Passing EtiquetteGingerMan Wrap UPHagerty Corner

Roll the DiceThe Grid Girl ReportsThe VSCDA Questionnaire

Rain DanceSpring 2015 Issue

Roll the DiceThe Grid Girl ReportsThe VSCDA Questionnaire

Rain DanceSpring 2015 Issue

Passing EtiquetteGingerMan Wrap UPHagerty Corner

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Spring 2015C o n t e n t s

Message from the President.........Page 3

The VSCDA Questionnaire............Page 4

Roll the Dice......................Page 6

Wounded Warrior Project............Page 8

Rain Dance........................Page 10

The Grid Girl Talks...............Page 12

GingerMan Wrap Up.................Page 14

Racing Etiquette..................Page 18

Hagerty Corner....................Page 26

Classifieds.......................Page 30

Editor

Chris Bonk

A Message from our PresidentMike Korneli

The first race of the 2015 season is behind us. Gin-german is our combined race school and race weekend. There is nothing more important to the VSCDA than our driver’s school. Those students are our future. If you see one of those cars with an X on it make them feel welcome. Ask them how things are going. Offering a little help or advice will go a long way to having that new driver as a long time member.

Bob Shedd stepped back in to chair the driver’s school with the help of John Houlton who has volunteered to chair the school for 2016. Jeff Janus and Cathy LaVelle once again did a great job running the race weekend. Cana Comer, Charlie Hall and Jim Perry handled drivers committee and fortunately didn’t look too busy.

When I am at one of our events I am usually doing one of two things. At ELVF I am busy running the event. At any oth-er race I’m busy prepping and racing my car. I did neither at Gingerman. For the first time I got to sit back and watch the event. I don’t mean just the racing. I took a step back and watched it as a new spectator. I saw a lot of social interac-tion; people visiting, catching up after the long winter off. It was everywhere; at tech, in the paddock at the lunch stand and just while watching the sessions. There was a lot of activ-ity going on and it wasn’t all racing. That may sound obvious, but it’s why I joined VSCDA. When you race at our events make sure you join in on all the social activities offered. It’s what makes us a club. Vintage racing has changed in the last 15 years. The powers that be are certainly looking to change it even more. If we lose the camaraderie and the social part of our events we will become just another sanctioning body. If that happens we die as a club.

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Cover photo:Vick Frazzell

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Q. How did you get into racing?

A: I watched Can Ams and SCCA I in the ‘60’s and 70’s then bought a Bugeye from Autoweek

Q. Did you follow racing in your child-hood? A: I watched local stock cars and the Indianap-olis 500. There was only an MG TD in my little town as a kid..

Q. Do you have a racing hero or favorite racer who inspired you?

A: Dan Gurney was my hero.

Q. What is your favorite track? Event?

A: Road America. Can Am cars

Q. What tracks are on your buck-et list?

A: Never been to (Laguna Seca)Mazda Raceway.Q. Do you have a favorite “rac-ing” story or favorite racing rec-ollections?

A: George Follmer - polishing his hemet in front of the old Pagoda at Elkhart - it was raining, he said”if you stop the rain, I’ll win the race - it did and he did!!

Q. Favorite car you’ve driven? Street car? Race Car?

A: Drove a small block McClaren - WOW!!!!! Mi-chael Andretti’s Lambo was pretty sweet! Worked on it.

Q. What car are you dying to get an op-portunity to drive or race?

A: I’ve driven so many, I don’t see anything I’m su-per excited about anymore.

Q. Have you ever had an on track acci-dent? What did you learn from that ex-perience?

A: No wreck! Shifter came adrift once!

Q. What advice would you give to an up-and-coming racers?

A: If you can, just “do it”!!

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MeetDave Young

Head Technical Inspector for the VSCDA Dave Young answers...The VSCDA QUESTIONNAIRE

MeetDave Young

My fondest memories of battling on the

track don’t center around one particular event, but rath-er one person over the course of time. Brandon Bullock and I went through VSCDA driving school to-gether in 2006. He had recently finished putting together his white #1 MGB in his home garage. And just days before school I had put the finishing touches on my color-ful #64 Alfa Romeo Alfetta sedan. As soon as the green flag went down Brandon and I were vying for position. Nearly ever session, and definitely every race.

The two of us couldn’t be more different. Brandon is twice as tall as me, and my Alfa is twice as big as his B! But as the laws of racing would have it our lap times were always within a tenth here or there.

D r i v i n g d o o r - t o -

door with Bran-don is the kind of mag-

ic that you don’t find in a video game. In the paddock he

is sweet as southern honey. On the track, in the hunt, you feel like you have landed in an episode of The Dukes of Hazard where we are both running from the law and nei-ther one of us wants to get caught. Both of us drive our cars like we’re

getting away with something.

Brandon is the rare kind of driv-er that pushes his little B so hard he’s going to break something. He throws that car around the track like a wild man, but remains cool and calm with the precision of a surgeon.

The last time Brandon and I diced it up was a few summers ago at Grattan. It was almost as if our cars knew that it would be the last time they danced together (a recent change in the rules moved the B’s from group 8 to group 2). I swear we passed each other 4 times a lap every lap till the checker fell. I have never enjoyed myself more behind the wheel of my Alfa. We pulled into to the paddock and I jumped out of my car and gave Brandon a big hug. “Let’s do that again!”

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“Brandon is the rare kind of driv-er that pushes his little B so hard he’s going to break something.”

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by David Michele

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Dear fellow racers and VSCDA members, I would like to take this opportunity to thank those that so graciously donated to Wounded Warrior Project during the 2014 racing season. As you may or may not be aware Wounded Warrior Project serves vet-erans and service members who incurred a physical or mental injury, illness or wound, co-incident to their military service on or after September 11, 2001 and their families. To date more than 65,000 warriors and their families have been served through physical and mental health wellness programs provided by Wounded Warrior Project.

