PIT PASS October 2006
PLEASE NOTE THAT FROM NOW ON SUPPLEMENTARY REGULATIONS,
ENTRY FORMS AND RACE SCHEDULES WILL BE FOUND ON THE CLUB
WEB SITE: WWW.SCCBC.NET
The Official Newsletter of SCCBC, founded in 1951
CONTENTS QUOTE OF THE MONTH
Prez Sez 3 We are usually convinced more
SCCBC Calendar 4 easily by reasons we have found
Greater Vancouver Motorsport ourselves than by those which
have occurred to others.
Pioneers InductionCeremony 5
Editor on Track 6
SCCBC Banquet 9
The Way I see It 10
A Sovren Weekend 11
PIT PASS from the Past 12
Honda Challenge Class, Draft Regs. 14 OOPS Dept.
Good Question 17 WHO NOTICED THAT THE
Mangarage No. 23 19 SEPTEMBER ISSUE HAD AUGUST
META Message 20 ON THE FRONT PAGE HEADING?
A Turnworker’s Musings 21
SCCBC Club Meeting 24 The picture last month was of a
Spotlight 27 Stanguellini Formula Junior belonging
Track Chat 30 to Gerry Bodwell taken at Westwood
Westcoast Sports Car Championship 31 on July 1990. Apart from the date,
E-mail Address problems 34 Mike Currie knew the answer in great
SCCBC Contact Info 35 detail. He only left out the colour of
WAV 36 the driver’s underwear!
WHAT, WHO, HOW FAST, WHEN, and WHERE?
Send your answer to
it will just give away your age!
Photo by Richard Fairservice
Hey, the “Banquet Season” is approaching! Have you got your dancing shoes shined up? If you
haven’t got your tickets yet, make sure you don’t delay.
Our last race was our first double race weekend. I think it was a good success. The preliminary
financial numbers show a good positive result. Thanks to all the Volunteers who participated and
proved once again that we have the best race operation team anywhere. If the opportunity arises
again in the future the club should take advantage of these 2 race ICSCC weekends. On a downer
note, the practice day again was poorly attended. The Club exec will have to review this situation in
the off season. We can’t continue to operate money losing days.
One more race weekend to go at the River’s Edge Road Course. Get your race entry in now. Gee I’m
really looking forward to getting behind wheel of the old race car next year. It will be someone
else’s turn to steer the club. Is it your turn to put back in to the sport you love? Now I know your
thinking, oh no, here he goes again with the old pleading and begging. Well I’m not going to do that.
I just want you to consider something. If the current Exec suddenly realized that Ballet was their
true calling and they all left motorsports, would you be willing to step forward to save racing at the
River’s Edge? Would you be satisfied to have every race an “out of town” event? This is what the
motorcycle race club had to endure for a number of years. Their “home” track was Seattle. They
were certainly very excited to be able to race at a track that was in their back yard again. So
again, if at the next club meeting John opened up his cell phone in the middle of the meeting and
exclaimed, “Beam us up Scotty”, and the entire head table vanished would anyone step in and take
over? Would you all just sit there and think “well, that’s the end of that” and let the club and track
fold? That’s the feeling I get sometimes. Prove me wrong. Let’s have an election next year where
there is more than one candidate to railroad into office.
Yours in Motorsport
SCCBC DATES FOR YOUR 2006 CALENDAR
RACE SCHEDULE AT RIVER’S EDGE FOR 2006
Should you require a race announcement, race schedule, copy of the Supplementary Regu-
lations, membership application or any other forms, please visit our website at
www.sccbc.net . If you do not have access to the Internet, please contact the SCCBC
Secretary at (604) 465-5337 to have forms mailed.
October 7-8 CACC, Dash for Cash & Enduro
2006 Pit Pass Deadlines
October 21 December 21
Your suggestions are always welcomed and your stories are always appreciated.
2006 SCCBC MEETINGS
SCCBC General Meetings are held at the Coquitlam Best Western Hotel 319 North Road at
October 11 December 13
EDITOR ON TRACK
If you happened by the tech area on the Friday evening of the Sept long w/e, and you were like me, you might
be forgiven for wondering if you were seeing things. There, was the very thing I had not expected to see – a
line up of……. well, cars – yep, that’s right, race cars.
In our June issue we covered at length how and why this ceremony would be no longer and that a new age
“self-tech” approach was the thing of the future. Well, I was not hallucinating and those were real cars. So,
had I misunderstood this tech procedure situation? As you might guess, I just could not leave this one alone
- considering the scope of these changes, I wondered what decisions lead up to a reversal of this, by way of
the re-institution of a full and familiar tech procedure on the Sept long w/e, what direction, if any, had the
club been given by other sanctioning bodies, and what course of action can we now expect the club to take
with this issue going forward?”
I put this to Ray Stec, our club President who was front and centre at tech that Sept w/e. He was the obvi-
ous person to turn to first for an official response on this subject and I’m glad I did, as I was under the
wrong impression regarding some of the details and how things actually played out.
Ray began by addressing the various sanctioning bodies. “It is the individual sanctioning bodies who set down
the protocols and procedures for tech inspection.
CACC has instituted a "Self Tech" format. The Club has complied with and followed this format for CACC
ICSCC has not changed and thusly we continue to follow their rules for tech for ICSCC sanctioned events.
There will be discussion of current tech procedures at both the upcoming CACC and ICSCC annual general
All that seems pretty straight forward stuff, so why am I still confused? I don’t seem to be able to get a
grasp on all the dynamics at play here. Maybe nobody knows the all of it! With regards to the $700 fine, Ray
tells me that “the ICSCC officials acted upon drivers complaints that not all cars were being tech inspected.
ICSCC rules only exempt cars that have an annual tech sticker in their log book from the weekend tech in-
spection”. Now, if these complaints have any substance, that could only come about if the tech staff was ei-
ther a) Lazy, b) Incompetent, c) Devious d) Nepotistic or e) Not present. I think we all agree that any notion
of even one of those possibilities having any merit is both ridiculous and insulting! So where does that leave
us? I then wondered it were possible there happened to be quite a few cars at those Mission w/e’s that al-
ready had ICSCC annual tech stickers and did not have to present themselves to tech. Does that get us any
closer to what’s behind these complaints? I don’t know about you, but I have my hands full worrying about me
and my own car being safe and passing tech, never mind worrying about other drivers and what they are doing
(or not doing in this case) and on top of that, still finding the time to run and complain about it. It’s suspi-
cious. I do know this, if everyone did a thorough job of looking after their own safety responsibilities, well,
there would be no problem in the first place, would there? Personally, I value the tech staff very much and
hold them in too high esteem to question their ability and competence. Besides, I am in no position to adjudi-
cate their expertise and integrity, and I suspect that applies to most competitors – I prefer to lean on the
experience in tech and benefit by applying it to building up the safety standards and general condition of my
EDITOR ON TRACK—Continued
own car – goodness knows, surely almost everyone must be in that position - show me a racecar that’s abso-
Getting back to Ray, he also told me, “There was no reversal in procedures. The changes of tech procedures
only applied to CACC events.”
Well, I stand corrected on that one – I was suffering under the misconception that SCCBC was to apply the
new procedure across the board. I was not aware there was a variance and so I was a little wide of the mark
on that one. Let it stand on record then - the approach taken by SCCBC for the ICSSC sanctioned events
has remained the same, i.e. not changed!
