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January 2003

2003 MCO Executive

Ron Woltman H: (613) 831-8682 C: (613)75 863-5360 Bennett Leckie W: (613) 822-1765 x124
Directors 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.
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January 2003 Editorial Exhaust

Oh, be very concerned... Proposed Ontario Bill 241 - Road Safety Act contains the following (Section 172.2): "No person shall drive or permit to be driven on a highway a motor vehicle with a prescribed part, containing a prescribed substance or equipped with prescribed equipment in prescribed circumstances." While I understand the Honourable Ernie Eves is trying to control the street racing population with this act, the section in question does not directly penalize these illegal racers, but instead burdens amateur car enthusiasts, sanctioned racers and rallyists alike with the threat of punishment for modifying their vehicle to gain a competitive edge at a Solo I, Solo II or Performance Rally events. So what can we do about it? Craig Seko Suggests writing to your MPP and The Minister of Transportation for the Province of Ontario: The Honourable Norm Sterling, Minister of Transportation, Ferguson Block, 3rd Floor, 77 Wellesley Street West, Toronto, Ontario M7A 1Z8 Now where did I put my pen? Cover Image: MCO Rally Competitors at Tall Pines 2002 by Craig Hamm ADVERTISING RATES

Rick Miskiman H: (613) 592-0696 Richard Muise H: (613) 241-9983 Craig Hamm H: (613) 727-3192 W: (613) 596-7107 Patrick Weightman H: (613) 831-3749 Robert Benson H: (613) 837-2051 John Powell H: (613) 835-2910 Greg Kierstead H: (613) 274-3942 W: (613) 765-9167 Jeff Graves H: (613) 838-8348 Paul Swinwood W: (613) 237-8551 x133
Karting Solo-I Liasion Solo-II Secretary Treasurer Membership Rally Closed Wheel

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18th day of every month.

Ontario Race Committee Rep

Cindy Armstrong H: (613) 489-2725 Warren Haywood Jean MacGillivray H: (613) 256-0188
LINK Editor

Club Merchandise Co-ordinator

Members are welcome to submit classified advertisements for noncommercial purposes free of charge. Members may also submit business card-sized 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

Club Display Co-ordinator Mark Atos H: (613) 274-2710

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

January 2003

Time Allowance Rule for 2003

by Craig Hamm There are several changes to the 2003 Rally Rules and Regulations. In this article I describe one of the more significant changes the introduction of the "Time Allowance" (TA). When a team determines that they are, for example, 4:30 (mm:ss) late with respect to the prescribed route book schedule, the most appropriate course of action is to obey all rules of the road, not exceed the prescribed average speed (CAS) and to accept the penalty at the next control (checkpoint). It is that simple. It seems to be a fact of human nature than when the clock is ticking and one is on a competitive schedule (as we are in road rally) most will in fact attempt to make up some, or all, of the 'lost time' by exceeding either the prescribed CAS, or even the legal speed limit. This presents a danger to the competitor, the public, and to the viability of rallying itself, particularly should anything go 'seriously wrong.' One of the ways we propose to address this problem is the TA. What is a TA? It is a mechanism available to the competitor whereby they may nullify lost time by SIMPLY requesting, in the above example, a 4.5 minute TA at the next open route control (checkpoint). This means that it is NOT necessary to make up for lateness by speeding; all one needs do is account for this time by requesting a TA! Is the TA simply a copout? To some extent perhaps it is. However, changes to the club and event insurance (particularly rates and perceived risk) have made this approach more relevant than ever. Recent events within the club demonstrated what can happen when making up for lost time. Fortunately there were no injuries. The details of the use of the rule are de-

signed to limit abuse and maintain a competitive environment. The competitors must still: a) understand how they are doing with respect to the organizers intended route and schedule; b) be able to account for every second of the lost time; c) cross the control marker within the proper time window to zero the penalty, with or without the use of a TA; d) control locations are still unknown to competitors, making last second TA calculations difficult if not impossible. For teams where the driver is not skilled enough to maintain the prescribed average speeds, the TA will 'limit the damage' to their score, even if they do not zero the penalty at the control. This eases the burden on neophytes and lets them learn in a more risk free environment. The burden shifts, the navigator must now also be able to calculate an appropriate TA, accounting for all the variables and the driver must still maintain CAS so that they cross the timing line within the correct time window, accounting for the correct TA. Four MCO rallyists experienced the TA during the Return of the Route of All Evil, a SCCA Divisional Road Rally, last June. The TA's were neither perplexing, complicated, nor cumbersome for either competitors or organizers. They are not complicated. My personal view is that in fact TA's allow the organizer to maintain brisk (yet quite legal) average speeds in the rallies, since now there is no valid reason for a competitor to exceed the requested average - they can request a TA. Most of us enjoy brisk events, and this new rule will help to preserve them while still mitigating risk, both to the public and competitors. The only other choice is to lower the average speeds for everybody, and this would be somewhat unpalatable to the core group of com-

petitors. Checks and balances. You cannot simply get your routebook, pull over to the side for 18 minutes and do all your calculations, and take a 18 minute TA at the first route control. Here are the basic rules: a) All teams start with a TA-budget of 19.5 minutes for the event. Those that choose to burn most of this off in one sitting will be out of luck when they need to change a flat tire, or recover from an off road excursion, or wrong turn, and find they are out of TA time in the TA-budget. The TAs are for use when you NEED them. b) TAs are not permitted at the first route control (unless there is a force majeur). c) The TA budget of 19.5 minutes will keep you just within max lateness, assuming you were 'zeroing' most controls (no penalties). d) You can only take a TA on the 30 second mark of the minute. One cannot ask for a 4 minute 8 second TA because you realized you were 4:08 late at a checkpoint. We are not so kind. e) Depending on the Supplemental Regulations, an organizer may apply a small penalty for using a TA, in which case you would never zero the control. f) Checkpoints (controls) will still close at the same time as before the days of the TA. g) If you are delayed, and observed to be delayed by the control marshal you can be granted a small TA for the exact amount of the delay. The marshal is a Judge of Fact, false claims will not be considered. Baulking in sight of a control is not a legitimate delay. Example. Taking the 4:08 late example, you could ask for any TA on the half-minute. The available TA's are thus: 0.5, 1.5, 2.5, and so on up to 19.5 minutes. If you ask for too much TA, your adjusted score will show you arriving late! If I am 4:08 late at the control, and ask for a TA of 3.5 minutes this (continued on page 13)

M.C.O. Monthly General Meeting December 3rd 2002 Louis's Steak House, Ottawa, Ont.


