a member suggested that we approach JetForm Park. We also need a 12 amp charger for the timing system. - In a discussion on entry fees, Greg noted that they are now set at $25 for members and $30 for others, but that he would like to see a greater difference. There was also a proposal to allow for a full season rate. Ron Woltman asked for a proposal on the matter. Craig Hamm closed the discussion by noting that Rally entry forms show the entry fees and then a separate $10 insurance levy. OJOA Solo II Event: There was a brief discussion on this topic including our organising fee, insurance issues, and free runs for MCO workers at the event. Karting: Ron Woltman reported for Paul Swinwood on the Karting situation as follows: - Amongst the issues were the insurance problems for the track at Quyon, unresolved event date conflicts with NCKC, and the uncertain financial exposure of $8,000 to $12,000 for the Club's series as NCKC has now been granted ASNFIA affiliation. Accordingly, Paul's recommendation is to cancel our series. - Ron then acknowledged Paul's tireless

efforts on behalf of the Club in the field of Karting. He also noted that, while Shannonville relies on race organisers to bring in their own insurance, Paul has wisely decided not to risk the interests of his family or the Club by depending on such a measure at this time. There may be a possibility in the future for members' Karting open practice at his track if it is found that bringing in the Club's insurance is an acceptable risk. The Link: Richard Muise reported that we still need a replacement for him as editor. Lifetime Memberships: Discussion of criteria for Lifetime Memberships was postponed to the next executive committee. On a related matter, Ron Woltman suggested that we begin the process of nominating the late Ted Powell for membership in the Canadian Motorsports Hall of Fame. Special Events/Promotions: Jean MacGillivray gave a summary account of disbursements for the $140 advance for the Club's promotional display for Speedorama, and requested information on how they should be reported. She then indicated hat she would be willing to assemble small displays throughout the year provided sufficient advance notification was given. Spring Fling: There were 44 teams present, and it was cold and rainy. Treasurer: Bob Benson reported that we currently have $19,899 in disposable funds available. Speedorama: Rob Microys gave a brief wrap-up on this year's Speedorama. Our booth elicited lots of spectator interest, especially the rally cars. Solo I: Jeff Graves reported that the open house for season registrations was well-run. Rally: Craig Hamm gave a brief up-date on the Mangy Moose rally, and reported that we are now expecting 20 or more teams. He also informed the meeting that Ryan Huber will probably be moving to Toronto, but will finish the organising duties on the next rally (the Totally Silly Drive). The meeting was adjourned approximately 7:15 p.m. in order to allow time for the following Racing School Instructors' and Workers' meeting. Prepared by John Powell, Secretary, MCO, April 24th 2002.

May 2002

7

May 2002

MINUTES OF MEETING M.C.O. General Meeting April 2nd 2002
Louis's Steak House, Ottawa, Ont. Prepared by John Powell, MCO Secretary PRESENT: Executive: Ron Woltman, President; Bennett Leckie, Vice-President: Bob Benson, Treasurer; Rob Microys, Website Administrator; Steve Greiner, Closed Wheel; Rick Miskiman, Open Wheel; Craig Hamm, Rally; Jeff Graves, Solo I; Greg Kierstead, Solo II; Richard Muise Link Editor; Warren Haywood, Club Merchandise Co-ordinator; John Powell, Secretary. Members: Sufficient members were present for a quorum. Guests: Colin Parr, NCKC, Karting; Peter Thomas, Media Inc., TV pilot. ABSENT WITH EXCUSES: Executive: Paul Swinwood, Karting; Pat Weightman, Membership. NOTE: The position of Public Relations Director is vacant. The Club was forced to hold the monthly meeting in the general restaurant area as our regular room was again being used for a training seminar. The President opened the meeting at approximately 8:00 p.m., and the following business was conducted: General: - Ron Woltman first apologised for the room we were using, and asked members to keep conversations to a minimum as the poor acoustics make it hard to hear speakers. - He next gave a brief up-date on the ASN insurance situation, including the Presidents' meeting on the topic, and advised that the matter would be dealt with in more depth later in the meeting. Ron then welcomed the guests present, which included Colin Parr of NCKC, and Peter Thomas of Media Inc. Racing School: Richard Muise reported that we now have 28 deposits or full payments, leaving 2 positions open. Any questions regarding the school are to be directed to Richard. 2002 Tech. Inspections: Bennett Leckie reported that 6 cars were processed, all from MCO, and there were no problems. He also reported that Craig Seko and Pat Weightman conducted pretech. inspections for Solo II.

Membership Issues: Bennett also reported that he had talked to Pat Weightman about problems he was having in such areas as workload, late calls and last-minute requests for renewals. Ron Woltman reminded members present that Pat runs a business and has a family, and that they should ensure that there should be no last minute panic requests. He also stated that the Karting membership package has more forms, would involve more work and take more processing time, and Pat will need some help in this area. Executive Committee: - Ron Woltman advised that no replacement for Basil Chiu as Public Relations Director has yet been found. Anyone interested is invited to contact the Executive. - Ron next introduced Warren Haywood, who has volunteered to fill the new post of Club Merchandise Co-ordinator. Warren then gave a brief explanation of his role as contact point for the purchase, storage and sale of club merchandise. Speedorama: Rob Microys gave a brief description of the present state of preparation of the ClubÕs display for the April 12th to 14th event, and asked for volunteers to help with set-up the preceding Thursday and to work the booth. Solo II: Greg Kierstead reported the following: - Registration is now open for the first Performance Control School on May 5th, and there is room for 20 students. In response to a question regarding costs, he stated that it would be $75.00 for members and $100.00 for non-members. - The first Club Solo II event is scheduled for April 14th and we need organizers and workers for the series. The schedule for the Club series will be posted on the web-site. Race: - Steve Greiner reminded members of the CASC Spring Fling test days at Shannonville, and advised that a Race licence is not required. John Powell noted that he had received conflicting information from Bob Varey at CASC, and Ron Woltman asked for the details in order to verify the licence requirements. - Steve then gave a brief report on the Ted Powell Memorial, stating that there was an archival display of Ted's achievements going back to Brooklands prior to World War II.

ASN Insurance Problems: Ron Woltman gave the meeting a brief history of the present ASN Insurance situation, as follows: - Although it was recognised that the events in the U.S. of Sept. 11th would have some effect on insurance, there was no early indications from K&K Insurance as to what they would be. - Early in 2002, K&K did indicate there were some problems, but promised a policy would be forthcoming. The situation dragged on, however, with no resolution. - ASN recognised early in the process that all was not well, and made other inquiries in the meantime. - When by mid-March K&K did eventually fail to come through, negotiations were well underway between ASN and another underwriter, with just the final details to work out. - At a meeting with ASN, CASC-OR and the club Presidents on March 20th, all the basic issues were resolved regarding the new policy, except for some administrative provisions. - ASN will act as broker for member organisations, and will handle all their motorsports-related insurance. Premium increases will probably be in the order of 50% to 60%, and the final package was promised for the Easter Weekend. (Note: The actual receipt by e-mail was April 5th 2002.) - On a question regarding the ineligibility for coverage of non-member participants and workers, Ron replied that he had spoken to Paul Cooke, who said that this would not be the case in most instances, but membership in a club would probably be a good liability measure. Ron then stated that members would be kept informed regarding insurance matters through the Club's web-site. - Jean Blouin asked if there would be another increase in Race entry fees due to the increase in insurance premiums. Ron replied that this is unknown at present, but some consideration to an expected premium increase was given when the 2002 entry fees were established. He then stated that MCO could offset some of the increased costs by giving extra crew passes at Shannonville, and we are actively considering it. At 8:55 the President called for a brief break, and the meeting resumed at 9:10. Solo I: Jeff Graves advised that if any members wanted their registration forms to be delivered to Cedarbrae VW, they should be given to him, and the first event will be at the Mosport DDT on May 18th and 19th. (continued on next page...)