Jim Kurtz, our Chief Tech Inspector, shed a little more light on the subject. He added, “CACC has insti-
tuted the Self Declaration Tech procedure. My understanding is that this has been driven in whole or in
part by the amendments to the Criminal Code of Canada, specifically Bill C45. The ICSCC Tech requirements
are difficult to decipher as their rule book has references to non-existent things and is difficult to follow as
it jumps all over the place. A lot of changes have been made to it over the last ten years. I have noticed
that the current Steward and his Assistant do not know what is meant by certain rules. I think that it is
due for a rewrite. There has been an agreement made between ICSCC and SCCBC to allow the Tech Inspec-
tors to sign "SCCBC" in place of the usual signature on the Tech Forms and the Tech Stickers. This permis-
sion was granted by the ICSCC's legal council. I understand that this is a US based lawyer. The rest of the
Tech procedure is the same for ICSCC races. The CACC rule book is based on the FIA rules. It also is hard
to understand, has a few contradictory rules and has been modified over the years. I don't think it needs a
total rewrite but some points in it need to be cleared up. We would need a Quorum at the fall CACC meeting
to go anywhere on this.”
Let’s explore this “criminal” implication for a moment and play the devil’s advocate. As discussed in the June
issue, Bill C45 was a bill introduced by the Federal Government of Canada to amend the criminal code affect-
ing the “criminal” liability of organizations, a bill designed to diminish the ability of corporate officials and
representatives to hide behind the skirts of their organization during questionable activity on the part of
that organization and/or its personnel. Some might wonder how on earth this could impact the procedure of
“teching” race cars – it certainly requires a leap of imagination. To construe “not teching” a race car as a
“criminal” activity defies logic. On the other hand, applying logic could easily lead one to conclude that it’s
far more likely that “not teching” a race car might attract a significant liability if, for example, a part failed
or came off a car and something went up into the stands full of spectators. Any smart lawyer would go after
the club because it has insurance and hence deep pockets. If a court were informed that the club had spe-
cifically decided not to carry out technical inspections on race cars, then in its judicial wisdom, the court
may well find the club negligent. Even then, it’s very important to remember there is a big difference be-
tween civil negligence and criminal negligence, and that all revolves around “intent” - due diligence might be
successfully argued as a reasonable defense in a civil matter where intent can be demonstrated not to be at
issue. Getting back to Bill C45, again one must wonder, how does this “criminal” connotation all of a sudden
come in to play for tech procedure? How does it indeed replace what in reality has always been something
much more akin to a “civil” matter, particularly when one considers the obviously very conscientious conduct
EDITOR ON TRACK—Continued
at tech, and where the mere suggestion of deliberate intent is laughable – hardly “criminal” activity, one
could reasonably construe. I don’t think we have heard the last on this one. Oh what a tangled web we
What makes this whole thing all the more puzzling and hard to swallow for an unadorned and average driver
such as myself, is when we hear things about the very relaxed approach involved with the SCCA annual tech
sticker process, and also, how a significant number of the rules and regs with CACC and ICSCC historically
have been open to interpretation and left to the discretion of the well experienced tech boys. So what the
heck is really going on here? It’s all too bizarre when seen through the eyes of anyone who really appreci-
ates all the hard work of the tech crew and the sound advice they give out freely. In fact, I find the whole
implication that our tech crew has acted in anything other than a forthright and diligent manner, thoroughly
Are you any the wiser after all this? If so, and you have something of value to add to this, please do get in
touch, as I for one would welcome more enlightenment. Brother! - I’m beginning to wonder if I should have
ever asked about this in the first place!
Pit Pass Pete
As you are likely aware, Robin and I share Editing duties. Robin has a very bright and fertile mind - he is a
wealth of information on many subjects and continually shares his tremendous depth and insight. I would
like to especially thank Robin on this occasion for his time and prowess with some solid research and input.
INFO BOX—Concept Car
The Future in cars ? Watch this Video – it’s about 5 minutes long but very interesting after you get through
the first minute – another clip from Top Gear, what else ! .
Of course, what we all want to know is; “How do you race 'em”?
Courtsey of Mike Currie – thanks Mike
The Way I See It
After chatting to a couple of lawyers and getting some blank looks on the subject of Bill C45, (referred to in
Editor on Track) I was left with a few basic thoughts on this whole matter:
As a Society, SCCBC could be sued in a Civil matter. Section 5 of the B.C. Society's Act says:
"A member of a society is not, in the member's individual capacity, liable for a debt or liability of the
Going on to Section 30:
(1) A society may require a director or officer to give the security it considers sufficient for the faithful
discharge of duties.
(2) A society may, with the approval of the court, indemnify a director or former director of the society
or a director or former director of a subsidiary of the society, and his or her heirs and personal
representatives, against all costs, charges and expenses, including an amount paid to settle an action or
satisfy a judgment, actually and reasonably incurred by him or her, in a civil, criminal or administrative
action or proceeding to which he or she is made a party because of being or having been a director,
including an action brought by the society or subsidiary, if:
(a) he or she acted honestly and in good faith with a view to the best interests of the society or
subsidiary of which he or she is or was a director, and
(b) in the case of a criminal or administrative action or proceeding, he or she had reasonable grounds
for believing his or her conduct was lawful.
(3) The court may, on application of a society, a director or former director of the society, or a director
or former director of a subsidiary of the society, make an order approving an indemnity under this section,
and the court may make any further order it considers appropriate.
(4) On an application under subsection (3), the court may order notice to be given to any interested
(5) A society may purchase and maintain insurance for the benefit of a director against personal liability
incurred by him or her as a director, and sections 27, 28 and 29 do not apply to the purchase or
maintenance of that insurance.
Under C45 I can only imagine SCCBC being sued, or rather charged, if they committed a criminal act, such as
running a Gro-Op under the clubhouse floor! A charge of criminal negligence would be possible if they did
something so terribly negligent that it was considered to be criminal. Somehow I think that some measure of
intent would also have to be proved by the prosecution.
So, if to tech, or not to tech, is the issue of concern, in my ignorant opinion SCCBC would have to intentionally
ignore a flagrant safety issue on a race car which subsequently led to serious injury or death to a participant
or spectator to be affected by Bill C45.
Maybe SCCBC should seek some legal advice in order to understand its potential liabilities under various
scenarios regarding technical inspections of race cars.
A Sovren Weekend
Just got home last evening from Seattle, well, Pacific Raceway in Kent if you want to be precise. We were
there for the SOVREN Fall Finale. What a great weekend. There were a number of Canadians present from
the VRCBC, as well as a number of META folks in various areas. I suspect they all had a great time (with the
possible exception of Greg and Marianne Campbell who managed to ruin the motor in their Porsche 356).
The weather was just outstanding - chilly in the
morning, but warming up to around 20C+ in the
afternoon on both days. Karen and I had gone
down to stay with our friends, the Winbiglers.
On Friday Myles had his Lotus Elan out for the
T & T but the timing gear failed after three
laps so when I arrived we set off for Bellevue
to switch to his Lotus 7-America.
Once we had both of the Winbigler cars ready
(we also had Retta's FV Beach along) we set
about having a great time. Retta's group was
especially interesting as there was a total of
thirteen (13) Formula Vees entered. SOVREN
had set up a split grid for them and they were
able to have some great racing both days.
