AUTOSPORT

JANUARY 9 2014 AUTOSPORT.
COM 3
CHARLES BRADLEY EDITOR
[email protected]
@Autosport_Ed
PRIVATE EAR
FIND US ON
POLE POSITION
Countdown to the 2014
F1 season begins here
AS OF TODAY (THURSDAY) THERE ARE 66 DAYS UNTIL
the rst grand prix of the year in Melbourne. Before that, there
are just three tests for teams to hone their radically different 2014
challengers, as the bofns engineer around the biggest new rules
package in decades.
The return of turbo engines, combined with dual energy-
recovery systems and reduced aerodynamic efciency, has the
potential to shake up the pecking order. In this weeks issue,
weve delved beneath the skin of these next-generation racecars
so you know what to expect when the real machines are launched
at the end of this month.
As Ferraris Pat Fry says, the opportunities for getting it wrong
are going to be massive and the news that Lotus is going to
skip the rst test at Jerez is an indicator of the mild panic and
crisis management that Adrian Newey alluded to at our Awards.
Even the top teams might nd this journey an uncomfortable ride.
So who is going to come out of all this uncertainty on top?
Bar the usual suspects, I havent a clue. And its going to be
fascinating nding out.
CONT E NT S
January 9 2014 vol 215 no 2
3
Cover illustration: Alan Eldridge
Inset: Baudin/DPPI
PI T & PADDOCK
6 THIS WEEK IN F1
9 GUEST COLUMN: DIETER RENCKEN
10 THIS WEEK IN MOTORSPORT
13 GARY HARTSTEIN: THE INSIDE LINE
14 F1 2014 REVEALED
Gary Anderson and Craig Scarborough and Edd
Straw explain how the cars of F1 2014 will look
DE BRI E F
24 DAYTONA PROTOTYPES V LMP2
The problem of balancing performance in USCR
26 ALEX LYNN: RED BULL JUNIOR
How Macau victory put Brit on the radar
F E AT URE S
28 BIG MOVERS OF 2014
Whos going where in all the big series this year
32 KIMIS EXTRACURRICULAR ANTICS
including rallying, sportscars and NASCAR
36 ALLAN McNISH: SPORTSCAR STAR
What made the Scots enduring legacy
42 McNISHS SIX OF THE BEST
We pick out his six best sportscar races
46 NO MORE MEEKE AND MILD
Its time for the Brit to deliver in the WRC
51 AUTOSPORT INTERNATIONAL SHOW
Why the 2014 show will be unmissable
56 RALLY CARS ARE THE STARS...
Iconic Rally GB machines to pore over
62 ...THERES PLENTY OF RACERS TOO
Some of the great cars you can expect to see
64 INDOOR ACTION AT THE NEC
The Live Action Arena is set to thrill again
66 ENGINEERING & ROAD CARS TOO
Bofns beware: tech heaven is at the NEC
68 CLUB RACERS TAKE THEIR BOW
All the key national launches set to take place
RACE CE NT RE
75 EUROPEAN RALLY; DAKAR; MRF
SUBSCRI BE F OR A F RE E GI F T
100 FREE MERCEDES F1 THERMO MUG
Subscribe for a great deal and digital package
CL UB AUT OSPORT
95 KX AKADEMY DRIVERS REVEALED
Scheme unveils its ve members for 2014
96 SUPERTOURING TO SUPPORT BTCC
HSCC tintops to appear at Oulton Park
98 CAMMISH TAKES GOLDEN HELMET
FFord champ tops 2013 national race winners
T HE BACK ST RAI GHT
102 THIS WEEK
Readers letters and best pictures
104 WHATS ON
The best track and TV action in the coming week
106 RACE OF MY LIFE:
STEPHANE PETERHANSEL, DAKAR 04
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T H E B I G P I C T U R E
Carlos Sousa was the opening-day leader of the Dakar
Rally in his Haval, but 11-time event winner Stephane
Peterhansel was leading by Tuesday (report, page 77)
JANUARY 9 2014 AUTOSPORT.COM 5 0123456789
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6 AUTOSPORT.COM JANUARY 9 2014
This week in F1
SCHUMACHER
REMAINS STABLE
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Schumacher hospital
has attracted
much attention
M
ichael Schumacher
was officially listed
as in a critical but
stable condition and
continued to be in
an induced coma as
AUTOSPORT closed
for press.
The seven-times world champion
suffered a severe head injury while
skiing in the French Alps on
December 29. He remains under
care at a hospital in Grenoble.
In the wake of numerous
inaccurate reports about the
44-year-olds condition, his manager
Sabine Kehm issued a statement
warning about invalid information:
We would like to clearly stress
that any information regarding
Michaels health not coming from the
doctors treating him or from his
management must be treated as
invalid and pure speculation.
GREEN LIGHT FOR
AUSTRIAN RETURN
The return of the Austrian GP has
been given the final go-ahead by
local authorities. The race, which
will be held at the Red Bull Ring on
June 22, had to go through district
administration formalities.
Le Mans never really
ticked the boxes for me
Force India deputy team principal Bob
Fernley believes breaking into the top
five in the constructors championship
is a realistic target for the team. It has
to be higher next year, he said of the
team, which finished sixth in 2013.
Force India
eyes top ve
DID YOU KNOW?
Force India finished third in the
constructors championship in
1999 in its Jordan guise.
Jenson Button has no interest
in following Mark Webber
into sportscars once his
F1 career is over
Lotus will miss the first pre-season
test at Jerez later this month, with
its new E22 now not scheduled to
make its track debut until February
19 in Bahrain. Technical director
Nick Chester said: Were going
to keep our car under wraps a
little longer than some other
teams. Weve decided that
attending the Jerez test isnt
ideal for our build-and-
development programme.
Lotus to miss Jerez testing
P13 DR GARY HARTSTEIN ON SCHUMACHER

JANUARY 9 2014 AUTOSPORT.COM 7
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PI T & PADDOCK
For all the breaking news, visit
B
rian Hart, who died
last weekend, was
the last of the true
independent engine
builders to thrive in F1,
claiming podium
nishes with Jordan
and Arrows in the
mid-1990s.
Hart was an
accomplished driver, dominating
the 1172cc Clubmans scene in
the UK and emerging as a race-
winning driver in Formula Junior,
F3 and F2 events. He appeared at
the highest level, racing the Frank
Costin-designed Protos in the F2
class of the 1967 German Grand
Prix at the Nurburgring.
But it is as an engine builder
that he earned fame. After
working with Cosworth, he
established Brian Hart Ltd in
1969 and specialised in rebuilding
Cosworth FVA engines. After
developing the BDA engine for
rallying for Ford, he adapted it for
F2. It propelled Ronnie Peterson
and Mike Hailwood to the 1971
and 72 European F2 titles.
Hart re-emerged as a
frontrunning F2 engine builder in
77, and his big break came in 79
when the Toleman Group engaged
him to supply engines. Brian
Henton almost won the 79
European F2 title driving a Ralt
RT2 and did clinch the crown
driving the Toleman-Hart in 80.
In 81, Hart graduated to F1
with a hastily-prepared 1.5-litre
four-cylinder turbo along with
Toleman. Henton and Derek
Warwick only qualied for two
races, but Hart would earn many
admirers for producing an
increasingly competitive engine
on a shoestring. In 1984, the Hart
turbo propelled Ayrton Senna
to three podiums, including a
near-win in Monaco.
Brian was very organised,
always positive with everything
very clean and tidy, says
Warwick, who raced with Hart
power in F2 and F1. He was t,
sharp and had the respect of every
engine builder in the pitlane. I
know that [BMWs] Paul Rosche
was one who had a lot of time
for Brian because everyone knew
what an unbelievable job he was
doing with the budget he had.
Brian was a big part of the
team and would help the
mechanics whenever he could.
But you didnt want to get on
the wrong side of him and if you
messed up he would let you know.
Equally, if he didnt deliver
he would tell you. It was an
honour to know Brian.
With Toleman taken over by
Benetton and switching to BMW
power in 1986, Hart dropped out
of F1 early that year after a brief
spell powering the Haas team.
He went on to prep Cosworth
customer F1 engines before
returning to supply Jordan
with his 3.5-litre V10 in 1993.
After a difcult rst season, the
partnership ourished in 94, with
Rubens Barrichello claiming pole
at Spa and nishing third at Aida.
There was nothing in the
world as satisfying for Brian Hart
and myself as taking on the big
boys who had 10 times the budget
and showing them up on Sunday
afternoon, says former Jordan
technical director Gary Anderson.
Jordan landed works Peugeot
engines for 1995, leaving Hart to
supply Arrows for the next two
years. After powering Minardi
in 97, Hart returned to run the
Arrows engine project in 98
and dropped out of F1 following
Tom Walkinshaws acquisition
of Brian Hart Ltd.
1936-2014
Brian was t,
sharp and had
the respect of
every engine
builderDEREK WARWICK
Brian Hart
Jordan-Hart took
Spa 94 pole
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Dieter Rencken
Ferraris Luca di Montezemolo wants to
get the F1 teams together to discuss
the future, two years after quitting FOTA
F1s political animal
9
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ne of the most mystifying developments during
Formula 1s festive season was Ferrari president
Luca di Montezemolos stated desire to call a
summit to discuss the nature of F1 with the teams.
We have to make proposals to do something, without
putting anyone in the corner and not [do deals]
under the table. I want to do it in a very open way, the
patrician Roman told AUTOSPORT at the Scuderias
Christmas media luncheon. I want to have more
dialogue between the teams not about competition,
but looking at the problems with F1.
While there is absolutely no denying that the so-called
nature of F1 is in dire need of urgent discussion, di
Montezemolos call to arms is rather bafing, not least
because a forum to discuss precisely such matters exists
and was, indeed, formed as a direct result of a similar
battle cry from him in mid-2008.
Ferraris boss became charter chairman of the Formula
One Teams Association as the resultant body came
to be known with FOTAs founding secretary-general
being hand-picked from Conndustria, an employers
association di Montezemolo previously headed.
Di Montezemolo went on to serve two FOTA terms
before handing over to McLarens Martin Whitmarsh
(who heads the team alliance to this day) and thus knows
a thing or two about FOTAs workings despite Ferrari, in
common with Red Bull Racing/Toro Rosso and Sauber,
withdrawing from FOTA at the end of 2011 after a row
over F1s then-Resource Restriction Agreement.
There is no doubt that this quadruple defection, plus
withdrawal by HRT over membership costs, wounded
FOTA, but the body continues to play active roles in such
as testing, cost-cutting and further issues that affect F1,
and diligently consults Ferrari over common issues. In
fact, sources conrm that FOTA proposed a (stillborn)
summit with the Italian squad during F1s summer break.
In December FOTA put its future existence to the vote,
providing members with three choices: continue as is;
downsize, providing services on a paid-for basis; and
dissolution. The middle option got the majority nod.
FOTA members therefore have every right to be
bemused by di Montezemolos proposal, with cynics
venturing that the August meet failed to materialise
because it wasnt invented in Maranello. This perfectly
encapsulates F1s biggest ill: inability of team bosses to
convene crucial meetings despite the enormous challenges
facing F1, in turn enabling the Commercial Rights Holder
(CRH) to run rings around 11 usually astute businessfolk
A cert on the summits agenda should it come to
pass is the question of cost saving, and here Ferrari
(and Red Bull/Toro Rosso) remain at odds with FOTA,
which favours, as does the FIA (which has formed a
working group), cost caps.
Di Montezemolo suspects manufacturer-owned teams
could be tempted to circumvent caps through having
subsidiaries or associates provide advantageous goods/
services, citing Daimler (Mercedes) and Fiat/Chrysler
(Ferrari) as possible culprits. Further division
However, he cites one example of the urgent need
for cost control as this year all the movements of
the drivers bar those at Ferrari involved pay drivers.
Setting aside that this overlooks nemesis Red Bull,
whose elevation of Daniel Ricciardo was hardly driven
by his wallet, the Italian has a point, save that all teams
aficted thus do not benet from substantial premiums
paid by the CRH to Constructors Championship Bonus
teams: Ferrari, Red Bull, McLaren and Mercedes.
Ask any team boss whose performances are
marginalised by lower annual payouts whether he/she
would elect to appoint a superstar rather than begging
for bucks in the back of beyond and the answer is surely
a resounding yes! Look no further than Lotus, the
highest-placed non-CCB team, which tried in vain to
retain Kimi Raikkonen, yet was forced to accept his
defection to Ferrari in the wake of unpaid salaries.
During 2008-10, the very years di Montezemolo
chaired FOTA, team unity delivered enormous benets,
not least a Concorde Agreement that treated all teams
equally (save for Ferraris 2.5 per cent premium) and equal
say in a governance process that favoured the teams.
After Red Bull and Ferrari exited FOTA, the CRH/team
dynamic shifted, largely due to their defections. Four
teams are now said to be seriously endangered despite
their pay drivers and will remain thus until 2020.
And there is no Concorde in place to dene their rights.
Clearly, then, the answer to F1s current challenges lies
not in calling ad hoc summits and endlessly debating
cost controls, but in a united FOTA able to secure equal
benets revenues for all and, crucially, a stable future
for a sport with uncertain leadership going forward.
PI T & PADDOCK
FOTA members have every right to be
bemused by di Montezemolos proposal
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Ex-F1 racers in frame for new electric series
F
ive former grand prix drivers
have registered an interest in
competing in Formula E when
it kicks off later this year.
The series released the
names of eight drivers who have
shown their support, with
Sebastien Buemi, Vitantonio Liuzzi,
Takuma Sato, Lucas di Grassi and
Karun Chandhok joined by IndyCar
racer Marco Andretti, Audi DTM
driver Adrien Tambay and ex-F1
reserve Ma Qing Hua.
None of the drivers are
guaranteed to race, but several
already have ties to teams entered.
Series boss Alejandro Agag said:
It will be down to the teams to
select who fills their seats. But we
hope by offering them a pool of
top international drivers to choose
from, we can deliver on our promise
of close, entertaining racing in city
centres around the world.
The championships Spark-
Renault SRT_01E car was driven in
public for the first time in Las
Vegas earlier this week (pictured).
1973
Ferrari president Luca di
Montezemolo has hinted that the
marque could launch its first factory
prototype programme since 1973,
saying last month that a return
to the Le Mans 24 Hours, in
pursuit of outright victory, will
come sooner or later.
Robert Kubica says his Monte Carlo
Rally warm-up win on last
weekends Janner Rally was one
of the toughest of his career.
The European championship
event was the Poles first rally
with new team M-Sport and his
first run in a Ford Fiesta.
I came here with a new car, a
new co-driver [Maciej Szczepaniak]
and into completely new conditions.
You can imagine when you get
already one new thing its difficult;
when you put them together it
has been one of the toughest
motorsport weekends of my career.
Onyx reforms
for WTCC
Onyx Racing founder Mike Earle has
reformed his team, which competed
as a Formula 1 constructor in 1989
and 90, to embark upon the first
of a five-year World Touring Car
Championship programme in 2014.
The new team, run in partnership
with Arlington Industries Group, has
been working on its 2014-spec WTCC
project for nine months, and plans to
reveal the car and drivers shortly.
Kubica hails Janner Rally win
Jordan is Red
Bull Athlete
Reigning British Touring Car
champion Andrew Jordan has been
named as a Red Bull Athlete.
The 24-year-old, the first racing
driver to join the scheme, will
participate in various Red Bull events,
although AUTOSPORT understands
he will still race his Honda Civic
with his Pirtek-based livery.
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In brief
LEAL FOR CARLIN GP2
GP2 regular Julian Leal (above) will
switch from Racing Engineering to Carlin
for his fourth season in the series. The
Colombian scored his rst two podiums
in the series last year, nishing second
at Spa and third at Monza.
CAMPOS GETS PIC JR
Formula Renault 3.5 graduate Arthur Pic
will make his GP2 debut this season. He
is the rst driver to join Campos Racing,
which returns to the series in 2014 after
taking over the Addax squads entry.
ANDY GRANATELLI DIES
Former STP CEO and Indianapolis 500
legend Andy Granatelli passed away at
the end of last year, aged 90. Prior to
rising to prominence with STP, Granatelli
ran an auto shop with his siblings, and
became a race promoter during WWII.
PREMAT OUT OF GRM
Frenchman Alexandre Premat has split
with the Garry Rogers Motorsport V8
Supercars team to explore other
avenues. The 31-year-old, a former Audi
DTM driver, nished 19th in last years
championship. Will Davison, meanwhile,
will switch from Ford to Mercedes after
signing a multi-year deal with Erebus.
NOVIKOV SKIPS 2014
Evgeny Novikov will skip the 2014 World
Rally Championship after failing to secure
a deal for the coming campaign due to
budget issues. The 32-year-old became
the rst Russian to win a WRC stage
and to nish on the podium in 2012.
BRIT BACK TO TRS
Nissan GT Academy protege Jann
Mardenborough will return to the Toyota
Racing Series this weekend with Giles
Motorsport. Mardenborough, third in
LMP2 in last years Le Mans 24 Hours,
secured the rookie TRS crown last year.
SERRALLES AT WEST-TEC
Formula 3 European Championship ace
Felix Serralles has become the rst
driver named by Team West-Tec for the
squads rst year in the series. The
21-year-old Puerto Rican raced with
Fortec Motorsport last season.
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Sauber man Sirotkin joins Fortec
Nissan to place
drivers with
Muscle Milk
Nissan will place drivers with Muscle
Milk/Pickett Racing in each of the
United SportsCar Championship
enduros as part of its global exchange
programme. Alex Brundle (above)
will make his Daytona 24 Hours debut
with the teams ORECA-Nissan this
month, while a Nissan-affiliated
driver will join team regulars Klaus
Graf and Lucas Luhr at the Sebring
12 Hours and Petit Le Mans.
Prodrive
eyes Dakar,
Formula E
New Prodrive Motorsport boss
John Gaw has targeted an
expansion into Formula E and
rally raids such as the Dakar.
The 42-year-old is also keen
to initiate programmes in this
years FIA World Rallycross
and Global Rallycross
championships with the new
Mini RX, a lighter and more
powerful version of Prodrives
World Rally Car (pictured).
Sauber Formula 1 test driver Sergey
Sirotkin will drive for Fortec
Motorsport in this years Formula
Renault 3.5 Series. The Russian, who
Sauber had initially hoped to promote
to an F1 race seat, will partner Oliver
Rowland. He finished ninth in his
2013 rookie campaign with ISR.
Evans in M-Sport Fiesta test
Britains Elfyn Evans kick-started
M-Sports week-long Monte Carlo
Rally test last Sunday, driving a
face-lifted Ford Fiesta RS WRC
the team plans to introduce for
Aprils Rally Portugal.
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T: 01235 831221 E: [email protected]
www.endurorally.com
Supported by:
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Get that far and you have just driven
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crossing of Mongolia.
Bring a car that is blessed with dead-
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the road where they repair old trucks,
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Backed up by the most experienced
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who even have to truck in the wood
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Call Philip Young and the most experienced team in classic rallying...
Bone flaps opened by the surgeon allow the
brain to swell a bit before the pressure rises
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ets take a look at whats happened to Michael
Schumacher, from his fall until roughly now. It goes
without saying that this is based on what weve been
told at the press conferences, viewed and interpreted
through my eyes. I will not speculate, but will rather read
between the caring physicians lines and put this into the
context of the treatment of severely head-injured patients.
Its useful to think of the impact against the rock
as having done two things: it essentially immediately
created a series of severe lesions, and it set into motion
processes that, left to themselves, would aggravate the
damage already done.
What about the initial lesions? There were probably at
least four types of injury produced by the fall.
The rst is formation of haematomas. Torn and
damaged blood vessels let blood escape in sufcient
quantity to coalesce. They are dangerous both because
they are markers of severe impact as well as because
they cause the intracranial pressure (ICP) to rise. Weve
been told that Michael had a right-sided extradural
haematoma (between the skull and the dura, a membrane
surrounding the brain) that was evacuated surgically a
week last Sunday, and a series of intracerebral (within
the brain tissue itself) haematomas. One of these, on the
left, was evacuated last Monday, but there are several
others, located on the left, on the right and in the centre.
The second type of injury is contusions. These are
bruises, just like when you bang your arm or leg. Tiny
quantities of blood seep from the vessels, but not
enough to collect. This gives that black-and-blue
look. Theres also swelling of course, which adds
to the ICP increase caused by the haematomas.
Third is the possibility of damage to the long cables
in the brain. Injury to these axons is harder to see
with modern imagery, but is often associated with
poor neurological outcome.
Last, I have heard insistent stories of damage to one
of the four arteries feeding the brain. Even if true, the
signicance of this is hard to assess, as most people have
extensive connections between the four arteries, allowing
ow through one to compensate for blockages in another.
What about the vicious circles I alluded to above?
The most important revolves around the ICP. Increased
ICP compresses the tiny blood vessels nourishing the
brain. The problem is, when the brain isnt receiving
enough blood, what do you think it does? Right
it swells. This aggravates the already high ICP, and
the already low blood ow.
Taking care of severely head-injured patients involves
rigorous adherence to a few principles. Basically, the brain
needs to consistently receive adequate amounts of oxygen
and nutrients. For this to happen, the air passages are
maintained open and secure by a tube placed in the
windpipe. Oxygenation and ventilation are provided by
sophisticated ventilators, and adjusted to values as close
to normal as possible. In order to ensure proper brain
blood ow, it is urgent to control elevated ICP.
The rst step in controlling high ICP was done on
the Sunday and Monday after Schumachers accident.
The surgically accessible haematomas were evacuated.
In addition, the bone aps opened by the surgeon
werent closed, allowing the brain to physically
swell a bit before the pressure rises.
It turns out that cooling the patient just a few degrees
can help make sure that energy delivery is adequate. This
is because cooling slows the brains metabolism. That
means that any given level of oxygen and nutrient delivery
is more likely to be sufcient for the brains needs.
Hypothermia is also very effective against elevated ICP.
Its also important to understand what is meant by,
and the role of, the medically-induced coma.
I mentioned controlling the airway with a tube in the
trachea, controlling breathing with a ventilator and
reducing body temperature. Now, realistically you just
cant do this to a patient, even a severely head-injured
patient (especially not a head-injured patient!) without
anaesthetising them. So all these patients are put to sleep.
This also helps ensure that the patient doesnt shiver
during the period of hypothermia (usually 48-72 hours).
If despite all the above the ICP stays elevated, the
anaesthesia is deepened signicantly. This aims at
temporarily abolishing electric activity in the brain,
in order that all available energy be used for vital
cellular maintenance, not superuous activity.
The future? A long, long road. Months at least. Short
term, the anaesthetic needs to be lightened when the
ICP is normal and stable. Thats the next big step.
Follow Gary on Twitter at @former_f1doc
PI T & PADDOCK
Ex-F1 medical delegate and consultant
anaesthetist and A&E physician analyses
reports of Michael Schumachers condition
Gary Hartstein
The inside line
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F1 2014
In 2014, Formula 1 gets a new look, and a new sound, with a major regulation change built around new engines. GARY ANDERSON, CRAIG SCARBOROUGH & EDD STRAW reveal it all
TURBO ENGINE ENERGY RECOVERY SYSTEM
EXHAUST-BLOWN AERO GONE
New exhaust-pipe regulations
outlaw exhaust blowing
DRS
Opens 15mm
wider than
previously
GEARBOX
Eight-speed
gearboxes make
their debut
F 1 201 4 RE VE AL E D
REAR WING
The beam
wing is gone
1.6-litre
turbocharged V6
engines replace the
old 2.4-litre V8s
Both kinetic (from the brakes)
and heat (from the turbocharger)
energy is recycled for a more
powerful green energy system
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NE W- L OOK RACE RS
F1 2014
In 2014, Formula 1 gets a new look, and a new sound, with a major regulation change built around new engines. GARY ANDERSON, CRAIG SCARBOROUGH & EDD STRAW reveal it all
UGLY NOSE
FRONT WING
New rules
designed to
get the nose of
the cars lower
Narrower, this
change poses
a major design
challenge
SIDEPODS
New crash
structure and
cooling demands
mean bigger
sidepods
MINIMUM WEIGHT
Increased from
642kg to 690kg
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F
or the rst time since Alain
Prost won the 1988 Australian
Grand Prix, the Formula 1
grid will feature turbocharged
cars in 2014. But this change
is vastly more complicated
than simply running a smaller-
capacity engine tted with a
turbocompressor. So dramatically
different is the new power unit, as it
should be more properly called, that
it will transform the nature of grand
prix racing.
New engine formulas in F1 are
nothing new. Over the years, there
have been numerous changes, most
recently the switch to 2.4-litre V8s
for 2006. But there has never been
so seismic a shift, with the
replacement of the old KERS with
energy-recovery systems that offer
twice the power boost for up to
ve times longer per lap. This,
combined with a draconian fuel
limit, is designed to make F1 engine
regulations more road relevant and
environmentally-friendly and poses
a huge challenge to achieve the
necessary performance levels and
efciency to thrive.
ENGINE CONFIGURATION
The engine itself is a 1600cc
(+0/-10cc), 90-degree V6 engine
with a sole, single-stage
A draconian
reduction in the
amount of fuel that
can be used has
been mandated
100KG FUEL RESTRICTION
With increasing fuel efciency one
of the key objectives of the 2014
regulations, a draconian reduction in
the amount of fuel that can be used
during the race has been mandated.
This 100kg limit adds up to a
reduction of around one third
compared with what teams started
races with last year.
Article 29.5 of the sporting
regulations states that: no car is
permitted to consume more than
100kg of fuel, from the time at
which the signal to start the race
is given to the time each car crosses
the line after the end-of-race signal
has been given.
The penalty for exceeding this
limit is exclusions, except in cases
where stewards accept force majeure.
FUEL-FLOW LIMIT
The peak fuel ow must not exceed
100kg per hour once the engine is
at 10,500rpm or more. There was
no fuel-ow limit previously, but
Renault quotes 170kg/h as a typical
ceiling. Below this, a formula
ensures that the fuel ow remains
in line with rpm. This has been
introduced to prevent massive bhp
output thanks to there being no
cap on boost pressure.
There is a fuel-ow limitation,
so in terms of pure performance
there should not be so big a
difference between the
manufacturers, says Ferrari head
of engine and electronics Luca
Marmorini. But the way you use
the power unit will make a big
difference. I expect there will be big
differences in the way we use it.
EFFICIENCY
Fuel efciency will be paramount.