In 2014 we, at VSCDA, through your gracious dona-tions raised more than $8000 by “passing the hat” at Road America, entry fees for the Enduros as well as direct donations and matching funds. 2015 Donations My goal for VSCDA in 2015 is to raise $10,000.00!! I believe this is an achievable goal because of all the wonderful and generous people associated with VSCDA.

My program for 2015 is as follows:

A – I am donating a free race entry to any VSCDA event in 2016. To qualify all you have to do is donate $50 for one opportunity or $75 for two opportunities to have your name pulled. The winner will be named at the VSCDA banquet. (Please check with your employer as many will match donations) Donations will be accepted

at Registration or you can contact me directly at 262-635-2562 or see me at the track. I drive a red and white S2 #11.

B - $15 from every entry to any Enduro will be do-nated by VSCDA to Wounded Warrior Project. Please consider entering the Enduros. They are great fun and support a great cause!

C – I am committed to matching any and all dona-tions up to $5000. Enduro Fun Facts 2015 A – Dash plaques will be awarded to the 1st, 2nd,

and 3rd place finishers for each of the three En-duros throughout the season.

B – Everyone that enters will receive a free t-shirt.C– Pegasus Racing Supplies, one of our continued supporters, is donating additional prizes.

I am personally committed to supporting Wounded Warrior Project and I greatly appreciate the gracious donations that VSCDA and its members provided in 2014. VSCDA is setting the standard for generosity. Together we can make a difference in the lives of so many veterans that need our help. Let’s continue to make VSCDA the envy of every vintage racing club!

I have enjoyed serving the investment needs of many racers for over 25 years and appreciate the oppor-tunity in the future.

I look forward to seeing all of you on the track!! Jeff Porasik

Wells Fargo Advisors LLC

Porasik Financial Strategies Group

Specializing in the following:A – Financial and Retirement Planning for individ-

ualsB – Wealth ManagementC – Corporate Wealth ManagementD – Defined benefit/defined contribution plans in-

cluding 401k, SEP, Simple and deferred com-pensation.w

By Chris Bonk

It was raining in Milwaukee on that Saturday morning in August 2011 as I checked the weath-

er on the TV while preparing my complimentary breakfast with some fellow racers in the “lounge” area of the hotel. The thing is, we were near Grattan Raceway out-side of Grand Rapids, Michigan. Quite a distance from Milwaukee, but the weatherman said the rain was headed our way.

I kept thinking about what I per-ceived to be an imminent deluge on the way as we practiced that morning under beautiful sunny summer skies. I didn’t yet have a smart phone or tablet with me, but I did have a cell phone and constantly checked in with my girl-

friend back home. “Where’s the rain now?” “It’s over Lake Mich-igan according to this radar.” she’d tell me. Why was I constantly monitoring the whereabouts of the rain? See, the thing is, I had an ace up my sleeve. I had rain tires. The only other racer in my group with rain tires was David Michelle in his Alfa Romeo. The upcoming qualifying session in the afternoon also set the grid for the Trans Am B-Sedan race later in the day.

“I NEED TO KNOW WHERE THE RAIN IS NOW!!!!” I screamed.About an hour before qualifying I had to make a decision: Change to rain tires in hopes it was going to rain and I’d have the “unfair

advantage”, or stay the course on dry tires and weather the potential storm like everybody else (pun in-tended). If I switched to wet tires and it didn’t rain I’d probably not even go out for qualifying (using rain tires on a dry track would just destroy them). I’d start at the back of the field for all the races. Even if it started to rain during the session and I waited to go out the other’s laps in dry conditions would be fastest and that would set the grid for the upcoming races. I quickly started running “best case/worse case” scenarious in my head. Stay on dry tires, I’ll probably qualify in my usual mid-pack or lower po-sition. If I put on rain tires and it doesn’t rain...I’m not even leaving the paddock and I just wasted my time changing my tires and might have to change them back for the Trans Am B-Sedan race later in

the day. But if it did rain before the start of qualifying I could be in the catbird seat.

In racing, rain is “the great equal-izer”. Cars with bigger engines and more horsepower have a harder time transfering their pow-er to the pavement when the track is wet. Car set up, tire grip and handling is key in wet conditions. Also, being aware of the “wet” racing line is important. For what-ever reason my highest finishing positions were in wet conditions. I’m not saying I’m the “Rain Meis-ter”, but I’ve done OK in wet races.

I made one final call to my girl-friend. I felt like Team Penske checking their radar. “It looks like the rain is all around you, but the time stamp on this radar is from 20 minutes ago.” “Twenty minutes ago!!? What the &$#@!! I NEED TO KNOW WHERE THE RAIN IS NOW!!!!” I screamed! “It should be there soon!” I heard her say as I looked up at clear blue skies.

Life is about taking some chances...nothing ventured, nothing gained. Fortune favors the bold I always say. It was about 50 minutes be-fore qualifying. It would take me about 20 minutes to change over to rain tires leaving me plenty of time to change into my racing suit and check tire pressures etc before heading to the grid. So I decided to roll the dice and go for it! Go Big or Go Home! (and a bunch of other trite, hackneyed metphors you can think of). When I started to change over to rain tires while the sky was still sunny it raised a few eyebrows in the paddock. “You really think it’s going to rain eh?” queried Dean Champeau.

“Nah. just practicing my pit stop tire changes for the Enduro!” I said under my breath. While changing tires I thought about how a Formu-la One team can change a set of 4 tires in 3 seconds! THREE SEC-ONDS!! It was going to take 20 minutes for me to jack up each side of the car (on grass) and take off and replace the tires, lower the car and then tighten the lugs nuts with a torque wrench. Of course I didn’t have 15 mechanics crawling over my car like an F1 team. I actual-ly respected NASCAR for the way they run pit stops. I didn’t think I’d respect NASCAR for anything!