PRESENT Executive: Bennett Leckie, VicePresident; Bob Benson, Treasurer; Rick Miskiman, Open Wheel; Richard Muise, Closed Wheel; Craig Hamm, Rally; Jeff Graves, Solo I; Paul Swinwood, Karting; Warren Haywood, Club Merchandise Co?ordinator; Rob Microys, Website Administrator; John Powell, Secretary. Members: Sufficient members were present for a quorum. Rally Craig Hamm reported as follows: - There were 18 or more MCO ABSENT WITH EXCUSES members and guests who helped Executive: Ron Woltman, Presiat the recent Tall Pines Rally in dent; Greg Kierstead, Solo II; Pat Bancroft, which constituted 10% Weightman, Membership; Jodie of the workers, and they worked Shay, Membership; Mark Atos, 25% of the rally. There were alLink Editor; Jean MacGillivray, so four or five Ham radio operaClub Display Coordinator. tors. MCO competitors' stories are in the current Link (ed note: NOTES December 2002 issue), and the 1. The position of Public Relations CARS web site has details on the Director is still vacant. TV broadcast of the Rally. Craig 2. Copies of documents marked also modelled some of the Tall "Att." are filed with the original Pines worker gifts, including a copy of these minutes. fetching toque and scarf. - He next reminded those present In the absence of the President, the that the November Mississippi Vice-President opened the meeting Valley rally has been moved to for business at approximately 7:10 Jan. 11th 2003 due to the organp.m.. iser's current work commitments.o The next meeting of the General Rally Group will Dec. 12th at Bennett Leckie noted the absence 6:30 p.m., and on the following of the President, who was no doubt Saturday there will be an MCO sojourning in warmer climes, and Rally Party at O'Connor's in Kawelcomed members and guests. nata (all members welcome). - Craig then mentioned that Greg Solo I Brady needs information on susJeff Graves informed members that pension set-up, and with all the Solo I is currently investigating a expertise in the Club, Craig sugrevised classification system for gested that perhaps a member or 2003, and further information will members could organise a semibe made known when available. nar on suspension basics. - He closed by noting some upcoming events, including a per-

Slush n' Slide Jeff also reported on the Club Winter Solo II Series as follows: - The Co-organisers will be Warren Haywood and himself. - There will be four events, tentatively scheduled for Jan. 11th and 26th and Feb. 8th and 23rd, and two "rain dates". - There will be four classes; FWD and RWD stock, and FWD and RWD racing, with no studs permitted. On a question from the floor on how racing cars would be determined, Jeff replied that the criteria would be those vehicles equivalent to Solo I class B Modified or higher, those prepared for Ice Racing, and similar vehicles.

January 2003 March 2001 formance rally, and that effective in 2003 there will be a requirement for a National Rally Licence, including a medical and a stress test for those over 45. Closed Wheel - Richard Muise gave an up-date on the proposed Touring Car series. Races at regular events will be one of 40 min. plus a sprint race of 20 min., and at pro weekends will be one 1 hr. endurance race. - There was some discussion on the introduction of transponders including; - Nigel Mortimer commented on the lack of a warning on their introduction. - Rick Miskiman advised members that CASC had arranged a group buy, but orders must be placed by next weekend. - Transponders can be rented from CASC on a per-race basis. - Nigel commented that the cost of a transponder equalled the entry fee for a race weekend, yet CASC decries the lack of entries. - Richard Muise then announced that CASC is considering the publication of a Regional racing magazine. - He next announced that changes will be coming to roll cage specifications over the next three or four years, with some probably introduced for 2003. - Finally, Richard announced that sound level readings will not be taken next year, and some members speculated on the reasons. At this point there was a break from approximately 7:40 to 7:55 p.m. Winter Driving Schools Paul Swinwood gave a progress report as follows: - The track has been plowed and groomed, and is the same basic layout as last year. There should also be a skid pad, and there is the possibility of a "special stage" for rally practice.

January 2003 - There has been a positive response for potential instructors and workers, and any others who are interested should contact Paul. - There is a possible major conflict on Sunday, Jan. 12th, as the Ottodrome is planning on running an enduro on the oval. - We will have the use of the trailers for instruction and as shelter.Earlier in the meeting Richard Muise informed members that he would continue to act as Registrar for a few more days, until the return of Jaak Laan. Ottodrome Road Course and Drag Strip Paul advised the meeting that in addition to the drag strip, the Ottodrome is interested in building a 2.5 kilometre road course within the next few years. Jim Holtom noted that he lives in Stittsville and that on summer nights the sound travels, and he wondered if there could be noise issues. Paul replied that the Ottodrome say that they have all the necessary permits.
Ottawa Lynx at Jetform Park

Ted Powell Summer Trophy Races Bennett Leckie noted that the TPST Race meeting was saved by workers not taking their subsidies, and income from Transport Canada for the alternative-fuelled vehicle exhibit, otherwise it would not have broken even. He suggested that the race be pulled and replaced Treasurer by a lapping weekend or something Bob Benson reported that we have else, such as a lapping school. $39,621.00 in the bank, of which $4,985.00 is the reserve for the The meeting was adjourned at apBook Fund. Bennett Leckie added proximately 8:10 p.m. on a motion that an auditor had been appointed. by Richard Muise, seconded by Chris Krepski. Club Web Site Rob Microys reported that there Prepared by John Powell, Secretahad been a short down-time, but ry, MCO, December 11th 2002, the web site is up and running amended December 17th 2002. again. Tel. 613-835-2910 Club Merchandise e-mail - Warren Haywood showed some new stock he had received including ball caps, pen box sets, rally "T"s, the ever-popular zipper pulls, and noted that MCO golf shirts and travel mugs would be available soon.