Of particular note to SCCBC members who enjoyed WESTWOOD (of sacred memory), they will remember the
formidable Don Jenson and his Group 7 racing car. Don has been actively racing since the mid-fifties and this
weekend marked the end of his great career. Don had his Lola Can-Am car for his last race, but
unfortunately the motor swallowed a valve early Saturday and that was that. A rather subdued end to an
illustrious career of club racing, USRRC and Can-Am racing.
Overall there were approximately 150 cars
entered (that's cars, not double entries) of all
types and kinds. One grid of 40 cars (small bore
historics). Also seen in the paddock was a 1962
Ferrari 250 GT and a LeMans Bentley.
A great way to end the Vintage racing season
(unless, of course, I get talked into going to
By Mike Currie
PIT PASS FROM THE PAST
The front cover is of the oldest Pit Pass that we have found (#3 dated February 1958) . Does any one have
#’s 1 and 2?
We are going to print pieces from these old issues starting with this from the May/June/July 1959 issue
PIT PASS FROM THE PAST
HONDA CHALLENGE CLASS DRAFT REGULATIONS ISS. #1
This is a “DRAFT” proposal and subject to revision/change before it becomes part of the CACC rules.
The intent of this class proposal is to provide a place for a low-budget racing car, capable of being driven to
the circuit, and a car which can be maintained and raced with a minimum of technical skill and effort.
We have had a lot of discussion as to what years should be used, so I’ve written this proposal specifying two
classes: A for ’92 to ’95 Honda Civics, and B for ’88 to ’91 Honda Civics.
CACC will monitor this class and may allow future revisions if engine longevity or safety issue indicate it would
be prudent. Competitor input will be encouraged.
Even though the cars must be prepared as CACC IP class vehicles, it will not be necessary to modify the car
to the complete extent of those rules. For example, the stock dashboard will be retained with the possible
addition of a tachometer, oil and water temperature gauges. The only possible deviation from the stock dash
would be to make space for the under-dash cross-brace between the two forward down-legs of the cage and
for the addition of foot-box protection bars. Front and rear bumpers must be on the car.
Engines (motors, if you prefer) shall remain STOCK, with no allowable modifications.
Any valid CACC, SCCA or ICSCC racing license may be used (Novices will not be allowed to race in a points
race until such time as they have completed all their CACC Novice requirements).
All cars shall have a valid CACC or SCCA logbook.
The Honda Challenge Class will race as part of the appropriate IP class. The class will be split into two sub-
groups: Class A for ’92 to ’95 Honda Civics, and Class B for ’88 to ’91 Honda Civics.
Drivers holding a valid CACC, SCCA or ICSCC are eligible to compete in this class. A valid provincial or state
driver’s license is also required.
Shop Manual and Vehicle Registration Form
In order to ascertain exactly the weights and measurements required by these regulations, all cars shall have
available at the time of post-race technical inspection, or at any time the information is requested by the
CACC Steward or CACC Chief Technical Inspector, a “shop manual” or after market document which details all
the specifications for the car. Also, all cars shall have a copy of a road registration document detailing the
specified road weight for the car. The official weight of the car will be derived from the road registration
weight given on the ICBC license registration and entered into the vehicle logbook.
All cars and competitors shall meet all CACC IP class safety requirements per the current CACC rulebook.
Drivers shall wear suits and underwear (if required), helmets, balaclavas, gloves, socks and shoes which meet
or exceed the current CACC requirements per the current CACC rulebook. The use of an HANS device is
A full CACC IP-specification rollcage is required. Bolt-in cages which meet the specifications are permitted.
A window net is required on the driver’s door per the CACC IP regulations.
HONDA CHALLENGE CLASS DRAFT REGULATIONS ISS. #1
Headlights, taillight and parking lights shall be will be taped over to stop glass particles from falling on the
track surface in the event that they are broken.
A Master Shutoff Switch capable of deactivating the entire electrical system is required per the CACC IP
regulations. This may be mounted on the dashboard or the rollcage structure providing it is accessible from
the outside of the car.
The driver’s seat shall be replaced with a racing seat meeting (and installed in such a way so as to meet) the
requirements of the CACC IP class regulations.
The front and rear passenger seat must be removed when the car is to be used in competition. The resultant
openings in the floor must be sealed with either a grommet or some other approved method of sealing. The
driver’s seat will equipped with seatbelts meeting the requirements of the current CACC rulebook.
Floor mats shall be removed in the interest of fire safety.
Any holes which remain in the floor and bodywork after the removal of seats and/or interior fittings shall be
filled with a grommet or metal material.
Door panels may be removed provided that they are replaced with non-flammable material as specified in the
CACC IP regulations.
It is strongly recommended that a scatter-shield be installed in the floor behind the transmission area.
All safety requirements are subject to the approval of the CACC Chief Technical Inspector.
Car Numbers and Class Designation
Car numbers and class designation (HC) as required b the CACC regulations shall be affixed to the car. All
numbers and class designations must be in sharp contrast with the background colour. All car numbers and
class designation must meet the approval of the CACC Chief Technical Inspector.
The weight of the car will be calibrated and entered in the logbook using the normal IP methodology. The
source of the base weight number will be the ICBC vehicle registration.
Where it becomes necessary to install ballast, said ballast shall be mounted in accordance with the CACC
regulations and subject to the specific approval of the CACC Chief Technical Inspector.
All bodywork will be in as-new. Primer paint jobs will not be permitted.
Paint schemes designed to convey sponsor’s message are permitted.
External body modifications are NOT permitted. Replacement of the glass in windows with plexi-glass is not
All fenders will be of metal. Fibreglass replacements are not permitted. Fender flaring is not permitted.
The stock steering wheel shall be replaced with a metal-cored, racing-type steering wheel.
HONDA CHALLENGE CLASS DRAFT REGULATIONS ISS. #1
The battery will be installed in the original location. It is permissible to change the type and/or style of
Stock Honda bumpers will be retained.
Radio/Stereo/Air conditioning Units
The radio/stereo and air conditioning units may be removed.
Tires, Wheels and Brakes
Wheels shall be the stock (as supplied by the original manufacturer) size.
Stock width rims must be used. The tires will be TOYO RA1 of stock dimensions of a suitable rating.
All tires will have no less than 1/16” inch of tread showing at the start of a race.
Car equipped with recaps tires or tires with removable tread are not permitted to compete.
All cars must have effective, pedal operated brakes working directly on each road wheel. All brake parts must
be in perfect working order and the brake linings must be new or in excellent condition. The entrant shall be
prepared to remove wheel(s) and brake(s) for technical inspection. The use of any brake pad which will fit the
brake mechanism is permitted.
A stock gas tank, as per CACC IP regulations is required.
Stock springs will be used on all cars. Shock absorbers may be changed to TOKICO 5-way adjustable shocks.
The original brake lines shall be replaced with AEROQUIP lines.
Allowable Engine Modifications
There shall be no allowable internal engine modifications. All engines will be “stock” as supplied with the car.
“Balancing” and other removal of material from the motor is not permitted other than by the process of
selecting components with comparable weights. No material may be removed from the stock engine
components in order to balance the component.
“Blueprinting” or assembling the motor as close to the manufacturer’s specifications as possible is
Replacement fuel injectors must be of the same type and operation as the original components.