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May 2002
Karting: In the absence of Paul Swinwood, Ron Woltman reported that information on Karting licences and medicals will be available on the Club's web-site. He then invited Colin Parr of NCKC to address the meeting, a summary of which is: - NCKC has been in operation for 20 years, and they are currently running Honda engines which give a top speed of 85kph or more. They are also looking at a class with Rotax engines, and have recently signed with CHEZ 106 as a sponsor. They are currently running at 3 tracks, one of which is in up-state New York - NCKC is looking for a Race Director and workers with experience, with the Race Director's position possibly being paid a per-race fee. - Their next race is a charity event for Cystic Fibrosis sponsored by Spacebridge, and they have league racing at Top Karting. - They are now in the process of joining ASN-FIA, and are also affected by the insurance situation. - Information can be obtained at their web-site, http://www.nckc.net. TV Car Show Pilot: Ron Woltman next invited Peter Thomas of Media Inc.(?) To address the meeting. Mr. Thomas explained that his company was looking for test drivers for a proposed TV show dealing with performance cars. As the show will be aimed at viewers in the 20 to 35 year age group, they would like drivers of similar age, who are knowledgeable, good test drivers, and who can articulate their findings regarding the vehicle that they are reviewing. Interested parties can contact Mr. Thomas through the Executive, if they wish. Capital City Speedway: The President then advised members that the sale of Capital City Speedway has yet to be finalised. Representatives of the prospective buyers have been invited to address the Club, but we have yet to hear from them. We have been advised to exercise discretion when dealing with them. Rally: Craig Hamm reported the following: - RSO posters and Rally flyers are available. - The Club's next rally, the Mangy Moose, will start in Navan. Several members, almost in unison, advised Mr Hamm on the correct pronunciation of Navan. - Craig next outlined some highlights of his Rally column in the Link, including the Club's display, the Doug Mepham presentation and his appreciation for Jim Holtom's projector, Jim Morrow and Jean MacGillivray's report on the RSO meeting, including MCO's good reputation, and the next MCORG meeting date. - He then welcomed new member Clayton Jenkins, who played a large part in the use of HAM radios in the Lanark Highlands rally. - Craig closed with a briefing of the news to date on the Targa Newfoundland. Treasurer: Bob Benson advised members that: - Since Nov. 1st 2001, outflow has been $47,200.00 and inflow $26,300.00. - The current bank balance is $29,000.00, but there are outstanding Accounts Payable of $14,000.00, making a net balance of $15,00.00. - The Winter Driving Schools showed a net profit of $5,368.00. - The 50th Anniversary Book Reserve stands at $5,500.00. - Richard Muise noted that these figures did not include Racing School tuition and deposit receipts of $10,000.00. Affiliation Dues: Ron Woltman gave a brief outline of how MCO apportions dues to RSO and CASCOR. Apparently the latter has concerns that our formula is costing them a loss of revenue. We currently have an agreement by which we divide our members' dues equally between the two regional bodies, which we think is fair and efficient for all concerned. We also make a flat fee payment to OKRA for Karting members. Ron has mentioned to CASC that it might be a good idea for all clubs to use such a method. The meeting was adjourned at approximately 9:50 p.m. on a motion by Jean Blouin, seconded by Dave Butler. to-ear most of the day, punctuated by some deeper conversations about tire temps and fuel pressure. He qualified 3rd in his first sprints race, and finished 3rd. However, being expectedly quick, he broke out of GT.D with a 1:45.58. It's a quick Jetta that will only get quicker. During Rob's only race, the sprints on Saturday, he diced with Michael finally loosing a place on the front straight. Michael had taken the HRC course with Rob, but also came out for the MCO school as well. Jim Harrison was the only MCO member out for the Canada GT qualifying, placing his Porsche 911 in position two next to Klaus Bytzek on the front row. The new series was the Ontario Street Stock (OSS) series. This is a spec series, all cars identical prepared Nissan Sentras. There were somewhere between 11 and 16 cars so far, with a maximum of 20 allowed for the series. The Nissans are also street legal, a remembrance of 'race-whatya-brought' of yesteryear. This looks like it's going to be a really fun series to watch; a good portion of the paddock turned out to watch the first (4-wheel) standing start on the main Mosport circuit in a long time. Last year the 3 OSS cars were very close, literally bumper touching bumper all the way down the back straight and into the brake zone in 8. An off-duty marshal watching the start with me suggested a prudent business case would be to start stocking lots of extra Sentra bumpers, selling at a healthy profit. It's before my time, but this is very similar in concept to the Honda Civic series of the late80's(?). (Note: this series was renamed as I went to press. It is now known as the Action Front Street Stock Challenge (AFSSC) - ed). Sunday was biblical. Well, ok, it wasn't that bad, but well outside of the boundaries for safe racing, until we get a Canadian WRC event. Most teams were leaving as I drove to the track, the snow on the ground getting deeper and deeper as I drove north. There were already an inch of snow down when I got there at 8:50AM. The karters on the Mosport DDT where leaving en-mass. I can't imagine driving a kart in an inch of wet snow when there's only half inch of clearance. Aqua-planing? More like snowplaning! At 9:05AM, Bill Lobban called a drivers/marshals meeting to announce what everyone already knew, the race was being cancelled. Unfortunately there could be no refunds for drivers. This weekend does not bode well for the rest of the season. Drivers and the race organizers, BARC, lost a considerable amount of money on the weekend.

BARC GP Report
by Richard Muise
A week ago, it would have been inconceivable to me that I would get sunburn on Saturday and had to help dig out from a snow storm on Sunday, but it happened at Mosport this past weekend (April 2628). A snow cancellation is unprecedented in Mosport history from what I gather. Friday was the test day, and a number of new and returning faces were out to give a final check of the cars before the racing began. Steve Greiner had his Beretta out, but due to some niggling issues, didn't stay for the qualifying on Saturday. Rob Microys was out with Mike White in his new (ex-Fearn) Jetta. Rob was able to work up to speed quickly, up to 1:54 on this circuit. Neither he nor Mike had driven at Mosport before and were showing some amazing speed a good sign! On Saturday, the clouds cleared, but it was still chilly. Good horsepower weather. Rob Microys and new MCO member Micheal Mori were out for their first qualifying, Mike White joining Rob in the Jetta. Rob was having a blast and had a grin ear-

9

May 2002

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10

May 2002

Miscellaneous Rumblings II
by John Powell
1. Another 'For Dummies' I need someone to write a book. It should be called 'Modern Racing and High Performance "Tires for Dummies Who've On-ly Needed to Shop at Canadian Tire for the Last Thirty Years Because They Couldn't Afford a Race Car". A longish title I agree, but we're aiming for a specialised market here, namely me. This book would contain a description of the improvements in tire technology since, oh, about the time when the Beatles first burst on the scene, and a comparative listing of high performance and racing tires. The author would concentrate on such areas as price, durability, grip, and behaviour at, and indications of nearing, the limit of adhesion. It should also be reasonably priced and written in layman's terms. And I'm dreaming, aren't I? 2. Back in the Saddle - Episode VII - The Dark Side At Bay Well, as we saw last month, the Dark Side got to us at the Shannonville lapping evening and the first September Test Day at Mosport. Back in the shop I started to resolve some of the problems that cropped up, first and foremost of which was the right rear lower trailing arm. Thanks to Bob Armstrong, I found someone who machined new spacers for the Heim joints. You know, the ones that were scattered all over the Mosport landscape when the nut on the mounting bolt came off and it dropped out. By the way, when I checked the other side, I found that nut was loose too, so I checked all the rear suspension bolts and discovered that none of them had lockwashers. Well, all those bolts for which Valley Hardware had the sizes in stock now have lockwashers and locknuts. They had nothing to fit the Watt's linkage - are they really our only supplier of metric fasteners? Also, during this exercise I discovered that, as of 1983, Mazda still had a lot to learn from Volvo about service accessibility. They specified torque settings for the nuts, but you can't get a torque wrench on some of them, or even a plain old ratchet, for that matter. I had to torque those from the bolt heads and hope it was close, which was not really the desirable solution. Anyway, jobs done, it was off to Mosport for the last Test Day of 2001. I arrived Thursday afternoon, un-loaded and set up, and then went to Orono to check in at my (cheap) motel. I won't

mention the name, but after the one at Napanee and the other at Orono the previous Test Day, I'm developing a generic name for these low-budget accommodations "Bates' Motels"! (Clue: Tony Perkins/Alfred Hitchcock.) The Friday morning was cold and the track wet, so I took my time and waited for the second session. I was really lucky and found someone to play with. Tom Hnatiw (one of The Car Guys) was set up next to me, and I went over and chatted for awhile. It turned out that his partner, Debbie Scott, was going out to test their ex-works Hyundai Tiburon, and she offered to lead me around for a few laps. This worked out quite well, as it helped me make some progress in unlearning my reference points of 32 years ago, most of which were now gone or radically altered. So my thanks go out to Debbie for helping me get back on the right foot. In the following sessions I started to feel more comfortable, so I upped my rev limit to 7000 then 8000 (the car will do 9500+). The car felt stable, and was easy to catch yes I had a couple of bobbles - but it still felt a bit loose in the fast corners. Paul Taylor had told me the car was pretty well neutral, so I think I still had the tire pressures wrong. As my goal was learning, not lap times, I made allowances and soldiered on. In the last of the sessions, I picked up Debbie again, but this time we had no arrangement so she was going quicker. I decided to follow her and see if I could stay close and pick up anything new. I found I was a bit quicker in 1, 2, 4, and 8 to 10, but with my 8000 rev limit the Tiburon walked away from me on the back straight, so she couldn't lose me and I couldn't pass her. Talking after the session, I found that she had been doing 1:50s, so I must have been doing roughly the same. That wasn't great, but given all that had transpired up to this weekend, I was reasonably satisfied. So, I decided to go up to 9500 revs the next session and see what happened. And yes, I forgot to adjust the tire pressures! There was no next session! I was starting to have fun and was so pleased with the day's progress that I had lost track of where we were on the schedule. My first hint, as I was wandering the paddock while the formula cars were out, was when I noticed that Tom was closing up for the day. I finally checked my watch and realised that it was past 4:30, and that was it. A real disappointment, as I was ready to go out and play again. Oh yes, there were a couple of problems what else? The brake light connector came off the pedal switch, but as there were no meatball flags, no scrutineers, etc., it wasn't a big problem. Except

