Pit Pass - September 2008

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					                         PIT PASS
                                           September 2008

Picture by Robin Fairservice


The Official Newsletter of SCCBC - founded in 1951
SCCBC Calendar                       3                    Pit Pass
Prez Sez                             4              Official Publication of
Al Ores Anniversary                  6            The Sports Car Club of BC.
EOT - What is it                     9
                                                   PO Box 2125 Vancouver
Phil Hill                           12
Historic Race Meet                  15
                                                       British Columbia
Spotlight                           18                Canada V6B 3T5
Mike Rambling about flags & Numbers 25        
Thermo Electrics                    27                       Editors:
Mangarage                           28                Robin Fairservice &
SCCBC Club Minutes                  29                  Peter Weedon
Swap & Shop                         33
SCCBC Membership Application        34
SCCBC Contact List                  35

                                                 Quote of the Month

                                               Golf is a good walk spoiled.
       Who, where & when?                      Mark Twain

                                                          Last Quiz
                                               Jim Hilton was the closest to a
                                               reasonable answer. See EOT for

 Send your answer in to: - no prizes - it
 would just give away your age !

                    April 12/13               CACC #1
                    May 31/Jun 1              CACC #2
                    Jun 21/22                 ICSCC #1
                    July 12/13                CACC #3
                    July 19/20                Driver Training
                    Aug 16/17                 Vintage - Historic Races
                    Aug 30/31/Sep 1           ICSCC - Double Weekend
                    Sep 20/21                 CACC #4 & CCGP Invitational
                    Oct 11/12                 CACC #5

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 . If you do not have access to the Internet, please contact the SCCBC
Secretary at (604) 856-8957 to have forms mailed.

                       2008 Pit Pass Deadlines
                           BY THE 21st OF THE MONTH
  Your suggestions are always welcomed and your stories are always appreciated

                     SCCBC MONTHLY MEETINGS
                                     held at:
                          Coquitlam Best Western Hotel,
                            319 North Road at 7:30pm.

                    Jan    9            May 14              Sept 10
                    Feb   13            June 11             Oct 8
                    Mar   12            July 9              Nov 12
                    Apr    9            Aug 13              Dec 10

                             PREZ SEZ

Well another great weekend of racing has passed, our traditional Labour Day
ICSCC Double race weekend. Both the conditions and the racing were
fantastic and it was our best attended race of the year. We’ve got two races
remaining, both CACC weekends, and I hope they turn out as well as the past

Tony Morris Jr. and Ryan O’Connor have been spearheading the organizing of
the Children’s Charity Grand Prix and to date; have almost completely filled
the grid. If you haven’t applied yet for the race, it may be too late by the time
you read this. This is one of the most ambitious race events the Club has ever
been involved in at River’s Edge and we are looking for all members to support
this event through their attendance.

I’m pleased to announce that Gayle Baird has stepped up and taken over the
roll as the Club’s membership chairperson, effective immediately. Gayle takes
over from Erica Campbell, who has been doing a fine job for the past two
years but feels its time to pass the torch to another. Welcome on board
Gayle !

Robert Johnson

2008 SCCBC Awards Banquet

         November 1 st, 2008
        Eaglequest Golf Course
           7778 - 152nd St. Surrey B.C.

                 6pm Cocktails
                  7pm Dinner
                  8pm Awards
             Dancing until midnight
                $40 per person
             Tickets: - please contact:
              Kevin & Leslie Skinner:
      Phone: 604 856 8957 or 604 230 6084

       Nearby Hotel Accommodation:
Sheraton Guildford – Att: Margarett Lange Ph: 604 587 - 6111
          Sandman Inn Surrey - Ph: 604 582 7263
    Be sure to ask for SCCBC special rates

                 Uncle Al’s Amazing Adventure

 From time to time, as Editors, we get to put together some
material for Pit Pass that’s a total treat for us – this is one of
those times.

As Robin alluded to in his Historic Race article, Al Ores had
been recognized for his outstanding contribution and
achievements during his racing career, but little did Al know
what we all had planned for him the very next race meet. Oh
yes, did we all have a surprise for him!

Al knew nothing of the event, a well kept secret until Saturday
morning when the girls told him about the Special Race on
Sunday which they had entered him in for the 40th Anniversary
Celebration. There were about 13 Vee’s entered, with a number
of drivers from down South coming up for the event, plus
friends from the past had shown up as well – all of this had Al
wondering of course, and his mouth dropped when they finally
told him about the dinner party with 300 guests invited - he
was all choked up. Al had been dealing with low oil pressure
problems all weekend so was hoping the car would hold together
for the Special Race which was at 6PM on Sunday night. Just
as they left Pregrid there was a rumble of thunder and the rain
began – of course everyone was out on slicks – it had not rained
all weekend – just for that event. Al spun; plus the leader (and
son-in-law) Scott Arthur and Al’s long-time friend and racer Bob
Posner had contact with each other – the new leader Alan
Harrington spun three different times – yes, it was very slick
out there and a very exciting race for the crowds of spectators.
David van Amburg finally won the race, Alan Harrington came in
2nd and Bob Posner 3rd. Al didn’t do too well, but was given a
victory lap. The hot pits were lined with people clapping and
cheering for all the drivers as they came in. Turn workers waived
their flags at each corner and it was an amazing sight! After the
race, an old friend and turn worker Nick Roche attached a string
of feather boas to the rear of Al’s car and the drivers and cars
were lined up in pre-grid for photos. Each driver was given a
special-made t-shirt to wear for the photo shoot.

The dinner was catered by Metro Catering, Rita and Wayne did a
fabulous job. Roger Salomon put his mastery of cake design
together and created a huge cake with a Formula Vee on Top!

Uncle Al Continued

     Speeches after dinner, prizes and trophies for the Vee drivers,
     slide show in the background and tears. A group of turn workers
     made up a song and sang it to Al. Al was almost speechless! There
     were 20 heart-warming speeches from Al’s long-time friends and
     competitors including John Randall, Wes Tipton and Jess Heitman.
     Each Vee driver received a contingency prize from the sponsors
     and a Chevron (Bob Williams of Ladner Chevron) gas gift
     certificate. Special prizes were a set of FV tires donated by Snap
     On Tools, and won by Wes Tipton, as well as a trip to a choice of
     Cancun, Las Vegas or a five day cruise donated by Destination
     Toyota and won by Stephen Young. Special recognition was given
     to Ann for 40 years of supporting Al. She received a gift
     certificate for a massage from her three daughters. A huge
     bouquet of flowers was given to Ann from special family friend
     Barb Moewes. A teary-eyed Al made a thank you speech, but was
     at a loss for words because he was so touched that all these
     people were here to honour him.

     Finally, we would like to include this letter of thanks sent to Pit
     Pass from the Ores family:

     To: SCCBC Executives, Club Members, Meta, E-Crew and Special

     The entire Ores family would like to express our deep appreciation
     and thanks for letting us celebrate our dad's 40th anniversary in
     motorsports weekend with all of you. This past weekend was very
     memorable for our entire family and especially for our dad!
     We want to say thank you to our sponsors: Destination Toyota,
     Interstate Batteries, Snap On Tools dealers, Ladner Chevron,
     Hyack Trophies, California Imports, Driver’s Edge, KMS Tools,
     Napa Auto Parts, Sealtech Corp, Jess Heitman, Bert Laakmann
     (for dad’s entry fee), Serious Moonlight Signs, Valcraft Printing
     and Packaging, and VP Racing Fuels. Special thank you to Mike and
     Laurie Kaerne of Hollynorth Productions and Offset Rentals for
     the tents, chairs and table, and slide show equipment and to
     Graham Hay and Bob Williams for delivering all this equipment to
     us when they could have been drinking! Also, we have to thank all
     the people who helped set up and take down the dinner area.
     Thank you also to Taryn Ores, Al’s granddaughter for printing out
     the pamphlets and to all our kids for being temporary security
     guards at the dinner.