Karting Paul Swinwood next reported that he had been asked to possibly put together a Karting event on an island off South America, that meetings will be pursued with NCKC to iron out our differences, and he will initiate efforts to try to open the track at Quyon for nest year.

Proud sponsor of the MCO Solo-II Timing Board

Sponsor of the MCO Solo-II season

January 2003

M.C.O. Executive Committee

November 19th 2002 Louis's Steak House, Ottawa, Ont. PRESENT Executive: Ron Woltman, President; Bennett Leckie, Vice-President; Bob Benson, Treasurer; Rick Miskiman, Open Wheel; Richard Muise, Closed Wheel; Craig Hamm, Rally; Jeff Graves, Solo I; Jodie Shay, CoMembership; Mark Atos, Link Editor; John Powell, Secretary. Members/Guests: Marco Campagna, Audit Proposal; Sam Mandia. ABSENT WITH EXCUSES Executive: Greg Kierstead, Solo II; Paul Swinwood, Karting; Pat Weightman, Co-Membership; Warren Haywood, Club Merchandise Co-ordinator; Jean MacGillivray, Club Display; Rob Microys, Website Editor. NOTES 1. The position of Public Relations Director is still vacant. 2. "att." indicates documents attached to the original of these minutes. The President opened the meeting for business at 6:35 p.m.. Other Business Ron Woltman first addressed some administrative items as follows: - He asked if any members wished to move to other areas of responsibility. There were no requests, so he then noted that we still need a Public Relations Officer, and asked who would look after the Hot Line. Rich Miskiman indicated the he was really too busy to continue, so Mark Atos bravely stepped forward. - Next order of business was to remind those present to ensure the Secretary had current data on all Committee members for the CASC list. - The President then welcomed the new members of the Executive, Richard Muise, Director and Closed Wheel liaison, and Jodie


Shay, Membership Co-chairman. - Richard Muise stated that the issues of Lapping and Race schools needed to be addressed, and Ron replied that this would be done later in the meeting. CASC AGM (att.1) Ron Woltman gave a brief account of the CASC AGM, including the following: - He first gave an overview of the new CASC Board of Directors (see att.). The new President will be John Bondar, with Perry Iannuzzi moving up to Vice President. - MCO had the largest block of votes, at 20 out of 186. On this subject there was some dissent because of our decision to split affiliation fees, and Laurence Polley moved that our votes be reduced. In the discussion, Bob Lobban gave the opinion that we were not in breach of the CASC By-laws, and the motion failed despite a subsequent opinion from Bob Varey that we were not complying with another provision. - Ron Woltman then informed us that he had subsequently moved that the new CASC BOD resolve the issue of fee-splitting with RSO as soon as possible, which was carried. There then ensued a general discussion on fee-splitting amongst the Executive Members present, as follows: - Ron Woltman suggested that as the issue was still up in the air, perhaps we should put the money for affiliation fees aside pending some clear direction from CASC and RSO. - Craig Hamm asked if this could be a problem for rallying members, to which Rick Miskiman said that they can still direct their fees. Craig next asked what about members who wanted to both rally and race, and Ron stated that we have no answer yet. Bennett Leckie then stated that is there any question of insurance status concerning RSO-affiliated members who worked a CASC event, and viceversa. - Craig Hamm gave the opinion that we're under fire on this issue, and suggested that a letter be sent to

RSO this effect. Ron Woltman replied that Laurence Polley had invited them to send a permanent representative to CASC BOD meetings, but so far they had not. Bob Benson stated that this is a financial issue for CASC, even though they get a sizable income from MCO in permit fees and other levies from races, etc.. He gave the example of $3,300.00 for the Ted Powell Summer Trophy Races, and we even had to pay for moving their trailer to Shannonville.

Audit Proposal (att.2) Ron Woltman asked Marco Campagna C.A., a co-worker of Bennett Leckie at Hovey, to brief the meeting on the issues involved in conducting audits. Mr. Campagna opened by stating that the principal question examined is that of stewardship, and provided a handout covering his comments. He continued as follows: - He recommended that organisations have a charter, by-laws, written policies and procedures, and an organization chart, as these would be required to measure performance and transparency of decision-making. - Ron Woltman asked about the timing and depth of audits for nonprofit organisations, and Mr Campagna replied that it depended on what the organisation wanted. He suggested that for the first year it should include procedures and responsibilities. This would require more time, but would result in recommendations for improvements. Limiting the audit to finances would only indicate whether or not transactions were covered by a supporting document, but not whether or not they were appropriate. Mr. Campagna added that a lot would depend on the time frame of the audit and the state of the books and other items. He went on to say that we should pick an auditor and use them for subsequent years, and the time required would be approximately two days plus the time to understand the organization. - Ron Woltman asked if Mr. Campagna could give an estimate of the