“..we could see trash cans flying by with garbage being stewn all over the paddock..”When I finished swapping the tiresthere were rain clouds on the hori-zon. By the time I changed into my

driver’s suit the sky had clouded up nicely. I was practially jumping for joy! “Yeah baby, you are looking at today’s Pole Sitter! Rain, baby, rain!” I was hopping around do-ing a Native Amerian rain dance “whoo hooing” and popping my mouth like a kid playing Cowboys & Indians. I guess maybe it worked too well.

It rained. Boy did it rain. It was like a monsoon. My brother and I pulled down the pop-up tent over the car and held on for dear life. It was raining sideways. Out from under the tent we could see trash cans flying by with garbage being strewn all over the paddock. After 10 minutes the rain stopped and the sun came out. The track was soaked. Perfect! “Lets get this show on the road!” I said. One problem though. The storm had knocked out all the electricity at the track.

After about an hour a tractor was jerry-rigged to provide electricty for the PA system. As the PA crack-led to life we heard “The remain-der of today’s activities have been cancelled!” It took another hour to realize this meant the TABS race was cancelled for good! It took an additional hour for my broth-er Steve, the TABS organizer, to convince the event chair, the race steward, the timimg & scoring crew and the various group reps to allow us to steal a little time from all the next day’s sessions in order to run the Trans Am B-Sedan race first thing the next moring. It would mean many of us would have to run two races back-to-back, but we were up for it. Many people came just for that event.

I still had to change my tires back.

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Doing the Rain Dance

away the sleds, but more than happy to bring out the cars! Ever since we were little, my brother Erik and I have been going to the races and every car show possible with our Dad. Even before he started road racing, Dad took us to Road America every year to watch the races. We did not object! We were al-ways looking forward to race season. I loved the excite-ment and adrenaline of watching the cars go flying by! Not to mention, the irresistible smell of the race gas! Erik and I would stand at the grid just hoping to get a ride during lunch hour touring.

Eventually, Dad decided it was time for him to get off the sidelines and onto the track. In 1998 he bought the Bug-eye. The three of us drove down to Illinois to pick it up and I’m pretty sure I rode backwards in the Suburban the whole way home just staring at it. We were so excited! The minute we got home, we made Dad take us for a ride down the road to try it out. I was in love! I knew at that moment, the races were going to be more fun than ever! It was a whole different perspective of racing: having a car in the pits, working on it and watching our Dad out on the track. We helped Dad get the car ready at the shop before each race. We wished every weekend was a race weekend!

Our Step-Mom, Chris, comes to the races too and is the most dedicated pit crew there is! Erik, Chris and I have a blast hanging out together and watching Dad race. It is never a dull moment when we get together! Chris is a great cook and always makes sure nobody leaves the ‘Gypsy Camp’ hungry! She really knows how to feed an army! We all work together as a fami-ly, and do it effortlessly. It really is an amazing feeling.

The car shows are always a blast too! I fell in love with cars at a very early age and quick-ly started my wish list. Need-less to say, that list has since grown and every car show I attend, I find more cars to add to it. Most of the time we take a classic car and enter it to be shown. It’s always fun talking to other car enthusiasts about what cars they have and what cars we left at home. We en-joy meeting new people that share the same love as we do. Dad has no problem talking to strangers, that’s probably why so many people know him!

I’ve come to learn that it’s actually a good thing. With all the friends we’ve made

over the years, there’s always some-one there to hang out with and lend a helping hand when you need them!

We can’t wait to see everyone this year! Let’s have a great race season!

As we come into the spring and summer months, it’s time to gear up for road

racing and classic car shows! My family is always sad to put

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GingerMan

Jeff Janus

“Weather was the key ingredient for everyone hav-ing a great time... The weather was just about perfect ..(Sunny and 70s).. for a race weekend.. We started out Thursday’s and Friday’s drivers school with 31 students... Baring mechanical difficulties, most students passed.. Saturday and Sunday races allowed us to have 4 run groups and a lot of track time.... There were specialty races for the Formula Vees..(30+ cars registered), B Sedans and Sprite Midgets.... Dinners were catered Friday and Saturday by our favorites..(Q it Up.) and

there was plenty of good camaraderie...”

Vintage Vee Race Reportby Jeffery Tschiltsch Highlights from the VSCDA Spring Brake at Ginger-Man Raceway Formula Vee Sprint and Feature races which took place on Saturday, May 2nd and Sunday,

May 3rd 2015 respectively.

Although “highlights” is probably the wrong word for this as far as my driving was concerned. If it was a Friends episode, it would be called “The One Where Jeff Forgot how to Drive Through Turn One.”

This is my third time in the Lynx B at GingerMan and I’m still not comfortable on this track. My car never feels planted, I have no confidence the back-end will stay where it belongs, it seems like I’m always fighting with the car to get it to go where I want. I had no track rhythm.

It didn’t help that all day Saturday through practice and qualifying my rear tire pressures were way too high and uneven. I figured it out before the Sprint race and the car did feel much better and my best lap time in the race was almost a full second better than my qualifying time. And thanks to a spin up at the front of the pack in Turn 3 on the first lap, I moved up from 19th to finish 12th.

There’s not a lot to show in the Sprint race as we spent

most of it driving around behind the safety car; when it went into the pits I made the most of the one live lap to gain one more position. Given where I’d started, that I’d avoided the scrum in turn 3 and how I fin-ished, I was feeling much better about my chances in the Sunday Feature race.