maybe for those behind me who thought I wasn't braking for 5b. The other problem was a guy in a Porsche something or other who tried to pass me on the outside going into 3, and we almost touched. Why do some these glorified VW drivers think that they can barge in whenever they like? Even though I was the slower car, I had the line, I was not shown a blue flag, and he's the one who's supposed to ensure that he can pass safely. And he was the only faster car to try something like that on me all day. Some things don't change - there were Porsche drivers like him 32 years ago! O.K., end of rant, end of story. It was back home to the shop, prepare the car for winter storage, and get to work on some of those neglected chores around the farmstead. And, think of next year, the start of which will be dealt with next month. 3. Speed Kills? - Part I According to a recent post on the Club Forum ("We can only hope..." General Car Talk, Apr. 4th '02), a traffic engineer has proposed that the speed limit on 400 series highways be raised to 130 kph. This has, of course raised immediate protests from the O.P.P., soon to be followed, no doubt, by howls of indignation from the insurance industry. I have always maintained that speed limits are an artificial barrier based not on logic, but cultural perceptions, especially in the police and insurance communities. The police seem to believe that only they can handle a vehicle at speeds in excess of 100 kph, and the insurance industry, at least in Canada, betrays its dour Presbyterian roots in the belief that anything enjoyable must be sinful. For the rest of us, I am sure that they both think that we are only safe drivers when proceeding at 4.5 mph, with someone walking in front of the vehicle and carrying a red flag, as was the situation 100 or more years ago. The truth, at least as I have observed over 44 years of driving, is that the average municipal police officer is only a slightly more skilled driver than the average motorist, which means not overly competent. I will admit, though, that members of the O.P.P. are somewhat better, about on a par with a novice enthusiast driver. The insurance industry, for their part, believe that our sins must be punished, in this world if not in the next, by means of crushingly high insurance premiums for "speeders". One of the common perceptual problems regarding velocity concerns the conversion from Imperial to Metric measure. I suspect that to most people, numbers in excess of 100 carry a much greater connotation of quantity or velocity. Or price.

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May 2002
Witness all the items placed "on sale" for $99.99. Thus, 70 or 80 mph may seem moderately fast, but 100 mph is excessive. In metric, we have come to accept 100 kph as fast but legal, but 130 kph is, again excessive, even though it converts to only about 81 mph. I would hazard a guess that if you asked the man on the street to tell you, without thinking or calculating, which of the two speeds are the greater, the answer in most instances would be 130 kph. The truth of the matter, at least at the earthly speeds we are considering, is that the velocity of an object does not cause crashes, all things being equal. And there's the nub of the matter. If the rate of speed caused crashes, planes would be falling from the sky without the help of terrorists, the space shuttle would not get off the ground, and mankind would never have gotten to the moon! Velocity only becomes a negative factor when some other factor goes wrong, but in such cases it certainly will compound the results. As we can not realistically stop people from driving, the logical course would be to minimize failures in such other factors, the "front-end", as it were. These can generally be divided into three categories: transportation infrastructure, vehicle design and maintenance, and operator training, licencing and performance. Infrastructure basically means roads and traffic control systems. To be sure there is room here for improvement, witness the design of some of the interchanges on our own Queensway, but the basic system is sound. Modern multi-lane freeways, motorways, autoroutes and autobahns are the safest roads ever developed on the basis of crashes per vehicle/mile travelled, and in some countries they have no speed limit outside urban areas. In the back of my mind is the memory of an article I read years ago that highway 401 was originally designed for sustained speeds of 80+ mph.. And parts of it were opened in the 1950s!. By the same token, vehicles today are safer than ever, and more maintenence-free. Oh there are some problems and occasional defects, but generally they handle better, brake quicker, are more responsive, and have better safety measures and crash-worthiness. This includes, thanks to modern tire technology and suspension design, front wheel drive vehicles. We are thus left with the most difficult, but most logical area to tackle, the vehicle operator. I say difficult mainly because addressing the principal factor, that of operator competence, requires some political will. Would you, as a provincial Minister of Transport, have the courage to tell the average motorist and voter that he or she is incompetent behind the wheel of a motor car? We, as motoring enthusiasts who are interested in improving our own driving skills, know that at least 60% of today's drivers operate on the level of what's known in staff training circles as "unconscious incompetence". That is, they don't know what they're doing behind the wheel of a car, and are not aware of that fact. There are four stages in this model: unconscious incompetence, conscious incompetence, conscious competence, and unconscious competence, and the following are examples using driver performance levels involving an encounter with black ice on a curve: - Unconscious incompetence - the driver encounters the ice, starts to skid without realising it, wouldn't know what to do if he did, and slides off into the boonies. - Conscious incompetence - the driver encounters the ice, starts to skid, realises he's in trouble and that he doesn't know what to do, and slides off into the boonies. - Conscious competence - the driver encounters the ice, starts to skid and realises it, thinks about his alternatives and applies the appropriate control inputs, and narrowly avoids sliding off into the boonies. - Unconscious competence - the driver encounters the ice, senses that his vehicle is on the point of skidding, applies the appropriate control inputs, all without conscious thought, and proceeds without incident. This model is normally used in conjunction with what's known as the Training Cycle, and with a good system of on-going performance assessments. And experience in performance improvement has taught that no amount of punitive measures alone (in this case fines, etc.) will move a performer from the first to the last and most desirable stage. Yet this is exactly what the MOT and police are trying to do by enacting and enforcing unrealistic speed limits, and the insurance industry is trying to do with their punitive premium policies. I'm not against realistic speed limits where necessary, such as in congested ur-ban areas. And I do support strictly enforced limits in school zones. In fact, I wouldn't object to permanent photo-radar in the latter, as here we really are dealing with an unpredictable element - the care-free and impetuous behaviour of children. But even with such measures, there will be "accidents" due to the unconscious incompetence of most drivers, regardless of the speed at which they are travelling. What, then to do? To me, the most logical step would be to apply some of the concepts of technical training and performance assessment to the task of improving driver performance. These processes are not cheap, at least at the front end, but those that are well designed, implemented, and consistently and continually applied, have been shown to more than repay their costs. And designing such programs, though sometimes time consuming, is a simple, logical process - it's not rocket science, even though the technical subject matter may well be. In a future column I'll outline my thoughts on how these processes could be used to improve the current unsatisfactory performance of the average driver. 5. Announcement Dave Jameson, a volunteer with the Canadian Motorsports Hall of Fame, mentioned to me recently that they are looking for "stuff", which I think is a technical term for potential archival material. Anyone who has anything of historical interest that they would like to loan, have copied, or donate can contact Dave at davejameson@rogers.com. 6. Winter? What winter? A club member who attended the HRC school in early April expressed concern that an off-track excursion could be extremely hazardous to both car and driver (no plug intended) due to the waterlogged condition of the ground around the track. Such a condition is due to the fact that, despite a mild winter, as I write this on April 12th, there is still frost in the ground, and frost inhibits soil drainage. At this point we haven't had enough rain to melt it, and it is the comparatively warm spring rain that melts the deeper frost, not the temperature of the air. Early spring temperatures here are not high enough to penetrate more than 6" to 12" into the ground, so they only melt the first layer of frost, and most of the water just sits there in the soil. Without rain to wash the deeper frost away, it would take at least 3 to 4 weeks to get rid of it, and much more if it's a really deep frost, which brings me to my point. When I first started to re-acquaint myself with motorsports a couple of years ago, the first thing that puzzled me was the racing schedule, including schools and open practice. It now starts very early in April, when the frost is still in the ground, and when there's still snow lying about in many places. I can look out of my window right now and still see some hanging around, even with the mild winter. And spring snowstorms are far from unknown, even in the Big Smoke. Likewise, the season now ends the last weekend in September, when there's still another 3 or 4 weeks of good weather left. Thirty-two years ago, (yes, I'm on that again) we (continued on page 18...)