January 2003
costs, to which he replied that they would be in the $50.00 to $60.00/hr. range. However, the total cost would be lower in subsequent years as there would be fewer items to cover, and the auditor would be more familiar with the organisation. - Bennett Leckie noted that we had no written policy on mileage, but other items are supported by documentation. - Mr. Campagna stated that there were three levels of audits. The first was just the adding of the numbers, the second included the foregoing plus "hot spots", and the third was the previous two plus policies and procedures. He recommended the third level for the first audit. - John Powell asked whether we had documents such as an organization chart and a policy manual, to which Ron Woltman replied that a manual of procedures had been worked on in the past, but it's present status is unclear. Mr. Campagna added that if such background material existed, it would save money on the audit.o Ron Woltman asked the meeting if we should commission an audit, or just a review. The general consensus was an audit. - Rick Miskiman then raised the issue of cost (approximately $800.00 to $1,160.00. for two eight-hour days - Sec.), and a general discussion ensued regarding our accounting for event expenses, policies, etc. - Ron then asked what we should give Mr. Campagna in the way of books, recepts, statements, etc., and Bob Benson said he would liaise with Mr. Campagna to provide what he needs. - Ron next asked for a vote on a full audit to be conducted by Mr. Campagna, to an upset limit of $1,500.00. Carried. Membership The first topic raised was the design of the membership application forms. One version shows a box for members to direct their affiliation fees, while the other only contains one for members to indicate their "interests". This engendered a dis2003 Track Events Richard Muise stated that he had received enquiries regarding MCO organised lapping schools and test days, which resulted in a discussion on events or combinations of events: - Bob Benson noted that two day events alone are a drain on the Club's finances and workers, and we should do either a lapping weekend or a race but not both. He added that a race is too much work and money for the return to the Club, while CASC assumes no risk and gives nothing in return. On a personal note he added that he couldn't be both the treasurer and look after the race budget as he didn't have the time. - Ron Woltman stated that he was taking our concerns to the ORO meeting in Toronto, but that July 5th and 6th was a good weekend and we will be taking those dates for whatever we decide to run. - (?) mentioned that he had heard of another track in Quebec besides Solo I Mt. Tremblant, but no one present Jeff Graves informed members that knew which one it was. interest has been expressed in Solo I quarters regarding the prospective of Worker Points MCO organising such an event in Bennett Leckie proposed to reinstate 2003. He was not sure of all the de- an older system whereby event ortails, but had indicated that the Club ganisers would document informamight be interested in co-organising tion on those who worked events an event in 2003, and organising our and the duties they performed, and own event in 2004. In the discus- supply such information for the ansion that followed, the following nual worker awards. There was points were raised. some discussion as to whether or not - Richard Muise asked about organi- this would work as it be more work zational issues and budgets, and for event organisers, and it was realJeff replied that it would be a joint ly the worker's responsibility to subinterest with under ten people mit his or her information. The topneeded to organise a weekend. ic was closed with no resolution. - Ron Woltman enquired as to what the Club would have to do, and Treasurer Jeff said that it would only involve Bob Benson provided a brief report, coordination, and it was not a stating that we currently have aphuge undertaking. proximately $41,000.00 in the bank. - Rick Miskiman asked if we could hold an event in Ottawa, to which Rally Jeff replied that we could if we Craig Hamm was equally succinct, had a facility, and that some had noting that we had 19 members who expressed an interest in competing have volunteered to work our stage in an event here. Ron Woltman at the Tall Pines rally. closed the discussion by asking Jeff to pursue the matter and ob- The meeting was adjourned at aptain more information. proximately 9:45 p.m..(08:45?)
Prepared by John Powell, Secretary, MCO, November 23rd 2002, amended December 12th 2002. Tel. 613-835-2910; e-mail -

cussion on the following: - There were several comments involving club members being "members" of one affiliated governing body, especially regarding participation in the other's events, as previously raised in the discussion on the CASC AGM. - John Powell voiced the opinion that from his review of the various By-laws, it is clubs that are normally the members of the governing bodies, not individuals. As long as someone is a member of an affiliated club, he/she should be able to compete in all events run by CASC and RSO, and probably OKRA as well, although their bylaws were not part of the Membership Policy Review. - Also discussed was our system of membership anniversaries, and whether or not this could complicate entries in events where the governing bodies operate under a calender year.

the knob on the push-button switch - it releases and comes out in your hand! So I put a "PUSH - DON'T John Powell TURN" sticker next to the switch, otherwise someone is sure to for1. "You don't know what you've get, and got 'till it's gone " especially if it's your windshield 2. What's in a Name? washers - in winter! It's hard to be- We all know that names are suplieve that at one time cars didn't posed to mean something, or at come with windshield washers. least they once did. They were Corolla They were almost unknown in the originally used to denote someEvery time I see this one I think '50s, and were only an aftermarket one's or something's properties, "What's the corollary of a Corolitem (read CTC) or dealer option in values, and for a person or animal, la?" "That it exists in space and the early '60s. I remember having some significant or spiritual aspect. time?" "That someone doesn't to install them on a couple of my And this was common to all lanhave to walk?" Well, when I cars. By the mid '60s however, guages. For example, my own looked this one up I found that they had started to become stand- name, John in English, is of Heit's actually a real word, and I ard equipment, mostly on imports, brew origin, and has the meaning learned something. Accord-oh as was usual with safety items. "beloved of God", or a similar no, not another one-ing to the sense. In Cymraeg (Welsh, for you Oxford, the only dictionary of Well, the windshield washers went Saxon barbarians) "Morgan" the English language in all it's on the Vintage Stock Van in late means "from or of the sea or forms, it's a botanical term meanNovember. By the way, that's Sus- ocean" (mo^r = sea or ocean: the ing "Whorl of leaves (petals) an's theatre company, not the van. accent's supposed to be over the forming (the) inner envelope of It's an '83 GMC Vandura, and "o", but I don't know how to get it (a) flower", and it's derivation is while it may be stock, it's anything there), and Captain Morgan, the pi"L, dim of corona crown". So but vintage! Anyway, after much rate, was thus well-named No less there you are. A Corolla is either time with a Haynes book wiring di- significant is the spelling of names, a part of a flower, or a little agram, test leads, and a circuit test- as they mark a person for life. To Crown. (For Toyota fans, pun er, (I hate wiring problems) it change a letter or two can change intended.) turned out to be the combination the meaning, and not always for switch on the steering column. Corvette the better! Named after a World War II conNow this meant removing the What, then, of cars? Some, like voy escort and anti-submarine steering wheel and tearing apart the "Firebird" (the Phoenix) are pretty vessel. They were reasonably whole upper steering column, with obvious, as are those that simply fast, manoeuvrable, and well all those springs, lock rings and re- give a technical description; Volvo armed, and as part of a Huntertainers, turn signal self-cancelling 245 - Model Series 240 with 5 Killer Group, they could be cams and pawls, wiring connec- doors, and thus a station wagon. deadly. But they were also tors, and the combination switch And all this makes me wonder how small, smaller than a Destroyer, and stalk. And with all those gub- the following names were chosen: and cramped, and the way they bins floating around (or flying if rode the waves was said to be the they're spring loaded - which some Achieva origin of the development of of them are), and working in a Right. Meant to attract some Gravol. poorly-heated garage with a dirt ageing upwardly mobile yuppie floor, you just know that you're who still wants to make it but Elantra going to lose something important. hasn't? (If he had, he'd be driv"Elan" I know. It means to do The other option was to install a ing a BMW!) And if it keeps something with dash or daring, separate switch, which may not be breaking down, is it an "Undabeing vivacious, or as the Italians quicker, as I do have pullers, etc., Achieva"? would say, "con brio". The but it would be easier, with no risk Charge of the Light Brigade of lost parts, and cheaper. So I got Celebrity (short history lesson follows) a Crappy Tire push-button switch, Another wannabe "image" name. was carried out with lan, detracked down the hot wire to the When was the last time you saw spite it being a military cock-up base of the steering column, and or heard of one driving one? of the first order, due to poor with a bit of drilling and soldering, Cierra communications and judgement. in it went - and it works! I This name could mean "I'm a Light Cavalry were skirmishers learned something too. Don't twist