Sunday morning I made some further tire pressure adjustments and went out for practice and everything felt fine. The day before we’d notice oil leaking from the left-rear hub, so we replaced the hub hoping it wasn’t the seal. I didn’t see any oil after practice so figured it was OK.

The feature race started off well; I got a great jump at the start and made several positions. We all got through the first lap cleanly and everything was go-ing well. I knew I was probably a second a lap slow-er than some of the drivers I’d passed on the start, so I wasn’t surprised when Mitch, Ricky and Eric grad-ually reeled me in. After a lap behind Eric I thought I was getting the hang of it and we seemed to be lapping similar times, maybe I could make a race of it with him.

And then it all went wrong in Turn 1. Eric was using a slightly different line through 1 than me and being rusty (it was the first race of the season) I followed him rather than concentrate on my own marks. The combination of trying to keep up (read: going too fast) and an unfamiliar line in 1 lead to a a text-book spin. Dan in the green McNamera did a stellar job avoiding me. Still, other than flat-spotting some already worn Dunlops, it seemed recoverable and I went off chasing after the positions I’d just given up.

I should have been paying more attention while get-ting back up to speed and stayed out of the line, but I drifted over and never saw Chris in the blue Auto-dynamics and actually pushed him off track (I didn’t even know this had happened until I was editing this video).

And then two laps later with Chris pressing hard I spun the car again in Turn 1. I’m still not sure what I did that time, I actually was going slower there be-cause of the previous incident. I heard after the race that several other people spun there too after me, so maybe there was something on the track, but my con-

fidence at that point was pretty shaky and I probably lifted in the turn or something.

Anyway that was the end of my race. The stewards let me go back out and at first I thought I’d try to fin-ish but at that point I was so rattled I felt like I was just getting in everyone else’s way. Hopefully next year they’ll have the Friday night test n’ tune again and I can get some early laps in and figure this track out.

Trans Am B-Sedan Reportby Steve Bonk

Another great Trans B Sedan race in the books.Ike Keeler wins again at Gingerman raceway in his Datsun 510. Dave Denison comes in 2nd in his Datsun 510. Rod Beer gets his Alfa on the podium in 3rd place. Congrats to all racers. The Next T.A.B.S. Race is at Blackhawk Farms June 18-21st!

1st Place: Ike Keeler (Center). 2nd Place: Daved Denison (Left). 3rd Place: Rod Beer (Right).

The Sights of GingerMan Spring Brake 2015

Photo Credit: Doug Fawley

Like many sports, racing has written and unwritten rules. And, just like other sports, it is

the unwritten rules that can often get you in the most trouble or lead to the biggest misunderstandings. As an example, not from racing but from baseball, Milwaukee Brewers player Carlos Gomez apparently violated an unwritten rule recently about the appropriate way to run the bases after a home run (or near home run in Gomez’ case). This

violation caused Pittsburgh Pirates pitcher Gerrit Cole to direct some colorful language at him, leading to a fight and ultimately some sus-pensions: The problem with unwritten rules in racing, especially for new drivers, is that they are unwritten and thus are more difficult to learn. This arti-cle is designed to correct that issue, at least partially, by writing down some of the commonly encountered

passing situations where unwritten rules apply. Why Passing Is The Hotbed Of Unwritten Rules Having a safe car is essential. Hav-ing a car that meets the rules is im-portant. Knowing what flags mean and watching for them is critical. But most of those important areas are the home of written rules. There isn’t a lot of interpretation and so

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the problems are mostly avoidable. The key issue is paying attention. But passing is a situation where un-written rules are common. And it is the situation where unwritten rules are most problematic. Passing maneuvers can lead to position changes, and drivers are sensitive to whether those position changes are fair. Passing is also where wheel-wheel action occurs and thus is the place where contact can easily happen. Contact can re-sult in spins and broken cars, and drivers are, at times, understand-ably unhappy about spins and damage and risks to their well-be-ing. And passing is where trust is built or destroyed, and trust makes racing more fun as well as support-ing the camaraderie of the pad-dock that many drivers and crew enjoy. When Pro Racing Is A Bad Source Of Teaching The rules of passing are also ren-dered problematic by profession-al racing. Almost every amateur driver watches some form of pro-fessional racing, whether it is F1 or Indycar or NASCAR. It is natural to assume that pro racing is a higher and better form of amateur racing. But that logic is misleading. One issue is that the rules in pro racing are often different from the rules in amateur racing. And the rules in pro series differ from each other. That’s potentially confusing. Another problem is that amateur drivers, especially new ones, inter-nalize some of the unwritten rules

from the commentary on TV broad-casts and much of that commentary is inconsistent and inappropriate. One is example is this commonly heard sequence: “The important thing is for the slower driver always to stick to his normal line. If he does that, he’ll be consistent and predictable for the driver behind who is setting up a pass.” “Joe did a really nice job there of moving off line to let Jim by so that he could pursue his battle for sec-ond place.” Really, logically, both of those state-ments can’t be true. The same in-consistencies happen in post-crash analysis. One color guy thinks the crash was the overtaking driver’s fault, the other color guy thinks the overtaken driver made an error. They have their reasons, but they aren’t coming from a consistent set of principles. Of course, announc-ers have to do this in real time with limited data. The point isn’t to criti-cize the media, but that the media is a lousy place to learn the rules. One other factor makes profession-al racing a bad source of rules in-struction. Pro racing is often paid big-money racing, which changes the context a bit. That is, pro racers are paid, to some degree, to take risks in pursuit of results and spon-sor brand impressions that are not acceptable risks in amateur racing. The pro teams can afford to repair the cars. The pro drivers accept that injuries occur. You will, there-fore, see behavior in pro racing that is not acceptable in amateur racing. And you will see behavior