12

May 2002

The Way We Were
by Don Roger
It was 1962 and I was using my freshly-issued CASC national licence to race my going-obsolete Canada Class car at the back of the pack on the St. Eugene 'airport' circuit; when Bill Pickthorne said. "There's a race at Watkins Glen. They always like to have Canadians race there, let's enter!" So far; we'd only raced at Mosport and St.Eugene. And my other racing experiences had been the MCO Gatineau Hill-climb and the Mont Gabriel Hillclimb, plus an ice-race or two at St. Pierre. But we sent off our entries, were accepted, and got ready to go. There was only time for last-minute preparations, so for me the tasks were: − load up my collection of Sears Whitworth tools, − hook the race car to the tow bar and the tow-bar to the 12 year old $150 tow car, − make sure the requisite gallon of Canadian Tire oil for the tow car was on board − convince my mother to wash and 're-fireproof' the shirt and chinos I wore as a race suit really! − Throw my tent and sleep-ing bags in the car My girlfriend made a huge pile of smoked meat on rye sandwiches, grabbed a case of Cokes and we were ready for Bill to swing by for our "right after work" Friday night departure. Bill got delayed, both from emergency overtime work then loading his car single-handed and securing it onto his newly acquired used homebuilt trailer. But we finally got under way in convoy with Bill in the lead. This trailer was a big step up for Bill. He was now one of the few MCO racers who didn't flat-tow or drive his car to the track; probably only Ted Powell and Gerry Cockerill were using trailers then. Our first stop was at US Customs at the Ivy Lea bridge. Bill was still first, and I was wondering why it was a lit-

tle slow, and I could see Bill's outline (it was dark and late by now) as he seemed to be digging in his wallet a lot. Finally I saw the nod, and Bill moved ahead. Now it was my turn. After the usual "Where were you born" etc, the nice man asked "Do you have a license and ownership for your race car?"

hard to keep awake! We stopped at every rest area and downed that wonderful freeway coffee.

Finally, we got there and somehow got into the paddock with the cars, flopped in the tow car and tried to get some rest. But visions of the swaying trailer, too much strong coffee, and the thrill of being there worked "Er - no! I don't; ummmm I have a against sleep. bill of sale, that's all."

It was during scrutineering that the truth slowly started to seep in..... I was 'waaaay outclassed! This was no club race: it was a divisional championship event! My 'classmates' were driving Porsche RS61 Spyders and Elvas, LoThe customs agent's silence seemed to tus' and Lolas with Coventry-Climax engines. I had a souped-up flat-head go on forever.......... "Oh well. I guess that will do. Come Ford Anglia engine! Oh my! in here and we'll write up a Temporary Import Permit for you." Practice was something else. All around me were some of the fastest closed-wheel race cars of the day. Whew!! Cars I'd only read about in my dogSo off we went, heading for the NY eared copies of Road & Track. This Thruway and the Glen. By now we was going to be a great place to watch the race! As my car was an 'F modiwere getting tired, a bit.... fied' car, I'd be in the featured race. And our race event was for ALL the modified cars, classes 'A' down through whatever. I found it hard to learn the track while keeping one eye on the mirror and hoping for a few notbeing-passed opportunities to actually try for the correct line through one or two corners. Then the engine started showing signs of getting hot and the clutch began to slip!! It was as we gathered speed on the Oh well! We survived our practice Thruway that we discovered that Bill's and moved on to pit for Bill. trailer really didn't like straight ahead running and 50+ mph. At about 48 Bill's car was running well for a nearmph it would start a rhythmic sway ly-stock MGA Twin-Cam, keeping up that increased its excursions rapidly as with most of his classmates in the corspeed increased. No 'driving through' ners, but the big-dollar semi-pros were this little speed zone to reach a moving away on the straights. Still, it 'smooth speed'! So we set the spee- looked like he'd have some good opdos at about 45mph and trundled on, portunities for some great dicing. and on, and on. Bill was trying to go as fast as he could while keeping the trailer's antics to a gentle waltz; but for me, watching the steady to and fro sway combined with the slow speed and the fatigue, it was getting soooo

My tiny mind raced! Bill's lights were growing smaller in the distance. They won't let me past, even to turn around, I can't even back up with the race car in tow! Oh LORD!

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May 2002
During the interval before the qualifying races we cut a slot in the fibreglass nose to let in more air to the rad, and sloshed fire extinguisher fluid into the clutch in the hope that somehow we'd oiled the clutch and could maybe clear it with the aggressive solvent. With no idea if either fix would work, I crashed on a blanket beside the car and slept through everyone else's noise until I was shaken awake to run in my qualifying heat. Now THAT was FUN! Somewhat rested, and aware that my aim had to be to stay out of everyone's way and so not get black flagged, I started to enjoy the thrill of actually driving the track and it sunk in that I was really racing at THE Watkins Glen! The engine still ran hot, but seemed to stay just this side of boil-over; and the clutch was still slipping: but what the heck! We were here! Sunday was the big day; and Bill had a great event. The Twin-Cam ran well, he had a couple of guys to dice with and he came in with a big grin from ear to ear. For my race, I was at the very back of the grid (no surprise there!), and when the flag dropped I was suddenly all alone on the track. I had about six laps I think before the race leader caught me. Until then I was happy as a clam and starting to think I was really learning the circuit. Once the pack caught me it was a steady procession of really neat cars passing me. What a great place to watch the race from! I kept a super-sharp eye in my mirrors, and made sure to stay out of everyone's way. I did notice that attrition was setting in, there were a few less cars lapping me; and a few to be seen off in the boonies. I even made a pit stop to see if Bill had seen anything leaking, and also just to see how it felt to make a pit stop. Eventually the 30 or 40 laps of the leaders was over. As I pulled off my string-backed driving gloves and removed my Bell 'Shorty' helmet with bubble shield; Bill told me that throughout the race he'd been sidling over to listen in on the clerkof-the-course' conversations. The Clerk had been asking - "Is that slow car, - 74FM, is it getting in the leaders' way? Should we bring him in?" And he handed me this nice silver rose bowl! Fortunately the feedback was "No - So there I was, wandering around in a he's staying out of everyone's way bit of a daze, clutching my rose bowl OK; but we'll watch him." and grinning like a fool. If someone had said I was drooling I'd have beTrophy presentations and the post- lieved them. We bumped into one of the racers who'd been in the paddock beside us. He was pretty drunk. When he saw me with the trophy he slurred "Hey! Where'd ja grab a guy's trophy?" "Er - Its mine. I got second in class." "Hoe - Lee Sh**! Hey Freddie!" Freddie appears, bearing two fresh beers. "Freddie ol' buddy; this guy won a trophy with a $600 car. Did you win a trophy?" "Nope" "Well we gotta help this guy celebrate! We oughta fill his pot with champagne, but champagne's too good for a $600 car, so..." - And he dumped the two freshly-arrived beers into my trophy! Somehow, a drunk pouring beer into a silver rose bowl draws attention. Before we knew it, my new pal was loudly sharing my good fortune with all and sundry; picking mid-pack folks he knew, and ribbing them about the cost/trophy ratio. Somehow they humoured him and they good-naturedly helped him keep my rose bowl awash with New York State's finest brew.

race party were held down at Seneca Lodge, and we got there just as trophy presentations were wrapping up. One of the drivers from my race came up to us and said "Hey! Aren't you Don Roger?" "Yeah: why?" "They just called your name! You were the only other finisher in your class! You got second place!"

Bill left early the next morning, doing his slow waltz up to the Thruway and towards home. We trundled home via the side roads; the race car, ahem: the trophy-winning race car; rolling along behind. We didn't make very "Er - excuse me? (polite Canadian) good time on the way home. And you Could you tell me who got second in know? It was one of the very few F Sports Racing?" times I just didn't mind at all! Not sure if this guy was pulling my leg, I sort of sidled up to one of the officials who was tidying up at the head table. "Hmm, yeah, let's see - Don Roger. Why?" "Er, well - that's me!" "Oh! - Well here's your trophy! Congratulations!"