                            Uncle Al Continued

       To the SCCBC executive, a big thank you for the wonderful dinner and also for letting us have a
       special race just for the Formula Vee's. He hasn't raced with some of these drivers in years and it
       brought back a lot of memories. To Meta, E-Crew, SCCBC club members and all the special guests
       that gave wonderful speeches and who attended.....thank you!!! Our dad is a very special man to us and
       it was sure nice to see how many people think the same way. He was completely overwhelmed with
       everything and was at a loss for words (which is rare for him). He still can't get over it. For us three
       sisters and our mother it was awesome to party with all of you (especially the Saturday night hockey

       Once again, thank you for making our dad's special weekend so

       Love from: Ann
       Diana - the "Strap on Tools" daughter
       Tricia - the "Bad Ass" daughter
       Jennifer - the " Favourite" daughter

Al and Ann, it was a real pleasure to prepare this article for you – we all love you very much – you have been
blessed with a wonderful family that in turn has brought energy and colour to the track for all of us to enjoy.

Pit Pass Editors, Peter & Robin

                             EDITOR ON TRACK
What is it? – that’s the question that I pose month after month over various racing cars. The question for
July was indeed a question for which I did not have a good answer. This car is in the Donington Grand Prix
Collection situated near to Nottingham in England. We went there in May 2007 and I took many pictures of
the cars on display. This one was described as a 1941 Auto Union 1.5 litre racing car. I hadn’t ever heard of
it, but was aware that pre war Auto Union race cars are very rare, and some of the ones in the west have
been extensively “restored” or possibly even “re-created”. This car is believed to have been an “E” type,
following logically from the well known “C” and “D” types.

Tom Wheatcroft, the museum’s owner at the time, bought the car from an East German agency that handles
these sorts of deals. Doug Nye, a well known author on motor racing history, was at the time, a consultant to
Tom and was asked to comment on it. These are his words:

       “I am now convinced its chassis is at least 75 per cent AU practice and design, and in part possibly of
       pre war manufacture. Its engine certainly forms the mortal remains or descendant of the 1941 Auto
       Union E-type project.

       The reason for my conclusion is abundantly obvious from the various photos reproduced in your
       original thread (see the “Nostalgia Forum”) - AU-type twin-tube frame, AU-type V12 engine,
       suspension and brake components which are either scaled-down pre-war AU designs or actually
       passed-on AU pre-war manufactured components.

       The hardware simply drips AU design, manufacture and practise in many areas - and yet there is NO
       WAY that it is the never-completed 'E-Type Auto Union' which was going to be 1.5-litre supercharged
       as we know and would have been a simply different animal.

       1940s East German industrial standards and material quality were very poor indeed compared to pre-
       war Saxon plant practise. In part the Soviet occupiers and their puppets seemed to ensure that
       recovering industry in that part of the world could pose no future threat to Russia...never mind to the

       I drove the restored car quite extensively at Donington Park once it had been completed to running
       order. It was gutless but stable and handled rather well.

       Don't worry yourselves over the puzzling body now worn by the car for that was a freelance 'near
       enough is close enough' Wheatie work based upon fuzzburger German magazine photo-copies by his
       panel basher John Cole, and it was made in their workshop at the Wheatcroft builder's yard in
       Wigston, Leicester.

       I have always thought of the car as being VERY much more East German DAMW/Rennkollectiv than
       anything else - I stand by my original assessment that numerous GENUINE AU or AU design parts
       have been incorporated into it - and in general conversation I have ALWAYS, INVARIABLY corrected
       people who have described the Donington car as being 'The E-Type Auto Union' ... 'cos it ain't. “

             EDITOR ON TRACK - Continued
Another contributor to this thread, Holger Merten, also made comments about this and actually went to see
the surviving Auto Union archives. His contribution was:

       “There was never built a 1.5 L AU in 1940 or later. AU had not so much money than MB to do such
       adventures as we have seen when they changed from the C-Type to the D-Type - how much time did
       they spend, until they could race with the others: This belongs to the structure of both Race Dept.
       While MB was an own Dept. with an own budget, the AU Race Dept. was a part of the R & D Dept. of
       Horch, begging for money, and always second if business was waiting on the normal market. So they
       had to share the most know-how and capacities with the normal construction and production. So,
       holding the hands on the money AU wouldn't start the AU- E-Type project in the war and without
       knowing the rules.
       New Research in Eastern Germany about the post war history of the "Zentrale Versuchsabteilung", in
       Chemnitz, not Zwickau (The former R&D Dept. of AU) says, that there were built two cars around
       1950 (Type 650) with a 12.Cylinder, 2L Engine without Roots compressor. Therefore they developed
       three engines with 150 HP@8000 R/min (without compressor). The Russians forced that project in
       the "Zentrale Versuchsabteilung", with the old AU crew. They wanted to get as much AU-know-how,
       as possible - also other know how - out of them, who didn't went into the west.
       One of those two cars was first shown in a German old timer magazine in 1976, and the car was later
       sold to UK, were it was shown in Donington park. I don't know, if the second one exists any longer.
       So there are two concepts from two groups of engineers, who developed a post WW2 project which
       depends on the tradition of the AU Silver Arrows. But a 1.5 L car wasn't built. “

From the Auto Union archives:

       “Brun has found factory reports that prove that by 1941 work on a chassis (!), the fuel pump, the rear
       axle and the supercharger had been completed - much more than Eberan ever admitted to. Another
       report states that Auto Union was fully committed to taking part in the 1940 1.5-litre races but had
       to withdraw because of the cars being unfinished. The testing and development reports run through
       to 1941 while the cost estimation reports go into 1942. So it's not inconceivable that the factory
       finished at least one car before the end of the war. In which case Richard Bruhn's immediate post-
       war claims gain a lot of validity.

       Brun also found an angry letter from Hühnlein to AU about the shambles they made of their materials
       supply. The Korpsführer is quoted as ordering AU to stop being childish and take an example to
       Daimler-Benz, who had already completed their car and just so happened to have invited him to be
       present during its first test drive the following week... Do I spot some (significant?) favouritism
       towards M-B here?

       On March 20th 1940, AU writes down that 60 percent of the materials needed for the 1,5 litre can
       be taken from the 3-litre-stuff still lying around. The engine models are ready and are currently being
       moulded/cast. The front axle and the chassis are being made as we (they) speak; construction of the
       'gearbox and rear axle, brakes, steering etc.' is almost done. However, acquiring the leichtmetall
       parts (aluminium?) proves to be difficult. Up till now, they have solved it using up personal favours.

              EDITOR ON TRACK - Continued

        There is a second report, dating December 30th 1940. It says they had gained good results from the
        1-cylinder test engine. Also, they experimented with four valves per cylinder on real-size models.
        Development on the valve train was complete, with tests showing that valve float would not occur
        before revs of 11400 rpm! Interesting quote: "the first complete 1.5 litre engine can be built as soon
        as the crankshaft is available, since block and head are almost ready”.