condoned in pro racing that is not or should not be condoned in am-ateur racing. One simple unwritten rule: don’t model your driving behavior on what pro drivers do or what an-nouncers say about what pro drivers do.Your fellow competitors don’t have that kind of money and they and their significant others don’t accept that crushed bones and brain injuries “are part of the deal”. The Rules: SCCA Now, let’s get down to some spe-cifics. We start with the written rules of road racing passes. From the SCCA: A. Drivers are responsible to avoid physical contact between cars on the race track. B. Each competitor has a right to racing room, which is generally defined as sufficient space on the marked racing surface that under racing conditions, a driver can maintain control of his car in close quarters. C. Drivers must respect the right of other competitors to racing room. Abrupt changes in direction that impede or affect the path of an-other car attempting to overtake or pass may be interpreted as an ef-fort to deprive a fellow competitor of the right to racing room. D. The overtaking driver is respon-sible for the decision to pass anoth-

Racing Etiquette

The Guide to Road Racing: Passing EtiquetteTom Martin - WindingRoad.comEditor’s Note: This is a republished article and does not officially reflect the VSCDA’s posi-tion on passing. It’s to be viewed as merely a guide.

er car and to accomplish it safely. The overtaken driver is responsible to be aware that he is being passed and not to impede or block the overtaking car. A driver who does not use his rear view mirror or who appears to be blocking another car attempting to pass may be black flagged and/or penalized, as specified in Section 7. The Rules: NASA 25.4.1 Passing General The responsibility for the decision to pass another car, and to do it safely, rests with the overtaking driver. The overtaken driver should be aware that he/she is being passed and must not impede the pass by block-ing. A driver who does not watch his/her mirrors or who appears to be blocking another car seeking a pass may be black-flagged and/or penalized. The act of passing is ini-tiated when the trailing car’s (Car A) front bumper overlaps with the lead car’s (Car B) rear bumper. The act of passing is complete when Car A’s rear bumper is ahead of Car B’s front bumper. “NO PASS-ING” means a pass cannot even be initiated. Any overlap in a NO PASSING area is considered ille-gal. 25.4.2 Punting The term “punting” is defined as nose to tail (or side-of-the-nose to side-of-the-tail) contact, where the leading car is significantly knocked off of the racing line. Once the trail-ing car has its front wheel next to the driver of the other vehicle, it is considered that the trailing car has a right to be there. And, that the leading driver must leave the trail-ing driver enough “racing room.”

In most cases, “racing room” is de-fined as “at least three quarters of one car width.” If adequate racing room is left for the trailing car, and there is incidental contact made between the cars, the contact will be considered “side-to-side.” In most cases, incidental side-to-side contact is considered to be “just a racing incident.” If, in the case of side-to-side contact, one of the two cars leaves the racing surface (in-voluntarily) then it may still be con-sidered “a racing incident.” Note: See specific class rules for variations in this rule. 25.4.3 Right to the Line The driver in front has the right to choose any line, as long as they are not considered to be blocking. The driver in front loses the right to choose his or her line when the overtaking driver has their front wheel next to the driver. 25.4.4 Blocking A driver may choose to protect his or her line so long as it is not consid-ered blocking. Blocking is defined as two (2) consecutive line changes to “protect his/her line,” and in do-ing so, impedes the vehicle that is trying to pass with each of the two (2) consecutive movements. Drivers are encouraged to check with the Race Director for a full explanation before the start of the race. The 13/13 Rule Some sanctioning bodies, particu-larly in vintage racing, run some-thing called the “13/13 Rule”. Ba-sically, the idea is that if you have an incident your license is on pro-bation for 13 months. If you have

a second incident during that time, you are banned from competition for 13 months. The unwritten version of 13/13 is: • You wreck, you go home• You put a dent in the car, you go home• You dent someone else’s car, you go home• You do it twice, and you stay at home for 13 months This seems harsh at first. But if you’ve been around humans much, you might realize that without tough rules, behavior gets rather squire-lly. And, now imagine that you’re running a $150,000 GT3 Cup car or a $400,000 Can-Am car or a $700,000 vintage F1 car. That “dent” could involve, say, $40,000 of repairs and months of time with a car out of commission. The 13/13 Rule, like all rules, somewhat difficult to enforce. In the groups that run it, that isn’t really the point. The 13/13 rule is a code of honor. It is like the rules of golf, where you police yourself rather than asking “who’s going to catch me?” Those with a real interest in the latter question probably won’t enjoy running with sanctioning bodies that use 13/13. Another unwritten rule: novices would do well to drive as if the 13/13 rule were in play, even when it isn’t. Consider yourself a novice until you podium in a com-petitive class regularly. Common Situations Requir-ing Unwritten Rules The written rules are only moder-ately complicated. The difficulty

we have seen is that they are very basic principles that require appli-cation and interpretation. In some ways, that is ideal for sanctioning bodies, because race officials can provide the application and inter-pretation. But you can’t form a racing approach by running to the sanctioning body mid-race. And not every action is worthy of sanc-tioning body time after the race. This leads to unwritten rules which many drivers will want to master. Here is a brief summary of some of them. 1. The straight-line pass Seemingly the easiest situation to imagine is the case where driver B attempts to pass driver A on a long straight. This one is more fraught with difficulty than you might think. First, notice that SCCA does not allow blocking at all, while NASA allows one blocking move. Other sanctioning bodies may have other subtle variations. Many drivers run with multiple sanctioning bodies and it isn’t realistic to re-program your sub-conscious mind based on which group is sanctioning the race you’re in. So, what to do? The unwritten rules that have come