If you can set your engine to run
leaner, youll be able to run with
more turbo boost, which means
you will get more pressure in the
cylinders and, as a result, more
power. Its doubtful there will be
major differences in the internal
turbocompressor. There is no limit
to the boost pressure, although it is
unlikely any manufacturer will go
beyond 3.5 bar, while the pistons
must be 80mm in diameter with
a xed spacing. The result is a
much smaller bore than the 98mm
that had become standard in F1.
The engine plus the turbo is
expected to produce in excess of
600bhp, which will be
supplemented by 160bhp from
the energy-recovery systems.
DIRECT INJECTION
The regulations dictate direct
injection must be used. This is
key to the need to maximise the
fuel efciency of the new engines.
Direct injection means that the
fuel is jetted into the combustion
chamber rather than via an inlet
before the valves. A very precise
fuel/air mixture can be created in
the cylinder to maximise
performance and prevent waste.
REV LIMIT
The previous-generation V8s were
limited to an 18,000rpm maximum.
The 2014 engines must not exceed
15,000rpm, although the torque
characteristics of the engine mean
that often drivers will be changing
gear well before hitting the limiter.
F1s power unit powerplay
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combustion engines of Renault,
Mercedes and Ferrari themselves
because the understanding will
always be there.
But the energy-recovery systems
will be essential in achieving the
necessary efciency to run
competitively throughout a race
(for more detail, see page 18). In
extreme cases, this could mean that
one manufacturer has the advantage
on single-lap pace, but plummets in
the race because of a need to manage
fuel-loads.
There will be a reasonable change
from what we have been used to,
explains Ferraris engineering
director Pat Fry. There is likely to
be one second or more difference in
the pace between cars running in
qualifying spec and those running
fuel- and energy-limited. We will
need to decide when is the right
time to go at out and when is the
right time to be saving fuel, so its
going to be a game of strategy much
more than it has been so far.
ENGINE PENALTIES
Last year, each driver had eight
engines to last the season. In 2014,
each will get only ve of the new
power units before they start to
incur grid penalties. But its not
quite that straightforward.
The power unit is divided into
six elements. Each driver gets ve
of each, which can be used
interchangeably throughout the
season. They are:
1 The internal combustion engine
2 Motor generator unit-kinetic
(MGU-K)
3 Motor generator unit-heat
(MGU-H)
4 Energy store
5 Turbocharger
6 Control electronics
Once a driver has used up ve
of one of those elements, they will
be hit with a grid penalty for any
subsequent ones used.
The rst time a sixth of any
elements is used, it will trigger a
10-place penalty. Each time any of
the remaining elements is used for
a sixth time, the punishment will be
a ve-place penalty.
The rst time a seventh of any
element is used, it will again trigger
a 10-place penalty with ve for
other seventh elements. The pattern
of a 10-place penalty for the rst
extra element in each round and ve
for subsequent ones will continue.
If a grid penalty cannot be
completed because a driver is too
far down the grid, the remainder of
it will be carried forward for one
more race.
The 2.4-litre V8s
(Ferraris unit pictured)
were used in F1 from
2006-2013. These
well-developed,
frozen engines
created a largely l
evel playing eld.
HOW POWER UNITS WORK
How it all
ts together
While the internal
combustion engine
itself is a relatively
conventional 1.6-litre
V6 turbo, albeit
pushed to the limit in
terms of parts and
performance, its the
addition of the energy-
recovery systems,
explained in more
detail overleaf, that
makes this more
than just another
Formula 1 engine.
The diagram shows
the layout of the
engine, including the
energy store and the
two motor generator
units that will be key
to performance and
efciency. The way
energy is reclaimed
from the turbo via the
turbine that propels
the MGU-H will likely
be the key to which
manufacturer is the
best performer.
2006-2013
2.4-litre v8
Air inlet
Intercooler
Energy store
MGU-K
Plenum
MGU-H
Exhausts
Turbo
Air inlet
MGU-H
Exhaust
Compressor
The move to 1.6-litre
turbocharged V6
powerplants is just the
latest in a long line of
changes to Formula 1s
engine formulas.
1947-1953
First F1 rules allowed
4.5-litre normally-
aspirated or 1.5-litre
supercharged units. In
52 and 53, the world
championship was run to
Formula 2 regulations
because of a lack of
proper F1 machinery.
1954-1960
F1 is relaunched with
2.5-litre engines, with
the unappealing
option to run 750cc
supercharged units.
1961-1965
Small-capacity 1.5-litre
normally-aspirated
engines introduced.
1966-1986
F1s longest-running
engine formula is
introduced, allowing
3-litre normally-aspirated
engines or 1.5-litre
compressed engines. It
was not until 1977 that
Renault became the
first to use turbos.
1987-1988
With a long-term plan
to phase out the turbos,
normally-aspirated
engines are increased
to 3.5-litre capacity.
1989-1994
Turbos are banned,
leaving only 3.5-litre
normally-aspirated
A BRIEF HISTORY OF F1
ENGINE REGULATIONS
engines.
1995-2005
Engine capacity reduced
to 3000cc, with
restrictions eventually
permitting just V10s.
2006-2013
Engine capacity reduced
to 2.4-litre, with a switch
to V8 configuration.
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Energy
Recovery
Systems
Front wing
F
rom 2009 to 13, the front wing was as wide as the car at
1800mm. In 14, this is reduced by 150mm to 1650mm.
While still wider than the previous generation of cars,
which had front wings of 1400mm in width, it is a
signicant change. The FIA-proscribed 500mm wide
neutral section at the centre of the front wing remains
unchanged, meaning that once again development of the
multi-element outboard section of the front wings will
be the main battleground.
The CFD analysis shows that while the majority of the airow
will still be turned around the wheels, some will have to go
inside the front axle and rejoin the main airow behind the
wheels. This has a signicant impact on airow down the car.
Gary Anderson
Technical consultant
The front wing is effectively moved in by 75mm on each side. The
endplate alters slightly in geometry, and overall it will be a critical
change. Last year, because the wing was as wide as the front wheels,
you had a linear effect on the airflow coming off it when you applied
steering lock. In 2014 this will be very different.
You would expect teams to be more aggressive in trying to turn the air
around the outside of the wheels, but there will probably be a little bit
more going inside them. The key will be getting the air to join up quickly
behind the wheel. The voids behind the four wheels account for about 35
per cent of the drag of an F1 car, so you want the airflow to fill that as
quickly as possible. But what will really make or break your car will be
how you manage the airflow when you apply steering lock, ranging from
around three degrees in fast corners to about 12 degrees for a hairpin.
James Allison
Ferrari technical director
Probably the hardest thing [aerodynamically] will be the
front-wing-endplate change. It was an innocent little change
when we dreamed it up, and when it was voted for in the
Technical Working Group it was just to make the front
wings a little less vulnerable to hitting one another at the
start or up against a barrier because they were the same
width as the tyres. So the front-wing span was reduced.
But it has made a lot of developments of the past few
years on the front-wing endplates semi-obsolete.
Reinventing that from scratch and doing a good
job of it will be a challenge for all teams.
Andrew Green
Force India technical director
Its a massive change considering its such a
small dimensional change. Everything about the
car is set up aerodynamically by the front wing
its how we set the structures up and how
they interact with each other. The issue with
the front wing is that its right in front of the
front tyres, and a lot of our structures move
outside the front tyres. By making the front
wing narrower it gets harder and harder
to get these structures to go around the
outside of the tyres. Weve been working
on that for a long time, so we are well
down the path of regaining what we
lost that was a big challenge with
the 2014 regulations.
More power
for longer
KERS, used in F1
in 2009 and from
2011-13, harvested
energy under braking
and allowed 60kW
(80bhp) to be
deployed for just
under 6.7s per lap. In
2014, the MGU-K can
deploy 80kW (160bhp)
for ve times as long.
Energy store
The energy, which is
located under the
fuel cell, must be a
minimum of 20kg and
a maximum of 25kg.
This is counted within
the overall engine
minimum weight of
145kg. It can store
four megajoules of
energy and will most
likely be made up of
lithium ion batteries.
MGU-H
The MGU-H (motor
generator unit-heat)
is attached to the
turbocharger and
harvests energy from
the rotating turbine
shaft. This energy
can be stored in the
battery, or sent to the
MGU-K for immediate
use. The MGU-H can
also control the speed
of the turbocharger
to match the rpm
of the engine.
MGU-K
The MGU-K (motor generator unit-kinetic)
is used to harvest energy recovered
under braking and provides an extra
120kW (160bhp) of power on demand
for just over 30 seconds per lap. It is
connected to the engine crankshaft.
The MGU-K is well-known technology,
despite the bigger battery and doubling
of power to 160bhp, but the big
development challenge is that you are
allowed heat recovery by putting an
electric motor (MGU-H) in the turbo.
The energy recovered can be used
to recharge the battery pack, but any
power it makes can also be used on
top of the maximum powerflow (4MJ/
lap) from the battery pack. So you
can port that energy directly into the
engine as an extra. All of this will be
done electronically, so the driver no
longer needs to press a button.
This electrical torque can be
used to produce a smoother torque
curve and an easier throttle pedal to
control. All this talk of wheelspin is
exaggerated as the drivers will simply
apply the maximum torque the rear
tyres can take.
You will also see that in some
slow-speed corners, the cars will use
only electrical torque because thats
good for fuel consumption.
Gary Anderson
Technical consultant
EXPERT VIEW
Voids behind the wheels account
for 35 per cent of drag; you want
the airow to ll that quickly
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Front wing
High
pressure
Low
pressure
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SUPERLICENCE PENALTY
POINTS (ARTICLE 4.2)
From the start of 2014, F1
drivers will accumulate penalty
points for misdemeanours.
Just as with a British driving
licence, points are earned for
breaking rules, such as causing
collisions, but only when a driver
hits 12 points will there be a
penalty. If a driver picks up 12
points over a 12-month period,
they will be given an automatic
one-race ban. This means only
serial offenders will be punished.
SPORTING REGULATION
CHANGES
Chassis
Minimum
weight
The minimum weight
has been increased
from 642kg in 2013
to 690kg in 2014.
Exhaust
position
To eliminate exhaust-
blown downforce,
the 2014 regulations
stipulate a single
tailpipe exit of
7500mm to
14,000mm. The last
150mm of the tailpipe
must be located
350-550mm above
the reference plane,
no more than 100mm
from the car centre
line and 170-185mm
behind the rear-wheel
centre line. No
bodywork is allowed
close to it, to
prevent the gases
being used to
generate downforce.
Gearbox
F1 gearboxes will have eight forward
ratios for the rst time in 2014.
These gear ratios must be selected
before the start of the season, with
teams forced to use the same ones
throughout the year. But for 2014
only, each team will be allowed one
joker change of their xed
gear-ratio sizes during the season.
Previously, teams had to nominate
30 gear ratios before the campaign
started and select a maximum
seven to run at any one time.
Aside from major changes to
the cars and engines, a raft of
modifications has been made
to F1s rules of competition
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DOUBLE POINTS FOR SEASON FINALE
(ARTICLE 6.4)
The nal round of the 2014 season, the Abu Dhabi
Grand Prix, will award double points to both drivers
and constructors. This rule change is almost
universally hated given that it privileges one race over
the other 18 but, while it is included in the rules, there
is scope for it being changed, for better or worse.
My preference would be for the nal three races
to be worth double points, Bernie Ecclestone told
The Daily Telegraph last month. But it may be that
the rule is cancelled altogether at the next [F1
Strategy Group] meeting in January.
It will be the rst time one race has offered
more points than any other.
POLE POSITION TROPHY
(ARTICLE 6.7)
The driver claiming the most pole
positions during a season will be
awarded the new trophy.
Sebastian Vettel would have
won the trophy in four of the past
ve seasons, with Lewis Hamilton
taking it in 2012 thanks to his
seven pole positions for McLaren.
Should there be a tie, the trophy
will be awarded based upon
countback to second places
and so on until a winner has
been established.
Feet position
Because of the
change in nose-height
regulation, the drivers
feet will be around
100mm lower in the
car than previously.
Ugly nose
The unsightly nose designs
expected in 2014 are a
consequence of the necessity
to maximise the airow under
the car. The front bulkhead of
the chassis is lowered to a
height of 525mm, while the
front of the nose has to be at a
height of 185mm (measured
50mm back from its tip),
down from 550mm.
Gary Anderson: This design is
a logical step from what the
rules allow you to do. They
should be better written
to stop this happening.
Height
525mm
Height
185mm
EXTRA DRIVERS ON FRIDAY (ARTICLE 19.1)
Teams will now be allowed to run more than one driver per
car during Friday practice sessions. This will allow reserve
drivers some running without preventing race drivers from
sitting out the entire session. An extra set of the harder
(prime) compound tyres has been given to teams exclusively
for use during the rst 30 minutes of the Friday morning
session to ensure track activity in the rst third of running.
Originally, the idea of extending the rst session by 30
minutes had been oated, but this would likely have led
to the track being quiet for the half-hour that followed.
This rule change means each driver now has seven
sets of prime rubber and ve options for the grand prix
weekend, with three of each compound reserved for
use during qualifying and the race.
2
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The beam wing is abolished, which as our
CFD analysis shows makes a big difference to
the downforce produced. The box in which
the rear-wing prole is located is 20mm
smaller in terms of height, meaning the wing
is slightly shallower. The size of the slot gap
when the DRS is opened has also increased
from 50mm to 65mm.
Gary Anderson: The rear wing
depth is reduced fractionally but
that will only be relevant at places
like Monaco or Hungary where
you run maximum downforce.
The beam wing has gone and
that has been taken away to reduce drag. Some
people will mount the rear wing on pillars and
some have been looking at developing the oor
to be stiff enough to carry the rear wing, but
thats going to be difcult to do. I would expect
most teams to go with pillars.
2014
2013
High
pressure
Low
pressure
EXCEEDING TRACK LIMITS
(ARTICLE 20.2)
Article 20.2 of the sporting regulations has been
tweaked to include the discretionary ability of the
FIA race director (Charlie Whiting) to order a driver to
cede an advantage rather than serve a penalty. This is
effectively in place of the mooted ve-second penalty
to allow a less draconian punishment than the usual
drive-through penalty.
The idea of bringing in a milder ve-second penalty
to avoid drivers having their races ruined for minor
misdemeanours was oated, but no means to apply
such a penalty without simply adding it to a drivers race
time and distorting the race could be agreed.
Drive-through penalties can still, however, be issued.
PERMANENT NUMBERS
(ARTICLE 21.2)
Since 1996, F1s numbers have
been assigned based on the
previous years nishing position.
Whichever team employs the
world champion driver runs #1
and #2, with the remainder
(save for 13) awarded based
on constructors nishing order.
For 2014, each driver has been
asked to select their own number,
which they will retain for the rest
of their F1 career. The #1 will be
available on a year-by-year basis
for the reigning world champion.
All drivers have been asked
to select their rst three choices
of number, in order, from 2-99,
with preference being given to
whoever nished higher in the
previous years championship
where there are number clashes.
Several drivers have already
revealed their rst choices.
Fernando Alonso has gone for
#14, which he carried in karting,
while Nico Rosberg favours the
#6 that his father, Keke, took to
the 1982 world championship.
IN-SEASON TESTING
(ARTICLE 22.6)
Major changes have been made to
F1s testing rules. This year, four
two-day tests will be held on the
Tuesday and Wednesday following
the Bahrain, Spanish, British and
Abu Dhabi Grands Prix. One of
these eight days must be allocated
to tyre testing for Pirelli.
The number of days of 100km
promotional running has also been
reduced from a maximum of eight
to just two days.
Rear wing
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Cooling
The front suspension regulations
remain the same, but there could
be some changes to better suit
the anticipated tyre
characteristics and the effect
of the front-wing rules on the
airow at the front of the car.
Suspension
WINDTUNNEL/CFD RESTRICTIONS
(APPENDIX 8)
Both windtunnel and CFD work are heavily restricted, with aerodynamic testing
cut to around a third of the previously allowed levels. A formula is used to
calculate the permissible level for combined windtunnel and CFD work during
an FIA-dened, eight-week aerodynamic testing period.
This formula allows a total of 30 units of work during the period. In the case
of windtunnel, this is 30 hours of wind-on time when data can be gathered.
For CFD work, this refers to the amount of teraops used to process a model.
There are also limits to the number of runs (80) and amount of time (60 hours)
the windtunnel can be used in a week. Teams are only permitted to use a single
windtunnel model.
This represents the biggest cut in terms of costly development work since
the resource-restriction agreement was rst introduced and should provide
greater efciencies in the way teams run their windtunnel/CFD projects.
SIX-RACE GEARBOXES
(ARTICLE 28.6)
Since the start of 2011,
gearboxes have had to be
used for ve consecutive
events. This year, that
number is increased to
six. Drivers retiring from
a race will be allowed a
new gearbox for the
following race regardless
of where they are in their
six-race cycle.
UNSAFE-RELEASE CLAMPDOWN
(ARTICLE 23.12)
Unsafe releases during races shot to the top of the safety
agenda when FOM cameraman Paul Allen was struck by
a wheel shed by Mark Webbers Red Bull after a pitstop
during the Hungarian Grand Prix. That led to restrictions
on camera crews and photographers in the pitlane.
This year, the governing body has moved to punish
unsafe releases more harshly following a spate of incidents
during recent seasons.
The regulations now allow stewards to give grid penalties
for unsafe releases during practice. Unsafe releases during
the race will be punished with a 10-place grid penalty, on
top of any in-race punishment such as a drive-through
penalty for the team involved.
There are no signicant
regulation changes that
directly affect the sidepods,
but the different cooling
demands of the new
engines, combined with the
need to incorporate the
new standard side-impact
crash structure, mean that
they are likely to be a little
wider in 2014.
Gary Anderson: The
sidepods will change
slightly. The crash structure
is a bit longer and everyone
has to use the same
structure which has been
developed by several teams
to stop everyone repeating
the same research. But you
want a wider sidepod
anyway because while you
need less water and oil
radiator area, you will have
the intercooler there to cool
the charge pressure. You
will have a bigger battery
pack cooling requirement,
too. Because the crash
structure is there, it is
wider and shallower. Its
not a signicant change
just a few millimetres.
The change of exhaust
regulations means that
the rear sections of the
sidepods will be more
straightforward, however.
Pushrod
Turbo intercooler
KERS cooler
Engine
oil cooler
Gearbox
oil cooler
Engine water
radiator
Pullrod
Gary Anderson: The only thing you might see
change at the front of the car is more people going
to the pullrod suspension, or even those who have
made the switch, such as Ferrari, going back to
the pushrod design. I am not a big lover of the
front suspension geometry that proliferates
because if you look at the front tyre as it loads
up in the corner, its not helping the tyre work
even though there is aerodynamic advantage.
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F I NDI NG T HE F ORMUL A AT DAYT ONA
2
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DP V LMP2 COMPARISON FROM DAYTONA TEST
DAY 1
DP Christian Fittipaldi Action Express Coyote-Chevrolet 1m38.630s
P2 Dalziel/Sharp/Brabham ESM HPD ARX-03b 1m40.006s
DAY 2
DP Jamie McMurray Ganassi Riley-Ford 1m38.980s
P2 Ryan Dalziel ESM HPD ARX-03b 1m40.078s
DAY 3
DP Richard Westbrook Spirit of Daytona Coyote-Chevrolet 1m39.748s
P2 Dalziel/Sharp/Brabham ESM HPD ARX-03b 1m39.908s
T
he revisions designed
to speed up Daytona
Prototypes have had
an adverse affect on
attempts to create a
level playing eld with
LMP2 machinery in the
new United SportsCar
Championship ahead
of this months
Daytona 24 Hours enduro.
A revised tyre introduced to
prevent the blowouts that affected
the upgraded DPs in testing
at Daytona in November has
taken the edge off the performance
of the P2s and left them
struggling to keep up.
USC sanctioning body IMSA
and tyre company Continental have
reacted to the two aerial accidents
Spirit of Daytonas DP
heads OAKs LMP2 car
while Hoosier, which manufactures
the Continental-badged rubber,
has re-engineered the spec tyres
on which the DPs and P2s run
with stiffer sidewalls and a
harder compound.
that forced an early end to
Prototype class testing two months
ago. IMSA decided to remove
the diffusers and introduced
LMP-style wheelarch openings
to reduce aerodynamic loads,
There were no failures during
last weekends ofcial test at
Daytona, nor in two private tests
at the track in the run-up to
Christmas, but the revised tyre
has caused a problem for the P2s.
New tyre confuses
USC balancing act
Series bosses are yet to get Daytona Prototypes and LMP2 cars on an
even footing ahead of the Daytona 24 Hours. By JONATHAN INGRAM
Ganassi topped
second day
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Elkins (l) is
in charge
of balancing
Tyres are
too hard
for LMP2s
Sebring could be
LMP2 territory
The lighter P2 cars had trouble
getting heat into these tyres
in cool conditions, a major
problem considering half the
race is run at night.
The theory was that the lighter
and more nimble LMP2 cars
would be faster in the ineld
section of the 3.81-mile Daytona
International Speedway and
make up to a greater or lesser
extent the advantage of the
more powerful but heavier DPs
on the banking.
But problems bringing the tyres
up to temperature even on the
warmer days of Saturday and
Sunday on the LMP2 machines
meant the fastest of the lighter
cars, the Extreme Speed
Motorsports teams pair of HPD
ARX-03b contenders, trailed the
majority of the DPs through the
test. Its lead entry was generally
a second off the lap times of the
fastest DPs in each session.
That was despite the P2s running
at their regular weight of 900kg
after they proved signicantly
slower than the DPs running at
960kg at Sebring and the truncated
Daytona tests two months ago.
I went two and a half stints
on one set of tyres, said ESMs
David Brabham. The lap times
didnt drop off very much and
there was hardly any wear.
The outcome of this years United
SportsCar Championship will be
determined by how well the horses
run on each of the different courses.
The season begins with two of the
most prestigious events at Daytona
and Sebring, which perfectly illustrate
the challenge. While Daytona
favours the DPs, Sebring is a
high-downforce track, which should
potentially benefit the LMP2 cars
over the course of the 12 Hours.
To say anything now would be
premature, said Chip Ganassi,
whose Riley-Ford DP was one of the
six DPs that dominated the top of
the time charts during the three-day
official test at Daytona. At certain
tracks, it looks like one car will
have an advantage. I think theyre
going to have to tweak it from
time to time and lets hope the
people are open to that.
Johannes van Overbeek, who
shares the second ESM HPD with
Simon Pagenaud and Ed Brown,
said: Right now, judging by the lap
times, Daytona is the DPs race to
lose. But all tracks are not Daytona.
Gary Nelson, who directs the
Action Express teams two Corvette-
bodied Coyote-Chevrolet DPs, which
were in the top three on the time
sheets throughout the Daytona
test, said he is reconciled to the
unpredictable nature of the process.
Theres so many unknowns, he
added. My crystal ball is a little fuzzy.
Whatever they give us, well work
with that. Well work hard at the
things we can control.
Bill Riley, whose company
manufactures the Riley DPs, thinks
the first two races are the key to
balanced performance.
If you get Daytona and Sebring
right, that should give you a good
spectrum for most of the rest of the
tracks, he explained. Watkins Glen
and Indy are the two in-between
tracks in terms of both high speed
and high downforce.
CALENDAR TO PLAY ITS PART
Brabham and team-mate Ryan
Dalziel, who share the lead car
with team co-owner Scott Sharp,
acknowledged some gains in the
lone night practice on Saturday
with front-end aero changes, which
put their HPD within 0.685
seconds of the quickest DP.
The performance of the LMP2
cars surprised Scot Elkins, the
former American Le Mans Series
technical ofcial now overseeing
the Balance of Performance for the
combined series. He pointed out
that despite the upgrades to the
front splitter and new ground-
effects tunnels that have added
400 pounds (180kg) of downforce
on the DPs, the P2 cars still have
the higher downforce levels.
Theres 800 pounds downforce
difference between the P2 car and
the DP, explained Elkins. So a P2
car should be better through the
ineld. Theres more downforce
and its lighter.
The aerodynamic conguration
of the DPs is xed after a nal trip
to the windtunnel, as is that of the
P2s, which must run homologated
low-downforce Le Mans aero. That
means that engine air restrictors
and weight remain the tools Elkins
can employ ahead of the 24 Hours
on January 24-25. Entering the
balancing process, the DPs had
600bhp and the P2s a Le Mans-
spec 450bhp. The DPs ran at
1036kg the minimum is actually
2285lb because the DP rules are
written in imperial measures. In
other words, that is more than
100kg above the P2s.
Elkins isnt ruling out changes:
In terms of how we balance
them we may have to make an
adjustment on the DPs to make
sure they line up correctly.
ELKINS:In terms of how
we balance them we
may have to make an
adjustment to the DPs to
make sure they line up
LYNN GOE S GP3 WI T H RE D BUL L
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F3 heroics against one of Red Bulls top young guns helped young Briton Alex Lynn land
a place on its scheme for 2014, and into a GP3 seat with Carlin. By MARCUS SIMMONS
Macau win plays
part in Lynns
Red Bull deal
N
ew Red Bull junior
recruit Alex Lynn
believes that his Macau
Formula 3 Grand Prix
victory was a catalyst in
winning his place
on the scheme.
Lynns Macau
win, with Prema
Powerteam, prevented
Carlin-run Red Bull junior Antonio
Felix da Costa from making it two
on the trot in the Far East classic.
As a result of joining Red Bull,
the 20-year-old Briton will switch
to the GP3 Series, which he will
contest with Carlin.
It came around really quickly,
said Lynn. Dr Helmut Marko [Red
Bulls motorsport advisor] called
Lynn took honours
in 2013 Macau GP
me a few days after Macau and it
all went from there. He said, When
can you come and see me? and I
said, As soon as you want!
I was extremely excited. You
know that if you do a good job and
win big races like Macau, you stand a
good chance of being recognised by
the right people. Its pretty special.
Lynn was announced as part of a
slimmed-down line-up of three
Red Bull junior drivers in the
build-up to Christmas.
The others are Carlos Sainz Jr, who
remains on the scheme to compete in
Formula Renault 3.5 with DAMS, and
Formula Renault Eurocup champion
Pierre Gasly, who will also contest
FR3.5 with Arden Motorsport.
There appears to be no place for
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F3 racer Tom Blomqvist (see right)
or Formel Masters competitors
Beitske Visser and Callan OKeeffe.
CARLIN DELIGHT
Carlin team boss Trevor Carlin has
said that his squad will never get a
better shot at winning the GP3 Series
title than with Lynn, and will leave
no stone unturned to do so.