        However, it seems that there is almost nothing beyond 1941, leaving a huge and strange gap until the
        1945-1949 documents describing AU being closed down. It more or less confirms the persistent
        rumour that the Soviets took lots of archive material with them.”

So the answer was ?? You takes your choice.

In recent years there have been many re-created cars appearing, and the FIA seems to be prepared to allow
them to compete in Historic Car Races. It is not only race cars; look at the “continuation” Shelby Cobra’s,
Cunningham’s, and now Scarabs. In Italy, however, a re-created car was crushed by order of the Italian
courts following a complaint from Maserati. The Donington museum also has a Lancia D50 F 1 car, and none of
the original cars survived!

This museum also has a Bugatti Royale that was built for them at a cost of about £ 1.5 million (if my memory
serves me well). Apparently this was cheaper than trying to buy one of the six original vehicles. Would you
like a Bugatti type 37? They are being made for sale. Jaguar XK SS, and D types are also available as re-
creations. It is alleged that there are more BRM’s racing than they ever made. Mind you the manufacturers
didn’t help.

Find the story about the Maserati 250 F cars. Some one who carefully recorded the chassis number of cars
in F 1 races, noted that in at least one race, there were two 250 F cars with the same chassis number! It was
quicker to replace the chassis of a car damaged in an accident, and then later build up another car from the
wrecked chassis. I remember being told by a mechanic with Roy Salvadori that they had to take his wrecked
250 F back to Italy for repair, and when the Custom’s Officer wanted to check the chassis number they had
to suggest that it was stuck in a tree at Oulton Park! So what is a number worth if it is just a small plate
screwed onto a frame tube?

I subscribe to “The Nostalgia Forum” and that frequently runs threads about cars with questionable ancestry.
Recently a car in the USA that was described as an ex. McQueen/Revson Porsche 908/2, came up for auction.
As the thread about this event unfolded, it appears that there are now two cars, one in Germany, that could
claim to be the ex. McQueen/Revson car as a chassis was replaced at one time and the old chassis re-used!
The car was withdrawn from the auction.

So can one really say that a vintage competition car is really what it is claimed to be? One would need to have
a very good authenticated history to be sure.


                   PHIL HILL
        APRIL 20, 1927 – AUGUST 28, 2008
                                           Phil Hill became America’s first World Champion driver in 1961.
                                           Much has been written about his life, including the book “Phil Hill:
                                           Yankee Champion. by William F. Nolan” Also, writer Doug Nye says
                                           this: “Phil's contribution to racing history is due to be published in
                                           the book of his majestic colour photography on which we have been
                                           working and which I have failed to complete in time for him…”

Here are some of his racing career highlights:

1949 – First wheel-to-wheel win, Carrell Speedway, California, in his MGTC
1950 – First road race win, Pebble Beach, in his Jaguar XK-120
1952 – First Ferrari win, Torrey Pines, in his Ferrari 212 Export
1953 and 1955 – Pebble Beach wins in Ferraris. Also wins 1955 Pebble Beach Concours with his 1931 Pierce-
1956 – With Maurice Trintignant, wins Swedish sports car Grand Prix in a Ferrari 290MM
1957 – With Peter Collins, wins at Caracas in a Ferrari 335S
1958 – Driving Ferrari 250TR’s, with Peter Collins, wins Sebring, and with Olivier Gendebien, wins Le Mans.
Hill went on to win each of these races three times.
1960 – First Grand Prix win at the Italian Grand Prix in a Ferrari 246 Dino, the last win by a front-engined GP
1961 – Wins Italian Grand Prix and the Drivers’ Championship in a Ferrari 156.
1964 – With Pedro Rodriguez, wins Daytona 2000K in a Ferrari GTO
1966 – With Jo Bonnier, wins Nurburgring 1000k in a Chaparral 2D Coupe; also wins Monterey Grand Prix in a
Chaparral 2E.
1967 – With Mike Spence, wins BOAC 500 at Brands Hatch in a Chaparral 2F, his last race (Robin Fairservice
was there!)
Phil Hill never came to Westwood. However, he did race in the U.S. Northwest twice…

1955 –Driving a 3-litre Ferrari Monza at the Seafair race at Bremerton, he finishes second to Carroll Shelby
in a 4.9 Ferrari 375 Plus. In 2004, I interviewed Hill. Memories of this race include driving there in a
Mercedes 220S sedan with Richie Ginther, and “…the oysters were outstanding!...”

1965 – Driving one of Bruce McLaren’s M1B’s at the Northwest GP at Pacific Raceways, he outqualified the
Chaparrals, splits them to finish second in the first heat, but ends up 10th in the second heat for fifth overall.
I was there!

Three Ferraris that Phil Hill had raced eventually did race at Westwood:

          28, 2008 - Continued

1. Ferrari 860 Monza, driven by Hill in 1956 for John Von Neumann – driven at Westwood in 1960 by Chuck

2. Ferrari 250TR59, driven by Hill to victory at Riverside in 1959 for Von Neumann – driven to victory at
Westwood in the 1960 International 200 by Pete Lovely/Jack Nethercutt

3. Ferrari 250TRI61, driven by Hill and Gendebien to victory at Le Mans in 1961 – driven at Westwood in 1963
by Stan Burnett.

Another local connection…local Vancouver automotive Kane Rogers does the Phil Hill website. You can sign a
Book of Remembrance there. Here is the link:

Many thanks to auto racing historian and author Michael J. Lynch for allowing me to use as a source his
article “The Phil Hill Chronicles” with appeared in the program for the 2001 Monterey Historics.

                                                                      1962 Dutch Grand Prix

          1962 Nurburgring 1000 km, with Gendebien

         28, 2008 - Continued

  1962 Nurburgring winners    1962 Monaco GP, centre photo with Dan Gurney

 2004, Petersen Museum with Pete           2004 Petersen Museum with wife
 Loveley                                   Alma and Merv Therriault

      Black and white photos by Ted Langton-Adams, copyright Eric Faulks

      Vince Howlett

           RIVERS EDGE, AUGUST 16, 2008
The first day of the annual Vintage racing event took place under a blazing sun and blue sky. Maybe the sun
was too hot, or the lack of the usual rain did not keep the racer’s fevered brows cool, but Saturday morning
practice contained many of Peter Weedon’s “what were you thinking about” incidents. It became obvious when
some of our visitors did not seem to realize that when it was said that the track layout had changed, that
really did mean some of the corners would be different!

I worked in Timing & Scoring, and Saturday morning meant that we had numerous “unrelated” transponder
numbers, because the registration database does not include details of who has which rental transponder.
Then of course there are those whose number painted on their car does not seem to be the same as that in
the registration database. For each session we had to figure out who was who, so that before the practice
session finished, we had a correct data set for that group. As you can imagine we had our heads down writing
down lists of car numbers down as they passed, and then adjusting the displayed information. We could hear
snatches of the intercourse between the turns and race control and the occasional responses of the race
chair. Suddenly I became aware of comments like “Turn 7 has become a parking lot”, “half of them are going
on the old track” etc. Odd! At the same time, I believe that there were communication problems with one
turn, so “Full course yellow” wouldn’t work. It was “All stations black flags”. Next it became apparent that
what you should do under all “stations waving blacks” meant different things to different drivers! There
were calls of people overtaking, people not going into the pits etc. It did not seem to be a normal race

Any way, race day went on and things got better, apart from Ivan Lessor’s car deciding to ignite
(spontaneously combust?) in the pits. George, our Starter, managed to descend from his lofty tower, find an
extinguisher and quell the flames before too much damage was done.