Miscellaneous Rumblings II

January 2003 March 2001 General Motors B-O-P marketer, and I don't know how to spell 'Sierra'". Either that or it's some obscure word of Italian, Spanish or Celtic origin (chierra? Kierra?). Or it could be that they're just trying to steal some thunder from the success of the Truck Division's Sierra?

January 2003 scouts, and charging fixed positions was the job of the Heavy Cavalry, who did, in fact, capture the Russian guns the next day. The reason the Light Brigade got as far as they did was largely due to their "lan". But Elantra? I have a mental image of a Buddhist monk chanting his mantra while wearing a tux and holding a glass of champagne. Not exactly the same thing, is it? Grand Prix If it's a fwd Pontiac it ain't grand, and it's sure no prize either - I know, I had one. The nearest this car will ever get to a Grand Prix of any kind is the spectator parking lot! GTO This is for Classic Car fans. It is an Italian acronym for "Gran Turismo Omologato", as in a grand touring car homologated for racing under FIA rules. When applied to a Ferrari 250 GTO, for example, it is an appropriate appellation. But to a Pontiac? As the old saying from the late '60s goes, "When is a GTO not a GTO? When it's a Pontiac!". Volvo O.K., let's have a go at what used to be my favourite car (the 140/240 series). I was once told by someone more learned in Latin than I (I failed Latin - several times), that "volvo" is the first person singular (or was that plural?) for "I roll". And the meaning of that depends on the context, doesn't it? Does it mean "I'm rolling along" or "oh sh*t, I'm rolling over"? XTerra Now what is this supposed to mean? Out of the bowels of the earth? Like a worm or mole? Or perhaps like some god of the underworld? Or made from dirt? O.K., that's enough silliness for now. But there's lots more, and they'll probably pop up in this col umn on those occasions when I need a filler. And I'm sure you can think of some favourites too, so why not let me know, and I'll put them in the next list. Send them to me at 3. "Pop! Goes the Weasel" Air bags are often touted as a wonderful safety innovation, but I've always wondered about this. They were mainly developed for the American market, at the instigation of their insurance industry, because Americans have the Constitutional right to be injured or killed in a vehicle crash, thus costing the insurance industry lots of cash. You don't really think they were interested in the people involved, do you? So, Americans can't be forced by law to wear such things as crash helmets and seat belts, as this would infringe on their individual freedoms, but they are free to burden themselves, their families, and society with massive medical bills and funeral expenses! And because the US is such a vast market, the rest of the world is also subjected to such "passive" restraints as front air bags and now side air bags, with yet more to come. (Head air bags? Bum air bags?) Why don't they just develop a system that instantaneously fills the interior of the car with expanding Styrofoam, thus immobilizing all objects within, both animate and inanimate? O.K., let's have a look at the pros and cons of airbags. Well firstly, they can save lives in severe crashes. Then there's are there any more? Oh yes, they don't "restrict my movement" nor "wrinkle by best suit or frock". Now the cons. Some of them have had a nasty habit of killing and injuring small children in the front passenger's seat, and they can injure larger people if they're not properly belted in. In addition, when detonated they have been known to injure hands, wrists, arms and shoulders, and cause abrasions on bare skin. They can also temporarily damage hearing. After all, when they go off it is somewhat like a small explosion in an enclosed space, and I've been around a few explosions, so I know what it's like. They only inflate once in situations severe enough for them to be triggered, and this is a distinct drawback when it comes to secondary impacts, which are more the norm than not,. They are expensive to replace, as even the best home mechanic is not equipped nor certified for such a job. And while they don't "restrict my movement", they do nothing to hold the driver in place while trying to avoid the crash in the first place. But they do same (some) lives. What then, about seat belts, and here I'm talking about a lap and shoulder harness. Let's deal with the cons first. Despite being required by law in some jurisdictions, there's no way to make sure people wear them, or wear them properly, short of having a cop riding shotgun. They do "restrict my movement" and "wrinkle by best suit or frock" somewhat, and in a crash, they can cause some bruising. They must also be replaced if the impact is severe enough to stretch the webbing, but can be installed by a reasonably competent shade-tree mechanic. By the way, your insurance probably won't pay to replace them, which has always puzzled me. (I don't think they'll replace air bags either, even though they pushed for their adoption.) Finally, and this is most common on American cars, the spring loading on the retractors is not strong enough to hold them snugly to the body in normal driving. What they do, and do well, is: keep the driver in his or her seat to enable him or her to better control the vehicle during cornering, or more importantly, while manoeuvring to avert a crash; restrain the occupants of the vehicle in both primary and all subsequent impacts; and, except in the most serious of crashes, leave the occupants in a sound enough physical and mental condition for