The deal means Carlin has got a
man it wanted for the 2012 British F3
campaign. Lynn eventually graduated
to F3 with Fortec Motorsport, the
team with which he had won the
2011 Formula Renault UK title.
Weve always wanted to run
Alex, said Carlin, but there was
such a hoo-hah about us running
too many cars in British F3 for
2012 that it wasnt feasible. Weve
stayed in touch and realise what
a great talent he is.
Were very excited about having
him in the team, especially after
Macau he won it fair and
square, hands down.
STEP INTO THE UNKNOWN
Drivers making the switch from F3 to
GP3 traditionally take half a season
to hit their stride, thanks in part to
the limited testing available. But
Lynn is renowned for being a smooth
driver and very light on his tyres
potentially ideal characteristics
for a category where it is vital to
manage the Pirelli rubber.
I think GP3 is a good option and
I feel Im at the right stage in my
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Red Bulls new recruit was a
race winner in European F3
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Lynn added: The team are putting
together the biggest programme
they can to help me develop.
Whether such a programme could
include extra races in F3, such as
Daniil Kvyat added as a Red Bull
junior in 2013, is unclear.
Im quite happy with what
Ive done in F3, said Lynn.
But if an opportunity arises
that could benet me in GP3
by doing something in F3, we
may look at it.

career to be moving on, he said.
If you look at my F3 CV from
2013 rst in Macau, second in the
Masters, third in the championship
its pretty good.
Im looking forward to the GP3
challenge. Im quite a smooth driver
so hopefully I should be kind to the
tyres, but Im yet to drive on them
so Im not sure what to expect. And
Carlin are a really good team that
Ive been trying to beat for the past
couple of years.
There are only six pre-season test
days for GP3, beginning at Estoril
on March 27/28, but the Carlin
team could give Lynn test mileage
beforehand in obsolete Formula
Renault 3.5 and F3 machinery, and
views him as a driver who can also
help with its other programmes.
Hes a very talented Red Bull
junior, said Carlin, so we want to
take advantage of the fact that he
is there for us I want to use him
and abuse him!
BLOMQVIST IN
CARLIN FRAME
Despite losing his Red Bull support (see
main story), Tom Blomqvist (below) looks
to be closing on a berth in Carlins F3
European Championship squad.
Anglo-Swede Blomqvist, who has two
seasons in European F3 under his belt,
ran with Carlin in the pre-Christmas
Valencia test as part of the Sean GP
stable that includes Sean Gelael and
Antonio Giovinazzi, who contested their
rookie F3 seasons last year with Double
R Racing. The trio is believed to be
closing on a joint deal to race with Carlins
Volkswagen-powered squad in 2014.
Carlin this week is set to conrm
European F3 Open champion Ed Jones,
and is expected to continue with reigning
British F3 champ Jordan King.
PREMA FAITH
IN F1 JUNIORS
Alex Lynns departure for GP3 means
that, for the rst time since 2009, Prema
Powerteam will go into a European F3
season without an established
race-winning driver in its line-up.
The Mercedes-powered team is set
to run Formula Renault ALPS champion
Antonio Fuoco and FRenault Eurocup
ace Esteban Ocon, who are proteges
of the Ferrari and Lotus F1 teams
respectively, along with Nicholas Lati
(switching from Carlin) and Dennis van
de Laar (from Van Amersfoort Racing).
At present, van de Laar is the only one
of the quartet to be ofcially conrmed.
Prema team manager Rene Rosin said:
Professionally I would have preferred
Alex to stay in F3 as a guaranteed title
contender, but personally Im really
happy for him and wish him the best.
I am not pessimistic we have two
very good rookies and we can expect
surprises from all our drivers.
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Red Bulls decision to
promote from within its
junior team ranks, rather
than hire a proven outsider
like Kimi Raikkonen, should ensure continued harmony
as it bids for a fth straight world title with Sebastian
Vettel. Ricciardos rst task will be to support its
constructors championship bid; his second will be to
match the recent form of outgoing incumbent Mark
Webber (third, third, sixth and third in the past four
seasons) in the car.
The ultimate test for Ricciardo, of course, is how he
compares against Vettel. The new regulations will give
him a great opportunity as the established frontrunners
bed-in to their new machinery, and his headmaster,
Dr Helmut Marko, has set a target of challenging Vettel
by mid-season at the latest.
Depending on circumstances, he must be aiming
for a 180ish-point season to retain his place, with
Red Bulls conveyor belt of talent bringing in talented
Russian Daniil Kvyat alongside Jean-Eric Vergne at Toro
Rosso next year. His dream move made, now his goal
must be to retain his seat and getting close to Vettel.
HE SAYS: Hopefully Sebastians not as dominant with
this new rules package as he has been. I will do
everything I can to get up to his level.
from Fernando Alonso in his home grand prix.
Like writing off Romain Grosjean as a rst-lap
nutcase, theres more to Maldonado than meets the
eye. There should be no excuses about the machinery
beneath him, and if his moments of over-enthusiasm
can be kept in check, its a very potent line-up. But
thats a big if.
HE SAYS: It is a fantastic opportunity. I just need to
have a good car, good support from the team and
try to improve myself in every way.
After eight years at Ferrari,
this move will come as
a huge culture shock.
Like Rubens Barrichello
before him, Massa has the
opportunity to extend his
F1 career and should the Mercedes engine be the
benchmark, as many expect, he could certainly add to
his massive career points-haul (eighth on the all-time
list). But hell nd last years star rookie Valtteri Bottas
a tough team-mate.
HE SAYS: So many things are changing inside the team
that it maybe can be interesting and important for the
future, not just next year.
Daniel Ricciardo to Red Bull
Pastor Maldonado to Lotus
Felipe Massa to Williams
FORMULA 1
Toro Rosso graduate
accepts biggest
challenge in F1
FORMULA 1
F1 bad boy joins reformed
character Grosjean
FORMULA 1
Ferrari stalwart joins
sleeping giants
After four years away (but only
three off the payroll) Ferraris last
world champion returns to the
Scuderia to partner its tainted
goldenballs, Fernando Alonso.
Kimis race-winning form with Lotus during the
past two years, coupled with a real fear that Alonso
was about to do the unthinkable and walk out on his
long-term contract to go to McLaren, led to this unlikely
renewal of wedding vows. Even more far-fetched,
president Luca di Montezemolo the man who
Kimi Raikkonen to Ferrari
FORMULA 1
2007 world champion
returns to partner Alonso
sanctioned Kimis pay-off, which was spent on rallying
acquiesced to the Finns recall. A rare U-turn.
Since his return to F1, Raikkonen has appeared a
different animal to the one who wowed with Sauber,
McLaren and Ferrari rst time around no longer Mr
Maximum Attack, more Mr Consistency. He should
pose a much far more abrasive (albeit apolitical)
team-mate than Alonso had in Felipe Massa, and it also
marks an end to the clear number one/two demarcation.
Team orders and Kimi are not happy bedfellows
For Kimi fans, its a dream. For Alonso, hes a threat
wholl need swatting. For Raikkonen who knows?
STEFANO DOMENICALI SAYS For anyone thinking that
the choice of Kimi is somehow an anti-Alonso choice,
I can put their minds at rest.
The Iceman is
back in scarlet
This years major international championships will have some very familiar faces in all-new
places. Editor CHARLES BRADLEY gives his guide to the top 25 movers and shakers of 2014
Venezuelas only grand prix winner
has been tarred with many brushes,
including pay driver and rock ape.
However, that simplistic view is to ignore someone
whos won a race in a Williams, under intense pressure
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TOP 25 big moves of 2014
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Dream drives turned to nightmares
for both of these drivers.
Hulkenbergs hoped-for move
to Lotus didnt materialise due to
money issues; Perezs tenure of
a McLaren seat lasted for just
one (apparently) not-good-
enough season.
In terms of ports in a storm,
Force India provides each with
the chance to showcase their
undoubted talents again. Perhaps
the most telling stat, however, will
be how they fare against each other.
HULKENBERG SAYS: Im happy coming back here,
and I can see [the team] is moving forwards.
PEREZ SAYS: If I didnt get this drive it would have
been difcult to stay in F1.
One of the big questions of
2014 must be: is Magnussen the
next Lewis Hamilton or the next
Heikki Kovalainen?
Judging by his junior-category
form, he is well prepared for McLarens second
seat, but is he ready for a drive with such a top
team especially after what happened to Perez?
His father Jan had huge talent, but couldnt apply
himself at the highest level. Kevin appears to have a
wiser head on his young shoulders, and must grasp
this opportunity.
HE SAYS: The fact that Lewis was so successful
doesnt raise the pressure for me, it just shows
that it can be done.
The way he stormed to last years
GP3 title in the second half of the
season proves hes capable of
great things, but hell still be a
teenager when his F1 career starts.
Its potential that Red Bull is attempting to mine
by placing him at Toro Rosso. There should be little
pressure on his shoulders, and a ne yardstick is
provided by team-mate Vergne.
Odd that a team associated with
Chelsea, who once bought
Fernando Torres for 50million,
could not afford to cling on to (or
perhaps didnt want) its pushy
F1-winner-in-waiting Hulkenberg.
Instead, in true Swiss style, it has opted for the
sensible option of a proven quantity in Sutil. He brings
over 100 GP starts alongside second-year driver
Esteban Gutierrez, and will be key if Sauber is to repeat
its seventh position in last years constructors points.
HE SAYS: Its now time to embark on a new challenge.
I am determined to do my part in order to have a
successful future together.
This was a surprise move, not least
as Fred Mako (as hes more easily
referred to!) held factory contracts
with two manufacturers Aston
Martin and Honda last year.
The Frenchman won races in the World
Endurance Championship, Blancpain Endurance
Series and Super GT series in Japan and his
Blancpain pole at Silverstone was arguably the
GT lap of the year.
The 33-year-old joins Porsches nine-man roster
of works GT drivers (Timo Bernhard, Romain
Dumas and Marc Lieb were recruited for its new
919 hybrid LMP1 project), and hell concentrate
on the WEC as Porsche goes head-to-head with
Aston, Ferrari et al.
HE SAYS: Porsche is special for me because it is
where I started my sportscar career.
Nico Hulkenberg &
Sergio Perez to Force India
Kevin Magnussen to McLaren
Daniil Kvyat
to Toro Rosso
Adrian Sutil to Sauber
Frederic Makowiecki
to Porsches GT squad
FORMULA 1
Stopgap moves or Mercedes-
powered masterstroke?
FORMULA 1
Make-or-break chance for
FRenault 3.5 champion
FORMULA 1
GP3 champion gets chance
to show hes Vettel Mk2
FORMULA 1
Can he match Hulkenbergs
sterling efforts?
SPORTSCARS
Surprise move from Aston
for best-in-class driver
After his dozen years in Formula 1,
the nine-time grand prix winner
returns to sportscars for the rst
time since his Mercedes GT days.
Those are best (or worst)
remembered for his Le Mans somersaults in 1999,
but dont forget hes a ve-time winner in FIA GTs,
sharing his Merc with Bernd Schneider, so hes no
stranger to regular long-distance racing in front-of-
the-eld machinery.
Mark Webber to Porsches new LMP1 programme
SPORTSCARS
Le Mans return for
Formula 1 stalwart
Porsches return to top-ight prototypes is also one
of the big stories of 2014, so it will be fascinating
to see what this combination can do against the
established might of Audi, with its yers like Andre
Lotterer and Loic Duval, and Toyotas third-year
campaign with drivers of the calibre of Anthony
Davidson and Sebastien Buemi.
Le Mans will be the programmes centrepiece, as
Porsche returns as a factory contender for overall
honours for the rst time since it last won there in 1998.
Its LMP1 project is all-new, headed by former BMW F1
chief Fritz Enzinger. Whether Webber is up to the task
isnt in question here; its how quickly Porsches 919
hybrid can catch up with its proven rivals.
How will Porsche 919
stack up against Audi?
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Im looking forward to this new challenge.
Porsche will undoubtedly set very high goals
This is a dream come
true and a priceless
opportunity
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Hyundais return to the WRC arena,
following its somewhat acrimonious
exit in 2003, is headlined in its
intent by signing last years world
championship runner-up. Neuville is
under no illusions about the task ahead of him, hence
his long-term, three-year deal to develop the i20.
HE SAYS: It is the perfect t because it is a young,
emerging and ambitious manufacturer team with
long-term objectives.
After a number of false dawns
(his last with Mini in 2011) in a
rollercoaster career, Colin McRaes
protege nally gets his major
break in a full-time works car with
a committed manufacturer.
Whats more, he effectively replaces the legendary
Sebastien Loeb in its line-up: no pressure there! If he
can resist the temptation to drive at-out, and keep it
on four wheels, he could nally deliver on all that
promise as Britains next WRC title hope.
HE SAYS: Im not coming in to try to emulate Loeb
nobody could ever do that.
The injuries sustained in a crash
in an Italian rally in 2011 have
precluded a return to F1, so the
Pole is pressing on with his rallying
career. Having sealed the WRC2
title last year with Citroen, he has transferred to
Malcolm Wilsons M-Sport team for his rst attempt
at the full WRC series.
The decision of his co-driver Maciek Baran to walk
away from their partnership blunted his hopes of
starring in a works Citroen on last years Rally GB,
during which he crashed twice. His speed is not in any
doubt, but the accidents that have blighted his rally
career must be stopped if hes to progress to be a
WRC title challenger.
Last years Indy winner Kanaan
had already done his deal to switch
to Chip Ganassis crack IndyCar
squad before the accident that
forced Dario Franchittis retirement
from the sport. Subsequently, the
decision was made for him to drive
Franchittis famed #10 Target car,
allowing Briscoe the opportunity to
return to the team that gave him his
rst shot in 2005.
KANAAN SAYS: I want to be in the
best team with the best guys who
have been beating me.
BRISCOE SAYS: Its not every day you get to be a part
of a team like this.
The Citroen reject (Hirvonen) and
rising Welsh star (Evans) both
have points to prove, but for
polar opposite reasons.
Proven title contender Hirvonen
didnt shine as expected with
Citroen, and is seeking to
re-establish his career with a quality
team he has starred with before;
Evans takes the next step as
M-Sport attempts to craft a
homegrown star of the future.
HIRVONEN SAYS: Joining M-Sport
will give us a good chance to try
again a fresh start.
EVANS SAYS: We have a long-term plan to get to
where we all, ultimately, want to be.
Thierry Neuville to Hyundai
Kris Meeke to Citroen
Robert Kubica to M-Sport
Tony Kanaan &
Ryan Briscoe to Ganassi
Mikko Hirvonen &
Elfyn Evans to M-Sport
WORLD RALLYING
Last years runner-up leads
South Korean charge
WORLD RALLYING
Despite the crashes, Briton
gets Loebs prized seat
WORLD RALLYING
Ex-F1 star gets full-time
Fiesta WRC opportunity
INDYCAR
Indy 500 winner replaces
retiring Franchitti; second
chance for Aussie
WORLD RALLYING
One restoring his reputation,
one seeking to make his
It seems a long time ago that he
was challenging for regular race
wins in Formula 1 and thats
because it is. Since he jumped ship
mid-2006 in an angry ap to NASCAR with old mate
Chip Ganassi, hes been trying (mainly unsuccessfully)
to crack US stockcars code. He never did take victory
on an oval, although he won races around both of its
road courses, racking up 24 top-ves and 59 top-10s
Juan Pablo Montoya to Penske
INDYCAR
CART champion, Indy 500
& F1 winner moves
on from NASCAR
in total over seven years out of single-seaters.
With Ganassi running out of patience with him, his
IndyCar rivals Penske have swooped (beating Andretti
Autosport) to bring him back to a series that he starred
in during its Champ Car guise. He won one-quarter
of all the races between 1999-2000 a staggering
hit-rate leading over half of them (1774 laps!) and,
of course, the Indy 500 at his rst (and only) attempt.
After struggling with Ganassis mid-grid stockcar
team, Montoya reasons that he wanted to drive a
race-winning car again. Roger Penske will give him that,
so will Chip live to rue letting him leave especially
now that Dario Franchitti has been forced to retire?
Montoya in testing
action at Sebring
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Im like a ve-year-old kid again
M-Sport will create a solid
foundation for my development
and Im looking forward to
gathering valuable experience
on the WRC stages
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Fifth in his rookie season in GP3
wasnt quite enough to convince his
backers, Racing Steps Foundation,
to spend more millions on the F1
feeder series. So sights have been
switched to the American open-wheel scene where
Harvey will race for one of IndyCars top junior teams.
HE SAYS: We always try to associate ourselves with
winners, which is exactly what this team has proven
itself to be.
After a year of racing his McLaren
in FIA GTs, WRC gigastar Loeb
makes his tin-top bow as part of
Citroens new attack. In team-mate
Muller, he has the ultimate benchmark of performance.
After the way his last French team-mate relationship
ended (remember Ogier?) there could be reworks!
LOEB SAYS: I dont expect to win straight away, but I
am determined to get there one day.
MULLER SAYS: We have set ambitious goals for our
new challenge in WTCC.
Triple Eight is no stranger to
running satellite cars alongside its
main operation, so if Hynes can
get rid of the rust after a ve-year
sabbatical from racing expect him
to be there or thereabouts with the likes of Jason Plato,
but hell need to learn how to get his elbows out.
HE SAYS: I want to win the BTCC, but I dont know
how long it might take.
The son of a world rally legend
moves to the team that took Kevin
Magnussen to last years title,
allowing him to graduate to F1.
After a mixed bag in his dual GP3/
FR3.5 campaigns, Sainz will hope the French team
offers him the stability he craves for a full-on title tilt to
earn his continued place in the Red Bull junior ranks.
HE SAYS: Since the rst test I did with DAMS last year
I have always wanted to be part of this team.
Overlooked by Toro Rosso in favour
of Daniil Kvyat, da Costa can busy
himself in the hotbed of DTM
competition, leaving him free for F1
simulator work for Red Bull Racing
on GP weekends, too. Martin comes from a very
different background: last year commuting between the
ALMS and Blancpain Endurance Series for BMW as
well as testing its DTM car. Highly rated in GT circles,
how he adapts to tin-top sprints will be fascinating.
DA COSTA SAYS: DTM will open new things for me to
learn, so as a driver I can develop.
MARTIN SAYS: It was always my goal to use my year
as test and development driver to put forward my
case for a DTM seat.
The 2012 WTCC champion is
back in a works car, but not quite
the one we might have expected.
While Citroen will be grabbing the
headlines with its Muller/Loeb axis,
Huff has two years to turn Ladas machine into a
world beater for the new generation of regulations.
HE SAYS: Ive been working hard all year to get back
in a manufacturer seat, so Im very happy.
For his fourth year in GP2, this is a
no-excuses move to the team that
took Romain Grosjean and Davide
Valsecchi to the title. Palmer has
three GP2 victories to his name,
and two of those came last year in feature races with
Carlin. DAMS only nished fourth in last years teams
points; will Palmer blend into its French atmosphere?
HE SAYS: I only have one objective for next year, which
is to win the GP2 title.
Harvick has been a nearly-man of
NASCAR, often knocking on the
door of the championship but never
being invited over the threshold. His
move from RCR with Budweiser
backing, gives team boss Stewart a top-ight wingman.
In Buschs case, this former champion brings his
bad-boy persona to the party. More likely to butt heads
than bring harmony to the outt, theres no doubting his
speed or ability to win races in top-notch equipment.
STEWART SAYS: Everybody is looking at this as oh
my God, this is an atomic bomb that can get set
off at any moment. But I really think its an asset for
Kurt to have both myself and Kevin as a support
system, and to lean on each other.
Talents dont come more
precocious than this: the 21-year-
old stepped up from the
Development Series to replace
Jonny Reid at the struggling Dick
Johnson Racing team after three events this season
and took a shock win at Queensland Raceway.
HE SAYS: To be able to call myself an ofcial Ford
factory driver is truly a dream come true.
Jack Harvey to Sam Schmidt
Sebastien Loeb &
Yvan Muller to Citroen
Marc Hynes to Triple Eight MG
Carlos Sainz Jr to DAMS
Antonio Felix da Costa &
Maxime Martin to BMW
Rob Huff to Lada
Jolyon Palmer to DAMS
Kevin Harvick & Kurt Busch
to Stewart/Haas
Chaz Mostert to FPR
INDY LIGHTS
Rising British star seeks
his fortune in the States
WORLD TOURING CARS
WRC legend joins four-time
champ for Citroen title bid
BRITISH TOURING CARS
The man who beat Button
in F3 makes racing return
FORMULA RENAULT 3.5
Red Bull protege
replaces Magnussen
DTM
Red Bull junior & GT racing
star switch codes
WORLD TOURING CARS
Russians get serious with
swoop for ex-world champ
GP2
Multiple race winner seeks
title tilt with former champs
NASCAR
Two more aces join Tony
Stewarts all-star line-up
V8 SUPERCARS
Youngster replaces Davison
at Bathurst-winning team
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Da Costa makes DTM
switch with BMW
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Kimis
extracurricular
activities
Kimi Raikkonen has always been his own man,
so it made sense for him to try a few different things
during his time away from F1. AUTOSPORT looks
at the Finns exploits outside his usual environment
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RAI KKONE N OUT SI DE F 1
he Iceman became the Snowman pretty
quickly. Shortly after starting his very
rst event with the Citroen C4 WRC
in 2010 the Arctic Rally in Finland, a
warm-up for Rally Sweden spectators
were treated to the surreal sight of
the 07 Formula 1 world champion digging
his own car out of a snowbank.
That would never have happened at Ferrari.
But it was a skill that Raikkonen was to practise
again on Rally Sweden itself a couple of weeks
later, where the icy stages also take no prisoners.
The man who Sir Stirling Moss once described
as the fastest driver in the world turned out
to be a dab hand with a shovel as well.
Of course, this was far from being Raikkonens
rst foray into world rallying that took place
on his home Rally Finland in 2009, at the wheel
of a Super 2000 Abarth Grande Punto. He was
straight into the top three, ghting with future
Intercontinental Rally Challenge and Super 2000
champion Juho Hanninen and Anton Alen, a
former 1000 Lakes Group N class winner and
son of rally legend Markku. Kimi is very close
to the Alen family one of his houses in
Finland is just across the road from Markkus
so he probably picked up a few tips.
Raikkonen undoubtedly felt his stunning
performance in Finland would translate
seamlessly into something similar in the World
Rally Car category. Plenty of others thought
exactly the same. But being competitive in
the Super 2000 class is one thing, taking on
Sebastien Loeb in the same car is another.
To be fair to Raikkonen, he approached it with
an open mind. Ive always admired rally drivers
for their skills and bravery, he said at the time.
I just wanted to see if I could do it myself.
It only took him three WRC events to nish
in the points (with eighth in Jordan), and on the
following round he scored what would remain his
best result: fth in Turkey. That event, as Europe
lay beneath an ash cloud that grounded aviation,
was the prelude to an interesting journey home
for most people. Apart from Kimi that is, who
somehow managed to persuade his pilot to take
off. He was relaxing at home before most of his
Citroen colleagues had thought about boarding
their coach back to Paris. It took them three days.
There were some low points as well. Raikkonen
let out an unmanly yelp as his car went off the
edge in El Cubilete, Mexico, followed by a string of
words that are unprintable but extremely amusing.
While Kimis co-driver Kaj Lindstrom no doubt
got sick of a scene acted out at hotels around the
world most mornings every Citroen driver (bar
one) sitting patiently in the minibus, waiting to
leave, while Lindstrom frantically called Kimis
room from reception Loeb was quite chuffed.
Its good, because normally its me who is late,
he pointed out directly from the minibus.
Kimis rst and only fastest stage time came
on the 2010 Rally Germanys Circus Maximus, a
spectator superspecial around the Porta Nigra
an ancient Roman gate in Trier.
For his second season in the WRC,
Raikkonens budget was signicantly reduced,
forcing him to go with his own team Ice1
Racing in a Citroen DS3 WRC funded by a
variety of private sponsors. He didnt complete
a full season, tackling nine events in total with
a best result of sixth in Jordan and Germany.
Under the WRC Team rules, he was obliged
to contest two events outside Europe, and his
decision to skip Rally Australia because it
was a long way fell foul of that regulation.
Unsurprisingly, the Australian stewards did not
accept the geographical location of their event
as a mitigating circumstance and Ice1 Racing
was excluded from the teams championship
(although Raikkonen nished 10th in the drivers
standings, for the second year running).
Then came the call to Lotus, but Kimi doesnt
think he would be where he is today without his
two years in rallying. You cannot compare the
two and say that this denitely helped, he points
out. But when I stopped in F1 I was ready to do
something different and challenge myself, and
without that I dont think Id have come back.
Raikkonen might not have had the results he
wanted in the WRC, but he brought some real
star quality to the championship with an army of
passionate fans. To our knowledge, Ken Block is
the only other rally driver who has been followed
into the toilet and photographed there
David Evans
T
KIMI IN
RALLYING
Raikkonens rst World Rally
event in a WRC car before he
dropped it into a snowbank
Every Citroen driver
bar one would sit on
the bus as Lindstrom
frantically called Kimis
room from reception
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0123456789
ith his rallying sojourn fraying
at the seams, Raikkonen spent a
month in the US in 2011, running
two tests and two races with
Kyle Busch Motorsports.
His rst experience of
NASCAR-style machinery came in a truck test
at the half-mile Gresham Motorsports Park oval
in Georgia. And it didnt take long for Kimi to
make an impression on the team.
A lot of time when we test, the driver will
go out and mosey around for a couple of laps
to get their bearings and get familiar with the
racetrack, says KBM team manager Rick Ren.
He didnt do that. When he went down pitroad
he was wide open and that just shows his ability
and condence in his car control. Im not used
to people doing that.
A further test followed at Rockingham, before
Raikkonen made his Truck Series debut around
the 1.5-mile Charlotte Motor Speedway. Kimi
nished 15th and a week later contested the
Nationwide race at the same track in a car run
by KBM, but entered by Joe Nemecheks team.
The truck race didnt go as good as I hoped it
would, but the car race was going very well until
he had a pitroad speeding penalty, Ren recalls. I
was really impressed during the Nationwide race.
Our car was not nearly as good as what it could
have been, he was driving the wheels off that
thing and doing a very good job. It just ended up
being not quite such a good day. We were running
about seventh and thats very respectable.