At the end of the day, a line up formed of hot and thirsty people wishing to partake of liquid refreshments.
An orderly(?) line formed until the drinks were ready and consumption began. This was followed by an even
longer line for the amazing banquet that followed, served by our caterers extraordinaire.

Of course we had the door prizes, a presentation to Al Ores and a delightful speech by Kees Nierop about his
long career racing Porsches. Then, what we had all awaited, annual performance by Ian Wilson and Mike Tate.
This year it was the turn of the German’s to suffer misrepresentation of their national language and culture,
as the irrepressible pair tried to explain the secrets of the Volkswagen Beetle engine in fractured German
accompanied by strange costumes and lots of flour. Of course Al Ores had to be dragged into the affair, to
every ones amusement. Al is very tolerant! He also then received a mounted copy of a very old reproduction
of a META Mayday article about him that had been prepared by Joe Proud, an early editor. At least we did
not have “The Ride of the Valkiries” accompanied by thunder and lightning. We finished up with a few English
traditional choruses which must totally baffle our southern visitors.

Sunday didn’t dawn sunny and hot; the motel parking lot was damp, and there was a light overcast. When we
got to the track everywhere was dry, so eventually things got going, although there was a lightning warning

      EDGE, AUGUST 16, 2008 - Continued
for the afternoon. If you thought that Saturday was eventful, Sunday nearly surpassed it. Rivers Edge
joined the exclusive club of motor racing events interrupted by a plane landing on the main straight! There
was a short break after one of the morning’s races, and I heard some words like “it’s coming into land”, and
“any one got a camera?”. I had mine alongside me and looking up saw a red painted biplane taxiing passed the
Race Control building. Remembering the German theme of the weekend I looked closely and saw the black
crosses. This was the Red Baron visit mentioned in the program! The plane taxied down to pit entrance when
Ian Woods came out to speak to him. The plane turned, went back to Turn 1, turned again and took off in a
very short distance. I didn’t see Snoopy! Racing then resumed as if nothing had happened.

Uncle Al Ores had been a featured personality during the week end, so one of Sunday afternoon’s races was
for Formula Vee’s. We had a large entry, so it was decided to split them into two groups; the first was for
cars with grooved tires and the second for those more modern cars with slicks. In each group the grid order
was reversed, just to entertain. The two groups started a few seconds apart and the fun began. Al was able
to drive through the field pursued by his son in law, Scott MacArthur. During regular racing, Scott had
beaten Al, so we wondered if Scott would dare to beat Al this time. (AL had told my wife that his wife didn’t
like him beating Scott!). After getting very close, Scott had a spin, (convenient?), and the gap was much
wider. Race Control then yellow flagged the next lap, and I am sure that the chequered flag came early, but
Al had won easily. We had had our lightning scare, with all turn workers ordered into their cars as no one
wanted any fried turn workers (Well, we do have shortage of volunteers!).

Ian and the Vintage Racing Club of B.C. certainly managed to put on an entertaining weekend with nearly 100
entries, even though Monterey was also on that weekend. The racing was good, with substantial groups of cars
racing together. Fortunately, although there were a few damaged cars, there were no injuries.

Robin Fairservice

Some of Robin’s pictures are on the next page. (The Austin Healey picture is by Vince Howlett).

For results and more pictures please go to the Vantage Newsletter of the Vintage Racing Club of BC. :

             HISTORIC CAR RACES -
           AUGUST 16 th & 17 TH 2008


                                            IVAN LESSNER’S AUSTIN HEALEY FIRE



                                  Edmonton Indy
                               -The SCCBC Contingent-
As those of you who spent time around MIV will know, there is a high level of energy and activity at an Indy
event. One of the benefits of the Invitationals is that they share in all this buzz and hype.

I think it’s fair to say that
everyone had a good weekend this
year at Edmonton – we had some
keen interest in the GT cars with
lots of spectators through the GT
Pits and a surprisingly large crowd
on hand for our race on the Friday.
NASCC did a great job in
organizing this event, especially
considering their hands were tied
in many respects due to the
limitations put on them, both by
the main players of the Indy
event, and the temporary nature
of the circuit. I caught up with
Brian Sinfield who headed up the
organizers of the Invitational, and
he had this to say:

       “I would like to thank everyone for their participation and enthusiasm that made the event come off
       as a great success. Feedback from Rexall Edmonton Indy was very positive, as in our race we actually
       pass each other on the track.

       There will be a video of the 3 sessions sent out to all competitors and I am soliciting for good
       pictures to put on the DVD as a slide show, so if you have any please send them to me.

       We hope to be able to do it again next year with improvements of course, realizing that we have a
       pretty tight box to work within - to that end I would like to receive constructive comments.”

I would like to take this opportunity to say Hi and thanks to a couple of groups of racers that were involved in
this year’s GT Invitational. NASCC was the host club for the Indy event. You can check out their activity
and interests on their website and also, our fellow racers from Saskatchewan are alive and well - you can pay

                        SPOTLIGHT - Continued

them a visit too:
Why not make a point of contacting someone in these groups and swap some stories.

Once again the Tony Morris Jr put on a clinic on to how to throw a racecar round the track. His name showed
up top of the charts after the first session on Thursday, and he would have won the main event for a second
year in a row had he not been seriously out-gunned by the high horsepowered, very quick TransAm Corvette
driven by Roy Isley. Tony did us proud here at SCCBC, as did a good representation of other drivers from
the club, several of them having the potential of winning. Eight of our drivers made the cut. Here are some
of their stories:

Lawrence Howlet

I     Arrived    late   Wed      afternoon.
ProFormance Racing had everything taken
care of and the car ready for the final
fitting adjustments. We got the radios
installed and adjusted and then went for
my first lap of the track on my bike. Toni
Morris Jr. came with me and showed me
the lay of the land. My sponsors, West
Coast Resorts, Green House Delight
Peppers, and ProFormance Racing really
set the standard for hospitality and
marketing with a fantastic display tent for
West Coast Resorts and a guest area that
rivals the Indy Teams.

We were up early for the 8:00 practice which was really a qualifier. Times from this session set the grid for
the first heat race later in the day. Unfortunately lots of yellows made it tough for all first time runners.
We had only 6 green flag laps. I was happy with my time and with 11th on the grid. The heat race was going
great and I was quickly up to 8th. I had three guys that I was better than in traffic just in front, and that I
was confident I could get. After getting one, I was hit hard in the driver’s side and put into the wall at the
3rd gear turn 10. I recovered to finish 8th, which was going to make the Final tough. The Final was a hoot. I
had lots of pressure from the back which meant there was no room for error. I managed to move to 6th
overall and 1st in class.

In all, it was a great weekend. The sponsors were thrilled with the amount of interest from the huge crowds.
My car ran perfectly and the whole ProFormance team dominated again with four cars in the top ten. The
cars are a great combo of power, brakes and handling. My Dad, Raie, and brother Raie Jr. were both with me

                        SPOTLIGHT - Continued

and together with Toni Morris Jr. we had a ton of laughs reliving the old Westwood Honda Michelin days. I
really look forward to next year and the chance to run again. I should mention that the class of the field was
Morris Jr. and that he was doing a great job drumming up momentum for the Sept. Children’s charity Grand
Prix. It was also great to see B.C's Trevor Seibert stick it 3rd on the grid for the NASCAR race.