out of this situation are roughly: You can block me once, as long as you make your move early enough that there is essentially zero risk that you punt me or that I have to lift/brake. A second move to block, even if it is a feint, is frowned upon for safe-ty reasons – especially if it is late, abrupt and if the consequences are dire (a trip into the trees or eating the wall at high speed). For obvious reasons, dire consequences are bad. Similarly, high speeds make major damage ($) more likely. Rac-ing is expensive enough already, and I don’t like damage. Your fellow drivers are often sensi-tive to this situation because of the speeds involved on straights. Intu-ition and physics both tell you that a problem created at 120 mph is generally a bigger safety issue than a problem created at 40 mph. So, while this passing situation often unfolds in a relatively manageable way, emotions can run high, since the consequences are big. We note that those drivers who haven’t been in a high-speed wreck can view the consequences as small because the wrecks they’ve experienced are cosmetic “bumps”. But once you’ve

been through a big one, been to the hospital and written off $20,000 or $50,000, you tend to take it more seriously. Our recommendation is to take it seriously from the start. This leads to another point of sen-sitivity with the straight-line pass: because the situation evolves when the cars are not at the limit of ad-hesion (usually), it is pretty clear that whatever is being done is in-tentional and pre-meditated, not a mistake in the forecasting of car control. Unwritten rule: You get more forgiveness when your actions are viewed as a racing mistake resulting from super-quick decisions at the edge of car control. Your competitors will therefore view a late and abrupt block or a double blocking move as “unsportsman-like”. In other words, you’re managing your reputation as well as the safe-ty and costs of others. 2. Cars side-by-side at cor-ner entry Not every straight is long enough that passes, when done cleanly, are completed by the time cars reach the next corner. In fact, this is

Side by side into the braking zone.

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probably the most common type of passing situation in lower-powered classes. The result is that you have two cars side-by-side coming up to corner entry and at corner entry. This leads to unwritten corollaries to the standard rulebook statements: .At corner entry, if the overtaking car does not have its front axle past the leading car’s cockpit (A pillar on production cars, driver on for-mula cars and sports racers for easy visual reference), the overtak-ing car should adjust its speed to tuck in behind the leading car with minimal interruption to the leading car’s line. And: At corner entry, when the overtak-ing car has its front axle past the cockpit of the leading car but its rear axle is behind the cockpit, the cars are considered side-by-side. Both cars should adjust their lines to avoid contact and provide room on the racing surface for the other car. And: At corner entry, when the overtak-en car has its front axle behind the cockpit of the overtaking car, the overtaken car should adjust his speed and tuck in behind the over-taking car. In short, when the passer isn’t ahead, he gives up the corner. When you’re side by side, contin-ue racing until one car is clearly ahead (often at a subsequent cor-ner). When the passer is ahead on corner entry, the formerly leading car accepts the pass. One very, very important point un-written rule is: You are expected to anticipate what your car is doing and what

the other car is doing. That is, you don’t decide if you’re going to make the pass when you car is at the points described in the written and unwritten rules, but based on what will happen a second or two down the road when you get to (or don’t get to) those points. This is the only way you can adjust your speed or line or both in time to avoid problems. A racer who can’t or doesn’t anticipate well needs to be cautious and practice his or her observational skills. A racer who repeatedy doesn’t anticipate well and drives aggressively is an idiot, and shouldn’t be out there. 3. The Dive Bomb Now we deal with a common pass-ing problem that occurs in the same situation described above. But we’ll look at two wrong ways of doing a pass into a corner. First, you can try to overtake a car ahead by late braking. The written and unwritten rules above apply. It goes wrong when you mis-judge your position. Your front axle is be-hind the car you are attempting to pass, but you are threshold braking as the leading driver turns in. By the unwritten rules, you should adjust your speed, but you can’t because you are at the limit of braking. You also can’t adjust your line because you are at the limit of adhesion. You should have seen this coming and backed off or braked earlier. The second dive bomb problem situation arises under late braking. The problem occurs when the pass-er has too much speed at the apex and loses control mid-corner. This usually results in the passer sliding into the car being passed. The im-

pact can be mild or wild, but often the passer gets some advantage because in effect he has used the overtaken car as a brake. I expect people passing me to have their cars under control. If you don’t have it under control then I don’t consider it to be your corner even if your front axle was ahead of my cockpit because you didn’t get there in a fair and safe way. It is clearly your mistake and one oth-er drivers don’t condone because it is unsportsmanlike and you proba-bly damaged my car. You need to work on your judgment and antici-pation skills. 4. The Kink You may come out of a corner side-by-side and find that the next cor-ner is a kink (a gentle bend in the middle of a longish straight). Or you may catch a car on a straight before a kink occurs. For some cars, the kink may not involve cor-nering at the limit and these kinks are generally not problematic. But if a near-the-limit corner is involved for one or more of the cars, it can create problems. This is especially true if the straight on the run-up to the kink is long enough that com-petitors are traveling at high speed. If our cars are similar or are in the same class, the common situation is that we’re running into the kink side-by-side with little relative ve-locity. I expect the inside car to enter and track out in a way that leaves a lane of room on the racetrack for the outside car. If you punt me, I’m go-ing to protest because high-speed offs are dangerous and you have to be a moron not to know that kinks involve high speed. Bumping

may be “just a racing incident”, but I don’t like it. I especially don’t like it because almost no one has car control skills that allow them to consistently bump but not punt. On top of that, if your car control skills are so good, then you wouldn’t bump me in the first place. If multi-ple classes are racing, it is common for one class to be somewhat faster than another. If I’m in a faster car in a faster class, I should place my car at least part-ly on the inside of your slower car before the kink (initiate a pass). But then I expect you to adjust your line a bit so I have room even though I don’t technically “own” the corner. If I can’t initiate the pass (get partly beside you), then you are free to run your normal line and apex as