But the race wasnt without its dramas. As
anyone who heard Kimis Abu Dhabi radio chat is
aware, he knows what hes doing even if that
means failing to wear the correct protective gear
When he rst came here I looked at his shoes
and I told him, I dont think youll be able to
run those shoes over here and hes like, Yeah,
yeah, yeah thats what I always race with, so
he didnt want to put the heat shields on. The
oorboards get exceptionally hot in NASCAR
vehicles, maybe 125-130 degrees.
But he didnt want to put his booties on as
we call them and we are a bit into the race and he
comes on the radio and says, My feet are getting
very hot! Never mind, I will put them out the
window! I thought that was the funniest thing I
ever heard on the pitbox. And that was the only
time he brought it up in the whole race.
The team was keen to run Raikkonen in more
races, but he never returned its call.
Andrew van de Burgt
KIMI IN
NASCAR
W
He comes on the radio
and says, My feet are
getting very hot. Never
mind, Ill put them out
the window! RICK REN
Raikkonen made NASCAR
debut in truck (below)
before Nationwide outing
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RAI KKONE N OUT SI DE F 1
eugeot motorsport boss Olivier Quesnel
had long since promised Kimi Raikkonen,
then competing in World Rallying with
sister marque Citroen, a go in one of his
908 HDi LMP1 turbodiesels and duly
delivered in August 2011.
Quesnel, who was in charge of both marques,
always denied that there was anything more to the
test, but insiders insist that an outing at the Le
Mans 24 Hours was discussed at some point. And
quite rightly so after Raikkonens performance
during his short try-out at Motorland Aragon.
Kimi was quick straight out of the box, says
one of Peugeots retinue of drivers. He got in
the car and matched the quickest time of the
test inside four laps.
He arrived late, I think, didnt make any fuss
and didnt bother too much about the seating
position, and bang, he did the time. He did
around 25 laps and then went home.
Raikkonen apparently liked the car, apart from
its powersteering, but any chance of a race outing
as good as disappeared three months later when
it was announced hed be returning to F1 with
Lotus. And then it disappeared for good when
Peugeot called time on its sportscar programme
another couple of months after that.
Gary Watkins
KIMI IN
SPORTSCARS
P
Raikkonen slides into
Busch/Nemechek
Toyota with insufcient
footwear protection
What might Raikkonen
have achieved had he
raced the Peugeot 908?
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How McNish became
a sportscar great
Last month, Allan McNish called time on a superb career. GARY WATKINS looks
back at what made him special by focusing on perhaps the Scots best drive
S
ears Point 2000. Some say it was
Allan McNishs greatest drive, and
the man himself leans in that
direction. Its also arguably the
most important of the 29 wins
he notched up with Audi before
calling time on his illustrious
career last month. Domination in
California set him on course for
the American Le Mans Series title,
secured his place in the hearts and
minds of the Audi Sport hierarchy
and belatedly persuaded the US sportscar
fraternity that he was something special.
What happened that weekend illustrates
exactly why McNish can rightly claim to be one
of the all-time sportscar greats. The attributes
that he would use over a career that took him to
three victories in the Le Mans 24 Hours, a trio
ALMS titles and, last year, an FIA world title in
the World Endurance Championship were on
show that weekend in Sonoma. It was almost
as if, reckons Audi Sport Team Joest technical
director Ralf Juttner, hed printed a catalogue
and gone through it page by page to show
everyone how good he was.
McNish was mighty that weekend on the way to
a rst ALMS victory, notched up with long-time
partner Rinaldo Dindo Capello. They didnt just
win, they blew everyone else into the weeds.
And everyone else included Audi team-mates
Emanuele Pirro and Frank Biela McNish
famously lapped the Italian in a stint and a half.
The closest Audi came to losing at Sears
occurred as McNish put his team-mate a lap
down. The two R8s very nearly collided, not
because Pirro was being obstructive, but because
he was taken by surprise by his team-mate. The
Italian wasnt looking in his mirrors and why
should he have been? I drive an Audi, he said at
the time, and he wasnt going to be overtaken by
anyone who wasnt driving one of the German
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McNI SH MAKE S A SPL ASH
How McNish became
a sportscar great
Allan McNishs early career
appeared to have an
unstoppable momentum and,
with the backing of Marlboro,
the message was, if you kept
winning, youd keep on moving
up. He swept through Formula
Vauxhall Lotus (winning the
British title in 1988) and British
Formula 3 (a near-miss in 89),
and on into a successful rst
year of Formula 3000 with
DAMS. The train was derailed
over the course of two difcult
F3000 campaigns, rst with
the French team again, and
then the British 3001
International squad.
Everything was looking
stunning: I had sailed through
every category up to then, he
says. Then in 1991, DAMS
didnt have the same structure
as the year before and that
years Lola was a complete
dog. The momentum went
and I wasnt brilliant through
to the end of the season.
McNish was hit by an
illness, almost certainly some
kind of virus, that remains a
mystery to this day.
Ive never been 100 per
cent sure what it was, but
through the end of 1991 my
joints started swelling up, he
recalls. I missed a few races
the next year, and after the
races I did, I was fucked;
I had to be lifted out of
the car at Barcelona.
When your star is rising
and then your star doesnt
shine for a couple of years
for whatever reason, you
are quickly forgotten about
because the next star
is coming along.
HIS EARLY YEARS IN SINGLE-SEATERS
THAT FIRST STEP INTO SPORTSCARS
The move into sportscars
for Allan McNish had been
about getting my bum into
something after an attempt
to relaunch his single-seater
career in Formula 3000 with
Paul Stewart Racing in 1995
didnt yield the desired
results and a try-out with
the PacWest CART team
at the end of that season
proved successful on the
stopwatches but led nowhere.
I thought sportscars were
shitty old things with a lot of
power driven at 90 per cent,
he explains. I wanted to test
one, but in my heart I wasnt
ready to say my single-
seater career was over. It
was a case of having to do
something, because my only
race in 1996 was the
Porsche Supercup race at
the British Grand Prix.
McNish admits to not
enjoying the Porsche 911
GT1 on rst acquaintance,
but he did enough in testing
to land a gig as test driver or,
as he puts it, odd-job boy.
One of those tasks was to
bolster the privateer Rohr
teams attack in the
SPORTSCAR (nee IMSA)
series. A rst-time-out
victory on the Las Vegas
roval proved to be pivotal
in his sportscar career.
That was the rst race
I had won in a wee while
[actually since 1990], he
recalls. It reminded me of
why you go racing: do you
do it to say youre a racing
driver or do you do it to win?
I realised I did it to win.
With Joest Audi tech
director Ralf Juttner
First taste of sportscars:
Silverstone Supercup 96
McNish was mega at
Sears Point in 2000
Young McNish was
on inexorable rise
which included 88
Vauxhall Lotus title
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twin-turbo prototypes, so could scarcely have
imagined the sister car would be homing in.
Emanuele got out of the car and said
something like, I didnt see Allan spin,
recalls Juttner. He didnt realise that he
had been lapped.
The oh-so-tight-and-twisty Sears Point
Raceway, as it was then known, was the perfect
stamping ground for McNish. The one skill
that for many set him apart from his peers was
his ability in trafc, the way he could scythe
his way past slower cars. And that was crucial
at Sears like nowhere else.
McNish sometimes appeared to have a sixth
sense in the trafc during the cut-and-thrust
of his three ALMS campaigns. Some interpreted
it as aggression or even recklessness, but
that would be wrong.
Juttner remembers complaints from within the
ALMS GT ranks about McNishs driving. Sascha
Maassen [who was driving a Dick Barbour Racing
Porsche] said to me, This guy is crazy; he must
be careful or there will be a crash, explains
Juttner. He told me that when he saw Allan
behind him he was immediately very careful. I
said, You know what Sascha, this is exactly what
he is aiming for: he wants you to see him, know
that he will make no compromises and for you
to act accordingly. Allan never did have any
accidents with slower cars in our open cars.
It was his ability in trafc that made him shine
above others. It played a big role in his superiority
on a small-and-twisty circuit that day at Sears.
McNish was bang on the pace on just about
every lap he did at Sears that year, from the start
of practice to the nal lap of his second stint. He
had an uncanny ability to get straight on the pace
on circuits he knew and those he didnt. That
was to prove crucial in that rst successful ALMS
campaign. Team-mate Capello was in only his
second year of sportscar racing and was new to
all the tracks in North America, and McNish was
able to afford him a greater proportion of the
track time ahead of qualifying and the race.
Allan knew that he couldnt win the race
alone, explains Juttner. He needed his partners
to be on top form and up to speed as well and
would do everything to ensure that happened.
That was Allan. He was so determined
and always gave 100 per cent, but he pushed
other people to give everything as well. He
can motivate people.
Capello, who would go on to claim two ALMS
titles with McNish (though not the 2000 crown
courtesy of the vagaries of the points systems),
puts his successes as a sportscar driver down
to his relationship with the Scot.
Allan had something that no one else I have
Allan McNishs big Formula 1
break came 10 years after he
started testing with McLaren,
a role he subsequently lled
with Benetton and it came
as a result of his prowess in a
sportscar. Under contract to
Porsche, which was taking
what was meant to be only a
one-year break from top-ight
sportscar racing, he was
free to race for another
manufacturer at Le Mans. That
make was F1-bound Toyota,
whose boss Ove Andersson
he suitably impressed.
It was a big decision,
but an easy decision, says
McNish of turning his back on
sportscars when the call from
Toyota came in mid-2000. We
are talking about the largest
car maker in the world. They
were saying, We are doing F1
and we want you to be the
rst-ever Toyota F1 driver.
But I knew that if I gave it
a run, there was always the
opportunity to come back to
sportscars. Agreements have
ceased through no fault of
my own, but the phone
always kept ringing.
McNish claims there is
no bitterness that he was
dropped after one season
of racing in 2002.
I was a bit pissed off at
the time, he explains. My
contract was up for renewal
but, when you look back on it,
it was big boys politics.
FORMULA 1 CUL-DE-SAC AT TOYOTA
Great partnership:
Capello and McNish
Happy times with
Toyota for McNish
Battling it out with
Jarno Trullis Renault
in F1 Toyota in 2002
STAND 6470
4
1
McNISH CAREER HIGHLIGHTS
2013 World Endurance champion and
Le Mans 24 Hours winner
2009 Sebring 12 Hours winner
2008 Le Mans 24 Hours and Petit Le Mans winner
2007 ALMS champion and Petit Le Mans winner
2006 ALMS champion, Sebring 12 Hours and
Petit Le Mans winner
2004 Sebring 12 Hours winner
2000 ALMS champion and Petit Le Mans winner
1998 Le Mans 24 Hours winner
1988 Formula Vauxhall Lotus champion
No, I didnt enjoy it! Allan McNishs
assessment of his year in the DTM with
Audi and the Abt team in 2005 is damning.
The year yielded a best result of fourth
during a decent mid-season run, but he
only just scraped into the top 10 in the
end-of-season points.
Racing in the DTM was the only
opportunity for a driver who had made a
quick return to Audi after a year as an F1
test driver with Renault in 2003. McNish
had raced for the Audi UK-backed Veloqx
squad in his rst year back, winning rst
time out in the Sebring 12 Hours, but there
were limited options in sportscars for
the following season.
I wasnt going to sit twiddling my
thumbs for a year, he says, but racing
at Oschersleben and Lausitz didnt hold
the same attraction as competing at
Road Atlanta and Sebring.
I was effectively there to make up the
numbers. There wasnt a level playing eld. I
had three test days before the rst race and
a further two tests after that, one of them
being after the end of the season. Eki
[Mattias Ekstrom] did 18 in the same period.
At the end of the year, I said I will do it
again but only on equal terms. It goes back
to that Las Vegas story [panel, p37]. You
have to ask yourself, Why are you there?
NO FUN IN DTM
ever driven with had, says the Italian. He was
ready to share everything with his team-mate.
I won a lot of races with Audi, some of them
with Allan and some without. But all of those
victories are thanks to Allan. When I wasnt
driving with him, I used everything I learnt
from him. He was the one who taught me
how to win sportscar races.
Put simply, McNish was the ultimate
team player.
There was another weapon in the McNish
armoury, reckons Juttner, which became
clear to only insiders at Audi and Joest in
California in July 2000.
One area where he was exceptional was his
ability to take an overview of any situation, he
says. He could always see the big picture, at the
same time as being capable of going about the
slightest shitty detail that wasnt quite right.
The big picture at Sears in 2000 wasnt
evident to those outside the Audi set-up. The
German manufacturer had a championship to
win in the US, but it was languishing behind
BMW represented by the Schnitzer team with
a pair of V12 LMRs in the points after reverting
to an updated version of the previous years
R8R between Sebring and Le Mans. Pirro and
Biela were the German manufacturers best-
placed duo in the points and the prospect of
team orders was looming.
Juttner remembers discussing that very
prospect with Audi Sport boss Dr Wolfgang
Ullrich during the Sears weekend.
We were talking about team tactics at that
point already, he recalls. I discussed it with
Dr Ullrich, although not openly and certainly
not with the drivers.
But Allan knew there was a real prospect of us
doing something like that. He knew that if he was
far enough ahead it would be difcult for us to
do something stupid with team orders.
McNish pulled it all together at Sears Point in
2000 and amazed the sportscar world. It for
sure was one that was an eye-opener to many
people, including me, says Juttner. It was
perhaps the rst time that we saw the Allan
McNish that we would see so many times over
so many years. It was crazy, really, what he did.
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Even when he had two doors,
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McNishs
greatest
races
With scores of sportscar wins to his name, picking out
Allan McNishs best performances is not an easy task.
GARY WATKINS, who saw most of them, gives it a shot
The big break
Laguna Seca 1997
The FIA GT Championship nale at Laguna Seca
in 1997 put Allan McNish on the sportscar map.
Picked up by Porsche as test driver earlier in the
season, hed been brought into the factory race
line-up for mid-season races at the A1-Ring
and Suzuka, but it was aboard an extra car in
California that he truly impressed.
The parts-bin special Porsche 911 GT1 Evo
nally proved competitive in an FIA GT race in
McNishs hands and the car, shared with Ralf
Kelleners, was in with a shot of victory against
the all-conquering Mercedes before a bungled
pitstop. But the performance and a third-place
nish was enough to persuade Porsche to sign
him up for the full season in 1998.
McNISHS VIEW: That race was important.
It effectively cemented my place in the
Porsche team.
Laguna Porsche drive
convinced the marque
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McNI SH S BE ST MOME NT S
Showing his class
Sears Point 2000
McNishs sportscar credentials werent in
doubt when he arrived in the American Le Mans
Series after signing with Audi for 2000. Yet it
wasnt until he claimed his rst series victory
with the new R8 at Sears Point in July 2000 that
America and perhaps Audi realised just
how special he was.
It wasnt just that he and long-time partner
Rinaldo Capello won from pole, it was the way
McNish destroyed the opposition, Audi
team-mates Emanuele Pirro and Frank Biela
included, that was special. McNish put a whole
lap on Pirro in the space of a stint and a half.
So shocked was the Italian that he thought his
team-mate must have spun or been delayed.
McNISHS VIEW: It was important because it
was the rst victory together for Dindo and
me. I think it said something to Audi and it
set up my run to the championship.
I guess Ive had bigger wins, but that one
is probably the best race of my career from a
pure driving point of view and almost certainly
one of the most important of my career.
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The rst Le Mans victory
Le Mans 24 Hours 1998
The new 911 GT1-98 and its Michelin tyres
didnt prove a match for the latest V8-powered
incarnation of the Mercedes CLK concept on
Bridgestones in FIA GTs, but the car was most
denitely in the hunt around the long Circuit de
la Sarthe. Witness McNishs table-topping time
in what was then known as pre-qualifying six
weeks ahead of the race.
An impressive stint in drying conditions in the
night rmly establish the Porsche McNish shared
with Stephane Ortelli and late-signing Laurent
Aiello in a clear lead. A cooling-system issue
delayed the car and allowed Toyota back into the
game, but it ultimately couldnt deprive Porsche
of a 16th Le Mans 24 Hours victory.
McNISHS VIEW: I was driving on instinct
and talent alone. I dont think I had any
understanding of strategy, so in that way 2008
was a much better Le Mans drive, and to be
honest, 2013, as well for a different reason.
Victory at Sears Point
was important it said
something to Audi and
it set up my run to the
championship ALLAN McNISH
McNish helped Porsche
to its 16th Le Mans win
Sears ALMS win was
McNishs rst for Audi
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McNish revelled in
the soft-tyred R15 to
overcome Peugeot
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The forgotten one
Sebring 12 Hours 2009
The strangest comeback
2008 Petit Le Mans
Allan McNish was out of the car and kicking
anything that came within range of his Nomex-
booted foot just 40 minutes before the start after
looping his Audi R10 TDI on the formation lap.
Yet 11 hours later he was celebrating victory at
Road Atlanta with team-mates Dindo Capello
and Emanuele Pirro.
It was the result of an amazing comeback, or
rather comebacks. The rst was Champion
Racings repairs that got McNish out on track
only two and a bit laps behind the leaders. The
next was the drive by McNish and Pirro that
put the car back on the lead lap in hour three.
There were further delays and more ground
lost, but some exemplary pitwork from Champion
clawed it all back once again. Crucially, the US
squad then got McNish out on fresh Michelins
for the 36-lap run-in.
What followed was the Scot at his best. He
dispatched one of the Penske Porsches, team-
mate Marco Werner and then Peugeot driver
Christian Klien in quick order, and then fought a
solid rear-guard action after one nal safety car.
McNISHS VIEW: Thats one I cringe and smile
about at the same time. I thought we were
dead ducks, but at the end there were three
cars duking it out in the dark. Its special for
me and hopefully for fans who were there.
After their great wins at Le Mans and Petit
Le Mans in 2008, McNish, Kristensen and
Capello won the other sportscar classic at
Sebring with new R15 TDI to complete a grand
slam in a thrilling battle with arch-rivals Peugeot.
The R15 didnt look a match for Peugeots 908
turbodiesel, at least not for the rst two-thirds of
the race. Yet when the temperatures dropped as
night fell, the German car came into its own and
had the edge on soft-compound Michelin tyres.
I remember getting in for my nal stint and
H [engineer Howden Haynes] coming on the
radio and saying: Allan, Sebastien Bourdais [in
the leading Peugeot] has just done a 43.5, recalls
McNish. I had done a best of 1m45.2s or
something up to that point, and had been
straining my nuts to do that. I thought, Christ
sakes, but we just got on with the programme.
McNish drove an amazing nal stint in the
knowledge that the Audi, unlike the pursuing
French car, would need a late splash of fuel. A
series of laps below the pole time built him the
advantage he required. The Scot got in and out
of the pits without losing the lead to give the
R15 a debut victory.
McNISHS VIEW: We all drove very well that
day, but we had a good car. Everyone slates
the R15, but at Sebring that year I had the
best-balanced sportscar I ever had in my
career, perhaps even the best-balanced
racing car of any kind.
It was the rst time that Id ever managed
to go around the outside of someone at
Sebrings rst corner. I had that much
condence in the car.
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McNish and co-drivers
wrung the neck of the
Audi to win Le Mans
McNI SH S BE ST MOME NT S
Many rate this as McNishs greatest-ever
drive. Peugeots 908 HDi was the quicker
car at Le Mans in 08, but Audi pulled off
a shock with its ageing R10 TDI to win again.
The German manufacturer and Joest
Racing called it right tactically, but this win
had a lot to do with the performances from
McNish and team-mate Tom Kristensen.
Their car, ably co-driven by Dindo
Capello, was the only one of the three Audis
able to take the ght to the Pugs. The crew
stayed in touch over the rst 12 hours, then
moved into the pound seats when the rain
came. Ever-changing conditions ensured it
remained close right to the end and made it
one of the classic Le Mans encounters.
McNISHS VIEW: We had to be absolutely on the
limit every lap it was like a year of qualifying.
There were other races where I dug deeper
to pull results out of myself, but in terms of
the whole package using all the tools you
have and understanding your strengths and
weaknesses theres no question it is my
best race.
His greatest race
Le Mans 24 Hours 2008
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Meekes
last chance
to deliver?
Hes been on the international stage for a while,
but never before has Kris Meeke had such stability
in a factory-run World Rally Car. By DAVID EVANS
K
ris Meeke had gone from hero
to zero. Again. This time there
was no twisted metal, just misery.
This was misery in the Mosel.
Having been dropped by
Citroen for failing to land the
2006 Junior World Rally
Championship title, Meeke was
in the wilderness. Doing the odd
bit for Renault, hed scraped
together enough cash to breathe
life into a tired Clio S1600 for
Germanys JWRC round in 2008. He was pitched
against the series unstoppable force, Sebastien
Ogier, and plenty of people questioned the
wisdom of what looked to be nal roll of the
dice for the Northern Irishman.
Sitting on a near minute-and-a-half lead over
Ogier with one stage to go, Meekes gamble
looked set to pay off. Then the Clio coughed
and died. With a mile to go. Misery.
Talking to Meeke in service after that event
was tough, largely because there were no words
that were the right words.
Maybe it was time to knock it on the head.
He hadnt had a bad run. Such sentiment was
soon forgotten.
Being in the right place at the right time, he
landed a seat in a 207 S2000 and won the 2009
IRC title with Peugeot UK. A year later and hed A
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WRC BRI T S RE ADY T O SHI NE
signed a deal to drive Prodrives Mini John
Cooper Works WRC.
Talk about a career turnaround
A year later, and just six starts into what
should have been a long-term deal, his seat
was sold from beneath him.
Talk about a career turnaround
It was the start of 2012 and, instead of
starting his year in Monte Carlo, Meekes only
competitive outing was in Lurgan Park; that
he beat Kenny McKinstrys Subaru into second
place would come as little consolation.
It did cross my mind that that might be it,
says Meeke. You know, coming back once was
good for me, but twice?
SPREADING HIS WINGS
And there was little to indicate there would be
any chance of a comeback. Factory seats were
rare enough to begin with, but for a 33-year-old
whose wallet was nowhere near fat enough, the
chance to rekindle his dreams and desires looked
to be as good as nished.
Instead of dwelling on what might have
been, Meeke turned his attentions to what
could be. Jobless meant contractless and
contractless meant the fullment of a long-held
ambition to ride a motorbike 1200 miles
non-stop down the California Peninsula in
Mexico. A heroic effort netted Meeke 18
th
place
on his rst attempt at the Baja 1000.
His prole was further boosted when he
rattled a Bentley through the trees for BBC Top
Gear a couple of months later. If Meeke wasnt
welcome at the world rally party, he wasnt going
to leave quietly.
A trip to Paris made it clear others wanted
him to stay. Would he be interested in doing
some testing for Peugeots 208 T16? Yes, please.
And, as youre here, how about some cross-party
PSA co-operation: Citroens DS3 R5?
Absolument.
Citroen Racing had become Yves Mattons
domain and it was the jovial Belgian who had
backed Meekes JWRC campaign in the C2
through 2005 and 2006. Matton had been
a Meeke believer.
And when Abu Dhabi driver and Citroen
team backer Khalid Al Qassimi couldnt make
Finland last year, Meekes name was one of the
rst on a shortlist for Jyvaskyla.
That third chance the one Meeke hadnt
seen coming came. Again, there were the
doubters. Even Meeke himself admitted he
might have spied the word polonium on the
side of the chalice hed been passed.
Did he think twice?
Theres a pause, then a grin.
Not a bit of it! he says. It wasnt easy,
though. I hadnt been in a World Rally Car for
18 months and to go to the worlds fastest rally
with a car Id never driven competitively before
was a pretty big ask. It was a one-shot thing, but
there was denitely an element of being damned
if you did and damned if you didnt.
MORE SPEED LESS HASTE
Meeke was asked to show some speed. Matton
was keen to see if he still had it.
Second quickest through the rst free-
practice run answered that particular question
early. And got Mattons attention. A DS3-
bending roll near the end of the second run
through Ouninpohja held his attention.
At the point of running out of road, Meekes
pace had been under the stage record. That
means over the countless jumps and curves that
came before the tighter-than-expected right,
Meeke had driven a Citroen faster down almost
that whole stretch of road than anybody before.
Including the God of Versailles Sebastien Loeb.
Meeke showed his speed. And all credit to
Matton for keeping the faith to give him a shot
in the factory team in Australia. But, when the
dust settled on KMs second New South Wales
shunt, the end was surely in sight.
Fortunately for Meeke, a couple of things went
in his favour: hed shown speed again (beating
Ogier to fastest time in qualifying ticked that
box) and the list of potential team leaders for
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Matton to consider wasnt exactly long.
So, Matton delivered the dream for the
Dungannon driver.
Undoubtedly, that decision is a gamble: Meeke
is a driver with just 40 starts at the highest level.
Two years ago, Citroen started its WRC campaign
with 275 starts between two of the most
experienced drivers (Loeb and Mikko Hirvonen)
in the business. This year, Mads Ostbergs 65
rounds take Citroens tally to just over the ton.
And that lack of experience on Meekes part
will certainly tell in the early part of the season.
Once hes past next weeks Monte, itll be
Argentina in May before hes back on familiar
ground. And hes only been in South America
once, for the IRC round.
Ive never been to Sweden, Mexico and
Portugal, says Meeke, so the approach will be
different there. Its about getting experience.
If you have a two-year deal then you look to
settle in for the rst season before showing what
you can do in the second were in the position
where we have to settle in during the rst half of
the year and then show what were capable of in
the second half.
The good news is that Meekes feet are already
under the table at Citroen.
I can honestly say that I feel completely at
home in the car, he admits. I couldnt have
done the times I did last year in Finland and
Australia if I didnt feel completely comfortable
with the car. I really enjoy driving it and thats
so important.
What should we expect from Meeke this year?
I couldnt be in a better place right now, he
says, thats denitely right. This is really,
honestly everything Ive ever dreamed about,
but I keep saying that getting this opportunity is
just that its an opportunity. The Holy Grail is
winning the world championship. This
opportunity means nothing if I dont do
something with it. So, to say it doesnt get any
better than this is wrong it does, when you
start performing on rallies, ghting to win rallies
and then ghting to win championships.
More than anybody else, Meeke is aware of the
importance of this season. This is the last roll of
the dice. But, crucially, he gets to roll it 13 times
in a year, not just once. The intense pressure of a
one-off delivery is gone, but its been replaced
with the weight of expectation that comes
courtesy of a WRC title machine called Loeb.
Im not trying to emulate Sebastien Loeb, he
says, thats impossible. And Im sure the team
realises Ill need a bit of polish to reach my full
potential, but you get everything thrown at you
to do that with this team. Its an unbelievable
place to be.
And now hes back at the party, hes keener
than ever to stay there.