14

May 2002

From the Frying Pan... in to the Ice Chest? My First Race Weekend
by Rob Microys
Having spent my last 5 summers at the racetrack, almost nothing could have entirely prepared me for my first race weekend. I spent a great amount of time under the wings of the Armstrongs with a very successful team - it was time for me to spread my wings and "leave the nest". I have heard that the first flight is the hardest; nothing could have been further from the truth! Mike White and myself journeyed to Mosport on the Friday for the Panoz Test Day, and jumped straight in, both feet first to go and get our first laps at Mosport. The trip was about as exciting as the whole weekend, as no sooner that we got on the 416, Mike mentions - 'Maybe we should stop and move the car a bit further up on the trailer', and then we're in a tail slapping, ditch to ditch view, trailer swayquick reactions by both Mike (steering) and myself (applying the trailer brakes) had the trailer back in line, and we quickly pulled to the side of the track to reposition the car. Wheew! With the trailer adjusted the rest of the drive was uneventful and we arrived at Mosport, other than what seemed the longest drive in our lives. Along with my first laps at Mosport, it was also my first time driving my Jetta. Not even my lapping, or the race school prepared me for what was to happen. The driving experience was intense. Learning a car and a track all at the same times required an incredible amount of concentration, and when Klaus Bytzek comes filling your mirrors and flying past you once every 4 laps or so, it's quite an experience. The test day was quite a handful. The car soldiered on, and we didn't have any serious issues. Our lap times quickly broke the 2min barrier and got down to about 1m53s. The test day was also really useful for us to apply some dark mystic arts on our carburetors - the Mikuni 44s are a bit of a mystery to me still. Our 4-channel EGT gauge proved invaluable, and we were able to get the right settings in the carbs and prevent an impending catastrophic motor meltdown from happening; the car was running really lean. With the EGT and plug cuts, we managed to keep the motor properly fueled and developing good power. Richard Muise dropped by on Friday as well, and helped out a bit. Finally, by the last session of the day, I was starting to get 'comfortable' (I will use that term loosely) in the car and was able to really begin concentrating on my braking and turn-in points. After a successful

day, we registered for both the OCC and Sprints, and then we went out for dinner and relaxed a little before climbing in to the tent for a cool night of camping. Saturday, we woke to a frosty tent - the frost was on the inside! As the day progressed weather was perfect, if just a little cool - but brilliant and sunny. Chris and Krista arrived and helped crew and take photos. The day started with OCC qualifying, and I put Mike in the car first - he never managed a clean lap, and had a best time of 1m52s or so. I jumped in a bit past halfway through the session and managed to get a 1m49s, my best yet of the weekend. I think that one of the biggest issues for the team on Saturday was not being able to find the BBQ's propane tank regulator - so we all had to grab a quick bite from the canteen. After a quick lunch, I strapped in to the Jetta for my Sprints qualifying, after a interrupted session by a car getting stuck off in a six, I managed to turn another 1m49s lap to qualify 2nd in the GTD class for the afternoon's race. Then my first race. The start was great, and the pack sorted out nicely going in to corner one. A few of the fast cars who were placed on the grid behind me quickly came through in to corners 3 and 4. Once the race settled down, I ended up racing Michael M. in the Ex-John Bondar Yellow #4 Honda Civic. An intense battle ensued, culminating with me losing my position to him after botching the entry to 10 and having him drive up beside me on the entrance to corner 1, and I had to finally concede the position after laps of side by side driving. Still in hot pursuit, we managed to crack times in excess of the GTD class allowable time, and the last lap of the race I clocked off a 1m45.580s lap. Had you asked me what my lap times might be prior to the weekend, I would have never had guessed to be that fast! Darn - looks like I'm going to have to move up to GTC now! Immediately following our race, Mike left to go in to Toronto to hook up with his wife for the Theatre, to watch the Lion King - from what I hear, the show was great. That left myself, Chris and Krista to clean up the paddock for the night and to mount up the rain tires in anticipation of Sunday's activities. We were all packed and set for the evening. Chris, though, was on a mission - we had a number of hours to spare, so the three of us jumped in the car and headed to Mississagua for Krispy Kreme doughnuts - well, not that I had anything better to do other than have a beer by myself sitting in a cold tent, what else to do other than tag along? Hmmm... At least I have to say, they are good doughnuts.

Sunday was, errrr, different. During the night I woke constantly to the sound of crashing canopies, and flapping tarps. I was worried that the cover to my gear and racecar would blow off. Half way through the night, I climbed out of the tent and secured the paddock down better. By 6:30am I woke again, but this time to the sound of my tent pegs getting ripped out of the ground, and once I opened the door to the tent and looked about, a scene that was of a winter wonderland greeted me. There was two inches of snow on the ground! The track was completely covered in slush, and there was no way the weather was ever going to warm up - it was only going to get worse throughout the day. After a nice hot shower (in which we steamed up the shower room like a Turkish Bath), we proceeded to start packing up the gear in the tent. Mike spent his evening in Toronto at a nice warm hotel, the lucky guy, and I was waiting for him to arrive to start packing the truck - there was no doubt in my mind that the event was going to be cancelled. Needless to say, without much further delay, a driver's meeting was called; in which we were all (appropriately) informed that the day's activities were cancelled. I managed to quickly find Peter Jackson, the weekend's Chief Steward, to get a signature, and we then went back to the paddock to pack up. We loaded up the truck and trailer, the gear all sopping wet and covered in snow. At least I did have a change of dry clothes. We carefully drove home in the storm, and on Hwy 416, seeing at least 7 cars in the ditch and a Ford Explorer gone turtle on pavement - it wasn't fun. All things considered, when the worst things that happened on a race weekend was not being able to cook a burger because of a misplaced BBQ regulator and the weather going sour, well, then I'd have to say it went pretty darned well. I have to give thanks to Mike, Chris, Krista and Richard for all their help and work on the weekend, and especially to Sherissa for putting up with my high revving energy levels - Thanks Guys! I'm sure that the weekends from this point on will be trivial compared to this one! Keep the shiny side up!

photo by Krista Ritchie

15

May 2002

My First Solo II or How to Have a Really Good Time
by Mark Atos

Saturday, 1:15pm Get up, get out of bed. Lazy bum. It's not like I was out partying all last night. Let's hit up Denny's for some breakfast, and then think about installing my new suspension parts. Saturday, 3:30pm Okay, finally on the road now, driving down to Brockville to do my suspension installation. Parents with garages are a godsend. If only they lived a little closer. Saturday, 5:00pm Put the car up on stands, take off the rear tires, have a look at what's going on there. Well, this shouldn't be too hard, (note to self: NEVER SAY THAT AGAIN!) there are only three nuts holding the strut on. Saturday, 6:00pm The first strut came off nicely, and the second one tried to break my arm. Stupid fourteen year old car and it's stupid seized nuts in akward places, and stupid wrenches that slip off the nut and make me smash my wrist against the stupid floorpan. No, really, I do love working on my car. Saturday, 9:00pm Okay, the rear of the car is back together without much hassle, we'll just set it down now and jack up the front... And this is where things go wrong.

Saturday, 10:30pm ...and I'm still trying to undo the first of five bolts on the passenger front suspension. I think it's about this point where I decide that I'm going to ask Chris Tapp how much he wants to install my front struts. But Mark, you say, isn't your car going to look silly lowered in the rear and not the front? That may be true, but right now, I'm tired, and I don't care. Saturday, 11:00pm Put the front wheels back on, pack up the tools and parts and crap, now it's time to head back to Ottawa, get a good (short) night's sleep, and get up well rested for the Solo. Sunday, 1:30am Yep, I can fit a lot of stuff in the trunk of my car. And it is a long walk from my trunk to the townhouse. But the car is nearly empty now, so I'm happy. It probably didn't help that I sat down and watched half of Spy Game when I got home. Time to go to bed. Sunday, 7:30am Beep! Beep! Beep! Beep! Beep! Aaargh! Stupid alarm! Why did I set it so early? (Pause for six minutes) Crap! The tires. I knew I should have put my summers on yesterday. Sunday, 8:15am Well, I'm wide awake now, and I've changed two of the tires, and rolled the snows into the back yard (after rolling through some nasty dog-doo, I hate my neighbours). Have I got time to do the fronts now? Sure, I should anyways.

the highway. Sunday, 8:52am Get out of my way! I'm late! I'm going to miss registration! Sunday, 8:56am Get out of my way! I'm late! I'm going to miss registration! Sunday, 9:00am Puff, puff, wheeze. "Am... I... Too... Late... To... Register?" No, I made it on time. This is about the point in the day where things started getting better. I got the car number I wanted, and that makes me super happy. Now, it's time to walk the course, which I do three or four times, thinking about the line I'm going to take. Now, it's time to unload all of the extra junk out of my car into the neo240sx.ca support van. Sunday, 10:05am The usual drivers meeting, I've heard this one five times before, at the winter solo II. Here are the flags, yellow means cone down, red means stop on course, cross means off course. Have fun. Pretty basic stuff. Sunday, about 10:30am Staged at the start line now, foot on the clutch, in gear. My god, my clutch foot is shaking. This is going to be such a rush. Put the car back in neutral, step on the brakes. Close my eyes, run the course in my mind twice, take a couple of deep breaths to calm down. Open eyes, to see that the green flag is waving. Thank god the timing doesn't start until I cross that beam. Countdown to myself, three, two, one... The scrabble of tires seeking purchase on the gravel covered start box. Their screech again as I enter the stop box. The only two memories I have of that first run, and probably two memories that I will have with me for all time. Special thanks to the organizing crew of the first Solo II event of the year, and extra special thanks to Allan Pepper for the wild course lay-out. I can't wait to line up again for event number two.