usual. 5. The Start The start of a race gives racers many opportunities for metal-metal contact. The cars are in close quar-ters, visibility can be obstructed, and your competitors sometimes come off the power or get on the brakes in a way that will never happen mid-race. There is also the fact that the officials can’t see ev-erything and a mid-pack or back of the pack jumped start will almost never get penalized. This can lead to big speed differentials in classes that don’t normally have them. In general, drivers accept that stuff happens on most starts and that sometimes this is out of your con-trol. You will notice that the SCCA

and NASA rules act as if the start is just another case of the general passing rules. This omission leads to two basic unwritten rules for the start: If you make an abrupt lane change to get around a slower car or im-prove your line and you hit my car, that’s bad. I don’t really care whether you are technically in front of me or behind me or beside me. The domino effect on starts makes it too risky a place for this kind of passing. Another unwritten rule especially applicable to starts: If you leave the racing surface to get ahead and then lose control and hit me or hit other cars that hit

The accordian effect at starts can lead to something like this.

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me, that’s bad. You put yourself in a position where a crash was likely and you willingly endangered all of us. 6. The Chop Block If you are in a slower car one of the ways to upset your fellow (fast-er) drivers is the chop block. You enter a corner mid-track, leaving a little more than one car width of room on the inside. Then as a fast-er car approaches and gets near your rear bumper, you move down to the apex. Slower cars can do this because they aren’t at the limit. But the unwritten rules inveigh against doing so: If I have a significant speed differ-ential to you and your are tracking off line mid-corner, I will assume that you are leaving the door open and letting me by. It is dangerous and pointless for you to chop me at the last second. You aren’t going to stop me from passing you even-tually, and I may hit you with bad results for both of us. Note a few subleties here. First, a significant speed differential means a speed difference established over a lap or two, not a speed differ-ence that shows up suddenly in one corner because a driver misses a shift or braking point. These speed differentials commonly show up between front runners and back-markers. They also show up in some race groups where faster and slower cars are mixed together. You should have an idea of who is who. The other sublety is that chopping is really a mid-corner thing. If you are wide on corner entry, that’s usually on line or there abouts. If you then track to the apex, that’s also normal and is not a chop. A

chop happens when you are a car width off the apex just as you are getting there and then you sudden-ly come down. Philosophy 101 Finally, we need to consider why we are on track in the first place. Competitors have choices about how they conduct themselves, and those choices affect the social con-tract they implicitly have and the experience they explicitly have with each other. Basically, drivers seem to choose how to conduct themselves based on one of two principles:Empiricism. The empirical driv-er does whatever it takes to get ahead. Rules matter, but only in the sense that they are enforced and therefore may affect results. Code of Ethics. The ethical driver views written and unwritten rules as important because, in this view, winning can only be judged in the context of how it was achieved. That is, achieving a finishing place via a violation of the rules is no different than achieving that place with a car that violates the rules: it is unfair and unacceptable. We’ve created this article for Code of Ethics drivers since unwritten rules will matter far more to those drivers. Within the Code of Ethics philosophy, there appear to be three reasonable behaviors and we observe that drivers seem to have more fun if they adopt the right ap-proach for their skills and person-alities: Drive For Position: you follow the rules as best you can, but you fight every pass to the degree allowable by law and you make aggressive

passes at the first opportunity. The fun of racing is winning or finishing in a high position. Make Sure They’re Real: you leave passers ample room, but you run an appropriate racing line as long as you can to be sure that you re-ally have to give up a position. You pass primarily when there is a clear opportunity. The fun of racing is in the car control skill demonstrated during passing in close quarters. Trade Places: when someone at-tempts a legitimate pass, you give up the position willingly to maintain momentum and then attempt a re-pass. The fun of racing comes from the strategy of choosing passing points and capturing opportunities. Of course, you can do all three at different times. But the unwritten rules here are: . Driving For Position is generally unpleasant or annoying when you are running in something like 8th or 14th place. . The Make Sure They’re Real Style is best applied when you know the driver(s) right around you. In a nutshell: in any event be safe, compete well and have fun.

Five car name-plates that started with a bang but went out with a whimper.By: Chris Paukert The automotive landscape is lit-tered with new model nameplates that started out capturing the world’s imagination, only to end up as shells of their former selves through a labyrinth of bad cor-porate decisions and even worse luck.Here are five prime examples of cars that started out with a bang, only to go out with a whimper:

Mercury CougarAfter the unbridled success of the Ford Mustang, The Blue Oval sought to spread some pony car mojo to its Mercury division with the 1967 Cougar. The model shared a lot of hidden bits with its Ford cousin, but it rode astride a longer wheelbase for a smoother ride and it had its own brand of swagger thanks to its imposing hidden-headlight face.

As time went on, the Cougar be-came less and less distinctive, mor-

phing into little more than a trim-and-tape version of the bloated Ford Thunderbird in the 1970s. The Cougar was then substantial-ly downsized in its fifth generation for 1980, whereupon it moved back onto the Fox-body Mustang platform. It was a difficult time for the Cougar faithful who saw the range bizarrely expand to in-clude a four-door sedan and wag-on body style in an effort to make up for lost sales after its Mercury Monarch sibling was discontinued.

The Cougar’s luck improved some-what in 1983, when it gained sleek new aerodynamic bodywork that it would carry evolutions of through 1997, and it even gained modern performance credentials with the introduction of a turbocharged XR7 in 1984.

The Cougar would go on hiatus for the 1998 model year, only to re-turn as an u n d e r p o w -ered, front-drive compact h a t c h b a c k . Incorporating strange “New Edge” styling, the new Cou-

gar read more like a Ford Probe successor than anything else, and the U.S. market wasn’t interested in buying what the Cougar was selling. This once-proud cat was supposed to have nine lives, but the reborn eighth-generation mod-el only lasted until 2002.