Rally GB 2005
This event will be forever remembered for all the wrong
reasons following the death of Michael Beef Park.
That tragedy overshadowed what was a strong and
sensible drive from Meeke in a one-off Subaru outing.
He ended the event ninth, but less than 30 seconds
off the top six on his World Rally Championship debut
in a World Rally Car.
Rallye Sanremo 2009
This was Meekes fourth IRC win of his rookie year in the
series with Peugeot UK. It was also the event in which
he lifted the title to celebrate the rst major international
rally series win for a Brit since Richard Burns world title
eight years earlier. Meeke showed massive maturity and
pace to dominate in the Ligurian Alps - the win and title
returning him to the forefront of team managers minds.
MEEKES TOP-THREE RALLYING CAREER HIGHLIGHTS
Germany 2008: the Clio
died while Meeke was
running ahead of Ogier
Peugeot IRC title
glory came in 09
Citroen JWRC deal
went sour in 2006
Rally dItalia 2011
The debut event for Prodrives Mini John Cooper
Works WRC and Meeke is on the money on the
second stage. Beaten only by Mikko Hirvonen and
Sebastien Loeb, Meekes time through Monte Grighini
Nord is almost a second per mile quicker than his
team-mate Dani Sordos effort. Unfortunately a throttle
problem forced him off the road on the next test.
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WRC BRI T S RE ADY T O SHI NE
lfyn Evans birthday came three days after
Christmas. Which was just as well, because
he denitely landed the best combined
present of his life earlier last month when
he was named as an M-Sport works driver
for this years World Rally Championship.
British drivers in the WRC and buses make for an
obvious comparison right now; having waited for a
front-line factory driver for the past decade (Matthew
Wilson drove for the M2 Stobart team), two have come
along at once with Meeke rivalling Evans at Citroen.
Meeke is naturally chuffed with his own gig, but
rightly says Evans has landed the big one: a factory
seat at 25 is what every driver dreams of. He doesnt
need to tell Elfyn, the former WRC Academy champion
is well aware of the opportunity hes been afforded. He
only has to look to the head of his familys table to see
what might have been; Gwyndaf Evans, his father, was
arguably Britains brightest and best rally talent never to
be fully recognised on the world stage.
But it still requires some taking in.
I still think about the reality of whats going to
happen come Monte time, says Evans, and its hard
to picture sometimes you know. Its easy to talk about it
and say: oh yeah, World Rally Car this year but its a
proper, proper drive and I cant stress how much
Im looking forward to it. This is putting me in the
best possible place to learn.
Hes not wrong. Not only is Evans a cert for all 13
rallies in one of the worlds fastest rally cars this year,
hes in it for the long-run thanks to M-Sport MD
Malcolm Wilsons legendary view of the bigger picture.
Wilsons spotted something in Evans, something that
he spotted most recently in Thierry Neuville. Or, if you
want to go back a bit further, Jari-Matti Latvala and
Mikko Hirvonen. Further still? Francois Duval, Markko
Martin and Petter Solberg. Wilsons been there, seen
it and signed it.
If hes honest, Wilson might admit this chance has
come a season early for Evans. Another year around
the WRC would have been the perfect apprenticeship,
but the seat had to be lled and Wilsons never been
shy of taking a punt. Elfyns is a two-year deal, says
Wilson, but thats really just the start were looking to
be working with him for a long time.
Evans has been on Wilsons radar for some time,
and having just nished polishing the emerging
diamond that is Neuville, the Cumbrian is delighted
at the opportunity to do the same with a driver born
on our side of the Channel.
Ive told Elfyn to model himself on Thierry, says
Wilson, and hes not doing a bad job so far.
Evanss dedication to the chance hes been given is
second to none, but he remains realistic. I will need
some time against these guys, says Evans. Its not
going to happen overnight and Ill need some support
while I get up to speed. We might have to be patient.
Sixth on his World Rally Car debut in Sardinia last
season, allied to some exceptional WRC2
performances, indicate that patience might not be
tested too much. But Wilson insists that theres no
expectation for 2014. Its a year of learning his lines.
Pretty much the exact opposite to Evanss
countryman in the red corner.
EVANS BRITAINS OTHER WRC HOPE
E
Its a proper, proper drive and its putting me
in the best possible place to learnELFYN EVANS
Evanss World Rally Car
debut in Sardinia last year
brought sixth-place nish
Your motorsport
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Star names interviewed, team, driver and series launches, rorty indoor action,
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Let AUTOSPORT International
kick off your 2014 at the NEC
C
hristmas might only just have gone,
but its already time to look ahead to
the 2014 season. The Monte Carlo
Rally gets under way next week, but
before that AUTOSPORT International
kicks things off at Birminghams NEC.
Star of the show is likely to be the
John Surtees Celebration, marking
50 years since Big John added the
Formula 1 title to the seven crowns he
won on two wheels. Over from America
will be the Ferrari 158 in which he
completed the unique achievement, while
the rest of Surtees career will be charted,
from his rst Triumph motorbike through
Lotus 18 and Lola T70 to the F1 and F2
single-seaters that bore his name.
The F1 Racing Stand is always one
of the highlights and this year should be
even more popular this year. With F1s
new rules package consigning the
2.4-litre V8s to the history books,
Birmingham will provide one of the last
occasions you can catch representatives
from the 2013 grid in one place.
The AUTOSPORT Stage, again in
association with KX, will feature Henry
Hope-Frost interviewing some of the
key gures from our sport. Adrian Sutil,
Petter Solberg, Allan McNish, Tom
Kristensen, Martin Brundle and Jonathan
Palmer are just some of the names youll
have the chance to hear from just look
at Henrys guest list on the right
National motorsport always plays
a big role in Birmingham and this year
Caterham, Radical and Chevron join
the usual set of racing clubs and series.
As ever, the Historic Sports Car Club
puts on a multi-car display, this time to
show off the spread of machinery it runs
races for, while the UKs premier series
the BTCC will be represented by a
number of cars and most of the 2014
drivers. Be sure to look out for the Honda
Civic Tourer, the estate that Matt Neal
and Gordon Shedden will drive this year.
For those wanting to get more involved,
there is the Live Action arena, Celebrity
Karting Challenge, and the Caterham
Driving Experience. Add in AUTOSPORT
Engineering, the Coys Auction and
Performance Car Show and you
may have trouble tting it all in.
Kevin Turner
Features editor
Surtees clinched his famous
1964 F1 title in Ferrari 158
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MY PICKS
Come and get close
to the action and re a
question at my victims
C
hatting to almost 100
different guests from every
conceivable motorsport
discipline over four packed
days on the AUTOSPORT stage is my
perfect antidote to the festive slumber.
Nothing fuels the early-season fever
like a one-to-one with a Formula 1
world champion, a Le Mans legend, a
World Rally whizz, a Touring Car
tearaway or a team top-name in front
of the super-enthusiastic fans who
make the show what it is. And this
year, my ninth as compere, promises
more 2014 launches, driver
announcements, reminiscing about the
past and general fun and games (Ill
leave you to work out wholl do what
from the list below). Come and get close
to the action and fire a question or two at
one of my victims (I do need the odd
break) and you could win British GP
tickets courtesy of Silverstone and British
Touring Car tickets thanks to TOCA.
Kenny Brack Former Indy 500 winner
Martin Brundle Sky Sports F1 pundit
Andrew Jordan British Touring Car champion
Tom Kristensen Nine-time Le Mans
24 Hours winner
Allan McNish World Endurance champion
Matt Neal Three-time BTCC champion
Gary Paffett DTM racer/McLaren
F1 test driver
Jason Plato Double BTCC title winner
Andy Priaulx BMW sportscar ace
Gordon Shedden 2012 BTCC title holder
Petter Solberg Former World
Rally champion
John Surtees 1964 F1 world champion
Adrian Sutil Sauber F1 driver
Derek Warwick Ex-F1 racer/Le Mans
24 Hours winner
Malcolm Wilson M-Sport boss
*Appearances correct at time of going to press.
Henry Hope-Frost
WEC champions:
McNish and Kristensen
Racing legend: Surtees
F1 racer: Sutil
Ex-WRC champ: Solberg
Le Mans star: McNish
Indianapolis 500
winner: Brack
Mercedes DTM
ace: Paffett
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TICKET GIVEAWAY
Head over to our stage with some questions for our guests for the chance to win tickets to
the British Grand Prix and tickets to a round of the British Touring Car Championship.
AUTOSPORT STAGE
The 70th running of Britains premier rally event, Rally GB, will
be celebrated in Birmingham with a display of some of the best
rally cars ever to grace these shores. DAVID EVANS takes a look
Y
es, I know, its January.
And you want it to be
November again. You want
to be behind the trees,
watching a car attack an apex
at 45 degrees; you want to
smell the mud on the exhaust
and listen to the bark and
bellow of a World Rally Car.
Well, you cant.
Like I said, its January,
not November.
What we can offer you is the next best
thing the chance to see up close some of
the cars that have starred on Britains round
of the World Rally Championship.
Wales Rally GB is a jewel in the WRC crown,
courtesy of its legendary mix of harsh and
sometimes horrible conditions combined with
some of the fastest and most ckle forest
roads around. First run in 1932, the event
still known across the globe as the RAC has
spawned heroes ever since. And here are some
of the wheels that helped make those heroes.
Rally GB
celebration
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INTERNATIONAL
Subaru Impreza WRC 97
This is the car in which Colin McRae won his third RAC Rally. Its also the
car in which he missed a second world title by a single point. That the
Scot dominated Britains Cheltenham-based WRC round after his
countryman and rival Richard Burns suffered a puncture in St Gwynno
would come as little consolation. This Impreza WRC 97 was the rst
car to win in the World Rally Car era and helped Subaru to a hat-trick
of makes titles. But a series of mid-season engine failures undoubtedly
cost McRae his chance of becoming a two-time champ.
INTERNATIONAL
Ironically, courtesy of its hydraulically
operated gearshift, theres probably
more high-tech transmission kit inside
Jukka Korhonens Citroen DS3 R3
than there is on the French rms
World Rally Car. And this machine
is the pick of R3 motors. Its front
wheels are driven by a 1.6-litre
turbocharged engine that produces
plenty of torque and the odd bit of
wheelspin. Korhonen used this car
to lift the British title last year and
went on to win the WRC3 category
on Rally GB. Citroens pocket rocket
was the weapon of choice
throughout last years WRC3 ght,
with Sebastien Chardonnet taking
the title in his DS3.
Citroen DS3 R3
Ford Fiesta R5
M-Sports Fiesta R5 remains the class of the R5 eld not only
because its a stunning car, but also because the Cumbrian rm remains
the only company to have designed, built and run one despite the best
efforts of manufacturing giants Peugeot, Citroen and Skoda, whose R5
cars remain in the pipeline. This latest Fiesta rally car might look like the
RS WRC youll nd on the M-Sport stand, but its 90 per cent new and
includes a 32mm-restricted engine developed at M-Sports
Cockermouth factory, mated to a ve-speed Sadev transmission. This
particular car is Irishman Robert Barrables Tunnocks-backed example.
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INTERNATIONAL
Subaru Impreza
WRC 2001
See that bonnet? Thats the very bonnet the late
and very great Richard Burns kissed in a soggy
Margam Park on Sunday November 25, 2001.
A minute or two earlier, he and co-driver Robert
Reid had become world champions. This
2001-specication Subaru, codenamed 44S, was
a revolution in the life of Impreza World Rally Cars;
it was the rst four-door WRC machine Prodrive
ever prepared for Subaru. And it was the car that,
courtesy of designer Christian Loriaux, forced a
rethink on the centre of gravity in road cars take
a look inside and youll see pretty much all the dash
is on the deck. Now compare that with the WRC
97. This car only won one event (New Zealand) in
2001, but RBs consistency was enough to secure
the title on Rally GB.
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Star cars to look out for
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There arent many opportunities to see some of motorsports best machinery at this
time of year, so AUTOSPORT International is the place to be to get an early 2014 fix
A
s well as new-car launches, there
are several unmissable displays.
This years Motorsport Legends
Feature celebrates the 50th
anniversary of John Surteess 1964
Formula 1 championship success
(below), the moment he became the
only man to win world titles on two
and four wheels. Both parts of his career will
be represented, from his earliest Triumph to
the single-seater racers produced by his team.
F1 Racings Stand will show off the 2013
contenders, while the British Touring Car
Championship will be well represented by
cars and drivers after one of the best seasons
in recent tin-top history.
When it comes to looking back, few do
it better than the Historic Sports Car Club,
which will once again put on a big exhibit,
this time to show off its variety of categories.
One of the undoubted stars of the
show will be the Ferrari 158 in which
Surtees scored his famous F1 title. He
scored two wins before the nailbiting
Mexico nale and the cars current
owner, George Barber, is having the
machine own over from the US for a
series of celebrations in 2014.
Ive got very fond memories of the
1964 season with Ferrari, and seeing
my 158 from that year is always a
special occasion, says Surtees. Im
looking forward to having it alongside
many of my other race cars and bikes
at AUTOSPORT International, and
sharing stories about the entire
collection with fans of the sport.
Other four-wheeled highlights will
include Surteess rst F1 car (the
1960 Lotus 18), an example of the
Lola T70 that he helped develop into
a Can-Am winner, and a Surtees TS7,
the model Big John took to victory in
the 70 Oulton Park Gold Cup (above).
Motorbike fans shouldnt be
disappointed either, with Triumph,
Norton and MV Agusta machinery
joining a rare 500cc BMW Rennsport.
JOHN SURTEES CELEBRATION
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INTERNATIONAL
F1 RACING GRID
HSCC
The new Honda Civic Tourer has
caused something of a stir since the
factory squad announced it will run the
estate for former BTCC champions
Matt Neal and Gordon Shedden in
2014. The rst Tourer will be on display
at the Rimstock stand, while the older
Civic Coupes of Shedden and reigning
champ Andrew Jordan will be on the
Dunlop MSA BTCC stand, 6440.
The liveries of Rob Austins Audi A4
and BTCC newcomer Simon Belchers
Toyota Avensis will also be revealed,
while most of the current drivers are
expected over the weekend. So keep
your eyes peeled and check the BTCC
stand for when your favourites will
be in the signing area.
BTCC IN BIRMINGHAM
The 2.4-litre V8-engined F1 era is
gone, replaced by the 1600cc V6
turbocharged engines that will hit the
track later this month. Birmingham this
week therefore offers perhaps the last
chance to see the V8s together, with
every 2013 team represented.
Theres nothing quite like the
detail of a Formula 1 car, and the
F1 Racing display will give fans a
rare opportunity to take a close
look at cars, says AUTOSPORT
International director Ian France.
Head to stand 6020 to see
what he means.
Leading historic racing club the HSCC
is planning to bring 11 cars, ranging
from diminutive single-seaters to
big-banger sportscars via tin-tops.
An ex-Tasman Lola T332 Formula
5000 provides some muscle and will
be a stark contrast to a Formula Ford
2000 Reynard SF79. Jim Chapmans
Lotus 59 is back in its original Gold
Leaf Team Lotus colours as used by
Dave Walker and the late Bev Bond,
but is now probably better known as
the James Hunt car in the lm Rush.
Sportscar fans are catered for with
a Shapecraft Lotus Elan, displayed
in Tour de France specication, a
Chevron B19, rst raced in South
Africa and then driven by Mike Wilds,
and the monster six-litre American
Huffaker Genie sports-racer.
Touring cars arent forgotten either,
with Neil Browns Lotus Cortina
(freshly rebuilt after a big Thruxton
crash) joining a more modern
ex-Fabrizio Giovanardi Alfa Romeo
156 Super Tourer.
B
irmingham in
January may
not be a natural
setting for your
rst motorsport
x of the season.
However, throw
a roof into the
equation and its
a different story.
The Live Action
Arena has grown to
become one of the central
attractions of AUTOSPORT
International, and this year it plays
host to a superb line-up of Formula
1, supercar and stunt machinery.
The privilege of headlining the
bill falls to the legendary Lotus 49
and 79, which were driven by F1
Indoor racing
action set to thrill
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champions Graham Hill, Mario
Andretti and Emerson Fittipaldi and
collectively claimed 18 grand prix
victories, two drivers and two
constructors championships.
Motoring magazine Autocar will
present the 10 most exhilarating
cars to drive, including the 468bhp
Porsche 911 GT3 and the fastest
production Aston Martin, the V12
Vantage S. Also on show will be the
Mercedes Benz A45 AMG, Toyotas
GT86, the Radical RXC and the
311bhp Caterham Seven 620R.
Last years McLaren AUTOSPORT
BRDC winner Matt Parry and the
ve other nalists Jack Aitken,
Jake Hughes, Chris Middlehurst,
Seb Morris, and Charlie Robertson
will meanwhile put 425bhp
F2 cars through their paces.
On top of that, the Live Action
Arena will feature an eclectic mix
of drifting and stunt performances,
including demonstrations from
Team Japspeed, Guinness world
record holder Terry Grant and the
UK FMX motorcycle team. Also in
action will be the BriSCA and
Autograss competitors and a special
BMW versus VW challenge.
Sky Sports F1 commentator
David Croft will host proceedings
alongside The Gadget Shows
Pollyanna Woodward, with the duo
being joined by celebrity guests.
Its a weekends worth of action
crammed into one hour and the
best part is its free with any general
admission ticket.
PERFORMANCE
TIMES
Thursday January 9
1400
Friday January 10
1400
Saturday January 11
0930, 1115, 1300, 1445,
1630 and 1815
Sunday January 12
0945, 1130, 1315,
1500 and 1645
Always one of the most exciting elements of AUTOSPORT
International, the indoor action promises more in 2014.
Heres a guide to what you can expect to see this weekend
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INTERNATIONAL
Its one thing watching race cars being
pushed to the limit, but at AUTOSPORT
International you can get even closer.
If youre hungry for more, head down to
Hall 4 for the chance to take a passenger
ride in a Caterham Seven for just 10.
A team of pro drivers will be on hand to
thrash the light and nimble machines
capable of cracking 62mph in under
three seconds around a bespoke
course. And the indoor track has been
designed for drifting, so strap in.
If that wasnt enough, a limited number
of guests will get the chance to clamber
behind the wheel and master the art of
oversteer in the Caterham Donut School.
You dont even have to book early just
head to the hall and add your name to the
list. Caterham will be offering onboard
video footage, so passengers can relive
the thrills at home.
The annual AUTOSPORT International
celebrity kart race will again be a
star-studded affair, with funds raised
being donated to Alzheimers Society,
leading the ght against dementia, in
honour of the late Dan Wheldon. The
Briton, a two-time Indianapolis 500
winner and an IndyCar champion, was a
strong supporter of the cause.
Taking place on Friday evening on a
specially-constructed kart track in the Live
Action Arena, the three-hour race will
feature of a host of top-notch drivers and
special guests from the worlds of
motorcycling, football and television.
Teams will consist of four professional
drivers, each accompanied by two
members of the public. Celebrity drivers
include Le Mans 24 Hours winner David
Brabham, two-time World Superbike
champion Troy Corser, former footballer-
turned-pundit Robbie Savage, and
Sky TV presenter Charlie Webster.
Theres a prize up for grabs too, with
organisers Teeside Karting offering the
winners a free team entry to the British
and Le Mans 24 Hour karting races.
Stand well back
KARTING CHALLENGE
CATERHAM EXPERIENCE
Last years winning team
celebrates the traditional way
W
irth Research the
company founded
by F1 and sportscar
designer Nick
Wirth will be
exhibiting at ASI
for the rst time in
2014. Wirth will
display its work in
composites and Computational Fluid
Dynamics (CFD) technology, and show
how theyre applied beyond racing.
Meanwhile, former Caterham Cars
top-dogs Ansar Ali and Mark Edwards
will unveil the new ultra-light Zenos
E10 sportscar. The track focused,
road-legal, open-top two-seater is
powered by a mid-mounted, two-litre
Ford engine producing 200bhp.
Weighing only 650kg, it delivers a
power-to-weight ratio of 300bhp/
tonne. A single aluminium extrusion
backbone is central to the cars
innovative architecture. Regular ASI
exhibitors Alcon, Bilstein, Corbeau
will again appear, while Research rm
Revolutionary Technologies United will
air its latest thermodynamic process via
three new engines. The engines feature
the American-Slovakian companys
patented Pseudo Adiabatic system,
which utilises lower combustion
temperatures to increase efciency,
durability and power, while reducing
fuel consumption and emissions.
Perhaps the most intriguing
innovation will come from sustainable
energy company FibrLec. Scientists
from Bolton University have created a
exible bre that harnesses energy
from movement, which could have
applications in racewear and tyres. The
University will also unveil its Centre
for Advance Performance Engineering
(CAPE, which includes a campus race
team) with Porsche racer and Emmerdale
actor Kelvin Fletcher. The CAPE stand
will also feature the Bolt supercar,
which will attempt to break the world
land-speed record for production cars.
Whether its engines, gearboxes,
brakes, exhausts, wheels or data logging
thats your thing, all tastes are catered
for at AUTOSPORT Engineering.
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Engineering
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Motorsport has always been about technical
innovation, which is why the AUTOSPORT
Engineering exhibition is so important
T
he Coys Auction at AUTOSPORT
International always throws up some rare
and exciting treats for enthusiasts.
Last year, we had Queen frontman
Freddie Mercurys old Rolls Royce. This
year, we have the sole surviving 1969
Lancia Fulvia Spider Fiorio & Maglioli.
Only three F&Ms were built. The rst two were
identical but the third was slightly modied. The
story goes that Cesare Fiorio and Claudio Maglioli
(team manager and driver respectively at the
ofcial works Lancia team, Squadra Corse HF)
noticed the teams drivers suffered heat exhaustion
at the Daytona 24 Hours in 1969 and feared the
same problem in the forthcoming Targa Florio.
Fiorio and Maglioli decided to take the roof off
the HF coupe and shorten the chassis by 28mm,
thus making it lighter. The body was stiffened with
rigid tube and everything superuous taken off,
making the Lancia competitive against faster rivals.
The car on sale, chassis 00200, was the
second of the three produced and had an
unrivalled and celebrated racing history with the
works Lancia team: ninth overall at the 1969 Targa
Florio, second at the 1969 Monte Carlo Rally, a
class win at the Nurburgring 1000Km, and victory
in the 1969 Rally del Mediterraneo.
A 1970 Lancia Fulvia Coupe (a never-raced,
Fanalone road car), and an original ex-Innes
Ireland Lotus 20 FJunior car (capable of running at
the front in historic races) are among a long list of
exotic cars that go on sale on Saturday at 1230.
Unusual lots include ex-Alex Caf Footwork
overalls and Rupert Keegans 1982 F1 helmet.
COYS AUCTION
Keegan lid is for sale
Tech-heads can see engines
Zenos E10 sportscar
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he PistonHeads Performance Car
Show is the place for all road-car
nuts heading to Birmingham for
AUTOSPORT International.
Britains Best Drivers Cars will take
to the Live Action Arena as part of the
Performance Car Show. Parading
through the 5000-seat Live Action Arena
will be Autocars shortlist of the most
exhilarating cars currently on sale
based on power, poise and the
unexplainable x-factor (as judged by
the magazine). The 10-car feature will
include supercars such as the 468bhp
Porsche 911 GT3 and the Aston Martin
V12 Vantage S, as well as the
Mercedes-Benz A45 AMG, featuring the
most powerful four-cylinder engine in
production, the Toyota GT86, Jaguar
F-TYPE S, Porsche Cayman S, and the
Ford Fiesta ST Mountune.
Ariel, Caterham and Radical will
showcase road-going track cars that
have been taken to the next level: the
Atom 3.5 SC (Ariel), the 311bhp
supercharged Seven 620R (Caterham),
and the RXC (Radical), while Vauxhall
will display its new VXR8 GTS. Based
on Vauxhall sister company HSVs new
GEN-F GTS, the VXR8 GTS is the
most powerful production car to emerge
from Australia.
The Performance Car Show will also
give enthusiasts an opportunity to see
Abarths 595 50thAnniversary Edition
(top). Marking 50 years since the launch
of the original Abarth 595 at the Turin
Motor Show in 1963, the legendary
Italian car manufacturer unveiled the
limited-edition model (only 299 will be
built) at the 2013 Frankfurt Motor Show.
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INTERNATIONAL
Lancia Fulvia Spider F&M
racing suspension crankshafts
and precision engineering
in a variety of shapes and sizes
transmission internals
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The halls of the Birmingham NEC usually represent the spark that helps launch
the club and national season, and 2014 promises to be no exception to the rule
New Carrera Cup car
National sports
great racing exhibition
T
here is always a great celebration
of the variety and quality that
national motorsport in the British
Isles has to offer. This year will be
no different, as once against
AUTOSPORT International plays
host to a superb collection of our
sports best domestic offerings.
UK manufacturers Caterham,
Chevron and Lotus will once again be touting
the best efforts that 12 months of work in
their respective factories have produced.
Caterhams varied involvement in
motorsport will be represented in typically
grand style, with its brand new AeroSeven
concept car joining its Formula 1 machine,
SP/300.R trackday car, Superlight R300 racer,
Seven 485 SV and Caterham kart on display.
A more specic offering comes courtesy of
Chevron, which heads to the show armed with
its new V8-powered GT3 and GT4 models.
The rm will be present at stand 2650 as the
British marque ramps up its attempts to get
into frontline GT racing. The new cars were put
through a rigorous testing programme last year,
with AUTOSPORT International the rst
opportunity to see them on display.
Lotus will also be showcasing its new Elise
S evolution track car the Cup R which will
join versions of the Exige V6 and R Cup cars
as well as the Evora GT4 on stand 2400.
Ariel Atom and Porsche are among the
other car makers to have their dedicated UK
championships make their presence felt in
Birmingham. A special version of Atoms 3.5
model will feature on its main stand, while
the Atom Cup which was launched at
ASI 12 months ago has a dedicated
display for its unique championship.
Sportscar behemoth Porsche is bringing
both national and club elements to ASI, as the
new-for-2014 Porsche 911 GT3 Cup car
to be used in the Porsche Carrera Cup GB
gets a public display on the Porsche Cars
stand (2545), while the Club GB part of the
German marque will have its own separate
showcase (stand 19560).
Theres a competition to win a paid-for
seasons racing in the Volkswagen Cup UK
in one of performance exhaust specialist Milltek
Sports KPM-prepared VW Golf GTIs. Head
over to the Hall 8 stand (8540) for the chance
to win the drive in the popular tin-top
championship, which itself will have a
2014-spec Scirocco R and Golf GTI Mk VI
on display on its own stand (2740) as well
as a roadgoing Golf GTI Mk VII conversion.