A stock Honda alternator shall be installed and will remain operational during practice, qualifying or race
The engine fan may not be removed.
A catch-tank meeting the CACC rulebook specifications will be installed to catch oil/water overflow.
Additional oil coolers for either engine or transmission are not permitted. Engine rebuilds are permitted in
accordance with the CACC IP regulations.
September 27, 2006
Long Term Plans and Projects
Now that we’ve got the ’06 season under our belts and we’ve had a chance to feel and experience any new
features and improvements at the track completed over the last winter period and throughout the summer
season, it comes to mind that more plans might be afoot in the way of changes and improvements at Rivers
Edge, in other words:
“Does the club have any immediate projects in the works for Rivers Edge, or any interesting plans for
expansion and improvement in the future?”
My target this time was Keith Robinson, our “chatty tracky”, the one who keeps our work parties focused and
productive, and shares his wit with us every month in Track Chat.
Keith began by reminding us that the BC Custom Car Association is our landlord and all major projects require
their approval. The dialogue is on-going between the executives of SCCBC and BCCCA as to what can be done
to improve the road course and its facilities. What has to be acknowledged by all road course racers is that
without the generosity and help of our landlords (Ron Farmer and the BCCCA executive) there would not be
any road racing (cars or bikes) at Mission Raceway Park period!
There have been a number of suggestions for modifications/extensions to the track put forward by club
members. These have been discussed with BCCCA, at length, over the past several years and include:
Extending the 6-7 back straight further to the south.
Turning directly off the track into turn 1 (no chicane)
Paving between turn 1 and the 2-3 straight, to create a small oval track
Additional paving in the paddock area to allow solo 2/ GoKart activities
Building a permanent washroom/shower/concession facility
Estimates have been submitted for some paving projects but no decisions have been made to date.
To give you some idea of the scope of the work that has been accomplished over the last two years through
the co-operation of the two organizations, scan down the following list:
• Receiving over 250 (4000lbs) concrete blocks from INDY site
• Removing Armco from pit lane and replacing with concrete blocks
• Placing concrete blocks along 6-7 straight, drivers left
• Adding second row of concrete blocks, drivers left approaching turn 1
• Digging ditches, building forms and pouring concrete for tech shack foundations
• Construction of tech shack
• Installation of drain pipes under 2-3 straight
• Construction and installation of new front gate
• Installation of new permanent fencing around pre-grid
• Installation of new permanent fencing around tech area
• Repairs to fencing along hot pit lane and at starter stand
• Repaving in turns 7,8 and 9
• Rebuilding the wall on the 6-7 straight, drivers right
• Construction of flood drain in tech area
• The placing of gravel at strategic locations, the painting of curbing
The list goes on..…
If you know about the scope of this essential work and fail to help out, then you are failing your club by way
of an imbalance in your association. If you are oblivious and suffer under the delusion that the track is just
sitting there, all ready and waiting for you to show up and play, that is tantamount to the same thing. The
notion that a paltry $50 membership fee paid each year should even out the balance I’m sure would be
considered an affront by those that willingly give of their time and labour. Keith and his merry band of souls
deserve a whole pile of praise and gratitude. Very likely, the best compliment you could possibly pay these
persevering people is to get out there, offer to lend a helping hand, and to actually pitch in with all the
recurrent work that is essential to allow us all to race. Opportunity knocks – why not seize it!
If you add together the race dates and the rental dates you will discover that the road course is used over
60 times a year. Auto manufacturers; tire companies, movie studios, large corporations and professional
driver’s schools all rent the track. Hence, the one major project that is foremost in the minds of the
executive is the construction of a washroom/shower/concession facility. Unfortunately, unless a sponsor can
be found, construction is unlikely to happen this winter. The club did not generate enough funds this year to
cover the cost of such a facility. Are you in the construction business – can you help to get this project
underway? – for example, by way of your business circumstances, possible leadership through construction
experience or perhaps organizing the logistics of the project through related business contacts that might be
willing and able.
The long term thinking for what is affectionately called ‘”he Brick S***house Project” is to locate the SCCBC
and META clubhouses together. They would be located in the pregrid area in a “Food Garden” layout with
tables and canopies. This centralized social setting, placed close to the front gate, would generate more of a
club atmosphere and attract more drivers and crews as they depart the track after the races. One possible
suggestion put forth to temporarily “relieve” this problem (sorry, couldn’t resist), is to purchase something
similar to an ATCO industrial camp-style mobile washroom trailer. This type of unit often includes shower
stalls and that could be a real asset. The trailer could either be permanently installed up towards Turn 3
area, or in the pregrid area and when the new “brick” facility is finally built, the mobile could be moved up to
the other end or re-sold (or, arranged to have it hit by lightening!).
A big thanks to Keith for all the excellent input on this Good Question – it’s not like he has nothing better to
do with his time, something I certainly hope not lost on you all! Keith is a busy man on behalf of the club and
we certainly appreciate his time given to us. If you have any questions or comments on this subject, please
get in touch, and likewise, if you have a good question, please contact us here at Pit Pass and we’ll get an
Pit Pass Pete
Between taking a break with the monthly Man Garage updates, the kids finishing swim club and going back to
school, work has actually progressed on MR Zoom Zoom. The car is now sitting on the ground suspended by
springs and A-Arms and rolling on slicks. The steering is 90% complete, fuel cell installed, fuel pumps mocked
in, front belly pan installed and the shifter mount is done. I also mounted the front sway bar, but did not like
the position (it crossed right through the airflow of the inverted hood scoop) so I fabricated new mounting
points and moved it lower down. I have also started final work on the roof structure so the fiberglass parts
can be made and the roof reinstalled. One nice thing about a mid engine car is the ability to install and finish
everything ahead of the firewall and then switch focus to engine/trans without interfering with any of the
front end/cockpit work.
I had the opportunity to get out to the track on the labour day weekend. It was good to see some big grids
and close racing. You could tell we were getting near the end of the season as there appeared to be more than
the usual amount of mechanical failures. It reminded me of how important being a racing “community” is. I
remember those days when things were just not going right (not like I am now immune to mechanical failure,
it’s just a lot more likely with a running car) and how the positive support from other racers helped pull me
through. Racers are a pretty resilient group. I know Roman Kardynal, who broke a crankshaft is well underway
with repairs, Hugh Richards spun a bearing, he’ll be back, and Lou Gruzelier was highly frustrated with
overheating problems in his Merkur XR4Ti with the beautiful Supra Turbo motor. I really want to see this car
run at its full potential, hang in there Lou. Even with all the positive attitude it looks like the grids may be a
little lighter for the end of the season.
Which brings me to the next topic that spurred my interest, alternate fuel race cars, as mentioned by Robin
Fairservice in the last Pit Pass. This is an idea that has been bandied about the Man Garage more than once.
Fuel limited racing, alternate fuel, electric, and hybrid, any of these could create a class of racing that could
help spur a new influx of racers and spectators potentially helping the club in many ways: 1) Ability to get new
sponsors 2) attract a new breed of competitor, 3) attract a new group of spectators 4) create an
environmental awareness support mechanism. Many of the racers I know love to drive, but they also like the
challenge of building something better than the other guy, and this type of racing would really stir the
creative juices. Also, new complexities are added, mileage vs. speed, cornering speed vs. rolling resistance,
weight vs. rigidity. Of course I am just glossing over the idea; it would take some serious effort to make this
fly but I personally like the concept.