Wouter Bouman

Where do I begin? For me the excitement
started on Tuesday when I ran out of
diesel just past Horseshoe Bay. After an
hour’s walk, I picked up the crew who look
less than impressed. Practice went well, I
believe 6th overall, but the car is set too
stiff and difficult to control.          We
softened it for the qualifying race but it
still hops over bumps. We get as high as
3rd but spin out over the bumps when
pressured to run at the limit, ending up 5th
in the quali. race. We soften it some more
and the car was pretty good for the
feature.     The Feature race was very
exciting, nonstop action is the best way to describe it. I passed Rocky and Chris for 3rd. Passing Chris I flat
spotted a tire. Then I get T-boned by a competitor who spins me out in a braking zone. Now I have bodywork
flapping around and my alignment is out. Drop back to about 6th or 7th. Then I noticed a small fire near the
turbo. But this is the Indy so there's no way I'm coming in. Somehow I work my way back to 3rd but with
Rocky never more than a car length behind me. We both made some wild moves through traffic with a pass,
re-pass, and door to door battle for two more corners on the last lap, where my wounded car somehow held
together to finish 3rd overall and a spot on the podium.

It was by far one of the most exciting races I've ever raced and makes all the late nights, sacrifices, and
past heartaches worthwhile. It reminded me why I am in this sport. The lows can be low but when you hit
the highs they are so overwhelming and so emotionally charged it makes life just a little more fulfilling.
After this came the customary Saturday night party and, facing the perils of censorship, we won't go into
details in front of our fine readers of the Pit Pass.
Best regards,

Chris Souliotis

This was the second race for the new Porsche RSI. The car was completed the day before the Portland Rose
Cup Race and it ran surprisingly solid, but we did have handling issues. We addressed those issues and had a
car that was more predictable to drive - we went to a new tire combination, slightly lower profile in the rear

                        SPOTLIGHT - Continued

                                                                      to gain gear ratio and slightly wider in
                                                                      the front to gain grip.

                                                                      In the GT Race I could easily pass
                                                                      second and really felt that I could go
                                                                      for the lead as the car had something
                                                                      left in it, but the tire choice proved to
                                                                      be a mistake. The rear tires upset the
                                                                      roll centre of the car and we badly
                                                                      overheated the tires with the big turbo
                                                                      torque. Because we were using the
                                                                      ceramic carbon brakes the modulation
                                                                      without the computer assist was
                                                                      impossible and the car became just un-
                                                                      driveable at that point. In the end the
                                                                      race result was compromised due the
                                                                      slightly wider front tire which grabbed
the ABS line and rubbed through.

The overall the experience was good and the IRL race was one of the best I have seen especially from Paul
Tracy. Our race had some of the feel of the old Molson Indy Sedan race except that we were pitted too far
away from the fans. In all the experience is good but I feel if the organizers need to improve in the following
areas if they want the cars to be more dependable and last longer:

   They need a hot pit lane so if someone is sensing a problem the crew can try and fix it rather than driving
      around with a car waiting to break since there is no pit lane

   They need to have a morning warm up before the race as people fix a lot of things overnight and need the
      chance to dial stuff in and verify hose fittings and such

Other than that it was fun and I hope to win the race
one day.

Bill Okell

First off, let’s go back a year when Ian Wood
approached me at Mission and said that the
organizers of the Edmonton Indy have requested your
car for the Invitational Sports Car Race. I was really
honoured and I followed through this year. The
memory I will take away from this year’s race was

                        SPOTLIGHT - Continued

going there with my wife and two grandchildren, who had never seen an Indy Race, and also my close friend
and engine builder, Ian Mackie.

Having never been to Edmonton before, we were surprised at how rough the roads were and how dirty the
race track was. After every track session, we used a ton of compressed air to blow the dirt out of the car.
We were pleasantly surprised to qualify our MGB on the pole for the GTP 4 class race. In the hour long race,
we were used to having a pit stop and were surprised to find out that the race track didn’t have a pit lane!!
We sure could have used one because 15 minutes before the end of the event, I tried to avoid a spinning
Acura NSX on the main straightaway. I almost cleared him, but not quite. I ended up tearing the complete
right hand side of the car off and setting the toe-out on the front steering now at ¾ inch, but I wasn’t aware
of this at the time of the accident. After I made contact with the NSX, a full course yellow came out and
that gave us some time to assess the damage while I stayed out on the race track. I had no idea how badly
damaged the car was…….so I had to rely on my wife and Ian to be my eyes. What they said to me on the radio
I will remember for a very long time……”Just keep going, don’t stop”, so I didn’t and I kept going and when the
green flag finally came out again with 6 laps to go, I set a new track record and won the class. I was elated!

It will be a win I will remember for a very long time, especially at the trophy presentation where we were
treated like an Indy car winner. I am looking forward to going back next year.

Dennis Bainbridge

Fusion Fast-track

The Edmonton GT race was an
exciting time for us at Fusion even
though we didn’t finish the race. It
is always great to be involved with
such a prestigious event, and
despite the funky schedule the
attendance seemed as strong as

Speaking of fans….weren’t they
great? We had them at the stall
from 7 or 8 AM right through to
the end of the day non-stop. The
questions were great and the
interest in the car was fantastic.

The race for us wasn’t quite as exciting. We were about half way through (fighting for 4th) when a rear
tierod start unwinding itself, which felt to me like I had a tire going down. We have never had this happen

                        SPOTLIGHT - Continued

before and with the absence of a hot pit to inspect the issue, I could only play it safe and pull off the track.
We were heading to Road Atlanta the next week and could not chance an unplanned meeting with the wall (like
someone else who will remain nameless!).

Will we be back??? You bet, and look out next year!!!

Tony Morris

It was great to have the opportunity
this year to hang out with my team-
mate Lawrence Howlett and his father
and brother.        After getting our
credentials, we went and found the
team, who was finishing their set up.
We grabbed our bikes and headed for
the track where we spent the next hour
or so doing recon laps.

Thursday morning practice was a bit
frustrating as we spent most of it
under yellow. Once we went green, the
Finning/ProFormance    Racing    Chevy
Monte Carlo gave me all she had which
was good enough to be quickest in the
field. My Crew Chief, Roy Gangdal had spent close to three days dialling my car in on the scales and thanks to
some great advice, we were also able to get her running clean.

We started the Qualifying race on Pole and led most of the 45 minutes. The car was great and we tried to
get as far away from Roy Isley and the other big cars as possible. Unfortunately, the yellows didn’t go our
way and Roy was able to pass us and go on to win. We got the front row starting spot for the feature that we
hoped for. We fell back to 5th at one point but were able to battle back to finish 2nd overall.

ProFormance Racing did an amazing job with the car and I could not have done it without the support of
Finning, Brown Bros Motor Lease, Media Car Services and Fukui International.