Millteks competition is not the only one
on offer. Motors TV is running a contest for
budding race commentators to help front
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INTERNATIONAL
BRSCC is a show supporter
A wide range of
Caterham machinery
will be in Birmingham
Chevrons big push
VW Racing Cup drive to win
its coverage of the 2014 British GT
Championship. Half of the dedicated racing
television channels stand (2765) will be
transformed into a professional TV studio
and commentary booth, where you can
try your hand in front of the camera and
behind the microphone.
British motorsports governing body the
Motor Sports Association is back, on stand
2840, while its initiative to get people involved
in motor racing Go Motorsport has a
dedicated stand once again (7450).
Many of the organising clubs that provide
the bedrock for UK motorsport will be present
at ASI. The usual big players on the national
scene the British Automobile Racing
Club, British Racing & Sports Car Club
and 750 Motor Club will all have stands at
the NEC. In addition, the Historic Sports Car
Club returns with a typically evocative display
dedicated to the variety of cars that race within
its championships, from monster Formula 5000
single-seaters to 1960s tin-tops.
TICKET HOTLINE 0844 581 1420 OR WWW.AUTOSPORTINTERNATIONAL.COM
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Its not always easy finding your way around the labyrinth of
Birminghams NEC, so heres our map to guide you to some
of the headline attractions at AUTOSPORT International
HALL 8
HALL 4
HALL 5
How to locate
the best in show
Rally car display
HALL 9
LIVE ACTION ARENA
TT Bar
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International business lounge
Technical displays
Engineering Show
INTERNATIONAL
(THURS/FRI ONLY, HALL 9)
M6
M6
M6
M6
M42
A45
A45
Birmingham International Rail Station
Birmingham International
Airport
A452
A452
A452
A446
B4438
B4438
B4114
B4438
B4102
M42
M42
NEC BIRMINGHAM
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OPENING TIMES
9am to 6pm each day (January 9-10 are Trade Days only)
TICKET PRICES (SATURDAY AND SUNDAY
)
Ticket type Advance price Door price
Adult 31 34
Child (6-15) 20 23
Paddock Pass 41 44
Child Paddock Pass (6-15) 30.50 33.50
VIP Club 110 110

All tickets include a free seat in the Live Action Arena and free entry into
The Performance Car Show. Accompanied children under six get free access.
HALL 19
HALL 6
HALL 7
HALL 20
BY CAR
The NEC is easily accessible
from junctions 6 and 7 of
the M42, which connects to
the M6, M40 and M5. The
A45 also passes the NEC.
Alternatively, you can type
B40 1NT into your sat nav.
BY TRAIN
The NEC is a few minutes walk
from Birmingham International
Station. Connections from
Birmingham New Street run
regularly and take 10 minutes.
New Street has excellent links
to all major UK cities.
BY PLANE
The NEC is a short drive from
Birmingham International Airport.
The easiest way to reach the
venue is by the Air-Rail Link,
a free shuttle service running
every two minutes between
0515 and 0200. For scheduling
call 08445 766000 or log
on to birminghamairport.co.uk.
BY COACH
National Express runs
regular services to Birmingham city
centre and the airport.
For information, log on to
www.nationalexpress.com.
TO BOOK TICKETS CALL 0844 581 1420
OR VISIT AUTOSPORTINTERNATIONAL.COM
ROUTE FINDER
SHOW INFORMATION
F1 Racing display
PistonHeads heroes John Surtees feature
Autocar
Go Motorsport BTCC display
AUTOSPORT STAGE
INTERNATIONAL
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AUTOSPORT
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A-Z of exhibitors
EXHIBITOR NAME STAND
360 Racing 2880
3J Driveline Ltd E880
3M United Kingdom 2750
600 Racing 7540
750 Motor Club Limited 7130
A R E Dry Sump Systems E492
A.R.C. Clothing 6905
Abarth 19410
AC Tech GmbH E740
Advanced Fuel Systems E481
Advanced Wear and Safety (1996) Ltd 6120
Adwa Group 7210
AEM Performance Electronics E1041
AeroCatch E886
Aerocom Metals Limited E985
Aford Awards 6100
Aireshelta Plc 6721
Akrapovic 2860
Alcon Specialist Brakes & Clutches E1280
Aliant Ultralight Battery E82
ALIVE 19130
All Metal Services E780
AM Group Redback E580
AMRC Training Centre E1020
Andy Lee Transport Ltd 10620
Anglesey Circuit 7342
Anglo American Oil Company Ltd 2500
Ansys E1190
AP Racing 7610
Apex Performance Parts 6550
Ariel Motor Company Limited 19340
Armadillo Merino 7740
ARP E670
Arrow Precision E762
Art Forty Eight 9001
ASNU (UK) Ltd 8455
AST Suspension 8220
AT Power E620
Atec Autotechnic Limited E841
Athena GET E943
ATL Racing Fuel Cells 8405
Atom Cup 7270
Aubert & Duval E484
Aurora Bearing Company 8330
Auto Adrenalin 9230
Auto Finesse 19000
Autocar 19010
Autocrew 10630
Autoenhance Ltd E641
Automotive Brands Europe 6476
Automotive Engineer E882
AUTOSPORT 2220
Autosport Bearings and Components E441
Autotel Race Radio 7325
Aviaid Oil Systems E286
AVL Schrick GmbH E970
BARC 7430
Barkers Awnings 7755
BB Engineering Supplies 6842
BBS Motorsport GmbH E395
BDC Events Ltd 19250
BEN 6251
Bennett Built Motorsport 10610
Birchills Automotive 6620
Birmingham City University 7010
Bischof + Scheck AG 6242
BJR Technology Ltd 8216
Blockhead Media 6845
Bloodhound SSC 2770
Bott Ltd 2770B
Bowers Group XE1143
BPG Motorsport 10310
Braille Battery UK E160
Brembo S.p.A. E140
Bremsen Technik (UK) Ltd E980
Brian James Trailers Limited 2570
Briggs Automotive Company [BAC] Ltd 19232
BriSCA F1 Stock Cars 10540
BriSCA F1 Stock Cars 9110
BriSCA F2 10190
Brise Auto-Electrical Systems E587
Britcar 2560
British Historic Kart Club 6101
British Motorsport Marshals Club 7339
British Radio Car Association 9260
British Rally Marshals Club 6457
British Superkart Association 6400
Brooklands College 8155
Brown & Geeson Distribution Limited 6610
Brown & Miller Racing Solutions Ltd E1260
BRSCC 7050
Bruderer Ltd E1031
Brunel University 7115
Bruntingthorpe Proving Ground E444
BTB Exhausts Ltd E1072
BTN Turbo 7510
Burton Power 8440
Camcoat Performance Coatings E861
Caparo AP Braking 7565
Capricorn Automotive GmbH E560
Caracalla 1947 6805
Carbon Revolution 6575
Cartek Motorsport Electronics E646
CaseLiner E340
Caterham Cars Ltd 2540
Central Motorway Police Group 9405
CES Europe Ltd (Pit Equipment) E830
Chaters Booksellers 6800
Chevron Cars Ltd 2650
Chris Bayley 9007
Chrono Sport Alfano 6131
CIMA S.p.A. E347
City College Birmingham 7550
CKW Distribution 10130
CL Brakes E342
Classic Race Simulators 6720
Classic Sports Car Club 7320
Classic Sports Car Club Ltd 7330
Classic Team Lotus 6730
Clean Drive 19530
CNC Heads 8344
Cobra Exhausts UK 19120
Cobra Seats 6645
Compbrake Motorsport 8342
Competition Supplies Ltd E447
Complete Kit Car Magazine 19275
Corbeau & Showtrax (CMC Group) 2200
Coys 2270
Coys 2280
Cristex Ltd 7215
Custom Cages E1170
Dans Motoring Memorabilia/Dazs Models 6835
David Thomas & Graeme Simpson 9002
DC Electronics Motorsport Specialist Ltd E181
Delcam 2770E
Delphi Automotive 8247
Demon Tweeks 6540
DEN Motorsport 6850
Development Engineering & Enterprise Ltd E480
Dimensione Sport Srl 8550
Disc Brakes Australia 7300
DMS Technologies Varley Red Top E86
Docking Engineering E760
Dodo Juice 6934
Dogcam 6515
Drenth Motorsport Gearboxes E948
Driven Racing Oil E860
Drivepast.com Original Movie Posters 9004
Dunlop MSA BTCC Display 6440
Dutton Simulation Ltd E1030
Duxe Race Ramps 6502
Dynapack Dynos E393
Dynojet UK E1261
E Burgoyne & Sons 10140
Earls Performance Products E761
EBC Brakes 8240
EEC Performance Systems E432
EF Racing Engineering E346
Eibach UK 2600
Electrox Laser E1047
Elite Motorsport Engineering 19264
Elite Racing Transmissions 8615
Engine Management Academy Ltd 7200
Engine Parts (UK) Ltd E18
EOS Electro Optical Systems E942
ETS Racing Fuels E282
EVO magazine Octane magazine 6770
Exact Engineering (Hose & Fittings) Co Ltd 8700
Exzess International E382
F1 In Schools 9320
F1 Model Helmets 6895
F1 Racing 6020
F1 Racing Gear Ltd 6932
Ferodo Racing E1290
Ferrea Racing Components E570
FEV Motorsport E584
FG Motorsport E844
Force Racing Wheels ltd 8708
Ford Motor Company Ltd 2720
Ford Racing UK 2760
Ford RS Owners Club 19640
Forge Motorsport 8230
Formula Student IMECHE E783
Fox Exhaust 19540
FRAP Italy Ball Joints Technologies E872
FreeM 6133
Fuchs Lubricants (UK) PLC 6860
Fun Cup 7280
Gary Stead 6840
GB Enterprises 8205
GB Motorsport 7020
Gill Sensors Ltd E161
GMR Design 19110
Go Motorsport 7450
Go-Kart Party House 9265
Goldstar Onboard Ltd 8746
Goodridge Ltd E262
Gosnays Engineering Company E14
Gran Turismo 6 9210
Grand Prix Racewear 6220
Great British Sports Cars 19315
Greenpower 9310
Gripper Diferentials E1081
GRP4 Fabrications 7530
GST Racing Seals E40
GT Cup Championship 6460
GTMA E1110
GTROC 19650
GWP Protective E742
Hamilton Classic 6706
Happy Racer 6455
Hard Race 6452
Haymarket Research Stand 9011
Haymarket Research Stand 19532
HB Bearings E873
HCD 10640
Headcaseurope.com 6825
Hedtec Crash Helmets & Racewear 6600
HEL Performance E746
Henry Surtees Foundation 2672
Hi Filter 8711
Hill Rally & Marches 7150
HiSpec Motorsport Ltd 8600
Historic Car Art 9012
Historic Sports Car Club (HSCC) 6700
Holinger E240
Hortons Books 2920
HP Electronik A/S E930
icedriving.net 7310
Image Wheels International Ltd 6665
Induction Technology Group Ltd E362
In-Excess UK Ltd 7640
Injen Technology E241
Intercomp 8300
Isoclima S.p.A. E960
Jenvey Dynamics Ltd E599
JG Engineering SW Ltd 10120
JK F1 Grand Prix Shop (Since 1976) 2940
John Monkman 6909
JR Motorsports Limited 6565
JTinnovations Ltd E84
Juno Racing Ltd 7230
K&N Filters 6570
KA Sensors Ltd E486
Kahn Design 19420
KAPS Transmissions 8201
Karting Track Teeside Karting Ltd Karting Track
Kawasaki Turbo System Ltd 7752
Kent Cams 8400
KFS Special Vehicles 6210
Kleers Car Care 6465
Koni E940
K-Sport Racing Co Ltd 8305
Kulite Sensors Ltd E449
Kwiktrak (UK) Ltd 6615
L.A.Sleeve E585
Lane Electronics E640
Laser Lines Ltd E586
Laser Prototypes Europe Ltd E947
Lazer Lamps Ltd 8730
Leather Genie 6926
Lee Spring Limited E433
Lifeline Fire & Safety Systems Ltd E185
Light Commercials Models 6956
Lille Racewear 10240
Link Engine Management E180
Lista (UK) Ltd 7500
Lotus 7 Club 19630
Lotus Cars Ltd 2400
Lotus on Track Racing Drivers Club 19620
Lotus on Track Racing Drivers Club 7260
Lucas Oil Products (UK) Ltd E730
M.E.RIN Safety Fuel Tanks E348
Mac Tools 2460
INTERNATIONAL
INTERNATIONAL
Engineering Show
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Maha UK Ltd E1065
MaxParts/Norma UK E683
Maxxis International Plc 2250
Mayfair Insurance & Mortgage Consultants Ltd 19440
McGard Deutschland GMBH 8640
McGill Motorsport 10110
McGill Motorsports 7400
McGill Motorsports Ltd 9041
Mentor Parts International Company Ltd 8406
Metalweb E272
MFactory Competition Products E1071
MIA 8005
Micro Fibre Boxers 19030
Millers Oils 8650
Millers Oils E532
Mills Extreme Vehicles Ltd 6824
Milltek Sport Ltd 8540
Mini Gears (Stockport) Ltd E80
Minitec 8244
Miracle Shammy 6606
Mission Motorsport 9130
ML Electronics Ltd E1048
Modelsupermarkt 6822
Monster Tuning 19350
Mosselman Turbo Systems & Lumma Design 19050
Motec Europe Ltd E170
Motor Sports Association 2840
motorcarpages.com 19400
Motordesign Sweden AB 8740
Motors TV UK 2765
MotorSport 2670
MotorSport 6928
Motorsport Auctions 7750
Motorsport Safety Fund 7335
Motorsport Trailers 9020
Motorsportclassics.com 9006
M-Sport 2550
MX5 Nutz 9180
Nankang Tyre UK 2620
National Autograss Sports Association 10510
National Autograss Sports Association 9060
National College For Motorsport 7100
Newman Cams E847
Nexus (GB) Ltd E1032
NGK Spark Plugs (UK) Ltd 2850
Nicky Grist Motorsports 6470
Nitron Racing Systems Ltd 7525
Noble Automotive Ltd 19240
Noble Owners Club 19610
Odlings M.C.R. Ltd E541
ODU UK E842
Ohlins Racing AB 7600
Ole Buhl Racing Ltd E496
Omex Technology 8555
OPEN MIND Technologies AG E1049
Optimax Image Inspection & Measurement Ltd E398
OptimumG E261
Oracle UK 10250
Oracle UK 6907
OSG UK Ltd E248
Owen Developments 7630
Oxford & Cherwell Valley College 7105
Oxford Brookes University 8150
Pankl Northbridge E572
Paul Oz Racing Gold 6253
Penny & Giles E770
Performance 247 7340
Performance Automotive Aftermarket Association 7405
Performance Direct 19320
Performance Engine Components 8450
Performance French Cars 19330
Performance Racing Industry E581
Perma Grit Alutight 6938
Peron/Three 19220
PES Magazine E920
PFC Brakes E660
Piers Dowell 6959
Piper Cams 8605
Pipercross 6760
Pirelli Tyres Ltd 6260
Pistal Racing SRL E961
Pitbitz 7710
Plays Kool Motorsport 7741
PMI Europe BV E684
Polybush 7520
Poorboys World UK 19230
Porsche Cars GB Ltd 2545
Porsche Club Great Britain 19560
Porter Press International 6240
Powerex 7545
Powervamp Ltd 2450
Precision Technologies Int. Ltd (P.T.I.) E249
Premier Fuel Systems Ltd E1180
Prestige Performance Centre 19310
PRG Trailers 6520
Pro Formance Metals Ltd 6405
Pro Strip 6722
Pro-Bolt Ltd E287
Proto 6820
Quaife Engineering 8500
Quentor Cases E731
Race Engine Technology Magazine E260
Race Tech 8618
Race Tech E42
Race Technology 7315
Race to the Finish 2910
Race to the Finish 2916
Racecar Engineering E384
Racecar Engineering Magazine 8324
Racedeck 19351
Race-Keeper 7665
Racelogic Ltd 7535
Raceparts UK Ltd E390
Raceshirt 6856
Raceworld 6710
Raceworld 6922
Racing Aces 6750
RadshapeRC 10330
Rage Motorsport Ltd 19542
Rally Design 8345
Rally For Heroes 9430
rallycarsforhire.co.uk 6816
Rallysport-Development Ltd 6712
Randall Motorsport 10290
Randall Motorsport 10295
Raw Striker Ltd 19260
Raw Striker Ltd 19262
Redline Racing Developments 10210
REM Surface Engineering E941
Renapur 6616
RetroArtz 19202
RetroArtz 6954
Reverie Ltd 8610
Revotec Ltd E284
Richard Grant Mouldings Ltd E283
Richbrook Intl Ltd 6660
Rico Rally 19332
Rimstock Plc 2640
Ringspann (UK) Ltd RCS E470
RM Toys Ltd 10430
Road Track Race Ltd 19020
Robert Bosch Ltd/Blaupunkt E475
Roger Albert Clark Rally 6814
RTU E1162
Rupes 19201
Sabelt UK & Ireland E883
Sadev 8620
Samco Sport 7552
Santa Pod Raceway 8000
SBD Motorsport 8315
Schroth Racing 6650
Second Skin Flying Jackets 6826
Semip E1073
Serck Services Motorsport 7250
Serdi (UK) Ltd E20
Severn Valley Motorsport 19520
SFS Performance 8320
Shark Performance 19140
Shining Monkey 6901
Silicon Hoses.com E499
Simpson Performance Products E1246
Smarts 4 You Racing 7660
Smiths Metal Centres Ltd E786
Souriau UK Ltd E748
SPA Design E244
SPAL Automotive UK Ltd E530
Spax Performance Ltd 6630
Specialty Fasteners & Components Ltd E887
Spedeworth Motorsports 10530
Spencer Elton 6920
Sports 2000 Racing Car Club 7232
SPR E383
SS Tube Technology XE1087
SSAB E946
St. Cross Electronics E648
Stand 21 UK E590
Stemmer Imaging Ltd 2770C
Stingray RV Rentals 2780
STP 2870
Strongman Tools 7205
Super B E471
Super One 6410
Superow Dynamometers & Flowbenches E1040
SuperPro Europe Ltd 8325
Supersprint Exhaust Systems with GPRM 8250
Supertech E546
Surf & Turf Instant Shelters 6830
SWB Motorsport 7560
Swedish Motorsport Industry E330
System Store Solutions 6255
Syvecs Ltd/Life Racing Ltd E1080
TAG Heuer Professional Timing 6250
Takata Racing 6655
TE Connectivity E440
Team McLaren 6245
Tekdata Interconnections Limited E1046
The Cool & Groovy Toy Co Ltd 7714
The Engine Rebuilder E16
The F1 Shop Ltd Meadowhall 2900
The Fireghters Race Team 9410
The IMI Professional Register 6605
The Karting Pavilion 6200
The Monogram Group Ltd 6601
The Telegraph 6902
TheMagazineShop.com 2945
Think Automotive Ltd E270
Thyssenkrupp Bilstein Tuning GmbH 2700
TIGOSE Ltd E782
Tillett Racing Seats 6510
Tilton Engineering Inc. E548
Titan 2770A
Titan Motorsport & Automotive Engineering E1270
Titan Motorsports E360
Titanium Engineers E863
TMR Supplies 9031
TMR Supplies Ltd 10010
Top Gear Experience 9010
Total Seal Piston Rings E772
TotalSim Ltd & Northants Enterprise Partnership E695
Towergate 6500
Towing Homes Ltd 6855
TPS Weld Tech Ltd E643
Track Driver Magazine 6505
Travel Destinations 6640
Trident Racing Supplies Ltd E649
Trident Sportscars Ltd 7562
Triple X Trading Ltd 6950
TRS Motorsport E642
TRW Conekt E343
TTI Group Ltd E445
TTV Racing Components E130
Twisted Limited 2641
UAB Samsonas Motorsport 7512
Ultimate Hearing Protection E485
Ultra4 Europe 19060
Uni-Saf 8340
University of Bolton 2602
University of Bolton 7120
University of Bolton E1062
University of Central Lancashire 7110
University of Dundee 7102
University of Wales Trinity St David 7017
V2 Sport 6475
VAC Motorsports E380
Vacwash Spares 19606
Variohm Eurosensor Ltd E280
Vauxhall 2660
Viper Performance Hoses Ltd E741
Viraver Technology SRL E647
Vision Plus 10320
vision-tek 7216
VP Racing Fuels Inc E472
Wagner Tuning 19040
Wales Rally GB 8435
Walker Motorsport 10180
Walkers Teknobra UK E983
Waltham Services 9015
Wavetrac Diferentials E1070
WDS Component Parts Ltd E1060
Westwood Cylinder Liners E862
Willans E493
Wiltshire College 8050
Wirth Research Ltd E520
Woodford Trailers 6870
WOSP E391
Wrights Auto Supplies 6812
www.superfastclothing.com 6810
Xceldyne/CV Products E430
XCS Designs 19270
Xtrac Ltd E162
XYZ Machine Tools E1240
Yamazaki Mazak UK E1146
Yas Marina F1 Racing Fan Village 6030
Yokohama H.P.T. Ltd 2740
Young Calibration Ltd E840
Zenos Cars 6765
Zircotec E962
ZRP E870
A-Z of exhibitors
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INTERNATIONAL
INTERNATIONAL
Engineering Show
INTERNATIONAL
RACE CE NT RE
before he was given another crucial
Monte lesson: tyre strategy.
Top marks went to local hero
Raimund Baumschlager, who was
the only leading driver to select
winter rather than studded tyres for
Saturdays second loop. He demoted
Kajetan Kajetanowicz for the lead
with the fastest time on stage four.
While his Skoda Fabia didnt pack
the same punch as turbocharged
rivals on the higher-speed stages
ve and six, where Kajetanowicz
and Kubica shared the wins in their
turbo Fiestas, 11-time national
champ Baumschlager completed the
loop out in front only to fall back
later when set-up issues took hold.
With Kajetanowicz crashing out
after the throttle pedal on his Fiesta
R5 jammed a little more than a mile
into stage six, Czech champion
Vaclav Pech seized the initiative in
his Mini S2000. But he offered little
resistance to Kubica, who completed
his recovery from a stage-four
puncture by winning the days nal
three tests to lead overnight.
While Kubica struggled with
a minor brake issue on Sunday
morning he hadnt bedded in a
new set of pads properly Pech
went fastest three times to hold top
spot at mid-morning service in
Freistadt. Although Kubica narrowed
Pechs advantage on the days fourth
test, the damage had already been
done when the 2008 Canadian
Kubica snatches Janner Rally glory
EUROPEAN RALLY CHAMPIONSHIP JANNER RALLY (A), JANUARY 3-5 RD 1/12
ROBERT KUBICAS LAST-GASP WIN ON
the ERC season-opener (he turned
an 11.8-second decit into a winning
margin of 19.9s over the closing 15
miles) could become the stuff of
legend, but it was the taking part
that really counted for the Pole in
the Upper Austrian countryside.
With a 13-round deal to drive a
Ford Fiesta World Rally Car in the
WRC in the bag, Kubica was keen on
some early-season practice for next
weeks Monte Carlo Rally, where
slippery surfaces and changeable
conditions will be a major factor.
With ice coating chunks of
Saturdays opening trio of stages,
Kubica was able to sample driving
on studded tyres for the rst time
Grand Prix winner was handed a
10-second penalty for jumping
the start of stage 12. With heavy
fog on the next two runs proving
a particular menace to the
inexperienced Kubica, Pech was
in command (to the tune of 11.8s)
heading to the nal night stage.
Despite heavy rain and a build
up of mud over large parts of the
course, Pech opted for slicks, while
Kubica went for a combination of
studded and winter tyres (hed have
preferred winter tyres only but had
depleted his allocation). With Pech
struggling for grip and condence
Kubica shrugged off the
worsening conditions to beat his
rival by 31.7s, admitting afterwards
how close he was to crashing out.
Contact with a wooden post had
knocked a light pod askew, which
ended up shining the beam straight
into his face. As he grappled to nd
the off switch on an unfamiliar
control panel, he failed to hear new
co-drivers Maciej Szczepaniaks
instructions for a corner and
charged through a eld, albeit
with minimal delay and damage.
O Graham Lister
RESULTS
1 Robert Kubica/Maciej Szczepaniak
(Ford Fiesta RRC), 18 stages in
2h47m06.9s; 2 Vaclav Pech/Petr Uhel
(Mini JCW S2000) +19.9s; 3 Raimund
Baumschlager/Klaus Wicha (Skoda Fabia
S2000); 4 Beppo Harrach/Leopold
Welsersheimb (Mitsubishi Lancer Evolution IX
R4); 5 Jaromir Tarabus/Daniel Trunkat
(Skoda Fabia S2000); 6 Andreas Aigner/
Barbara Watzl (Peugeot 207 S2000).
Points 1 Kubica, 39; 2 Pech, 30;
3 Baumschlager, 24; 4 Harrach, 20;
5 Tarabus, 17; 6 Aigner, 12.
Clever tyre choice helped Kubica
to win on his M-Sport Fiesta debut
Pechs Mini led into the
nal stage but missed out
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Improve Lap time consistency and Concentration levels
Get ready for the 2014 race season. Intense training camps at our world class facility in
France. Make sure you dont take any ballast into the rst race.
Increase your tness and energy levels - Improve your strength - speed -
reactions and ability to recover faster.
You get 23+ years experience of Elite sport athlete preparation. Professional detailed
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Our Philosophy
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You will train indoors and out with varied and challenging methods.
Who has trained with us?
Andrew Jordan BTCC Champion 2013, in the past among others Ralph Firman Jnr ex
Jordan F1, Vauxhall Touring Car Team. We have trained World Cup winners in Rugby
and Cricket, British Lions, International and Premiership Football players.
Camp Format
Small group (5 drivers maximum) means you get real attention. Camps can be from
5 days or longer. Each camp includes all training, accommodation, meals and Airport
transfers. Example: 5 nights Cost 1100 (excluding ights) Bespoke individual options
are available.
Dates
Train with Andrew Jordan - dates starting 24th of January. Other training camp dates
available early February
Contact Tim Exeter [email protected]
Tel 00 33 9 50 05 92 05 or Mob: 00 33 6 31 09 85 00
Driver
Physical
Training
Pre-season camps
Ellinas takes charge with MRF double
San Luis. The Haval H8 driver took
an 11s lead into day two, which
nished with an 18-mile passage
through the treacherous volcanic
dunes of Nihuil. A broken turbo 20
miles into the second test cost him.