Anyhow, back to reality. My list of projects now has some urgency. The ultimate goal for the Man Garage is to
store and work on race cars, but also to be a gathering place. At some point containing a couch, a bar, TV and
apparently a commercial grade air hockey table, which was such a good deal at Costco we could not pass it up,
hence the urgency issue. Once I get the roof finished I can reattach it to the race car and free up some
floor space for Air hockey by Xmas. In addition to the roof, I need to mount the seat, install the bulkhead/
foot well, dash, floor pan and mount the door skins. I would also like to run the cooling pipes from the rad
back to the engine bay as well rough in the wiring. Although this all sound quite aggressive, and it needs to be
done, it is really just a diversion from thinking about the big, high dollar projects like building up the
transaxle, mating the engine to the transaxle and having the custom half shafts fabricated.
During the writing of this article I received some sad news, Laurie Waters, a racer with a quiet sense of
humor, resilient sprit, Formula Ford enthusiast, co-driver with Mark Bennie’s race team and someone with
whom I had the good fortune of his acquaintance, has passed away. He will be missed.
I wanted to take this opportunity to try to clear up some of the misunderstandings about the motion passed
at the August META meeting about the WSC race, which has caused some turmoil both inside and outside our
We have known for at least two years that having a race with so few cars taking the green flag has been a
problem, causing regular volunteers to avoid the event altogether, or to come for only one day. It is also
discouraging for any new volunteers who come. It has been talked about many times, but nothing has changed.
The motion was not taken lightly but came from frustration that nobody was listening. This time we seem to
have caught the attention of many and I hope it will bring the subject out into the open so that it can be
talked about and resolved once and for all.
It must be as frustrating for the sponsors and organizers as it is for the workers - surely with a club that
has over 250 members there should be more interest in the series. We are not saying we will not support the
series, just asking for a reduction in the length of the race if there are less than 10 cars to start. This seems
a reasonable request and I hope that it will be considered when the rules for next year are being discussed.
The ideal solution of course would be to have so many cars that everyone would be looking forward to the
excitement of the WSC race, whether it was early in the afternoon or the last event of the day – a win/win
situation for everyone.
A TURNWORKER’S MUSINGS
I'm sitting around the house getting over a minor touch of food poisoning and was pondering some of the
things I've observed at the various tracks this season. With 27 events on my personal race schedule this
season, I've been to more than one or two tracks. I thought others might want to join in the musing.
First thought is one of thanks to all the kind drivers who donate money to the various worker funds. I am one
of the recipients of some of those funds, having worked every Conference track this season again. I live in
Longview, WA, so Portland is my home track, even though it is 50 miles away. Since each worker fund is
independent of the others, it is interesting how those funds were dispersed. NWMS in Spokane paid for a
plane ticket and a motel room which served four workers. IRDC handed $30 cash to each worker. SCCBC
handed a $40 (Canadian) check to those from out of town. Cascade uses a sliding scale to reimburse workers
from more than 50 miles away. In my case, this works out to paying my gas bill, where in the case of the
Canadian workers (over 100 miles) works out to $100. I know that each club is using the funds the best way
they know how and with the donations that they receive. Obviously the Cascade events draw the most
participants and the most donations. I'm pondering if these various methods could, or even should, be
improved. After all, a few years back, there was no financial assistance to workers. Of course, back then,
there were more workers in each area. Many have suffered from burn out working too many races. Others
have fallen on financial hard times or had life get in the way in other manners. The funds that I have received
have made it easier to continue my participation. Many thanks. But I wonder if the funds wouldn't be better
distributed by Conference itself, rather than the individual clubs. Even if that isn't acceptable, it would be
very helpful if the assistance available was known in advance rather than as a surprise at the event. The idea
is to encourage workers to get there, not just to reward the ones that do get there. Advanced billing of the
assistance that is available should be open knowledge to get best bang for the buck. If a central fund is
established, the question becomes one of how to best use the funds. As the folks putting the money in there
in the first place, the drivers have a huge say in how this should be done. For example, should the funds be
biased towards the areas with the fewest workers? To the events farthest from a central point? Fixed
amounts or sliding scale? Or leave well (or bad) enough alone? When the worker funds first appeared on the
scene, most of the clubs seemed to use them to buy things like canopies or other pieces of needed equipment.
It seemed that the drivers just wanted the funds to be used to "help the workers". It is only in recent years
that funds have been disbursed to the workers directly. Some of the clubs put some of the funds into prizes
to be given away to the workers. Prize drawings are fun, but they don't help with the gas or other expenses
directly involved with making it to a race. Some workers feel that there should be no direct cash subsidy.
Their thinking is that it encourages some drivers to think of the workers as paid staff, not as volunteers. I
have heard of such drivers, but haven't met one yet. If I ever do, I'll ask him to then pay my hourly rate,
which would surely shut him up. I don't think there is much danger of the workers ever being
mistaken for paid staff. The most I ever received in cash for spending days at a track is $50 or so for three
12-hour days at PIR. You do the math, but that is well below minimum wage. Another thing that puzzles me is
the different attitudes the various clubs have towards disclosing the donations and the uses of those funds.
Some openly publish the amounts donated, even announcing the amount at the drivers meetings. Other act like
it is top secret information. When an organization treats this sort of thing like a secret, it makes me wonder
if they have something to hide. Were I on the giving end of the donation, rather than the receiving end, I
would want to know what was being donated and if it was being put to good use. Who would
want to continue donating if it appeared that the money was not being handled properly?
A TURNWORKER’S MUSINGS—Continued
The second thing I ponder is the continuing acceptance of special groups. Cascade used to host special
groups to help keep entry fees low for the Conference drivers, but for the most part has ceased this
practice. The special groups cut into the time for the Conference sessions and increased the burn out of the
workers. With the advent of the nightly drag races on Fridays and Saturdays, the special groups made it
difficult to finish on time. Cascade also got burned several times by special groups that would claim that they
would have 20-30 cars, then show up with only 6-8 cars. The last thing anyone wants at the end of a long day
is an undersubscribed special group. On my recent trip to Mission, they had a special group run a one hour
endurance race. Eleven cars started and I believe that only 7 finished. Pretty sad and a waste of valuable
track time. There is a simple formula that should be used for any group, not just special groups. If the
entry fees for the race group is not enough to cover the price of the track time they take up, then they
should be combined or re-grouped until that value is covered. How do you figure the cost of track time? Take
the total costs for a typical weekend and divide that by the minutes available on the track. Those minutes do
not include the gaps in the schedule between sessions for clean up or lunch. Those gaps are null time that is
required to bring the races off in an organized fashion. I've never seen the break down on the total cost of a
race weekend. Depending on track rental fees and everything else, I would guess that putting on a Conference
race week would be something like $15,000. Someone who does know, please correct me if I'm way off. At
the Conference race last weekend at Portland, there was a total of 10.7 hours of actual track time (cars on
course). Take a look at the schedule and do the math. It's possible that I miss counted the minutes. Using
these figures, track time would cost approximately $24 per minute. Each group (except the novices who get
one less session) received approximately 90 minutes of track time at a cost of approximately $2200. Entry
fees for non-Cascade members were $195, so each group would require 11-12 entries to cover the expenses
for their track time. This all gets much more complicated due to second entries at the rate of $100, but you
get the idea. Each club's calculations will vary due to the costs each one faces, but if a group isn't covering
the costs, why should a larger group suffer crowding on the track while another group goes out with 6 or 7
cars. I realize that there are safety issues that must be included in setting up groupings, but I have
witnessed drivers arguing over whether a certain class of cars should be moved into their group when the
performance difference is negligible. To get back to the beginning of this monster paragraph, any special
group should be held to this minimum level or be told to take a hike. After all, we have enough trouble getting
workers without burning them out with special groups. A conference weekend offers a very nice
number of groups and excellent competition with out the added burden of special groups. I've talked to some
of my Canadian worker friends and there are some who have given up working some events at Mission due to
the special endurance group. They won't come back until that group lives up to what they perceive as promises
of full grids or are left off the schedule due to lack of participation. When I was at Mission during the Labor
Day double race weekend, many of the workers were so tired of dealing with the endurance group that they
considered leaving before that race, which would have left SCCBC with a real problem. Someone from SCCBC
came to the worker meeting and pleaded for the workers to stay and that the situation would be
discussed during the off season. I found it humorous that he came close to accusing one individual of
instigating the boycott. He was clearly out of touch with the workers that his club depends on. Sounds like
they have a failure to communicate there that they need to work on. There are hard feelings on both sides of
the fence that need to be addressed up there. From what I can see as an outsider, the problems would all be
greatly reduced with some open communications and the knowledge that EVERYONE involved wants to get on
with the racing. Just something to ponder.