January 2003 them to attempt to escape the a marketing bomb. Consumers wreckage. And they have saved thought that if Fords needed seat many, many lives the world over. belts, then they must actually be unsafe! There was a little more inVehicle safety is an important con- terest in the UK and Europe, as cern to most people in developed seat belts were quietly introduced countries these days, but it was not on many cars, and starting in the always so. Up to the 1920s, and late fifties, the MG Car Company especially in Europe, most moto- used the slogan "Safety Fast" in rists were either rich, famous, or their advertising brochures. aristocrats. To the working classes, then the vast majority of Then, in the mid-sixties, came the population, vehicle safety was Ralph Nader and "Unsafe at Any almost a non-issue. After all, who Speed". The book is still interestcared if a few Aristos killed them- ing reading today, and he was bang selves; they weren't trained to do on in most of the points he raised, useful work anyway, so they although I do take exception to his wouldn't be missed. From the comments about the '59 to '64 Cor'twenties to the end of the Second vair. Its handling wasn't nearly as World War, thanks to such men as bad as he claimed, as his roll-overs Henry Ford (US) and Herbert Aus- had to be contrived with things that tin (UK), automobile ownership only a really stupid driver would began to trickle down to the upper do, such as run dangerously underand then lower middle classes, and inflated tires. He neglected to in North America, some in the up- mention that in '65 and later modper levels of the working class. In- els the swing-axles were replaced terest in vehicle safety thus grew by a true independent rear suspensomewhat, leading to such things sion, and they were thus one of the as all-steel bodies and hydraulic best-handling cars ever produced brakes. in North America. And he forgot about the VW Beetle, which conIn the post-war boom, car owner- tinued to use swing-axles, and sufship mushroomed, reaching down fered from exactly the same hanto all of the working class (who, dling defects as the early Corvairs. with higher-paying jobs, now began to think of themselves as But Nader did raise public con"middle class"), first in North sciousness through his battles with America, and about a decade later, the Big Three automotive compain Europe. But a funny thing hap- nies, and his fights in the legal and pened on the way to the car-port; political arenas in the US. His even with ever grater numbers of cause was also discovered by the vehicle owners, interest in safety, US insurance industry, who realespecially in North America was ised that the rising toll on the highalmost a non-issue. In the mid-fif- ways, in deaths, injuries and propties, Ford tried to introduce "safety erty damage, was costing them seat belts" as an option, and it was bundles of money. Automotive safety thus became a two-pronged movement, one involving public concern, the other emanating from the halls of corporate capitalism, and this movement is still with us today. In fact, automotive manufacturers are now also on-side, if somewhat reluctantly, as they realise that vehicle safety has become a plum marketing tool! Thus we are brought back to air bags and seat belts. And for myself, I feel safer in my RX7 with a roll-cage, a good racing seat, and a five-point harness, than I do in any vehicle equipped with air bags! 4. Parting Shot You know, I really can't help it. They just keep on giving me ammunition! What with "retro" cars, "retro" drills, and the like, the marketing gurus just leave themselves wide open to my acerbic wit. (Or what I like to think of as such.) The most recent is from Canadian Tire, from whom can be had for the Christmas Season (Gifting Season?), while quantities last, the latest design in a mechanic's creeper. It has "a built in tool kit, with ratchet and sockets, tire gauge, filter wrench, and more!" Now where is this tool kit located, I hear you all asking, with baited breath? Perhaps in a nifty fold out compartment or compartments along the side rails? Well, not exactly. Actually, nowhere near exactly. It's located just about where your bum would be when you're lying on the creeper, with the access cover underneath you! Now where did I put that filter wrench?

MCO General Meetings - 7PM, First Tuesday of every month Executive Meetings - 6:30PM, Third Tuesday of every month

1682 Cyrville Road (613) 741-2130

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

all are welcome!

January 2003

(reprinted from "The Ag-Dealer" Summer 2002, who apparently culled it from How does a company test its oil without slanting or influencing the results to favour its product over a competitors? All lubricant manufacturers use the industry standard set of tests for various operating needs of a particular oil. These have been set up and standardized by the American Society for Testing and Materials. There are tests to measure cold pour points, cold and hot viscosities, friction and wear control, gear oil film shear resistance and volatility loss. All these tests are assigned a specific test number, a specific set of steps to follow and a specific list of parameters. It matters not whether its Shell, Esso, Castrol or Amsoil doing the test, it will be carried out the same way in each companys labs. The first test that comes to mind is testing the shear resistance of gear oil film in a hypoid gear sets of your differential. Youve likely had a salesperson drop by your place trying to sell you their best-in-theworld oil additives they claim will do everything. The little electrically-driven machine (sometimes referred too as a one armed bandit) has a turning shaft with a bearing race on it that comes up against a stationary wear point. With levers, and in most cases weights to measure applied pressure, the salesperson shows you how their super additive makes your ordinary petroleum oil into super oil. Only one problem: the demonstrators usually use motor oil, and motor oils arent designed for oil film shear resistance because oil film shear forces arent applied to oil used for internal moving parts of an engine, transmission or hydraulic system. The machine, called a phalanx break machine, is designed solely