It was very tough, said Sousa,
who gave the Chinese manufacturer
its rst Dakar stage win. Our car
doesnt have air conditioning and all
the air inlets were clogged. The turbo
air inlet broke and sent the air from
the engine directly towards me. It
must have been 70C inside the car
and we had trouble breathing. We
suffered like dogs to earn the win.
Team Ford Racing and the eight-
strong eet of Toyota Hiluxes made
disappointing starts. The throttle
body failed on Lucio Alvarezs Ford
Ranger; he lost over two hours and
slipped as far as 130th overall before
moving back to 38th into San Rafael.
Team-mate Chris Visser reached
San Luis in 141st position after the
wheelnuts sheared off the front-right
hub of his Ranger and the South
African had to wait for the assistance
truck. He was hospitalised with
a neck injury after a heavy roll in
went on to claim his second win of
the weekend as a drive-through
penalty for a jumped start ruined
Ellinass race, while Pic retired after
a collision with Renan Guerra.
European F3 race winner Harry
Tincknell scored two fourths and
a fth from the four races, while Ryan
Cullen twice cracked the top six.
RESULTS
Race 1 1 Rupert Svendsen-Cook, 15 laps in
22m37.854s; 2 Tio Ellinas, +0.658s; 3 Arthur
Pic; 4 Renan Guerra; 5 Sam Dejonghe;
6 Shinya Michimi. Race 2 1 Ellinas, 12 laps
in 19m51.348s; 2 Pic, +2.009s; 3 Dejonghe;
4 Guerra; 5 Harry Tincknell; 6 Ryan Cullen.
Race 3 1 Ellinas, 15 laps in 21m07.639s;
2 Svendsen-Cook, +2.831s; 3 Pic; 4 Tincknell;
5 Dejonghe; 6 Michimi. Race 4 1 Svendsen-
Cook, 15 laps in 21m15.025s; 2 Michimi,
+6.962s; 3 Dejonghe; 4 Tincknell;
5 Ryan Cullen; 6 Camren Kaminsky.
Points 1 Ellinas, 150; 2 Pic, 134; 3 Svendsen-
Cook, 128; 4 Dejonghe, 83; 5 Michimi, 62;
6 Tincknell, 55.
Peterhansels bid for a 12th
Dakar win has started well
Winners Ellinas (left) and
Svendsen-Cook (21) ght
MRF CHALLENGE SAKHIR (BRN), DECEMBER 20-21 RD 3/4
STEPHANE PETERHANSEL AND JEAN-
Paul Cottret began their bid for a
hat-trick by taking a 28-second lead
after two stages of the 36th Dakar
Rally, held in searing heat in
north-west Argentina.
Monster Energy X-raid director
Sven Quandt has entered a 12-car
sledgehammer of a team to enable
the BMW-owned squad to crack the
proverbial Dakar nut, and it was little
surprise that four Mini All4 Racings
graced the unofcial top ve heading
towards San Juan on Tuesday.
Peterhansels stage win between
San Luis and San Rafael lifted the
Frenchman from sixth to top spot,
although an impressive run by 2010
winner Carlos Sainz was sufcient
for the Spaniard to climb to second
on his rst outing in an SMG Buggy.
Qatars Nasser Al-Attiyah lost
ground on the leading duo, but the
2011 winner headed Mini team-mate
Joan Roma by nine seconds to control
third spot. Argentinian Orlando
Terranova was fth in another Mini.
Portugals Carlos Sousa was the
surprise leader after the opening
110-mile stage between Rosario and
GP3 ACE TIO ELLINAS GRABBED THE
lead of the MRF Challenge by
winning twice in four races as the
series returned to Bahrain before
Christmas for its penultimate round.
Marussia-afliated driver Ellinas
shared the top step of the podium
with British racer Rupert Svendsen-
Cook, who kept himself in title
contention by winning the other
two races held at the Sakhir circuit.
Ex-British F3 racer Svendsen-
Cook, who does development driving
for MRF, beat poleman Ellinas away
to win race one. The Cypriot stayed
close in the early stages, but couldnt
retake the lead and later came under
pressure from erstwhile points
leader Arthur Pic.
The pair traded places in the
closing stages, allowing Svendsen-
Cook to pull away and record his
third win of the series, while Ellinas
got the best of Pic to reclaim second.
Svendsen-Cook made a brilliant
start from the partially-reversed grid
to climb from sixth to second in
race two, behind poleman Shinya
Michimi. Svendsen-Cook grabbed
the lead from the Japanese, who
then collided with his rival
attempting to wrestle it back.
This handed victory to the lurking
Ellinas, while Pic rose to second as
Svendsen-Cook retired and Michimi
took a 30-second penalty.
Ellinas won again in race three,
pouncing on a mistake by poleman
Svendsen-Cook coming onto the
main straight early on. Svendsen-
Cook later came under pressure from
Pic, but resisted the Frenchmans
attentions to keep second.
Michimi again started on reversed-
grid pole for the nale, but it took
only ve laps for Svendsen-Cook to
climb from row three to lead. He
DAKAR RALLY ROSARIO-SAN RAFAEL (RA), JAN 5-6 STAGES 1-2
Peterhansel on top
as Dakar kicks off
the Nihuil dunes on the next stage.
Last years runner-up and 2009
winner Giniel de Villiers was also in
the wars, and power-steering issues
dogged his Toyota Hilux. He slipped
to 27th with the loss of 12 minutes
after leg one, but went third quickest
on SS2 to climb to sixth. It was the
drive from hell for me, he said. My
arms are absolutely exhausted.
Robby Gordon was 133rd after SS1,
after his Hummer overheated, but he
recovered to 54th overall after SS2.
O Neil Perkins
POSITIONS AFTER STAGE 2
1 Stephane Peterhansel/Jean-Paul Cottret
(Mini All4 Racing), 6h17m02s; 2 Carlos Sainz/
Timo Gottschalk (SMG Buggy), +28s; 3 Nasser
Al-Attiyah/Lucas Cruz (Mini All4 Racing);
4 Joan Roma/Michel Perin (Mini All4 Racing);
5 Orlando Terranova/Paulo Fiuza (Mini All4
Racing); 6 Giniel de Villiers/Dirk von Zitzewitz
(Toyota Hilux); 7 Christian Lavieille/Jean-Pierre
Garcin (Haval H8); 8 Reinaldo Marques Varela/
Gustavo Gugelmin (Mitsubishi ASX); 9 Krzysztof
Holowczyc/Konstantin Zhiltsov (Mini All4
Racing); 10 Marek Dabrowski/Jacek Czachor
(Toyota Hilux).
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RACE CE NT RE
ATL Racing Fuel Cells specialise in the
design and manufacture of FIA approved
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ATL are also manufacturers of the world famous Saver Cell and stockists of the entire Racing Fuel
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pumps, fuel lters, level gauge, ush ller caps, non-return valves
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STAND 8405
STAND 8435
The MN stand will celebrate Wales Rally GB,
which will run for the 70th time this year. The
stand will feature signicant cars that competed
on the event originally known as the RAC Rally.
Cars will include the Subaru Impreza WRC
Colin McRae used to win the event in 1997, and
the Impreza WRC that Richard Burns drove to
second place on the 2001 rally to clinch the world championship.
STAND 2220
The heart of Autosport International is at the KX Autosport Stage. Over four days
the stars of the show will be interviewed, answer questions from the oor and
offer their insight on the past season and predictions for the year ahead.
On top of the important and live interviews visitors will have the chance to par-
ticipate in competitions, games and more.
Reverie supply autoclaved carbon bre racecar components and accessories. Our products
include FIA carbon seats, spoilers, Rear wings, Air boxes, Induction, scoops & Ducts and our
acclaimed steering wheels.We can also quote to custom manufacture to professional teams
or car / component builders
call: 0044 1206 866663
or visit: www.reverie.ltd.uk STAND 8610 | HALL 8
F1 Racing, the worlds best-selling Grand Prix magazine
offers a unique Formula One display, providing
show-goers with the opportunity to see this incredible
technology rst-hand, following another enthralling
season.
Every team from the 2013 FIA Formula One World
Championship will be represented in a unique
opportunity to see these amazing machines rst hand.
STAND 6020
STAND 2570
Brian James Trailers are manufacturers of Car Transporter Trailers and a
full range of Commercial Trailers, by choosing a Brian James Trailer you
guarantee the highest possible standards.
Call: 01327 308 833
visit: www.bjtrailers.co.uk
STAND 6540 | HALL 6
Be sure to drop by our stand for lots of great show
offers and the chance to win a pair of OMP Rally gloves,
worn and signed by the 2013 WRC Champion, Sebastien
Ogier and a Sparco Replica Mclaren Formula 1 suit
STAND 7230
Come and visit the Juno Racing Cars stand, 7230. On display will be the versatile
Sports Prototype racecar which is eligible for V de V, Speed Series, Asian Le Mans
Series, OSS...... Or perhaps just the ultimate trackday machine.
Juno will also have an example of The Cerberus - a two-seater Formula
Car for the ulitmate passenger ride experience.
Phone number whilst at the show: 07971 531763
email address: [email protected]
website: www.junoracing.co.uk
Weatherweave is the UKs leading specialist in bespoke awnings and trailer conversions.
Featuring high specication PVC covers in a wide range of colours with artwork of your
choice. Our customer base spans from the general public, to international race teams and
multi-global rms giving us experience second to none.
call us on: + 44 (0) 1268 774 141
or visit: www.weatherweave.co.uk
STAND 6401
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Witness the innovation, value and quality found in the brand new car transporter ranges
from Brian James Trailers.
See the new A4 and C4, plus Race Transporter models at the Autosport International show,
9 12th January, stand number 2570.
Connected to you
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For more information and details of your local BJT dealer
please call or visit our website.
Every ones a winner.
TRAILERS & TRANSPORTERS
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For up to date information on our services, units and events visit www.spiresofoxford.co.uk
TEL:+44 (0)1865 875539 MOBILE: +44 (0)7836 767619 EMAIL: [email protected]
Follow us on TWITTER: @spiresofoxford
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Web: www.prgtrailers.co.uk | Email: [email protected]
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RACE & RALLY CARS
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A 2007/ 2008 Ferrari 430 GT3 Scuderia (Kessel) one of the most reliable
and successful Ferrari 430 GT3 Scuderias in British GT and winner of the
Donington 2 hour event in 2010.
Raced and credited with 1 win, 3 poles and 4 fastest laps.
This Ferrari 430 GT3 Scuderia represents the nal evolution and is a car
with great history and provenance. Driven and synonymous with the late
Allan Simonsen who dened an era with his talents in GT racing and
run by Scotlands Road & Track headed by the very experienced John
Buchan.
For Sale on Saturday 11th January 2014 at 12:30pm
at the Coys Auction Autosport International Show
Road & Track Limited
Highly valuable sale of unique GT3 race Ferrari.
NIPPON CHALLENGE
A race series dedicated to Japanese/Asian cars, production and
modied sports coupes and saloons. Started in 2008 the variety of
cars ranges from Honda Civics and Mazda Mx5s to Integras and
Mitsubishi Gtos and Subaru Imprezas. What ever your budget or
favoured car their is a class for you to run in. Turn key race ready
cars available.
Coupe Cup
A one make series for the Hyundai Coupe only. These mini touring
car look a likes offer an affordable entry into circuit racing. You can
purchase a turn key ready to race car, a kit to convert your own donor,
available for as little as 500 or arrive and drive
race car hire. Starting circuit racing has never been easier or cheaper.
French Trophy Racing
Launched in 2013 the race series dedicated to French only
manufactures Citroen, Peugeot and Renault with classes for modied
and production based cars their is a class to suit every pocket. With
over 30 competitors in its rst season this is destined to be a major
club series in 2014 and beyond. Why not be part of it? Turn key race
ready cars available
MR2 Racing Series
The club introduced Toyota Mr2 racing to the Uk in 2004 with this car.
Imitated by some as good ideas often are but still going strong in its
tenth year. It remains what it always was an inexpensive way to go
racing in a sports car. Used race ready examples can still be had for
around 2500 and newly built turn key cars for around 4000. arrive
and drive race hire to.
TRACK ATTACK
RACE CLUB
Cant afford to race ? Think again with mega deals available for all our series from our race
teams. Including all inclusive deals for car purchase/sponsorship with entry fees paid for the
season all in around 6000. It doesnt get cheaper than that. See the services page on our
web site for team contacts.
Brings you affordable motorsport!
www.trackattackraceclub.com or [email protected] or 01646 601908
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MARKETPLACE
MOTORSPORT JOBS
91
Come & See Us On Stand E983 At The
Autosport International Show
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5
RACE WINNERS WITH KX
Tom Ingram (2012* & 2013) 13
Stefan Hodgetts (2012* & 2013) 6
Rob Boston (2013) 2
Sam Tordoff (2013) 1
Daniel Lloyd (2013) 1
Ant Whorton-Eales (2013) 1
*From Snetterton rounds onwards
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THE KX AKADEMY HAS CHOSEN
fve drivers it will assist this season.
Two of last years Akademy
members Sam Tordof and Ant
Whorton-Eales remain and will be
joined by Renault Clio Cup UK racers
Alex Morgan and Ash Hand, and David
Pittard, who steps up from the Ginetta
GT5 Challenge to the GT4 Supercup.
The KX Akademy, launched in
2012, aims to assist young British
driving talent in touring cars and
sportscars. As well as providing funds,
the scheme includes sponsorship and
media training, with British Touring
Car star Jason Plato acting as mentor.
Hand, Morgan and Whorton-Eales
will all contest the Clio Cup with SV
Racing, while Pittard also joins SVR
for his frst season in a Ginetta G55.
Tordof, who took his frst BTCC
victory last year, stays at the Triple
Eight MG squad alongside Plato.
The initiative supported six drivers
full time in 2013, with Tom Ingram
winning the GT Supercup title. He
has graduated from the Akademy as
he targets the BTCC outside the
KX-backed Triple Eight operation.
C L U B A U T O S P O R T
ITS PROBABLY FAIR TO SAY
that British motorsport is better off
since the KX Akademy brought its own
brand of energy-drink-fuelled backing
onto the TOCA support package.
In its rst full season, the scheme
helped put Porsche racer Sam Tordoff
into the BTCC, aided Tom Ingram in
taking his third Ginetta title in four
seasons, handed Stefan Hodgetts
a career lifeline, and allowed Ant
Whorton-Eales, Daniel Lloyd and
Rob Boston to continue/get to a
level of racing they might otherwise
not have reached.
For Boston, Hodgetts and Lloyd
(Ginetta Supercup champion Tom
Ingram has decided to go his own way
in joining the BTCC), being dropped
by the scheme for this season is the
nal harsh lesson in how ruthless
professional sport can be if you
dont deliver the right results.
No scheme is perfect, and when
money is involved theres always a lot
of pressure on the decision making
involved. But the large numbers of
applications received for the rst two
editions of the project prove KX has
found a marketing niche by reaching
out to drivers who arent trying to
chase impossible F1 dreams.
That the HSCCs edgling Super
Touring Trophy initiative has secured a
BTCC-support slot for this summers
Oulton Park meeting is a dream come
true for series prime mover Johnny
Westbrook (see page 96).
I believe the BTCC needs more
variety in its support race programme,
and evocative examples of the British
Touring Car Championships golden
era will give touring car fans an extra
reason to travel to Cheshire for what
is already one of the most popular
events of the season.
Tordoff will again
race with KX mentor
Plato in MG BTCC team
NATI ONAL RACI NG
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BEN
ANDERSON
NATIONAL
EDITOR
ben.anderson
@haymarket.com
@BenAndersonAuto
Sam Tordoff Age 24
BTCC with Triple Eight
Tordoff impressed during his
rookie BTCC campaign, taking
a win at Snetterton. He will
be expected to assist the
junior Akademy members.
David Pittard Age 21
GT4 Supercup with SVR
Narrowly missed out in 2013
and stayed in contact with
KX throughout the year. Has
also been fast in everything
he has driven.
Alex Morgan Age 26
Clio Cup with SVR
Impressive return to racing
in 2013 and has showed
plenty of passion and
enthusiasm for the sport
away from the circuit.
THE CHOSEN FIVE
Why these drivers were chosen by KX
Ash Hand Age 19
Clio Cup with SVR
Probably the least
experienced of the members,
but has shown promise and
was strong at the interview
stage of the process.
Ant Whorton-Eales
Age 19 Clio Cup with SVR
Had a difficult start to 2013,
but was much stronger later
on and has been given the
chance to go for the title in
the new Clio Cup racer.
KX Akademy drivers revealed
Five racers to join young driver programme in three series for 2014
KX Akademy drivers revealed
9
6
Ginetta GT Supercup
Woodhead joins Douglas for
Ginetta GT Supercup campaign
GINETTA JUNIOR CHAMPION
Harry Woodhead has joined Douglas
Motorsport for his GT Supercup move.
Woodhead, who dominated the British
manufacturers junior category last
season, had targeted a Supercup
campaign after testing a G55 for the rst
time at Silverstone at the end of last year
(see AUTOSPORT, December 12).
The 16-year-old wants to emulate
ex-Junior champion Tom Ingram who
challenged for the Supercup title in his
rst season in 2012 and landed the
crown a year later in becoming a
frontrunner from the start.
Having raced in juniors over the last
two years, the team certainly knows how
to give their drivers a race-winning car,
said Woodhead, who was run by
SUPER TOURING CARS WILL
support the British Touring Car
Championship at its Oulton Park
round this season.
The Historic Sports Car Club-run
Super Touring Trophy was launched
in 2013, primarily for tin-tops of the
1970-2000 period. Four events had
already been announced for 2014 (see
AUTOSPORT, November 14 2013) and
now a fth has been added for the
June 7-8 BTCC meeting on Oultons
International circuit.
The plan is for two races to be
run, of around 20 minutes duration,
with one televised on ITV4. Rolling
starts will be used.
Series founder Jonny Westbrook
told AUTOSPORT: Not only are we
with one of the best racing clubs in
the country with the HSCC, were
now on the BTCC package. All credit
to [BTCC boss] Alan Gow and
[HSCC director] Grahame White
for making this happen.
Its on the long circuit, which
is great in Super Touring terms
because there were some superb
races there back in the day.
The fanbase in the BTCC now
has its roots in the Super Touring
era [1991-2000]. Its incredible
weve got the opportunity to be able
to race in front of them again.
Former BTCC champion Tim
Harvey, who appeared in the series
last year in a Ford Sierra Cosworth
RS500, is hoping to contest the event.
If there was a car I would do it,
he told AUTOSPORT. I really want to
be in that race. I do know people with
cars, but I expect they will want to
race at that event themselves! Theres
a good chance [Ill do it].
Douglas during the Silverstone test.
Team principal Wayne Douglas added:
Harry was a class act last season. His
pace in the test proved this step up is
certainly not a challenge too far for him.
O The top two in the 2014 Ginetta Junior
Scholarship have signed deals to race
in the series. Winner Alex Sedgwick will
race for JHR, while runner-up Matt
Chapman will drive for the TCR squad.
Super Touring
Super Touring joins Oulton BTCC bill
Super Touring cars will guest
at BTCC on series return to
Oultons International layout
VW Cup
Funded VW Cup drive on
offer at AUTOSPORT Show
Winner will race
KPM-run Golf
Woodhead tested
G55 at Silverstone
A FULLY-FUNDED DRIVE IN THE
2014 Volkswagen Cup UK will be up for
grabs at this weekends AUTOSPORT
International Show.
The prize, put together by Milltek
Sport and leading VW Cup squad KPM
Racing, includes the season-long use of
a VW Golf GTi with full preparation and
trackside support package, and includes
spares. The winner will only need to
cover the cost of tyres and damage.
Entrants will participate in a test day
in February, where a judging panel
including British Touring Car race winner
Tom Onslow-Cole will assess them.
Milltek managing director Steve
Pound said: We will provide the car,
and everyone and almost everything to
run it, with a team that has worked up
to the very highest level of tin-top
motorsport. Its a real chance for
someone to stamp their authority in a
high-prole championship and really
kick-start their motorsport career.
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9
7
The voice of club racing
T
he future of the Brighton
Speed Trials, one of Great
Britains longest-established
and most popular motorsport events
and part of the south coast
resorts fabric since 1905 is in
grave jeopardy. Brighton and Hove
City Council (BHCC) will effectively
decide the seafront sprints fate at a
meeting on January 23, although it is
beholden upon the Green Party-led
administration to consider the views
of an uprising that is rallying against
it in a bid to earn a reprieve for
the September institution.
As AUTOSPORT closed for
press, almost 10,000 people had
signed an e-petition to save the
speed trials, which Brighton and
Hove Motor Clubs PR officer Ruth
Reynolds launched on the BHCC
website on December 19.
Interest in the petition has
exceeded expectations, said
Reynolds. It has certainly got the
councils attention. Overwhelming
support has led to coverage on
the local news and even in national
newspapers. People are also
lobbying councillors on Twitter and
Facebook has been very active too.
BHMC, which founded the speed
trials for pioneer motorists of the
Edwardian era, ran two more events
in the 1920s before establishing it
as an annual attraction in 32. Since
93, the standing-start dash has
been promoted over a shortened
quarter-mile course on Madeira
Drive (a public thoroughfare closed
for the day) under the strict
jurisdiction of permits issued by
the Motor Sports Association and
Auto Cycle Union, UK governing
bodies for car and motorcycle
sport respectively.
Delays with the inquest into
the death of motorcycle sidecar
competitor Charlotte Tagg (the
coroner recorded a verdict of
accidental death) at the 2012 event
precluded BHMC from staging the
Speed Trials last year. It was only the
second time since 1946, when
competition resumed post-World
War Two, that the event was not run,
foot-and-mouth disease having
forced its cancellation in 69.
Townsman Tony Johnstone,
who has officiated at every Brighton
Speed Trials since 1960, as clerk of
the course since 84, and chaired
the BHMC since 85, is delighted at
the groundswell of support for the
event but remains pessimistic.
We are doing everything
possible to run an event in 2014,
he said. The Conservatives [on the
council] are with us, but the Green
Party does not appear interested in
Brighton, let alone the speed trials,
which bring many benefits to the
town with minimal disruption.
You can sign the e-petition at
www.savebrightonspeedtrials.com.
Marcus
Pye
British GT
Ferrier eyes British GT with pair of
Astons after setting up own team
Citroen 2CV
2CV 24 Hours switches from
Snetterton to Anglesey for 2014
THE 2CV 24 HOURS WILL END A
10-season run at Snetterton and move
to Welsh venue Anglesey for 2014.
The event ran for many years at
Mondello Park in Ireland before moving to
Snetterton. But now the Classic 2CV
Racing Club, in cooperation with the
Fans must rally to protect
Brightons century-old event
CL UB AUT OSPORT
BARC, has negotiated a new deal
to take the feature event in the 2CV
championship to Wales on August 30-31.
Classic 2CV Racing Club chairman
Mervyn Rundle: Our members have
enjoyed some great racing at Snetterton
but the invitation to race on the twisty
and challenging Anglesey circuit
was very attractive.
Anglesey circuit boss Chris Bibb
added: Club motorsport should surely
be all about fun and camaraderie and by
that measure the annual 2CV 24 Hour
race is as good as it gets.
With the 2CV GB meet and the other
Citroen clubs joining in, well have a great
crowd and lots of off-track activities to
make for a special atmosphere.
2CV race is heading
to Welsh coast
Speed Trials have been a
Brighton regular since 1932
HUMBLE PYE
New Clio grid should
be close to 20 cars
Ferrier will run HPR
Aston in British GT
EX-BRITISH TOURING CAR DRIVER
Tom Ferrier has set up his own race team
and wants to run two Aston Martins in
British GT next season.
The team, branded TF Sport, will run
Paul Bailey and Andy Schulz in their
regular Aston Martin Vantage GT3 in BGT,
plus selected races such as Blancpain
and the Dutch Supercar Challenge,
under the Horsepower Racing banner.
Ferrier is also keen to run a 2014-spec
Vantage in BGT and other GT3 races.
Ferrier has split with long-time partners
Danny Buxton and Piers Masarati, with
whom he had run Horsepowers Aston
under the trios Scuderia Vittoria moniker.
Masarati is now business development
manager with Gulf Racing which also
has plans to enter BGT with a McLaren
(see AUTOSPORT, December 19-26)
while Buxton has become sole operator
of the original team, now SV Racing, and
will run cars in the Clio Cup UK.
Ferrier, who partnered Bailey and
Schulz in the 2013 Britcar Six Hours at
Silverstone, said the Vantage was the
best place for the team to start its GT
programme but was open to other
potential deals in the future.
I know what a great car the GT3 Aston
is having raced it myself and I am looking
for a good pairing for the second car,
he said. Having had a years experience
racing this car we are condent that
results will continue to come our way.
RENAULT CLIO CUP UK RACE
winner James Colburn will return to the
series in 2014 after his Westbourne
Motorsport team brought the provisional
grid of new cars up to 16 entries.
Colburn claimed two victories on his
way to fourth overall last season and will
stick with his family-run team for the new
turbocharged Clios debut year in the UK.
Westbournes conrmation means each
of the top four teams will be represented
by at least one car this season. Last years
winning squad Team Pyro boasts the
biggest eet, adding three new Clios to the
two it ran in Europe in 2013, with another
to be collected as its Eurocup title prize.
SV Racing, formerly Scuderia Vittoria,
has bought two cars with at least one
more expected to join the fold to complete
its KX Akademy line-up while JHR
and Total Control Racing have each
taken delivery of one.
Three more have been sold to 20Ten
Racing, while Lee Pattison, Finlay Crocker
and Daniel Rowbotton have each
independently bought cars.
Clio Cup UK
Colburn, Westbourne commit
as new-look Clio Cup grid swells
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Trials are part of the
south coasts fabric
but ofcials have
become pessimistic
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which was the result of lost career momentum.
Having nished sixth in a competitive FRenault UK
eld in 2011 (despite missing the opening six races)
he thrashed out a late deal to make his FRenault
Eurocup debut in the 2012 championship opener.
But a huge crash left him with a broken pelvis, and
he spent the remainder of the season sidelined.
Cammish evaluated his options, and decided
going for the FFord title on the TOCA package with
the crack JTR squad would be the best way to boost
his prole again. The decision paid off handsomely,
and he became champion with two rounds to spare.