A TURNWORKER’S MUSINGS—Continued
This brings me to the third thing I'm pondering. Each club puts out a race announcement with a schedule and
an entry form. All that is fine for the drivers, but that would also be a good place to plug what is being done
for the workers by that club at that event. Right now, there is very little in those announcements to interest
the worker base, with the possible exception of the supplemental regulations. This would be a good place to
plug drawings or financial aid that is being offered. It's a good place to plug any hotels that have agreed to a
special rate for workers. Things of that sort. Every member of the Race Officials Division of Conference
receives the Conference Memo with those announcements. Upcoming events are also plugged at the morning
meetings each day at the track. Both are a great place to get the information to the workers that they need
to make their go/no-go decision. Open communications is the key to avoiding misunderstandings, hurt feelings
and keeping rumours under control. As I'm sure many are aware, there is a very fast and sometimes, grossly
inaccurate, grapevine at the track. We will never be able to control the grossly inaccurate part, but let's at
least use the communications at our disposal to put out complete and accurate information.
Enough to ponder for one message, maybe even for a year of pondering. If anyone wants to forward this to
another racing list, feel free. May the workers on the list all perform at their personal best and may the
drivers all keep the rubber on the track.
AKA Grandpa Pettybone, TPFD.
See you at a track sometime soon.
ADVERTISMENT — PROFORMANCE RACING
We are getting quite booked up and I wanted to give you the opportunity to register for any programs you
might be interested in before we are completely sold out.
Corporate Events - Phoenix
Friday December 1st
If you are interested in registering or if I can help with anything else, please give me a ring at the office at
604 607 7735, 800 567 RACE (7223), or on my cell 778 834 7735.
Hope to see you at the track this summer,
Marybeth Harrison http://www.proformanceracing.com
2244 Lefeuvre Rd. Abbotsford BC V4X 1C6
SCCBC Club Meeting Sept. 13, 2006
President Ray Stec called the meeting to order at 7:33 pm. 37 members were present.
ICSCC Report by Kevin Skinner: SCCBC was fined for tech procedure at the August race. There
are no rule change proposals from SCCBC drivers
ROD David Bell –Get rule changes proposals in for discussion at the ICSCC fall meeting.
VRC Report by Ian Wood- Meeting was at Tom Johnson’s house. Sovereign club is now including cars
from 1970 – 1989. Confirmed 9 entries for REVV race in October.
Race Chair Report by Robert– exciting September race weekend. Over 140 entries. Interesting
passing under blacks. First time visitor made several trips to Cdn Tire to get 102db down to 92.
META Report by Ann Peters -Raffle at track raised $800. At their last meeting members passed a
motion to stand down at WSC races with 10 or less cars starting if the race was over 31 minutes.
Terry spoke at the Sept race worker meeting & stated his opinion that this should be brought up at
the end of the year, not in the middle of a championship. Ann noted that members were encouraged
to make their own decision.
WAV report -As of August the wave fund has a balance of $1042 US and $729.66 CDN. After the
September race income, less vouchers written for travel in Sept, converted funds total $2507.56.
Ray thanked drivers for their support.
Media Marketing – Ray reported that ads in local papers are producing results. There will be
discussions over the winter regarding the plan for 2007.
RDC - Roland not here. Ray noted that an RDC meeting will be happening soon
Membership Report by Steve Paquette.
Full 254, Associate 1, Emeritus 16, Life 16, Honorary 4, Total 291
Historian: Robert Barg reported he saw Ron at the Westwood reunion. Repeating event in 2007.
• October race weekend – registration open from 4:30-6:30 – gate from 3:00 to 10:00pm.
• Enduro is canceled– only 3 cars showing interest to date. Dash for Cash has more interest –
support expected as previous years. Entry fee includes regional.
• Vintage has 9 so far and will run on Sunday. Solo included in the Saturday schedule. Double CW
SCCBC Club Meeting Sept. 13, 2006—continued
& OW races – Novices run Saturday only.
• No practice day on Friday. Practice days this season were very poorly attended this year. This
will be discussed over the winter. Next year may require pre-bookings.
• Banquet – Pam & Leslie have tickets $40.00 per person. There are hotel facilities. Mention
SCCBC when you book your room. Lots of prizes & surprises, fun and dancing. Really, really good
food, buffet style. Huge room and dance floor. Theme is 55 in Over Drive for our Emerald
anniversary. Hoping for a slide show courtesy of Gerry & Sue.
• Randy Custer suggested we provide free transponder rental to new drivers. John Campbell
pointed high race expenses. Trophies for the last 2 events totaled $5000.
Thanks to Bob Styan Gerald Paetz, JP Skinner & Brian Meekings for putting their cars on display at
the Langley Cruise In.
West Coast Sportscar Championship – Report by Kevin Skinner Congrats to our champions, Bob
Styan, Gerald Paetz , Tim Rosche & Larry Bell. Standing starts at last 2 races were well supported.
Kevin appreciated workers cheering the drivers at the start of the last race and the cardboard sign
stating that E Crew loves the WestCoast. Series attrition through the season was a result of break
downs and personal issues. No drivers walked out on the series. Overall race entries have been down
on the coast. Highest entry was 16, lowest was 10 generating $18,000 in entries. Thanks to drivers,
entrants & sponsors for their support. Good coverage by Western Driver. Entrants will get a
package next week with rules.
Track Operations Report by Scott Arthur (written report) Last month was busy with repairs to the
fleet. Club house front doors were replaced and new locks installed. Winter months will have
upgrades to worker stations. Starter’s stand & booth are going to the Ladner school.