A Quick Look at Oil Tests

for testing the shear resistance of D3233. It uses a turning journal shaft running in a pressure oil bath gear lube oil. at a designated temperature for a In the hypoid gear set of differen- five-minute period. tials, the crown and pinion gears come together or mesh with a slid- The journal turns while under presing and ripping action under severe sure from two V-blocks on either load stresses. This action, along side, with pressure added little by with heat from friction, tends to little mechanically (that is, not by rapidly shear and degrade the lubri- hand). cant and its protective film. Here again, in laboratory conditions, this The second test apparatus is the test is designated a specific test Shell four-ball wear test, with number and such things as oil tem- ASTM test No. D4172. This maperature, a specific run-in time be- chine tests for anti-friction and anfore test pressure is applied and all ti-wear, lube and additive capabilithe other test parameters are fol- ties, and coefficient of friction lowed sequentially and precisely. measurements. This machine has Theres another myth blown out of one ball rotating against three stathe water. tionary balls under specific conditions of pressure, temperature, revWith this test, you can readily see olutions per minute and duration. the advantages of using a top quali- At completion of each test, the ty 2000 Series 75W90 or 75W140 wear scar size is measured on the gear lube in your various differen- stationary balls. For an example, a tials. The two main advantages of four-ball wear test of Amsoil synusing synthetics are: first, they re- thetic Series 3000 5W30, Mobil 1 duce friction and wear, which low- synthetic 5W40, Shell Rotella T ers operating temperatures 20 to 30 15W40 and Cummins premium degrees Fahrenheit and increase blue 15W40 gave these scar sizes: your equipments fuel efficiency. Amsoil, 0.391mm; Mobil, Second, synthetic lubes can be 0.41mm; Shell,0.683mm; and used three to six times longer than Cummins,0.707mm. The lower the petroleum lubes. A side benefit is number, ( the smaller the scar) the that the synthetic product doesnt better the protection. physically shear back in viscosity or break down into a black and Next is the cloud or pour point test, grungy mess, as Im sure youve using a Fisher tag machine and seen each time youve drained pe- ASTM test No. D97. This machine troleum gear lube from your differ- lowers a measured amount of lubrientials and planetary drives. cant to a cold temperature until the petroleum oils start to cloud. It also When synthetic additives eventual- shows the temperature at which ly deplete to 30 per cent of new wax crystals start to precipitate out. and are due to be changed, they look much like they did when in- Remember, theres no wax or varstalled, even though theyve lasted nish in synthetics. The tester then up to six times longer than petrole- continues to lower the temperature um lubes. Synthetic lubes do not until the lubricant, whether petroleshear back or lose their high-end um or synthetic, will not pour or viscosity as petroleum products flow. This is called its pour point, can do. or the temperature at which the lube wont flow. Now in motor oils and other testing for wear and lubricant film protec- Synthetic 15W40 motor oils have tion. Two machines are used for pour points as low as -45degrees C, this. One is the phalanx journal compared to a petroleum average tester with the ASTM test No. (continued on page 12)


January 2003


by Sam Mandia When Greg Kierstead stood up at the December meeting, and asked if anyone would provide information regarding car setup, I thought what a great way to get a lot of club members involved. Hopefully this article will start the ball rolling for input and information about different types of cares and car setups. After 20 plus years of driving a Formula Vee and dealing with 1934 suspension (front torsion bars and O-roll rear suspensions) there is not a lot of useful information I can pass on, but there are a few

books that may help you.

"tweaks".Also, be aware that some of the older books may not be curHow to Make Your Car Handle rent with regard to tires. by Fred Puhn This a start and I would encourage The Carroll Smith set of books other members to pass on (a set of tion through the Link. 5 books on all forms of car setup) The Art and Science of Grand Prix Driving by Niki Lauda Grassroots Motor Sports monthly magazine Canadian Sport Compact magazine from Inside Track Publications Editor's note: Should you have information you The owner 's manual for your vehi- feel like sharing with other club cle is a very good place to start, as members through The Link, send it well as a visit to an aftermarket by e-mail to, or seek shop. Testing is the only way to me out at any of MCO's many check handling and suspension events, and pass it on in person.

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January 2003

(continued from page 10) of -15degrees C to -30degrees C. Quite a difference when it comes ato starting the ol tractor to blow some mid winter snow. Another piece of test equipment used for viscosity performance is the kinematic viscosity bath tester. ASTM test No. D445 is used to test the lubes at 40degrees C and at 100degrees C. It measures the lube flow characteristics in the centistokes, or cST. The other cold performance rating machine is called a cold crank simulator, using ASTM test No.2602. this test puts the lubricant at a specific cold temperature ( this temperature depends on the lubes viscosity rating) and measures the turning resistance of a shaft covered with lubricant. The rating is measured in centipoises, or cP, and gives a fourdigit viscosity rating. The lower the number, the lower the turning or moving resistance will be for that particular oil. As an example, Amsoil synthetic 15W40 has a rating of 2,342 cP at -15degrees C, as compared to Shell Rotella T 15W40 at 3,250 cP. Next, well look at the heat side of things. All motor oils-transmission, hydraulic and differential lubes-lose a certain amount of their volume to vapour loss at normal operating temperatures. They lose the lighter portions (molecules) of their base stock

makeup, which tends to make them thicker (viscosity-wise) when cold. Here the laboratory staff uses a test called the Noack volatility test with ASTM test No. DIN 51581. The apparatus holds a container with a known weight of oil in a bath at 250 degrees C for one hour.

and leaves a control group on a comparable petroleum lube and service schedule. When the test ends, all data is correlated and the information is charted. Lets recap some of the advantages tests have shown for using synthetic lubricants in your vehicles and equipment.