Pete Weedon

It was a very eventful race meet for team 74. As with Chris, it was our second time out with a new car. Two
of the boys had driven the rig up the day before, and the rest flew in on the Wednesday. The (early!)
practice session on the Thursday, the first day of activity gave us a chance to evaluate the car out on the
new track. We were 10 secs off the pace, and yes, Bill was quite right, the track was filthy that first

                        SPOTLIGHT - Continued

morning.    The boys made some quite
severe adjustments, which very quickly
proved to be in the right direction as we
knocked 5 secs off within the first few
laps of the quali race. The car was
starting to come to me nicely, until about
the halfway point that is, when exiting
Turn 1 the car decided it wanted to come
to the wall instead – it turned out the
Panhard Bar broke, and I hit the left side
wall at about 80mph (maybe I need some
of that telepathy Dennis seems to have!).
Yes, it ran my bell! I hobbled off the
racing surface and got a flat tow to the
pits at the end of the race. It looked
hopeless to me, but not to the crew.
They thrashed for the best part of 12hrs with a lot of help on parts from ProFormance (thanks guys!) and the
NASCAR boys, and got it race ready before hitting the sack. Cracked ribs make for a miserable night,
believe me. The car was fixed, but I was still a hurting puppy. I hobbled to the track in the morning and
promptly got told by the Steward that if I intended to race, I had to get clearance from the Doc down at the
medical centre. I hopped (slithered?) on the golf cart and away we went. When we got there, they were
dealing with another diver (Buddy Rice) who also needed clearance from the Doc. After clearing Buddy, the
Doc turned his attention on me, poking, prodding and a lot of listening. Finally the word came down – 3
cracked ribs – none displaced – he taped me up, gave me some mild medication and gave me my clearance slip
for the Steward. I got back to our pit with a big smile, which quickly disappeared once I had to get into the

And that, was the hardest part - getting into the car (through the window of course), however, we eventually
got it done, albeit very slowly. Once we staged up at pregrid, they called for a group photo, but there was no
way I was getting out and back into that car again, so I passed on it. I had made the prudent decision to
start at the back, not knowing fully how the car or I would be, once on the track. However, everything
settled down, I got into a rhythm and I moved up several spots, but it’s hard to be real racey when every
bump and turn reminds you of your 3 broken ribs. The boys had guessed I would be back in after about half a
dozen laps, but we persevered and took the checker an hour later. The crew had done such a terrific job on
the ripped up bodywork, that apparently they couldn’t tell the difference once the car was out on the track,
and at one point had to remind themselves which side it was that had been hit.

I agree with Chris’s concerns about the track and I will be sending in some suggestions to Brian for the next
Indy - like we all say, just wait till next year!

Pit Pass Pete.

    MIKE’S RAMBLING on Flags & Numbers
It is always interesting to talk to drivers at the end of the race day. In one case it was a little embarrassing
too. I had stopped by to ask James, AKA the purple tortoise, why he made the interesting exit at turn one
along with the more interesting maneuver across the track before finally getting back under way. He offered
me a beer saying it was a long story, which I will skip since there were things that led up to the problem that
caused the entertainment (definitely a one beer story). Because I had spent most of the day in the sun on
Turn Three the beer went straight to my head (in spite of all the water I'd been drinking), so when I got up
to go after finishing the beer I just sort of rolled and staggered out of his trailer, fortunately I passed on
the second beer that was offered. I'm sure James will be reminding me of that drunken stagger the next
time he sees me.

Sometimes talking to drivers is informative and has us questioning how we do things. Having raced I do have
some perspective as to what a driver sees when racing, unfortunately my experience is now a quarter of a
century past. When we hold out a flag we need to bear in mind that it needs to be held in such a way that a
driver can clearly see it, angle is everything. This is something that I have caught myself doing poorly on
occasion, a yellow flag held in so a driver just sees a yellow pole is useless, always make sure a flag is held and
waved in such a way as the largest area possible is viable to the drivers. Remember that a driver, especially
when chasing or being chased by another car, has a lot on their mind: the mark on the pavement that they use
for their braking point, the spot on the FIA curbing he/she uses for an apex point, the gear they need to be
in to quickly accelerate, the ideal spot to 'put the power down' to most effectively exit the corner, and
sometimes how to gain the advantage on the other car. On some turns finding the flag station is a concious
effort contrary to these other concerns, so a quick glance is all you are going to get (lord help you if he/she
has to find the turn station first – although the turn 8/9 station issue is probably settled). Giving a flag a bit
of motion is probably helpful on some turns, but making sure the flag is squarely viable to the driver is a must.
Some flags, like the Bermuda, are easily mistaken for another flag if not held flat. Think about it, if the
white part of the Bermuda flips down or the flag is not held square on it could be mistaken as a black flag or a
white flag. In fact on one occasion this year a driver pitted for the Bermuda simply because he wasn't 100%
sure which flag he was given, and felt that it was better to error on the safe side then risk the penalty of
failing to pit for a black flag. Unfortunately this particular highly visible driver was already having a bad
weekend in a car he is still sorting, something I didn't think about when making comments to him. Trust me,
he already knew he screwed up a few times on a weekend he would prefer to forget. This is something I'm far
too familiar with, so can certainty empathise with him. One of my bad weekends cost me my car, although I
now joke about it. Jo Adair tells me that was when she learned to expect a car to land anywhere (and
probably to never trust the nut behind the wheel).

I was also reminded by a driver, and good friend of mine, why turnworkers are supposed to wear white. This
subject came up while we were talking about the viability of the turn 8 station (which is actually in turn 9).
One of the issues with the station being on the drag strip, or against the fence on the track side of the drag
strip was the 'visual noise' behind where the station is. Most drivers at Rivers Edge have also become
accustom to looking for the white shelters to find the flag station (a visual cue), since the flag platform
wasn't wide enough to fit the shelter it was often behind or beside (even this hasn't been consistent). My
understanding is that a platform is being arranged that is wide enough for the shelter, and a white
background is being set-up for the back of the shelter to raise the visibility of flags at that turn station.
This bring us to the answer to the question of why we wear white. White helps make us less noticeable so the

                  MIKE’S RAMBLING - Continued
flags are what the driver sees. On the other hand we do stand out from the track surface (but not the
concrete barriers), so we should be seen when doing track clean-up, although that is something we no longer
do very often on a hot track.

I'll leave it to Dave Nex and the communicators how they actually will be calling in the turns, my
understanding is that they will not be using the official turn numbering. The map currently on the META web
site showing the turn numbering (and turn names) is the official SCCBC map for Rivers Edge, and I have been
told by Kevin Skinner will be the one that will be used for SCCBC publications. Although some are referring to
turns 7a and 7b as the Chicane, SCCBC has not officially approved that name.

I think this may be a good time to remind drivers why visible numbers are important. If our lap charting
system were to go down, numbers on cars is the backup; if you have no numbers no laps are recorded. Car
numbers are also used by race officials to identify the cars. The starter needs to know when the race leader
is coming out of turn 9 in time to get the chequered flag out; he also needs to see the number to give the
chequered flag. If you have a number on your car that is incorrectly identified because of poor legibility and
you drive a similar car to one we are looking for you could get a black flag in error (not fun if you are doing
well in a race). We do identify cars by both colour and number when calling them in or when getting requests
for black flags or meatballs, but errors do get made. If you have a mechanical problem like leaking coolant, a
tire going flat or have a wheel coming off (and all these have happened this year) and we can't easily read
your car number, we can't identify you quickly to meatball you before you do Major damage to your car and
possibly others.