Track Manager Report by Al Cruikshank – Fork lift still broken. Expecting service next Friday. 7
rentals since the last report for a year total of 42
Treasurer Report by John Cartwright Copies of statements available to read at meeting
If entries do not pick up next year we will have to discuss one day race weekends for CACC events.
Robert suggested sending invitations to pro series to consider coming to Mission. Lorenzo felt that
our front straight is too short to attract pro series.
Vice-President – Operations Report by Keith Robinson - Forklift costs have been high this year,
but amortized over 6 years it has not been that costly. Buy a new unit is 10’s of thousands, leasing
may not be worthwhile due to limited amount of days of use during the year. If you are experienced
with forklifts, your input would be appreciated.
Getting scratched by brambles? Come to work parties and help out. Thanks to Al Cruikshank & Brian
Nuttal for their help.
SCCBC Club Meeting Sept. 13, 2006—continued
A couple of paddock spots were swimming in oil after the last race. Get help tidying up if you spill.
Those leaving a mess should be fined. We know who was in each spot. Club members are encouraged
to report messes they see.
Speaker system – front row was not working – wire had been cut. PA is available on FM band. It’s
hard to please everyone, some want it loud, some not so much. But don’t cut the wires!!
Keith to contact paving company about fulfilling their promise to correct problems.
Vice-President – Administration Report by John Campbell - Track catering has been well
received. Suggestions for menus would be welcome. Beach parties went very well. We will do it
again. Mission RCMP will increase their presence next year, as a community service.
Banquet - Brian Meekings is getting door prizes again. He has letters to take to local businesses.
President Report by Ray Stec - Start thinking about what you can do for the club next year.
The ICSCC fine was for deficiencies in the inspection of cars at the August race. Officials were
satisfied at the Sept weekend.
Good & Welfare
Lap records given out by Marc. New overall track record on July 9th SR 1.09 David Van Amburg.
Robert & Bonnie Currie celebrated their silver wedding anniversary yesterday.
Swap & Shop
Second Generation T shirts available for $20
Robert Barg has race cars for sale.
Ian Wood has 1972 Darrin s/r for sale.
Mike K won 25.00
$244. to John Randall for the 6 month draw for meeting attendees.
There being no further business, the meeting was adjourned at 9:25pm
You might be scratching your head and thinking the name is very familiar, but you can’t quite place it. The
reason you would recognize Ron’s name may be because in comes up in club matters on a regular basis
whenever Mission Raceway Park is discussed. Ron and the BC Custom Car Club are of course our landlords –
were it not for them, we would merely be talking about road racing in BC instead of doing it. I’m sure many
of you have no idea of the, vision, hope, frustration, disenchantment, resolve and triumph that has lead up to
Road Race at Rivers Edge being possible.
For the benefit of the somewhat newer members in SCCBC, Ron is one of 4 Honorary Members of our club,
having received that distinction in 2001. Ron first became involved in motorsport in 1952 when the BCCCC
got under way. Ron has been President, manager and general dogsbody over the years. I can’t even begin to
convey the full story of the long road taken by Ron and his friends in drag racing to get Mission Raceway
Park to where it is today – what a story. The following is a brief synopsis of the turn of events in which I
will try to do the story justice.
Ron was born and grew up in the Vancouver area, finally settling in Langley in 1994. He has since retired and
spends his time between Mission and the BMX track in Surrey where his grandson, Jesse Horompoly, was
runner up in the Canada Cup Championship. Ron’s’ first car was a 1931 Chevy Coupe and he also ripped around
on an old British BSA 350 Single before getting hold of his most memorable car, his daily driver for quite a
while, a 32 Ford Roadster, chopped and channeled and raring to go – and that was where it all started.
We often hear of the problem of street racing in Vancouver and how bad it’s becoming these days – well Ron
tells me it was just as bad back in ’52. With input from politicians, the Chamber of Commerce, the Police
Dept and many other entities and organizations, Ron helped form the BCCCC, originally set to be called the
BC Hot Rod Association. Cooler heads felt that title sent the wrong message and so it was that the BC
Customer Car Club came into being. With the membership swelling to 300 in short order, it gained
momentum and respect. They were soon hosting the Pacific International Motorama down at the PNE until it
was sold when it became too big to manage. From its inception, the BCCCC’s reason for being, and its
overriding goal, was to get racing off the street and to create a facility for the ordinary man to access and
enjoy. The bureaucracy promised to help find a drag racing venue. With help from all sides and lots of
promises to support and promote the new facility, so it was that they took ownership of a piece of property
out in Mission in 1960. With a lot of hard work and backing from local and provincial authorities, local
business and other interested parties, they laid a well built strip by 1965 and held their first event in
August of that year. The next few years saw a slow building process where the facilities grew to include
guard rails, a Christmas tree and organized parking facilities that lead to a NHRA Winston WDRS sanctioned
event in 1967, a tradition that continues to this day.
Unfortunately the track was not the only thing that was on the move. Commercial progress was gripping the
lower mainland and the city of Mission had its eye on the general area that included the strip for a shopping
centre and industrial complex. After negotiating a land swap deal complete with assurances to rebuild back
up to the same condition, BCCCC lost the original venue in 1978 with a move across the way to its current
location. Any money they had was quickly swallowed up with sand fill operations, and the government reneged
on their word when they failed to complete sand filling of the new drag strip property following completion
of the Hwy and the new the Fibreglass Plant, as promised. All seemed lost as they watched the heavy
equipment boys pull up sticks and check out of those other finished projects. What ensued next was a 14
year fiasco, a series of hard slogging escapades punctuated with a litany of letdowns and disillusionment.
Then, with a new ombudsman in place, came renewed hope of taking the government to task and keeping them
to their word. Ron kept meticulous records of all meetings, correspondence and promises, and it was this
attention to detail that got the ombudsman on side and won the day, where all those political meetings with
the mayor, bigwigs and bureaucrats had failed. One last ditch effort on the part of the city to rezone the
area and oust the racing facility failed in court in 1991, which in turn vindicated and liberated BCCCC. They
had won the war and the first cars rumbled down the newly paved strip in May of 1992. What followed was
an era of drag racing euphoria, requiring overflow parking to be set up (back across the Hwy no less), as it
was needed to accommodate the huge crowds of up to 18,000 spectators. Today those crowds have
stabilized to a more modest 8000 at certain high draw events, and less at others.
After the close of Westwood, Ross Bentley and Andy Field approached Ron to establish their racing/training
school at Mission. The execs of SCCBC (to whom we owe a lot as well) followed suit and eventually worked
out an arrangement with BCCCC to establish the Rivers Edge road racing facility at Mission Raceway Park in
1994. The rest, as they say, is… - well that’s another story and a tale in its own right - I’ll let you read up on
that somewhere else - check out our website under the “About SCCBC” Tab for an appetizer.
Ron tells me the thing he likes best about Mission Raceway Park is that, “it’s there”. The only thing he’d
change about the facility is, “the weather”! Remember, unlike us, those boys don’t get along well with the
rain. He has learned a lot about the government and the way it operates (no kidding). Over the years, Ron’s
persistence and hard work has been recognized with accreditation from prestigious institutions and
authorities such as the Canadian Motorsport Hall of Fame, the Greater Vancouver Motorsport Pioneers
Society, the NHRA Division 6 Hall of Fame and then, in March of this year, a letter from Mission City Hall
inviting him to attend the Clarke Theater to receive a Lifetime Achievement Award from the City of Mission.