At the end of the test, the sample is again weighed and the resulting loss recorded as a percentage of - High film strength, shear resistvolume loss. For example, the ance and wear reduction of syn15W40 synthetic product I handle thetic lubes give better fuel has a volatility loss of 7.25 per economy, longer wear, easier cent, as compared to a popular rolling and less resistance in petroleum 15W40 lube which has cold weather, as well as more a loss of 17.01 percent. So you integrity at high loads and temcan see from this how synthetics peratures. save you oil and dollars because of much lower consumption loss- - Excellent viscosity and cold es. crank ratings of motor oils and power train lubes in the cold Looking at engine oil consumpflow or pumpability categories tion, keep in mind that many memake for easy winter starts and chanically-related items can cold start wear reduction. cause consumption problems, regardless of the oil used. These in- - Very low volatility rates of synclude oil leaks, worn crankshafts thetic lubes mean, as an examor camshafts bearings, misaligned ple, that your Cummins truck con rod or wrist pin bearings, engine could run 200-plus per worn piston rings and cylinder cent farther per quart of engine parts, clogged PCV valves and oil. Cold viscosity stays consisbreathers, wonr valve stems and tent longer for better starting guides, dirty oil and cooling sysand longer lasting oil changes. tems (which put higher heat stress More hard earned dollars are on lubrication), worn timing saved. chains or out-of-time engines. All cause high vacuum and oil con- - After-testing teardown of engine sumption. So, as Ive said before, components show nearly factothink about the over all mechaniry-new cleanliness, which recal shape of the machine which lates directly to longer-lasting youre thinking of changing over engines. Again, many hundreds of dollars are saved with lower to synthetic lubes. repair and service costs. One other testing - Test after test found that synis fleet testing. thetic lubricants reduce wear, Companies with reduce fuel costs, extend comcommercial vehiponent life, reduce exhaust cles or heavy emissions and reduce service equipment will incosts. So why would we continstall synthetic ue using a 19th century lubrilubes in a percentcant in a 20th or 21st century age of the vehicles equipment or vehicles.


(continued from page 2) leaves me 38 seconds late (this is good if it is timed to the minute). If the control is timed to the 1/10 minute, a better choice is to ask for a TA of 4.5, meaning you would be scored as being 22 seconds early. Twenty two is smaller than 38, so it's a better choice. Strategy. Say you go off route by taking the wrong turn. After 2:05 (minutes:seconds) you realize the mistake. You curse for 4 seconds. Turn around, another 5 seconds, and it takes you another 1:48 to get back to the correct route. When you get back to the correct route you are at least 2:05+0:04+0:05+1:48 = 4:02 late. A 3.5 TA is not enough (scored 32 seconds late). If you continue at CAS and find a control and ask for a 4.5 TA you are 28 seconds early! When you get back to the route the cool headed thing to do is to WAIT. Wait 28 seconds, so now you are 4:30 late (4.5). Then you resume at the CAS as prescribed

by the routebook and request a 4.5 TA at the next open control. This should zero your penalty if you maintained CAS at all points while on the correct route. You did not have to break the land speed record. You did have to drive CAS, and your navigator did have to know how much TA to take, and the team had to be disciplined enough to wait the other 28 seconds. This is rewarded by a low score. Changes. This rule change is unique to MCO, in Ontario, and perhaps Canada. It was a matter of serious discussion, initiated by myself early in October, and included the top road rallyists, provincially. John Bellefleur even endorsed the idea! It met with some strong dissenters within the Ontario rally world as it was seen to be unnecessary by many, while a few strongly endorsed the idea. But, I believe that provincially it is just a matter of time, the TA is coming out of necessity. The risks of competing on public roads which are seeing

January 2003 March 2001 increased traffic, pressure for housing developments in the rural areas, and the rise in entries of unskilled drivers at beginner level, are mounting each year. There may be a rise in undisciplined behaviour among competitors, possibly due to the star nature that top WRC competitors have attained through recent and massive television exposure - we all want to drive fast and sideways like Richard Burns, right? Sure, but a road rally is not the place. The application of TAs does not in any way take away from the precision nature of Road Rallying. It will not reward poorly organized or poorly skilled teams with undeserved wins. Be sure to review the official regulations which should be out by the time the first event, the Mississippi Valley Winter Rally, runs on January 11 from J.R's Restaurant, Almonte, registration open at 6PM, first car out at 7:01PM. No time allowances for showing up late at the rally!

Mississippi Valley Winter Rally

January 11, 2003 First event in the 2003 MCO Rally Championship. Cchallenging and fun night winter drivex of approximately 220km in 3-4 hours. The venue is JR's Restaurant in Almonte, Ontario. Registration opens 6:00pm, car 0 departs 7:00pm. Workers should arrive by 5:30pm. NOTE: A safety triangle MUST be carried by each vehicle. Tires with the "M+S" or 'snowflake' markings are HIGHLY RECOMMENDED. Entrants must be members of an ASN-affiliated club. For more information, please contact the Rallymaster: Alan Ritchie (613) 226-9053

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January 2003

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Table of Contents
Time Allowance Rule for 2003 . . . . . . . . . page 2 Minutes of General Meeting, December . page 3 Minutes of Executive Meeting, November . . . . . . . . . . . . . . . . . . . . . . . . . .page 5 Miscellaneous Rumblings II . . . . . . . . . . .page 7 A Quick Look at Oil Tests . . . . . . . . . . . .page 10 What Springs to Mind . . . . . . . . . . . . . . page 11

Coming Events
January 7, 2003 MCO General Meeting, Louis' Steakhouse January 11, 2003 Mississippi Valley Winter Rally January 12, 2003 MCO Winter Driving School, Ottodrome January 18, 2003 SMCC Rally des Glaces January 19, 2003 Winter Solo Event #1, Ottodrome January 25, 2003 MCO Winter Driving School PMSC Snowy Safari Rally February 1, 2003 SMCC Rally des Neiges February 2, 2003 Winter Solo Event #2, Ottodrome February 7-9, 2003 Rally Perce-Neige February 9, 2003 MCO Winter Driving School

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