I have been asked why some racing incidents don't get reported by turnworkers. Before a report can be
made, two people at turn station need to witness the incident and have clearly identified he car(s) involved.
In some cases we make incomplete reports such as car 111 green was forced off the track by an unidentified
black car, car111 green sustained damage to xyz. Race control now knows that we need to check car 111 green
for damage and determine if it is still safe for him to race. Incidentally, most the turn workers out on
corners know who the drivers are that have a 'demolition derby' approach to racing, those that intimidate
other drivers and those that don't give others 'racing room' when passing. Blocking is a tough one to call,
there are differing opinions on where blocking starts, and where forcing the other driver off their preferred
line to make the pass more difficult ends. However if you move from side to side or drastically off your
regular line, that is clearly blocking and reports are made. The only reason more reports are not made is that
often one person only sees these incidents at any given time. Interestingly enough, I've been told that some
of these manoeuvres are clearly visible to other drivers from the stands, so if you are one of the less
sportsman like drivers out there, many of your fellow competitors already know who you are even if reports
are not made. For those drivers that deliberately make things difficult for competitors in a dangerous or an
unsportsmanlike way, be aware that we haven't been as short on workers this year as in the past thanks to
the Skinners efforts and recruiting efforts by META, therefore your numbers may be up (called in).

Mike Bailey - SCCBC member & META member

                   By Margaret Harding, Associated Press Writer - WARREN, Mich. (AP) --
Researchers are competing to meet a challenge from the U.S. Department of Energy: Improve fuel economy
10 percent by converting wasted exhaust heat into energy that can help power the vehicle.
General Motors Corp. is close to reaching the goal, as is a BMW supplier working with Ohio State University.
Their research into thermoelectrics – the science of using temperature differences to create electricity –
couldn’t come at a better time as high gas prices accelerate efforts to make vehicles as efficient as possible.
GM researcher Jihui Yang said a metal-plated device that surrounds an exhaust pipe could increase fuel
economy in a Chevrolet Suburban by about 5 percent, a 1-mile-per-gallon improvement that would be even
greater in a smaller vehicle. Reaching the goal of a 10 percent improvement would save more than 100 million
gallons of fuel per year in GM vehicles in the U.S. alone. "The take-home message here is: It's a big deal,"
Yang said.
The DOE, which is partially funding the auto industry research, helped develop a thermoelectric generator
for a heavy duty diesel truck and tested it for the equivalent of 550,000 miles about 12 years ago. John
Fairbanks, the department's thermoelectrics technology development manager, said the success of that
generator justified the competitive search in 2004 for a device that could augment or replace a vehicle's
alternator. Three teams were selected to participate in the program, with GM and thermoelectrics
manufacturer BSST separately working on cars and a team from Michigan State University focusing on heavy-
duty trucks. Fairbanks said thermoelectric generators should be on the verge of production in about three
years. "It's probably the biggest impact in the shortest time that I can think of," he said.
The technology is similar to what NASA uses to power deep space probes, a perk being it doesn't seem to be
susceptible to wear. Probes have used a thermoelectric setup for about 30 years. Thermoelectric devices can
work in two ways -- using electricity to provide heating or cooling, or using temperature differences to create
The second method is Yang's focus, and for good reason. In an internal combustion engine, only about a
quarter of the total energy from gasoline is used to actually turn the wheels, while 40 percent is lost in
exhaust heat and 30 percent is lost through cooling the engine. That means about 70 percent of the available
energy is wasted, according to GM. "If I can use some of that heat energy and convert it to electricity, you
can improve the overall efficiency," Yang said. A Suburban produces 15 kilowatts of exhaust heat energy
during city driving, which is enough to power three or four air conditioners simultaneously. But it's not
possible to harness all the exhaust heat a vehicle produces, so when the Suburban is cruising between 50 and
60 mph, the generator can produce about 800 watts of power, Yang said. That electricity could go to
accessories such as a GPS device, DVD player, radio and possibly the vehicle's water pumps.
Yang's prototype device is to be tested in a Suburban next year. A similar prototype created by Ohio State
scientists and BSST should be tested in a BMW in 2009.
The thermoelectric generator works when one side of its metallic material is heated, and excited electrons
move to the cold side. The movement creates a current, which electrodes collect and convert to electricity.
While it's not clear how much the device would add to the price of a vehicle, the whole point of the research
is to make it cost-effective, Yang said. "There are several other steps that are required to commercialize
the material, but we're cautiously optimistic that these steps can be carried out successfully," said Lon Bell,
president of BSST, a subsidiary of Northville-based thermoelectrics supplier Amerigon Inc.

                                                                          By Chris Whelan

How slow can we go? I have been thinking a lot about slow lately. The good the bad and the ugly of slow. In
today’s world slow is bad, that is because we have fast. Take away fast and slow looks pretty good. Better
than stopped anyhow. Why have I been thinking of slow? Well, it seems many people are not accelerating as
hard or driving as fast in order to save fuel, money and the environment. Low speed electric vehicles have
been in the news lately. Also, on a trip back from Trail, BC, I had to navigate past a flotilla of vintage cars
doing 60kph or less in a rally from Fernie to Victoria. I could not see the sponsor, but I assume it was one of
the big blood pressure mediation companies. Add this to all of the independent efforts to impede the smooth
flow of transit and you start to think about slow a lot. But like I said, the only problem with slow is fast.
What if we were all limited to 60kph, with equal computer controlled rates of acceleration. Big rigs and
corvettes all pulling away from a stop light at the same rate of speed. No more passing in anger. Hundreds of
years from now the human race may evolve to have only 4 fingers and a thumb! (although I am sure even at
60kph there will still be bad drivers!) Electric and gas vehicles living in harmony. A planet saved! One day trips
now two day adventures. More money pumped into the economy through hotel nights and meals. Fewer
fatalities. Would we miss fast if nobody had it, I don’t think we would. I don’t know how many times I have sat
in traffic for hours while a flipped car or a vehicle driven into a pole closed important routes. Would this
happen if everyone drove 60kph? I doubt it. While driving my Twin Turbo RX-7 this spring, I realized how
addictive speed is. I would wind up the turbos every chance I had, but I never really got anywhere much
sooner. You know, you blow past someone driving 5kph under the speed limit only to have them pull up beside
you at the next light. As I passed those vintage cars (most of them Brass era cars, read: really slow), through
the red in my eyes I saw people laughing, taking in the beautiful views, relaxed. Here I am, I have speed, I
should be happy. Yeah, I got home that night (after risking life and limb passing endless RV’s and chip trucks),
where if I did not have speed I would have probably stayed another night on route and had another meal out.
Is this such a bad thing? But the more I thought about it, the best thing that could happen with slow is
increased interest in closed circuit racing. All those that have a need for speed would be forced to take it to
the track. Crowds would come to watch fast. People that went fast would be looked at as daring. No longer
could you go to the dealer and buy a 0-60 in 5 second’s car and race from stop light to stop light all over town,
until you hit a pole or flip it.
But I am sure, even if slow was mandated to save the planet, racers being who racers are, they will engineer
faster and faster electric or alternate power vehicles with greater and greater range until everyone is
allowed to have fast again. Our kids will tell their kids about the time there was only slow, and the highways
were safe, blood pressure medication sales dropped, the trip was part of the fun and the world was a better

Editor’s note: I was in Keremeos when that group of Vintage cars stopped there and were on display.

                                           Aug 15 2008

                                    Executive Present
President – Robert Johnson,
Kevin Skinner – Vice-President, Administration, absent
Cory Wong – Vice-President, Operations
John Cartwright – Treasurer, absent
Leslie Skinner –Secretary, absent
Bryan Hellevang – Track Operations Chairman, absent
John Campbell, Past President, absent

Call to Order
President Robert Johnson called the meeting to order at 7:35 pm. By a show of hands 27 members were
present and welcomed all guests and visitors.