In his wonderful modesty, Ron was surprised at this – don’t be Ron; you are a trooper and certainly deserve
it! You should write a book my friend.
After chatting to Ron at length, I can see why SCCBC is fortunate enough to be granted the opportunity to
operate Rivers Edge Road Course at Mission Raceway Park. Ron is from the old school and a gentleman to the
bone – he has been such a pleasure to talk to, a fair-minded, goodhearted man of capacious spirit and
generosity who has without doubt gone out of his way to aid our club in making it possible for us to have a
place we can call home. Naturally we would like to think that we all enjoy a reasonably reciprocal
relationship, but let there be no doubt, it has not been without some cost in time, work and understanding
from the folks at BCCCC. It is clearly obvious that it is their love and respect of motorcars and motorsport
that has been the main driving force behind their goodwill – it certainly isn’t to make their fortune! Pit Pass
wishes to say a hearty thanks to Ron and the gang for sharing their story with us, and equally for being so
forward thinking. Starting way back in 1952 with a pledge to get racing off the streets, their foresight is
bringing happiness and satisfaction in to a lot of people’s lives.
Let us all join in a big thanks to the BC Custom Car Club and Mission Raceway Park for believing in us at the
Sports Car Club of BC and the future of road racing at the Rivers Edge race course. Visit their website
Who do we have in line for November? Don’t know –haven’t even thought about! As always, make a point of
saying hi sometime to these people featured in our Spotlight column, along with a big thanks for being
generous enough to share their time and thoughts - you never know, you could be the next one featured
under our Spotlight! If you wish to nominate a fellow club member (or even yourself) please let us know.
Pit Pass Pete.
A REAL HISTORY CHALLENGE
If you can imagine this beautiful Lancia Appia Zagato in red, could you remember seeing it at Westwood in
The drivers were believed to be Frank & Michael Brookman, and the car was owned by John de Boers.
If you know anything, or have a copy of the Race Program, please contact the editors at firstname.lastname@example.org
The present owner lives in Scotland is looking for more information about the car’s history.
TRACK CHAT— October 2006
We had the first real rain of the last two months last
week. So I went to the track to see how the new drain
works in the tech area (I lead such an exciting life!).
Good news, the drain reduces the flooding substantially
and the ‘O’Kell’ sump pump removed the rest of the
water in about 40 minutes.
And now for something
Children’s Wish Lotus Elise
At the August race I had the opportunity to give some children a couple of quick laps of the track in a 2006
Lotus Elise. Philip de Freitas, a new club member, who was at the track to complete his novice program, most
generously offered the car to the SCCBC. Philip suggested a red line of 8200, so the kids got some good lap
times. The Elise is a joy to drive and we managed some laps, which might have left some FV’s in our wake!
It was an emotional experience, which I have thought over a lot in the last few weeks. The exhilaration of
driving the Lotus Elise at speed, the smiles on the kids faces. Realizing the fight these children have ahead of
them, while I enjoy good health and racing.
At the September race I had a lot of fun laps, a flat tire and a car that over heated!
I have always tried to accept success and failure with equal grace, after the Children’s Wish Weekend it has
become much easier to maintain this attitude.
WESTCOAST SPORTS CAR CHAMPIONSHIP
With the racing behind us for the 2006 season it is time to start the celebrations and plan for next season.
Please get your tickets early for the club banquet to be held on Oct 28th at Cascade Casino in Langley. In
addition to awarding trophies to the winners we will be issuing checks to the twenty-six entrants who earned
points in 2006. A complete list of winners and prize money will be published in the next issue of the Pit Pass.
As requested by this years entrants, the WSC committee has also compiled a list of proposed rule changes
which is being emailed to all entrants and interested parties. A meeting to vote on these changes has been
tentatively scheduled for 10:00 am Sun Nov. 5 at the SCCBC clubhouse, Mission BC. These rule changes will
also be available on the SCCBC Web Site under the Westcoast Sportscar Championship tab. We invite
everyone to participate in the growth and evolution of this series.
Chief of Timing and Scoring:
Reports to the Steward. Ensures that during sessions that must be timed or scored, an accurate record is
made of every time a car passes the start/finish, or other control line. In recent years, computers have
relieved much of the burden of lap charting and timing individual cars as they pass, but human intervention is
WESTCOAST SPORTS CAR CHAMPIONSHIP-2006
WESTCOAST SPORTS CAR CHAMPIONSHIP-2006
POINTS BY CLASS
E-MAIL ADDRESS PROBLEMS
THE FOLLOWING E-MAIL ADDRESSES ARE BEING REJECTED.
IF YOUR IS HERE PLEASE SEND A MESSAGE TO PITPASS@SCCBC.NET
Wiremu Tekiwi Bishop (email@example.com)
550 <firstname.lastname@example.org>: User unknown.
Joe Clemente (email@example.com)
550 <firstname.lastname@example.org>: User unknown.
Scott Sutherland (email@example.com)
550 <firstname.lastname@example.org>: User unknown.
Philip Voo (email@example.com)
550 <firstname.lastname@example.org>: User unknown.
email@example.com: No such user
SCCBC Executives & Other Volunteers
Title Name Telephone Fax Email
President Ray Stec 604.465.5773 firstname.lastname@example.org
Vice President—Operations Keith Robinson 604.888.9409 email@example.com
Vice President—Administrative John Campbell 604.788.5092 firstname.lastname@example.org
Secretary Pam Stec (acting) 604.465.5773 email@example.com
Treasurer John Cartwright 604.436.0564 firstname.lastname@example.org
Track Operations Scott Arthur 604.826 5251 email@example.com
Past President Terry Ward 604.941.5347 firstname.lastname@example.org
Membership Steve Paquette 604.990.4597 604.990.4597 email@example.com
RDC Chairman Roland Stec 604.465.0745 firstname.lastname@example.org
Pit Pass Editor Robin Fairservice & 250.963.7362 email@example.com
Peter Weedon 250.565.8888
Historian Ron Curties 604.469.2000
ICSCC Executive Board Representative Kevin Skinner 604.856.8957 firstname.lastname@example.org
ICSCC Contest Board Representative Scott Arthur 604.826.5251 email@example.com
Race Chairman Tom Roy 250.248.6614 firstname.lastname@example.org
Registrar Cheryl Ward 604.941.5347 604.941.5394 email@example.com
Course Marshal Irene Chambers 604.944.7759 firstname.lastname@example.org
Technical Inspection Jim Kurtz 604.298.7227 email@example.com
Timing & Scoring Perry Afaganis/Marc Ramsay 604.820.0952 firstname.lastname@example.org
Track Manager Al Cruickshank 604.941.2664 604.240.1537 cell email@example.com
Track Admission Leslie Skinner 604.856.8957 firstname.lastname@example.org
CACC Race Director Paul Bunbury 604.932.3253 email@example.com
Marketing & Communications Ken Giffen 604.850.6151
Website Coordinator Marc Ramsay 604.937.7565 firstname.lastname@example.org
Driver Training Registrar Roland Stec 604.465.0745 email@example.com
ICSCC Novice Director Bill Vine 360.825.2770
CACC Novice Director Lorenzo Costantino 604.939.0201
Sports Car Club of British Columbia Stamp
P.O. Box 2125
Vancouver, BC Canada