Sunday, 8:48am There. That's the front tires done now, I guess I should check the pressures, and then take the snows back into the house... OH CRAP! I've only got twelve minutes to get to Jetform Park!?! How long does it take from Bayshore anyways? So, throw the remaining two snows in the trunk, jump in the car, realize that I forgot the faceplate to my stereo, (which is Marks' co-driver Chris Chan storming probably a good thing, because the the Solo-II course, April 14, 2002. CD in the deck just makes me want to drive super-fast) and hit

16

May 2002

by Shannon Lee Mannion
There are things that strike delight into the heart of every man-child and Doug Mepham thinks he's discovered the absolute first and foremost, a rallying event in Tasmania (yes, Australia) called Targa Tasmania, "I'm an ambassador, a disciple," he breathes reverently, his eyes glistening with the devotion of a new convert, "It's as if someone hooked up vacuum cleaner to my ear and sucked out my intellect. The automotive neurons took over. I've never experienced anything like it before." Here is a person with a serious rally addiction. And he was in Ottawa last week to proselytize among the similarly affected Motorsport Club of Ottawa members. With a PowerPoint show, photo albums and rally regalia in hand, Doug regaled a roomful of responsive motor sport aficionados at the Tanglewood Community centre. He told the crowd how six years ago, he'd bought a 1971 Volvo with the intention of re-entering the sport. After spending the next two years getting it ready, the car was put to the test in North America, running some relatively sedate events, such as the Mount Washington Hill Club (three times!) and the more exacting three-day desert rally in Nevada, the Ramada Express International Rally. When he heard about Targa Tasmania from rally buddy, Walt Kammer, his response was, "When do we leave?" Doug Mepham and his wife, Susan MacDonald, own a communications company in Belleville, MacDonald & Co. Getting time from work was no problem and what with cobbling together air miles and the favourable exchange on our Canadian dollar, not to mention Doug's passion for rallying, there was nothing keeping him from it. He had people lined up to go with him and discovered a capable copilot in his

From Tasmania to Newfoundland

friend, Jim Kenzie. Moreover, what a superb opportunity for Susan to take a holiday and meet up along them along the way. And guess what, it's April and the Volvo just returned to Canada. Why'd it take so long? Because Doug left the car there and returned to Australia and did Targa New Zealand in October. Incorrigible! Q: Have you always been involved in the automotive hobby? A: Yes, Two partners and I published Wheelspin news, a national tabloid, from1972 through 1975. We also published Autosport Canada during that time. Early on, I dabbled in all kinds of motor sports, including rallying but gave up almost all of it for a period. I'm 53 and my scheduled mid-life crisis was to go back to motor sports so in '92, I built a rally car and got involved. I've always enjoyed rallying as the ultimate driving challenge. Q: Tell us about the Volvo you used for Targa Tasmania. A: It's a 1971 142S Volvo that's painted Wedding Cake White. The car was almost a year in planning. Most of the work was done by Frank and Dan Sprongl who build fabulous cars The car taken down to bare metal, sandblasted, soda-blasted, seam-welded, 110 feet of chrome-moly tubing in the roll cage and all suspension pieces and pickup points are boxed. We changed the suspension and put on spring shocks. This is a thorough race car. Q: Were there difficulties associated with getting a vehicle halfway around the world to go rallying? A: The hardest part of the event was dealing with the shipping. We didn't know how the system works but we found someone to help us. The people at Columbus Shipping were tremendous. We made a deal with them. I put their name on the side of the car and they helped getting the car there. It wasn't free but it was a break. It took 46 days for the car to get to Melbourne. Q: What was it like for you rallying in Tasmania? A: It was the best of everything, 284 of the finest cars in the world, amazing roads under gorgeous circumstances but with ferocious competition, and it was hosted by some of the most hospitable people on the planet.

Q: There is a similar rally planned for Newfoundland in September. How did this come about? A: Jim and I were on the ferry returning to Melbourne. We were in awe of the event and gabbing about wherever else in the world could we have done this? I said it'd have to be in Europe, that it'd never fly in North America. But Jim said that there is one place. You could to it in Newfoundland. It'll be the first Targa-style rally on the continent. Q: How are you going to find 200 people who want to do this? A: We're working on that now and already 170 numbers have been given out. Not everyone's got their money on the table but there is interest. Tom McGeer, national champion, is signed up and we've got queries from Australia, Alaska. Ads are going into UK and US magazines soon. Q: Do you need a vintage car to be eligible? A: No, There are several classes including historic, up to 1947, then 1947 to 1981, and 1981 up to modern. There's a separate rally for really old cars. Q: Why Newfoundland? A: Like Tasmania, they've got a can-do island mentality. There are interesting roads and the political will is there to do it. This is a community that can benefit from an economic boost. Imagine 200 competitors coming to town and paying for hotels, gas, bars, souvenirs, hardware and airfares. Q: Will this be an expensive undertaking for participants? A: It's not bargain basement but in terms of bang for your buck, it's a very competitive price. You're essentially taking the whole year's budget and doing only one event.. There's six or seven days of completion so it works out in terms of seat time. There's two meals a day included, parties and clothing. If you signed up early enough, there was an early-bird special and there's an affordable package for hotels and the ferry. All you have to do is get yourself to the coast. This article appeared in the Ottawa Citizen newspaper on April 5, Wheels Section

Doug Mepham photo by Craig Hamm

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May 2002
(continued from page 12) didn't start until late April or early May, and went on until the Thanksgiving weekend. And that didn't include hillclimbs, which were then speed events which attracted many race cars, and which continued until even later in the year. It seems to me that CASC today is in complete denial when it comes to our spring weather. Global warming or not, none of us will live long enough to see a Virginia-like climate in Southern Ontario! Maybe their attitude is another indication of the growing gulf between today's rapidly urbanizing society and the world of nature, seasons and weather conditions. In any case, if I had one piece of advice to give to CASC right now, and you just know that I do, it would be to move the season back at least three weeks! It would be tragic to have someone killed or seriously injured by flipping over in the waterlogged soil of a run-off area that's supposed to be there help save the driver. P.S. On April 23rd, the day after the Club's racing school, it snowed! P.P.S. On April 26th, it snowed again, even, as I understand it, in Mississauga!! P.P.S. Mother Nature is really making my point for me! It's April 28th, and there is a Winter Storm Warning! We have ice pellets, heavy snow, high easterly winds and blowing snow (read white-outs). And at Mosport, does CASC expect drivers to race in this? Well I guess not. In a post this evening on the Club's Forum, Rob Microys notes that Sunday's racing was cancelled due to Force Majeure. However, a late April snow storm in Southern Ontario is not that unusual, so isn't this stretching the definition of force majeure more than just a tad? A snowstorm in June, now, .... well .... 7. The Best Tool of the Millennium? A bunch of the boys were whooping it up at the Kingston East Side Mario's on their way home from the Club's Racing School. The conversation got around to Robertson versus Phillips head screws, and I mentioned a book that I had received for Christmas which included a passage on that very subject. The book is 'One Good Turn: A Natural History of the Screwdriver and the Screw' by Witold Rybczynski (yes, only one vowel), published by First Harper Perennial Canada, ISBN 0-00200031-8 (US) or 0-00-638603-2 (Can.). The jacket price says $24.00 (Cdn. or US?), and it's well worth it. The book is a humorous account by Mr. R..., oh hell, Witold, of his search for the best tool of the millennium just passed. I won't do a review here, as this would give away some of the author's surprises. Suffice to say that it is, in my humble(?) opinion, entertaining and extremely informative. And Witold, despite being American, comes out squarely in favour of the Robertson system of driving screw fasteners. Gearheads will love this book, others will just like it a lot. So, if you only buy one book this year, this HAS to be it! 8. Parting Shot A month or so ago, in a discussion on the Club's Forum on the Doug Mepham presentation, a (possibly younger) member made a less than enthusiastic comment about Volvos. For the edification of doubters, I present the following, which I heard on CBC radio the evening of April 23rd. In 1966, Irv Gordon of Long Island purchased a new Volvo P1800. In his first year he clocked more than 50,000 miles with no problems. Since then he has suffered a few prangs, one courtesy of an 18wheeler, but otherwise has only had to replace regular maintenence items. The one and only engine re-build was at 680,000 miles, not because of any problems, but merely because he thought it probably should be done. On inspection, wear was found to be minimal. The Volvo now has over 2,002,000 miles on the odometer, is still running well, and owns the world record for mileage accumulated by a private owner. And for you younger types, note that the distance is in MILES, not that silly French system inflicted on the world by Napoleon Bonaparte!