The nature of his dominance generated some
inevitable question marks over the strength of the
grid, which struggled for numbers on its return to
the TOCA support package, but the 24-year-old
insists the competition was up to scratch.
Nonetheless, conrming his title at Rockingham
effectively removed his sole motivation from a
season almost completely devoid of challenge.
Cammish feels his performances were no longer
working in his favour relentless domination is
often a motorsport turn-off and he neglected to
contest the nal two rounds, instead focusing on
his prize end-of-year test with British Touring Car
team Motorbase in an NGTC Ford Focus.
At times we were in a different class, reects
Cammish, who is openly seeking a BTCC deal for
2014. We took a decision not to continue because
it [winning] started to go against me in a big way.
I wasnt enjoying it as much at the end. Ford
was desperate to see me back, but by the end of the
year I think they were glad to see the back of me!
Cammishs efforts were such that Golden
Helmet runner-up, Legends champion Dean Brace,
amassed only two-thirds of his victories with 16
wins, while 2012 winner Tom Roche despite
continuing his domination of MX5 racing with 14
BRSCC wins slipped to sixth in the 2013 table.
Ginetta GT Supercup champion Tom Ingram just
missed out on the top 10, but would have been no
higher than 20th if not for two victories during a
guest MG Trophy drive boosting his tally. Much
further back is his KX Akademy mentor Jason
Plato, the leading BTCC representative, who won
eight times to slot into 60th. Champion Andrew
Jordan fails to crack the top 100 with his six wins.
Ten wins in six different cars make Simon
Hadeld, in 38th, the most versatile driver in
the list, while a quartet of Chevrons and a Jaguar
E-Type powered Martin OConnell to eight wins
and 75th in our nal list of race winners.
E
valuating a pool of drivers racing different
cars in different championships is always
a difcult task, not least when the pool
in question spans the length and breadth
of the British Isles.
The AUTOSPORT Golden Helmet
simplies this by rewarding the driver with the most
wins, and in the case of 2013 the victories (24, to be
precise) of Dan Cammish made it even simpler.
A remarkable sequence of performances from
the British Formula Ford champion meant he ended
the year unbeaten. But while the crushing manner
of his success was sometimes surprising,
ultimately the end result was not.
Cammish was comfortably the most experienced
driver in the eld, and was rejoining a series in
which he made his car-racing debut back in 2009.
He was already a proven race winner, having taken
victory twice on his way to third in the points in
2010, and his return to the Ford fold three years
later was by force rather than desire.
I took a backwards step to rebuild what is left of
my career, is his frank assessment of the decision,
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Cammish began career
in Formula Ford in 09
Dan Cammish knew only the title would do when he rejoined British Formula Ford for 2013 but
he never dreamed hed win more races than any driver in the British Isles. By SCOTT MITCHELL
Cammish stood on
the top step 24 times
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UNDEFEATABLE!
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CL UB AUT OSPORT
McCullagh racked up
14 class wins in PCGB
Hadeld (here in a Lotus 47)
won in six different cars
Radical racer Lewis Plato
was top sportscar winner
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POS DRIVER CAR/CARS O/ALL CL TOT
1 Dan Cammish Mygale M13-SJ 24 0 24
2 Dean Brace Ford Coupe 16 0 16
3 Lewis Plato Radical SR3 8 8 16
4 Garrie Whittaker BMW E36 M3 15 0 15
5 Tom Bradshaw Porsche Boxster/Van Diemen RF92/Gibson CN 2012 13 2 15
6 Tom Roche Mazda MX5 Mk1 14 0 14
7 Richard Styrin Porsche Boxster 14 0 14
8 John Mickel Coupe 1934 14 0 14
9 John McCullagh Porsche 968 CS 0 14 14
10 Stuart Pearson Ginetta G20 0 14 14
11 Tom Ingram Ginetta G55/MG ZR 190 13 0 13
12 Bradley Smith Radical SR3 13 0 13
13 Aiden Moffat Ford Fiesta ST/Mini Cooper 12 1 13
14 Alan Kirkaldy BMW Compact 318Ti 6 7 13
15 Steve Roberts BMW Compact 318Ti 12 0 12
16 Guy Wenham Citroen Saxo VTR 12 0 12
17 Simon Allaway Lotus Esprit Daytona V8 10 2 12
18 Matthew Palmer Toyota MR2 Mk2 8 4 12
19 Shane Stoney Mini Cooper 1 11 12
20 Nelson Rowe Reynard SF79/Crossle 20F 11 0 11
21 Paul Sibley MG Midget/Lotus Elan 11 0 11
22 Connaire Finn Ginetta G50 11 0 11
23 Harry Woodhead Ginetta G40 11 0 11
24 Jonathan Lewis Mighty Mini/Van Diemen 9 2 11
25 Jesper Westerholm Radical PR6 8 3 11
26 Richard Hockley Honda Civic EK 7 4 11
27 Paul Corbridge Toyota MR2 Mk1 4 7 11
28 Jamie Jardine Reynard 84FF 4 7 11
29 Chris Whiteman Honda Civic Type R 4 7 11
30 Wayne MacCauley Ford Fiesta XR2 0 11 11
31 Leo Voyazides Lotus Cortina/Lola T70 Mk3B/Ford Falcon/AC Cobra 10 0 10
32 Rod Birley Ford Escort WRC 10 0 10
33 Erik Holstein BMW M3 10 0 10
34 David Abbott Ford Fiesta Zetec S 10 0 10
35 JJ Ross Ford Fiesta ST 10 0 10
36 Rob Spencer MGB GTV8/Bugatti Type 35B 9 1 10
37 Alan Watkins Sylva Stryker 9 1 10
38 Simon Hadeld Lotus Cortina/Lola T70 Mk3B/AC Cobra/Aston Martin 8 2 10
DB3S/Lotus 47/Aston Martin Project 214
39 Dylan Stanley Caterham Super Graduate 8 2 10
40 Adam Gore Lotus Elise S2 6 4 10
41 George Wright Porsche 944 S2/Porsche 993 C4 1 9 10
42 Jim Baynam MGB Roadster 0 10 10
43 Paul Smith AHS Dominator 9 0 9
44 Michael Lyons Lola T400/Williams FW07 9 0 9
45 Tim Hood TVR Sagaris 9 0 9
46 David Chapman Mazda MX-5 Mk3 9 0 9
47 Lee Morgan Jedi Mk6 9 0 9
48 David Kelly Crossle 9S 9 0 9
49 Matthew Higginson Spire GT3 8 1 9
50 Aaron Pullan Toyota MR2 Mk1 8 1 9
POS DRIVER CAR/CARS O/ALL CL TOT
51 Brian Arculus Lotus Elite/Hillman Minx 4 5 9
52 Will di Claudio Peugeot 106 GTi 3 6 9
53 Robert Ballard SEAT Leon Cupra 20v Turbo 3 6 9
54 Thomas Barclay Jaguar XJ6 Coupe 2 7 9
55 Alastair Kirkham Porsche 924 0 9 9
56 Thomas Grainger Rover 100 GTi 0 9 9
57 Matthew Fielding BMW E36 M3 0 9 9
58 Aaron Mason Volkswagen Scirocco R/Volkswagen Golf GTI Mk5 8 0 8
59 Jeremy Webb Caterham Sigmax Graduate 8 0 8
60 Jason Plato MG6 8 0 8
61 Ian Jones Lotus 59 8 0 8
62 Mike Gardner Van Diemen RF80 8 0 8
63 Mark Charteris Mallock U2 Mk20/21 8 0 8
64 Michael Gazda Caterham Tracksport 8 0 8
65 Bill Addison Caterham Superlight R400 8 0 8
66 Adam Macauley Sheane FV01/GAC 8 0 8
67 Michael Meadows Porsche 997 GT3 Cup 8 0 8
68 Robert Burkinshaw Honda Integra Type R 8 0 8
69 Dylan Curley Ginetta G20 Coupe 8 0 8
70 Jamie Ellwood Caterham Mega Graduate 7 1 8
71 Matt Simpson Vauxhall Tigra 7 1 8
72 James Dodd Chevron B31/Honda Accord/Nissan Primera 7 1 8
73 Tim Scott Andrews Rover Vitesse 7 1 8
74 Andrew Morrison SEAT Leon Cupra 6 2 8
75 Martin OConnell Chevron B8/Chevron B19/Chevron B36/ 6 2 8
Chevron B40/Jaguar E-type
76 Chris Hodgen Van Diemen RF89 6 2 8
77 Graham Smith Caterham Classic Graduate 5 3 8
78 Simon Cripps MGB Roadster/MGB GTV8 4 4 8
79 Nick Fleming Lotus Elan S1/Chevron B36/Chevron B8/Ralt RT1 4 4 8
80 Jason Timms Speads RM07 3 5 8
81 Alan Davidson GMS/Westeld Honda 2 6 8
82 Dean Cook TVR Tuscan 1 7 8
83 Alex Champkin Vision V84 1 7 8
84 Paul Curtis Mazda MX5 Mk1 1 7 8
85 James Dowding Volkswagen Golf GTI Mk4 0 8 8
86 Amanda Black Caterham Sigma Graduate 0 8 8
87 David Howard Jaguar XJ12 7 0 7
88 Kenneth Thirlwall Mini Cooper 7 0 7
89 Joe Tanner Mini Cooper 7 0 7
90 David Sleigh Mini Cooper 7 0 7
91 Colin Noble Jr Radical SR1 7 0 7
92 Oliver Ford Lotus Europa 7 0 7
93 Robbie Watts Lola F106/03 7 0 7
94 Ivor McCullough Van Diemen RF00 7 0 7
95 Pascal Green Caterham C400 7 0 7
96 Ray Moore Leastone JH004 7 0 7
97 Tommy Gilmartin Morgan Plus 8 7 0 7
98 Callum Grant Merlyn Mk20A/Delta T78 6 1 7
99 Matt Parkes BMW E30 320i 5 2 7
100 Russell McCarthy MGB GTV8 5 2 7
TOP 100
GOLDEN
HELMET
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The list is compiled with the following provisos: no handicap,
repechage or consolation races; all races must be scheduled
to run for a minimum of 10 miles; overall and class wins only
count when there is a minimum of six starters. Overall wins take
precedence over class victories, and where theres a tie on wins
we separate them depending on average grid size.
Compiled by MARCUS SIMMONS
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LETTERS
O
BEST PI CS
O
LATEST GEAR
O
ON TRACK & SCREEN
O
ONLI NE
THI S WE E K
What you think of the motorsport news of the past week
Since this seems to be the season for crazy
ideas in F1, I wish to share one with you.
I have long felt the funding/prize-money
structure in F1 is completely wrong. Its
obvious the teams that need the biggest
share of the pot are those at the back of the
grid, so instead of giving the biggest chunk
to Ferrari (because of their legacy) and then
the best performing teams (Red Bull,
Mercedes, McLaren, etc) I would propose
either giving all teams an equal share or
reversing the payouts so Marussia and
Caterham get a good budget so they can
up their game.
After all, the top teams will always attract
the biggest sponsors; and they could not
compete if the mideld and back-of-the-
grid teams were not also taking part.
This system of sharing out the revenues
might attract new entrants and give a good
foundation from which to get established.
Andrew Beint, Chippenham
Let all benefit from F1s loot
You have to admire Robert
Kubica for getting a top drive with
M-Sport in the WRC.
After his accident and difficult
recovery, he has never made any wild
predictions about what hed do, but has
worked tirelessly at getting back to be
as fit as possible and worked out what
he would be competitive at considering
the long-term effects of his injuries.
I think hell be a great addition and
F1s loss is the WRCs gain, albeit in
unfortunate circumstances.
Andy Maclean
Churchill, Oxon
If you want to make F1 more
interesting, bring in durable practice
tyres and ultra-quick sprint qualifying
tyres. Then have a 15-minute warm-up
session with the race tyres before the
race. We all saw what happened in Brazil
when they had no data on the race tyres
it was chaos, which meant only the very
best drivers could get points.
Also, let the bottom eight teams have
in-season testing to level the playing field.
Ged Yates (age 12 )
By email
The ruckus over double points
for the last F1 race surprises me,
though I do admire the brilliant PR
impact its achieved.
Two issues not yet addressed well:
first, F1 has a tradition of giving more
points for drivers best races by only
counting the best results from the
season, so double points for the last race
at least impacts all drivers the same.
Second, races at end of season (unless
they change the rules, like new-spec
tyres) certainly are more competitive,
as car set-up and reliability is much better
than at the beginning of the season.
Old Bernies double-points idea
surely has merit because of more
competitive end-of-season races.
Johnnie Crean
Kamuela, Hawaii
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Heres an idea: give
F1 minnows a bigger
slice of the cake
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CORRECTION
We incorrectly identified Jim Timms
instead of Dean Forward as the
HSCC Historic Formula 3 victor in
our round-up of national champions
(December 19-29). Some of
Kirkistowns champions were also
listed erroneously; see www.
kirkistown.com for the 2013 results.
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OUR FIRST WINNER OF 2014!
Robert Kubica won last weekends
Janner Rally after a fantastic late
charge in his M-Sport Fiesta urged
on here by a low-flying chopper
FANS MESSAGE
FOR SCHUEY
As he recovers
after his skiing
accident, Michael
Schumachers
fans beamed this
message onto
the wall of his
hospital to mark
his 45th birthday
DAYTONA: THE SPEED OF NIGHT
The HPD ARX-03b of Ed Brown,
Johannes van Overbeek, Simon
Pagenaud and Anthony Lazzaro
cuts a colourful swathe through the
Florida night in Daytona 24 testing
QUIET MORNING
ON THE STRIP
Las Vegas isnt
usually noted for
its empty roads or
quiet atmosphere,
but Formula Es
demo run along its
famous Strip this
week meant things
didnt get too noisy
In pictures
Desirable new releases
In the shops
OFFICIAL F1 2013 DVD
16.99 dukevideo.com
You may have been a bit turned off by
Sebastian Vettels nine-race rout in the
second half of F1 2013, but the official
DVD review will, in time, remind you
what a momentous effort it was. Watch
it again, with all the DVDs extra bits, and
rejoice in the fact that you witnessed it.
LEG-ENDS RACING SOCKS
20 gearboxgifts.com
Fancy faster and more fever-looking feet?
This racing socks three-pack, resplendent
in Ferrari #27, Martini stripes and Aston
Martin British Racing Green colours
ought to help. They come in adult mens
one-size-fits-all and are 70 per cent
cotton. Each design is also available as
a two-pack for 15. Check the website
for other retro-related racing clobber.
McLAREN M7A 1:18 MODEL
129.99 autosport.com/shop
Spark has released a 1:18-scale diecast
model of McLarens first grand prix
winner, the M7A, in which the boss, Bruce
McLaren, won the 1968 Belgian GP at
Spa. The replica has incredible detail,
something that collectors now expect
from an expensive, large-scale model.
Our snappers roaming the globe from the Austrian Alps to the US of A
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GREAT DEBATE
Intra-office talking points: SHOULD FORMULA 1 START USING REVERSED GRIDS?
WHATS ON
DAKAR RALLY
Argentina-Bolivia-Chile
January 5-18
dakar.com
Week two of the South American
endurance rally-raid adventure begins
in Chilecito in Argentina, heads into
the Bolivian salt flats and reaches
Antofagasta, Chiles second largest
city, by Wednesday.
DUBAI 24 HOURS
Dubai, United Arab Emirates
January 10-11
24hdubai.com
ANDROS TROPHY
Round 4/7
Isola 2000, France
January 10-11
tropheeandros.com
TOYOTA RACING SERIES
Round 1/5
Teretonga, New Zealand
January 11-12
toyotaracing.co.nz
Young guns from around the world
kick off an intensely-fought five-round
single-seater series down under, in which
they will race on consecutive weekends.
ON TRACK AROUND THE WORLD
SAYS KEVIN TURNER FEATURES EDITOR SAYS ANDREW VAN DE BURGT EDITOR-IN-CHIEF
NO YES
First of all, heres a reality check. The
world has changed since you started
watching F1. The rise of the internet and
the ways of accessing information have
dramatically increased peoples viewing
options and reduced their attention span.
Now, all sport at a professional level
is part of the entertainment business.
In order to justify a prominent position
on TV, whether thats free-to-air or
subscription, it needs bums on seats.
The purists may like the idea of lining
the cars up in order of how fast they are
and then watching them drive around in
that order for two hours. If purity is what
you want, go to an F3 race (which I love,
by the way). You wont have a problem
finding an empty spectator bank.
In my F1 utopia, the season starts with
a collective launch. After each team
reveals its new car starting with
the team that was bottom of the
constructors standings its
drivers perform a single
qualifying lap. This determines
the starting order for the
opening race and is the only
qualifying session of the year.
From then on, each grid
is formed in reversed
championship order. Ive heard
some say that this will devalue
a win. I dont get that. That
assumes a Caterham or
Marussia transforms pole into
victory. I think theres a strong
case to suggest that Sebastian Vettel
would have still won those final nine races
under the reversed-championship-order
format, but the races would just have
been a lot more interesting, and would
finally confound those blinkered
detractors who claim he cant race.
As we have seen in races such as last
years Chinese GP, when Red Bull knew its
cars would have to fight through the field,
they were set up to overtake. If that was
going to be the case in every race then the
design of cars would evolve so that there
was no need for gimmicks such as DRS.
As a taster, imagine the grid for
Malaysia last year: Pastor Maldonado
and Nico Hulkenberg on the front row
followed by Nico Rosberg and Daniel
Ricciardo, with Fernando Alonso and
Kimi Raikkonen at the back. It sounds
a lot better to me.
Making entertainment the main focus
of rules can be self-defeating. Just take
a look at the impact of central service
parks and shorter stages in World
Rallying, or the push to start races
in dangerous conditions because of
TV schedules. If you sell the soul of
something people will switch off anyway.
F1 is the pinnacle of the sport. It should
be about the best car/driver winning.
If one combination dominates, thats
tough. We all want a close contest, but
sometimes that just isnt going to happen.
Usain Bolt isnt made to start the
Olympic 100-metres final with heavy
boots, or from 10m behind everyone
else, because its pure sport. The
entertainment comes through seeing
someone special perform. It should
be the same for F1.
Mixing up the starting order does
increase the possibility of the wrong
driver winning GPs, which surely makes
each race worth less. The fastest driver
may come through, but thats only likely
if they have a significant performance
advantage. In close-fought seasons,
it simply may not be possible. Remember
the damp squib of Fernando Alonso
stuck behind Vitaly Petrov in the
2010 Abu Dhabi GP?
Reversed grids are more acceptable in
junior categories because they can help
drivers learn different facets of the game,
but drivers still talk about proper wins
as opposed to reversed-grid victories.
Even championships designed more
around the fans, such as the British
Touring Car Championship, have kept the
focus in the right place. With traditional
qualifying and two conventional races, the
best driver over a weekend is more likely
to come away with good points
than the winner of the partially-
reversed-grid finale. It adds
entertainment value without
skewing the season too far.
When it comes to spicing up
F1, I can live with KERS/ERS,
because of their environmental
advantages. Ive even managed to
stomach DRS on the grounds that
its a plaster over the thornier
subject of the cars relying too
much on aerodynamic wings that
create dirty air. But reversed
grids are a step too far.
Could last years Malaysian GP
have been made more interesting?
Andros Trophy
heads to Isola 2000
1
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McNISHS FIRST WIN FOR AUDI: SEARS POINT 2000
C
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Martin clocked 112mph
behind this truck!
THURSDAY JANUARY 9
0000-0030, 0800-0830 Eurosport
Dakar Rally: Stage 4
0400-0500 Premier Sports
NASCAR special:
Closest Finishes in History
1215-1335 Motors TV LIVE
Dubai 24 Hours: Qualifying
Dubai 24 Hours: Night Practice
2100-2305 Motors TV
Dubai 24 Hours: Qualifying Highlights
2200-2230 Eurosport
FRIDAY JANUARY 10
0800-0830, 1230-1300 Eurosport
0930-1205, 1330-1605, 2000-2205
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2200-2230 Eurosport
SATURDAY JANUARY 11
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0355-0420 Channel 5
Motorsport Mundial
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2000-2305 Motors TV
Dubai 24 Hours: Highlights
2130-2200 Sky Sports F1
The Sand Grand Prix
Damon Hill and Johnny Herbert head
to the desert to take on Lewis Hamilton
and Nico Rosberg.
2200-2230 Eurosport
Dakar Rally: Rest Day
2200-2300 Sky Sports F1
2013 AUTOSPORT Awards: Highlights
SUNDAY JANUARY 12
0600-0610 ITV4
World of Sport:
The Good, the Bad and the Ugly
1135-1445 Motors TV
2000-2100 Channel 4
Speed with Guy Martin
2200-2230 Eurosport
MONDAY JANUARY 13
0600-0835, 1855-2205 Motors TV
2230-2300 Eurosport
2300-2330 Eurosport
Inside the ERC
AUTOSPORTs Edd Straw argues that more
comprehensive superlicence regulations
could help reduce the number of unsuitable
drivers reaching the Formula 1 grid. Plus,
keep up with the latest news, developments
and interviews from Birminghams NEC as
AUTOSPORT International kickstarts 2014.
SEARCH FOR: 2000 Sonoma Race Broadcast - ALMS - Tequila Patron - Racing (2:20:03)
After reading Gary Watkinss feature looking back on why Allan McNish was a sportscar
racing great, watch the full coverage of the 2000 Sears Point ALMS race one of the six
wins our man picks out as the Scots best and youll be in no doubt about the assertion.
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ON TELEVISION ONLINE
Follow the Dakar
Rally on Eurosport
Like long-distance lorry drivers and
sixth-form goths, Guy Martin loves speed.
But rather than use it to override the
tachograph to deliver on time or to stay
up all weekend writing poetry, Martin
channels it to break records.
Martin, of course, rose to prominence
after becoming the unintended star of the
excellent 2011 bike racing documentary
TT3D: Closer to the Edge.
And its the same blend of unique turn
of phrase and northern charm that makes
Speed with Guy Martin so watchable.
In episode one, Martin attempts to set
a new British speed record for riding a
pushbike. Set in 1986, on the M42 the day
before it opened and in the slipstream of a
mega Bastos-liveried TWR Rover SD1, the
record stood at a frankly scary 110mph.
The show started with a potted history
of motor pacing the process of riding
behind a shielding vehicle which even in
the early 1900s topped speeds of 60mph
and has claimed the lives of many of those
foolhardy enough to attempt it.
Youve got to be nuts to do it in the
rst place, was the advice of erstwhile
record holder Dave Le Grys.
Fuelled by a never-ending brew and
enlisting the help of the type of workshop
warriors that are the backbone of the
British motorsport industry, Guy gets the
tools to do the job, but does he have the
physical ability to pedal a bike at such
extreme speeds? He decides a tness test
is required. The results show that hes
disappointingly average, with good
endurance but a low power output. If it
means breaking a record, Ill do what it
takes, no problem. I say no problem, but
its not going to be easy is it?
With a tow from a 1000bhp racing truck,
literally tted with a barn door as a shield,
he cracks 100mph at his rst attempt. But
theres not a runway long enough to get
the bike up to a high enough speed, so
they decamp to Pendine Sands.
However, the bike is unstable on the
loose, forcing Guy reluctantly to agree
to wider tyres. It works, and pushing so
hard I was blowing out me arse he hits
112.94mph, before no doubt enduring the
sleepless night familiar to all speed ends.
Revved Up
RACE OF MY L I F E
WHEN I WON THE DAKAR FOR
the rst time driving a car in 2004, it
was a very special feeling. I had won
it on a motorcycle six times before,
but for the rst time I was able to
share the feeling with my co-driver.
And that was very nice.
When you are on the motorbike,
it is just you, you, you. All the time
you are thinking about yourself and
how you can make it through. You
know, before I ever won the Dakar,
it was my dream just to compete
on that event.
And the rst victory in the car,
when I was driving for Mitsubishi,
was a good one especially after
we had some problems and still
managed to win.
But I think the one I will have to
say is my favourite is the rst win
on a bike. I had competed in this race
four times before I took victory. And
the year I won, in 1991, it was not an
easy race. Dont forget, at that time,
Dakar went on for three weeks and
14,000 kilometres (8700 miles) not
two weeks and 9000 kilometres
tent in Africa is enough!
The nature of the race has changed
from that rst win as well. Last year,
in South America, the longest stage
was 4h45m, so less than ve hours
and still acceptable. But in Africa we
would be racing for eight or nine
hours a lot of the days and this is
difcult you had to stop just to
go to the toilet. Obviously stopping
for a pee-pee takes time, so in the
morning of the race I am very careful
and I dont take the coffee, just a
little bit of water. And then, when
we are racing, I try to nd the
balance between sweat and drinking.
But, for sure, when we nish the
stage we are a little bit dehydrated.
After the stage I drink six or seven
litres straightaway.
Physically, the bike is very hard
on the body, but you also have to
work really hard for the win in the
car as well. And winning in the car
is about being a team. And this year
I am in a good team again.
Stephane Peterhansel was talking
to David Evans
FRENCHMAN STEPHANE
Peterhansel has become known as
Mr Dakar. All six of his motorcycle
wins (1991-93, 95, 97-98) came
on Yamahas, but his ve victories
in cars (2004-05, 07, 12-13) have
been split between Mitsubishis and
Minis three in Pajeros and two
in the X-Raid-run ALL4 Racing.
Peterhansel, now 48, is attempting
a sixth four-wheeled success this
week, again in the Mini.
(5592 miles) like this weeks event.
But, even though we raced for one
week more, we would still only have
one rest day. It was incredible. The
1991 event was one of the original
ones, which started from Paris and
nished in Dakar. I was leading in
the middle of the race, but then I
got some technical problems on
my Yamaha, but I still managed to
overtake again in the second half.
But, like always on the bike, it was
just hard work.
Obviously, the rally has moved
away from Africa now and I cant
see it going back there because of the
problems with the terrorists. South
America is a different kind of a rally,
more like WRC roads in some places.
You know, since we went there, I
havent slept in the tent once but
maybe 20 years of sleeping in the
Stephane Peterhansel
NEXT WEEK
F1 TITLE NEARLY MEN
Plus: Full AUTOSPORT International review
1
0
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Peterhansel took rst
of ve car victories in
2004 for Mitsubishi
My rst win in a car was special, especially after the problems we had
Q Paris-Dakar Rally Q January 1-7, 1991 Q Mitsubishi Pajero Q First car win adds to six bike victories
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JANUARY 9 2014 AUTOSPORT.

P13 DR GARY HARTSTEIN ON SCHUMACHER

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