Minutes read. Adopted as read by Bruce Yeo, 2nd by Mike Bailey.

Correspondence :      Mayday

OLD BUSINESS: Robert Johnson mentioned that the CCGP race will be 30 minutes not 75 minutes.

                                         ICSCC Report by Ray Stec
No Report

                                        ROD Report by David Bell
-Rule change discussions are in the works
-Northwest motorsports wants some SCCBC logos for their trucks.

CACC Report Pam Stec
No report

VRC Report by Ian Wood
Historic motor races are being held this weekend Aug 16 and 17. Hope to see you all there. The year end
banquet will be on November 22.

Race Chair – Robert Currie
-There will be a new track map that will be included in the drivers packages indicating safe areas to pull off
-an official track map with corner numbers will be published.

META Report by Mike Bailey

-META did not have a July meeting. Nothing new to report


                     John Cartwright provided a summary:
   ICSCC 1025.85 cdn.
   CACC 648.17 cdn.

                                  Media & Marketing:         No Report

RDC Roland Stec:
Summer driver training is now over. It was a huge success. Thanks to all volunteers and RDC members who
came out.

Membership Report by Erica Campbell
No report.

Historian: Ron Curties
-Remembering the rally days at Cultus Lake

New Business:

Track Operations – Bryan Hellevang
-not present

Track Manager Report by Keith Robinson
-43 rentals complete
-There was a good article in the Vancouver Sun promoting our track through PDC

Ray Stec
-not present

                                        Treasurer: John Cartwright
-July’s rentals provided good revenue

Vice-President – Administration
-not present


Track Ops Report by Cory Wong
-there will be a work party on Thursday August 14
-motorcycle club has placed a new container on site for storage
-Rock'n on the River is happening during the vintage weekend.

                                      President: Robert Johnson
-There will be a Friday practice on the upcoming conference weekend.
-We are looking at the feasibility of permanent washroom facilities
-The Children's Charity weekend is going to be very busy. We will need help from all club members.

                                          Good         & Welfare:

-Martin Phillips is out of surgery with some new titanium hardware.

-Adam Lambert had cancer surgery and is recovering

                                               Swap & Shop

Randy Custer still has his Webber Manifold for sale.

Terry Ward has the blue and white camaro for sale.

Ian Wood has formula ford tires

Rob Johnson has a 1990 CRX for $3600

Robert Barg has the Green Bird

There being no further business, Terry Ward moved & Robert Currie 2nd the motion and the meeting
was adjourned at 8:45 PM

       SWAP & SHOP

     Jager Has Moved
            New Address:
                792 Chilko Drive
                 Coquitlam, B.C.
              Fax: 604-468-8663

•   Manufacture of approved SFI Seat Belts
             • Bell Helmets
        • Clothing and accessories
               Hans Device

                            Application for Membership 2008
                                                          (MUST BE SIGNED)

Associate Members:                        Club Members (includes family members): Same as 1,2,3,4 and also:
1. Attendance at general meetings         5. Service as Committee Officer or Executive Committee Officer after one year of
    and social functions.                     membership.
2. Receipt of bulletins and other         6. The right to vote on the business of the club.
    club publications.                    7. Access to and use of River’s Edge paddock and clubhouse during club events.
3. Wearing club insignia.                 8. Competition in motoring events of the SCCBC for the term of the club
4. Service as committee members.              membership, with points accrued.

I understand that the personal information provided herein will be used by the Executive committee for the purpose of identifying and
verifying membership to racing associations to which the club belongs, to update and retain a membership directory as required by the
Societies Act, and for the purpose of mailing, by post or email, the monthly newsletter and other such publications which the club may
deem necessary or useful from time to time. I hereby give my permission to the Membership Chairperson of the SCCBC to retain my
personal information as contained in this application for the purpose of maintaining historical membership information for whatsoever
period of time the club feels appropriate.

 I AGREE: if accepted to the membership of the SPORTS CAR CLUB OF BRITISH COLUMBIA, to abide by the objects
 of the Society as set down on this form and in the By Laws and Constitution of the club.
 1. To promote, encourage, and support motorsport within the Province of British Columbia.
 2. To foster sportsmanship and give mutual guidance and assistance within the membership.
 3. To encourage and promote safe driving.
 4. To assist actively in the development and maintenance of the River’s Edge Road Course at Mission Raceway Park and
      to take part, whenever required, in the organization of Club events.
 5. To allow the information I provide above to be entered on the club roster and to be distributed to other club members.
      I understand that the roster may not be used for commercial purposes and that I may opt out of having my information
      included in the roster by crossing off this item (#5) and applying my initial hereon.

 Signed                                                                                   Dated:

NAME: _________________________________________________________________                                Membership Type
                                                                                                       (includes GST)
ADDRESS: ______________________________________________________________                                FULL: $55.00

CITY: _____________________________ PROV/ST: ___________ P.C. ____________                             FAMILY: $25.00

TEL: Home _________________________________ Bus: ________________________                              ASSOCIATE: $40.00

E MAIL: ________________________________________________________________                               PAID BY:

OCCUPATION: __________________________________________________________                                 CASH

VISA/MASTERCARD #: ___________________________________________________                                 CHEQUE

EXPIRY DATE: ____________________________________ (if paying by credit card)                           VISA/MASTERCARD

Mail application and fees to:         SCCBC MEMBERSHIP, C/O Gayle Baird
                                      4042 River Road West, Ladner, BC V4K 1R8
                                      Tel: (604) 946-6416 Fax: (604) 946-6434
                                      (no calls/faxes after 9:00pm please) e-mail:

                          ALL APPLICATIONS MUST BE SIGNED
OFFICIAL USE:                MEMBER NO.                              DEPOSIT:                        ENTERED:
             SCCBC Executives & Other Volunteers
             Title                      Name             Telephone         Fax                    Email

President                       Robert Johnston        604.557.6807         

Vice President—Operations       Cory Wong              604.302.9297         

Vice President—Administrative   Kevin Skinner          604.856.8957    604.856.1256

Secretary                       Leslie Skinner         604.856.8957         

Treasurer                       John Cartwright        604-802-4209         

Track Operations                Bryan Hellevang        604.862.5640         

Past President                  John Campbell          604.788.5092    604.575.6825

Marketing Chairman              TBD

Membership                      Gayle Baird            604.946.6416    604.946.6434

RDC Chairman                    Roland Stec            604.465.0745         

Pit Pass Editors                Robin Fairservice      250.963.7362         
                                Peter Weedon           250.565.8888

Historian                       Ron Curties            604.469.2000                                TBA

Webmaster & Forum               Marc Ramsay            604.937.7565         

Registrar                       Martin Berryman        604.939.0072    604.939.6611

Driver Training Registrar       Roland Stec            604.465.0745         

Technical Inspection            Jim Kurtz              604.298.7227         

Timing & Scoring                Perry Afaganis         604.820.0952         

Track Booking Manager           Ray Stec               604.465.5773         

Track Manager                   Keith Robinson        604-209-5943          

ICSCC Executive Board           Ray Stec               604.465.5773         

ICSCC Contest Board             Scott Arthur           604.826.5251         

CACC Race Director              Lorenzo Constantino    604.939.0201         

ICSCC Novice Director           Greg Miller           W 425.820.8660        
                                                      H 425.823.1177

CACC Novice Director            Steve Paquette        604-990-4597          

Paddock Marshal                 Bryan Holyk            604.763.4897         

Race Chairman                   Tom Roy                250.248.6614         






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