MCO Karting Series Cancellation
To all MCO Members: This is an official notification to everyone that the MCO karting enduro series will not be able to proceed in this year 2002. The Quyon property has been unable, at this time to obtain liability insurance leaving the directors at significant risk for any activities. Including the conflict in race dates that NCKC refused to change, the financial liability to MCO and Quyon is also unacceptable at the current revenue forecasts. Given these two issues plus my own personal lack of focus at this time on resolving all of these issues it makes more sense to focus on 2003. MCO will continue as an ASN/FIA OKRA affiliated club, I will continue to volunteer as the karting director, we have new members who wish to continue as MCO karting affiliated members and we will be issuing licenses based upon the OKRA/ ASN affiliation. If insurance is obtained at a later date, practice days, test days and tuning days may be scheduled. I appreciate everyone's support and look forward to making this series possible next year. Paul Swinwood MCO Karting Director.

MCO: The First Fifty Years Only $35 for this important book!
Plannning for a delivery of 300 numbered copies. It is a hard-covered coffee table style book recounting the long history of motorsopts in Ottawa and the regions. With 150 pages, everything and everyone is included. Don't miss out on your copies! There is still space available for sponsorship as well. For $20 you can ensure your name is in the book by sponsoring a page of your choosing. Full or partial page ads are open. Contact Sherissa Microys at (613) 822-7204 or e-mail s.microys@rogers.com

18

May 2002

Happiness on the Pro Track
by Jean MacGillivray
I only got down to Shannonville for one day to help out at the MCO Race School, but it was an education to watch the next generation of road racers prepare themselves for the excitement and challenges to come. Jim and I were flagging at the hairpin just before the back straight on the Fabi track. It offered a great vantage point to watch the neophyte racers run through the twisties, as they learned the intricacies of braking and downshifting, turn-in points, late apex and cornering, race lines, passing and driving in traffic. We also watched as, divided into four groups, they practised their race starts in a two-by-two formation along the quarter-mile back straight. You could tell they were itching to do the real thing!

The best part was saved for last, when the students had written their exams and packed up for the day. Then it was the workers' turn for some fun, and I was lucky enough to go around with Don Blewett in his amazing black BMW M3 (I believe J.R. Fortin is the one to thank for arranging this opportunity). The M3 was the pace car for the students on the Nelson track, and we had admired it circling that track during the day. It was my first experience going around the Pro track, which combines the Nelson and Fabi portions, at speed - with a race driver! - and it was worth the wait. I sat there with my jaw gaping open, every now and again exclaiming "Wow!" quietly into my helmet. Then I could feel a big grin on my face. (There must be a physiological reason for this (note to self: must ask Dr. Sherissa), as I saw the same earto-ear grin plastered on Bennett LeckieÕs face - clearly visible through the beard and moustache - when he came in from driving Jim's Subaru Impreza 2.5RS.) When Don asked if I wanted to go around one more time, my conscience insisted that I acknowl-edge the other workers who were waiting for a ride. We went in to the pits, where I reluctantly got out and another lucky worker took my place. I know this sensation is old news to experienced drivers, but the contrast between watching a fast car zoom by and being inside it, living the experience, is . . . well, you've just ascended to a higher

dimension. So now I know: it takes a special kind of person with a very specific set of skills to do road racing, and I loved living the moment vicariously. Good luck to everyone who passed the MCO Race School! I'll be out there rooting for you, trusting that you'll think of me and the other workers at the end of the day.

Advanced Driving School
(BMW Car Club of Ottawa)
BMW Car Club of Ottawa is hosting an Advanced Driving School at Shannonville Motorsport Park Friday June 28th. The entry fee is $220 for BMW Club members, $278.85 for non-members. The difference in price covers the cost of becoming a BMWCC member. Only BMWCC members will be admitted to the school. Further information is available at the club web-site, including the registration form and more detailed information sheet. Please see http://bmwccottawa.org. There is also a need for workers including marshals to help out at the school. If you are interested, please contact Ron McAuliffe at ronm@nortelnetworks.com.

Ron Woltman enjoying the MGB Twin Cam of Jim Holody at the MCO Race School.

Ottawa Lynx at Jetform Park www.ottawalynx.com

http://www.plus1performance.com

Sponsor of the MCO Solo-II season

Proud sponsor of the MCO Solo-II Timing Board

19

May 2002

Mangy Moose Rally, April 27, 2002, Navan, ON. Rallymaster: Corey Groves. Car Driver Navigator Class Overall Pos. Overall Pts Class Pos. 15 Randy Lachance Steve Carrick E 1 5 1 13 Craig Hamm Brad Smith E 2 4 2 14 Kirby Dunstan Gary Oman E 3 3 3 3 Ryan Huber Macies Kuzma N 4 2 1 16 Jodie Shay Sonya Howard E 5 1 4 6 Jeffery Corace Stephanie Young N 6 1 2 4 Casey McKinnon Cheryl Gazzard N 7 1 3 11 Sebastian Beaulieu Evan Gamblin N 8 1 4 10 Erik Smith Katrin Smith N 9 1 5 5 David Hawkins Mike Charron N 10 1 6 7 Peter Starowicz Caroline Starowicz N 11 1 7 12 Robin Emard Alain Matu N 12 1 8 9 Klaus Willroider Klaus J. Willroider N 13 1 9 2 Allan Pepper Jeff LeClair N 14 1 10 1 Erik Thorsteinson Mathew Kloeppfer N 15 1 11 8 Doug Parsonage Keith Parsonage N 16 1 12 Class Pts 5 4 3 5 2 4 3 2 1 1 1 1 1 1 1 1 Total Pts 10 8 6 7 3 5 4 3 2 2 2 2 2 2 2 2

MCO Event Results

Car 15 13 14 3 16 6 4 11 10 5 7 12 9 2 1 8

Driver Randy Lachance Craig Hamm Kirby Dunstan Ryan Huber Jodie Shay Jeffery Corace Casey McKinnon Sebastian Beaulieu Erik Smith David Hawkins Peter Starowicz Robin Emard Klaus Willroider Allan Pepper Erik Thorsteinson Doug Parsonage

Navigator Steve Carrick Brad Smith Gary Oman Macies Kuzma Sonya Howard Stephanie Young Cheryl Gazzard Evan Gamblin Katrin Smith Mike Charron Caroline Starowicz Alain Matu Klaus J. Willroider Jeff LeClair Mathew Kloeppfer Keith Parsonage

Class E E E N E N N N N N N N N N N N

CP1 0.0 -0.1 -0.3 -1.1 -1.1 -1.2 -0.4 3.4 1.2 5.4 -1.7 -2.0 -2.9 16.7 -6.4 16.3

CP2 0.6 1.0 0.6 -0.7 0.6 0.3 1.2 1.8 2.4 0.6 4.2 0.8 3.3 0.1 4 5.7

CP3 0.1 0.2 0.0 0.0 -0.5 -1.0 1.1 -0.8 1.1 0.2 1.8 -0.8 0.3 -0.1 2.4 -0.1

CP4 0.1 0.4 1.0 0.2 0.7 0.2 -0.2 -0.6 0.8 0.5 -1.3 -2.3 -1.8 0.9 -2.6 0.0

CP5 -0.1 0.0 0.0 0.1 0.0 -2.5 2.7 -0.1 -2.8 2.7 2.7 -8.3 -9.1 0.0 -5.3 -9.1

Total Score 0.9 1.7 1.9 2.1 2.9 5.2 5.6 6.7 8.3 9.4 11.7 14.2 17.4 17.8 20.7 31.2

First in Class: Rally Car Greg Brady Subaru Performance Rally Impreza2.5RS.

Rob Microys BRKOUT 1:45.580 19th overall

Speedorama

Results:

Michael Mori BRKOUT 1:45.980 18th overall

Jim Harrison: 2nd Canada GT 1:25.6

Class Runner Up: Production Road Racer Rob Microys Jetta GT-D

Qualifications:

Michael Mori 4th OCCGT3 1:48.600 4th GTD 1:53.310

Rob Microys 2nd GTD 1:49.800 6th OCCGT3 1:49.170

First in Class: Production Road Racer Craig Seko's Porsche 944S2

BARC Grand Prix of Ontario

20

May 2002

MCO Rally Group News, May 2002
by Craig Hamm
The Mangy Moose has come and gone. Cor-ey Groves presented his rally on April 27, out of Navan, on a perfect sunny day. The weather never deters us rally people anyway, we seem to cherish some level of adversity, but sun is nice, and it's really good for first timers (given the several inches of snow on Sunday we nearly had a surprise winter ral-ly!). Speaking of first timers, we had plenty, and some returns from earlier in our season. In total 16 teams ran after the Mangy Moose: 4 Expert, and 12 Novice. This was an excellent turnout for us, and one we could only dream of last year (Lanark Highland's Rally excepted). Prior to the rally about 20 people, competitors and first time marshals, sat through an introductory rally school given by Jim Morrow. Some members of the National Capital Subaru Club even showed up to help marshal and compete! The exposure to the World Rally Championship that Speed Channel (formerly Speedvision) is giving the young people is really paying off, as is our aggressive "marketing" of the MCO rally group activities. Regarding 'the Moose' for-tunately, the map makers in the eastend had some hills and streams to route around, and there were actually plenty of "interesting" turns to drive through. After about 3 hours of driving it was great to see a group of hap-py competitors back at the finish satisfied with a day filled with rally learning, driving, and telling lies at the end. Class winners were Randy Lachance with Steve Carrick (Expert) and Ryan Huber with Macies Kuz-ma (Novice). Scores are posted in this issue. Speedorama: the most interesting crosssec-tion of humanity west of Heathrow airport . . anyway, the MCO booth was 2/3 rally. The most obvious piece of rally ma-

teriel was Greg Brady's (owner) and Steve Franko-vitch's (co-driver) Subaru 2.5RS P4 Class rally car. This beautiful auto got a LOT of attention. Sorry about all the drool, boys. I'm sure you can get it off soon enough. The rally car in disguise was Craig Seko's bright shiny red Porsche 944S2 which will contest the all-tarmac rally Targa Newfoundland in September (Jim Morrow co-driver). Equal amounts of drool were present, but the Por-sche was so shiny and slippery it all hit the floor (yechh!). Rob's road racing Jetta drew attention from many people too. Rob had the only open bonnet, and it wasn't the shini-est engine bay in the show. Nope, this is a WORKING CAR. A real race car (see be-low). Thanks guys, you really helped out. Of course, some people were more interested in "Sanford and Son's" junkyard across the way, but the fussy folk came to MCO's booth. It was quite obvio u s t h a t M C O w e r e t h e o n l y m o t o rSPORTS club at Speedorama. We were, I believe, the only club at Speedor-ama which organizes and participates in sanctioned motorSPORTS. Hats off to Rob Microys for organizing the MCO effort showing Ottawa at Speedorama cars that can turn left AND right! Ryan Huber only a member since January has been making excellent progress on the 2002 version of the Totally Silly Drive, firm-ly slated for July 13. The event runs close to Ottawa, starting on Carling Ave and running in the vicinity of Carp/Dunrobin/Galetta area. This is a very beginner friendly event of about 130 km. You will require no spe-cial equipment other than clipboard, pens, and a stopwatch. A map light for the naviga-tor might be helpful as this rally straddles sunset. Info is posted to the website as it be-comes available, so keep checking.

Doug Mepham photo by Craig Hamm been great to us, and it shows in the attendance at Mangy Moose. Her article covered Doug Mepham's Targa Tasmania story, and it appears in this issue of The Link, page 17.
Come out to the Emerald Plaza Branch of the Ottawa Public Library, on Merivale Road. We have a great space to hold our discus-sions, loads of free parking, a moderately central location next to many restaurants, and audio-visual equipment for watching videos (Rally Crash Kings 4 for April!) after the business portion of the meeting. All are welcome, especially nonMCO members, whether you are curious about rallying, or are fully brainwashed. Meetings are held the last Tuesday of each month at 6:30 PM.

Thanks to Shannon Lee Mannion, MCO Remember: Rally friends don't let rally had yet another rally article in the Ottawa friends apex too early. Citizen Wheels-section, that's two since January 1st! Shannon and the Citizen have

21

May 2002

Classifieds
For Sale: Race Winning 2000 CRG Santana 'S' Very Good Condition, Modified KX80 motor, Fresh top end, New pipe, can, Tillett seat, Gearbox Velocity I Bodywork, spare CIK Bodywork Tack, Spare Tires, Many Spare Parts Gearbox Racing Suit size 54 Race Ready $ 5000.00 Cdn. OBO Call Bill or Herb @ 613-836-3811 email: hdhenning@sympatico.ca

For Sale: 1995 Champ Car Light, 1996 Rear Suspension & Wings, Spare 1995 Front Wing (complete), Spare Goosenecks (2) & Rear Uprights (4), 5sp Gear Box With 12 Gear Sets, 16 Wheels, 4 Orig. Formula Renault With New Avon Radial Rains, 4 New Weld Wheels With New Goodyear Rains, 8 3 Piece Panasports With Avon Slicks (used) 2 damaged Outer Rims. many Used Avon's & Goodyear Slicks, Penskie Triple Adjustable + 3 Original Shocks (Blistens? maybe), 6 Springs 2x700, 2x550, 1x600, 1x500, 2 Battery's, 2 Fuel Pressure Regulators, 2 Complete Exhaust Systems Incl. 2 Headers & 1 Supertrapp, 2 Rear Sway Bars 1 Tee 1 V, STACK 8100 Data With cable & Eurocom 486 Laptop, 8 New Spare Control Arms(wishbones), 2 Slightly Bent, Various Spare Pushrods & Tie Rods, 2 Spare Front Wheel Brgs, 3 CV Boots, 2 Lever Jacks, 1 Front, 1 Rear. With CCL race prepared 2.0L Neon DOHC 0 Laps. Raced In 1999 & 2000 Series $35,000.00 Call Ken 613-489-0980 (Ottawa)

For Sale: 1992 Ray F1600, fully re-built, and tested at Shannonville during Spring Fling. Ran reliably, and quick! Double adjustable Penske Shocks, recently rebuilt motor (half a race weekend, and two test days). New F3 clutch with lightened flywheel (legal). New batteries, on-board, and booster. Approx 15 LD-200 gear sets, allows optimal gearing for all tracks in Pro, or Regional Series. Quick lift jack. Pit stands. Some spare parts. Setup information for all tracks. Factory contacts. Ready to race & priced to sell at $16,200 Contact Martin Walter 613-489-4048 (h) or 613-271-9208(w) martin@qnx.com

Members are welcome to submit classified advertisements for non-commercial purposes free of charge. Members may also submit business cardsized advertisements for their businesses free of charge. These will be published space permitting. Business ads: $400 - full page $200 - half page $100 - quarter page $ 50 - business card The rates are for one year, can include color ads for the web edition, and include direct links as a sponsor from http://www.mco.org.

ADVERTISING RATES

22

Main Street Racing and Automotive Parts, Performance and Service INTERPROVINCIAL LICENSED MECHANIC *** MOTOR VEHICLE INSPECTION STATION Automotive Take It Back Partner - We recycle your Used Oil, Antifreeze, etc. P.O. Box 37, 2319 Community Way, North Gower, Ottawa ON K0A 2T0 Ken Baird www.mainstreetottawa.com (613) 489-0948 mainst@magi.com

Schedules . . . . . . . . . . . . . . . . . . . . . . . . . page 2 Sorry Sir. . . . . . . . . . . . . . . . . . . . . . . . . . . page 3 The President. . . . . . . . . . . . . . . . . . . . . . . page 3 Speedorama. . . . . . . . . . . . . . . . . . . . . . . . page 4 Regional Solo-II Championship. . . . . . . . page 4 BMW Driver Training. . . . . . . . . . . . . . . . . page 5 Spring Fling Report. . . . . . . . . . . . . . . . . . page 6 MCO Executive Meeting Minutes. . . . . . . page 7 MCO General Meeting Minutes . . . . . . . . page 8 BARC GP Report. . . . . . . . . . . . . . . . . . . . page 9 BMWCC Advanced Drivers School . . . . . page 9

Table of Contents

Miscellaneous Rumblings II. . . . . . . . . . page 11 The Way We Were . . . . . . . . . . . . . . . . . . page 13 Happiness on the Pro-Track. . . . . . . . . . page 13 Out of the Frying Pan . . . . . . . . . . . . . . . page 15 My First Solo-II. . . . . . . . . . . . . . . . . . . . . page 16 From Tasmania to Nfld . . . . . . . . . . . . . . page 17 MCO Enduro Karting Series. . . . . . . . . . page 18 MCO Event Results. . . . . . . . . . . . . . . . . page 20 Classifieds. . . . . . . . . . . . . . . . . . . . . . . . page 22

Grassroots Motorsport in the National Capital Region since 1949.

Affiliated with Canadian Automobile Sport Clubs - Ontario Region (CASC-OR), Rally Sport Ontario (RSO) and ASN Canada FIA

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