Oldsmobile 4-4-2The Oldsmobile 4-4-2 started life in 1964 as a high-performance option package on the Rocket Di-vision’s F-85 and Cutlass models, earning standalone model status from 1968 to 1971. Originally conceived as a Pontiac GTO fight-er (back when General Motors was happy to let its divisions duke it out), the 4-4-2 was so named because of its four-barrel carbu-retor, four-speed manual and twin exhausts.

The 4-4-2 enjoyed a reputation as

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a fierce performer until the U.S. government’s emissions regula-tions started to choke outputs of all sporty models beginning in the early 1970s. With performance increasingly tough to come by, the 4-4-2 held its own through most of the 1980s essentially as an up-scale trim package on the popular fourth- and fifth-generation Cutlass notchback coupes.

It all fell apart in 1991, when the fabled 4-4-2 moniker was revived on the poorly regarded Cutlass Calais, a downsized, front-drive notchback coupe. Because it didn’t have a V-8 engine, Olds officials

maintained the 4-4-2 now stood for four valves with four valves per cylinder and two exhausts. The Quad-4 engine under the hood was actually surprisingly powerful, carrying up to 190 horsepower, but the entire package was more of an unlikely sport compact than a muscle car. The model didn’t find much favor with critics or consum-ers, and it was consigned to The Great Crusher in the Sky after just two years.

Lotus ElanThe original 1962 Lotus Elan is arguably one of the purest, most iconic sports cars of all time. Sport-

ing a lightweight backbone chas-sis shrouded in winning fiberglass bodywork, the Elan is still regard-ed as one of the sweetest-handling and most communicative sports cars of its era, not to mention one of the most elegantly styled. It was so perfect, in fact, that Mazda fa-mously benchmarked the original Elan when developing the MX-5 Miata roadster decades later. The Elan would enjoy a lengthy pro-duction run of 13 years, a term that saw the addition of a +2 mod-el in 1967 that incorporated a lon-ger wheelbase to accommodate a pair of small rear seats.Oldsmobile 4-4-2

Mercury Cougar Chevy Monte Carlo

Studebaker AvantiLotus Elan

In an ironic twist, in the late ’80s, Lotus sought to reclaim the pure sports car mantle from Mazda’s upstart Miata, so it developed the M100 Elan, which debuted for 1989. Compared to its curva-ceous predecessor, the neo Elan was a wedgy doorstop of a thing, seemingly as wide as it was long. Powered by a 1.6-liter four-cyl-inder engine sourced from Isuzu, the M100 Elan was actually front-wheel drive, a strange choice for an elemental sporting roadster. Still, the M100 was regarded as one of the finest-handling FWD cars of its day, and in turbocharged form, it wasn’t as slow as its powerplant’s origins would have one believe. However, that didn’t help the car find favor with Lotus traditionalists – let alone new devotees.

The M100 Elan endured seven years of slow sales, whereupon the rights to its design and name were licensed to Korean automaker Kia for the South Korean market from 1996 through 1999.

Chevrolet Monte CarloThe Chevrolet Monte Carlo entered the world as a Chevelle-based ex-pression of personal luxury, some-thing of an affordable Cadillac Eldorado for the masses. With its clean, Coke-bottle flanks and a wide variety of trims and power-train choices, the original Monte Carlo was a hit.

In 1973, the Monte’s styling took a turn for the baroque, and as the ’70s wore on, increasingly strin-gent emissions, fuel economy and

safety standards conspired to drain much of the performance out of the Monte as it continued to grow in size and heft.

By 1978, it was time to hit the re-set button, so the third-generation Monte Carlo shrunk and gained angular new bodywork. That look would evolve for the fourth-gener-ation 1981 model, which would eventually bring with it a new Su-per Sport model with a 305 cu-bic-inch V-8. The SS would prove to be hugely popular both on the street and at the track, where Chev-rolet’s NASCAR efforts helped the coupe stand out. As the car aged and the large coupe market erod-ed, though, so, too, did the Monte Carlo’s fortunes. The nameplate would be discontinued after the 1988 model year.

The Monte Carlo would return in 1995 as a renamed version of Chevy’s Lumina Coupe, an aero-dynamic, two-door coupe that had little in common with Monte Carlos past. The sixth-generation model kept its front-drive W-Body plat-form, bowing for the 2000 mod-el year wearing unflattering front and rear ends that looked like they were designed by committees in different buildings. A better-look-ing facelifted model turned up for 2006, but it only lasted just two years, despite the advent of an SS model fitted with an LS4 small block. The sun had long since set on the affordable personal coupe market, and the Monte Carlo’s ag-ing front-wheel drive bones just weren’t up to the task of hosting

300+ horsepower.

Studebaker AvantiTo be fair, the original Studebak-er Avanti only lasted two years. Between 1962 and 1963 (mod-el years 1963-64), fewer than 6,000 examples of the radically styled coupe were manufactured in South Bend, Ind. Born into a failing brand, the Avanti wasn’t a great sales success, but it was a groundbreaking car, with futuristic grille-less styling, advanced safety features and, with its optional Pax-ton supercharger atop its 289 cu-bic-inch V-8, record-setting speed.

Despite the closure of Studebaker’s Midwest factory and the company’s financial troubles, the Avanti would live on as the evolving product of a series of independent owners. The model was rechristened “Avanti II” and was put back into production in 1965 under the newly created Avanti Motor Corporation umbrel-la, a company formed by a small group of Studebaker dealers who bought the rights to the Avanti’s design and tooling. The company hand-assembled a string of these continuation models, fitting them with Corvette engines. The Avan-ti II would continue to sell in small numbers largely unchanged until the company was sold in 1982 to a real estate developer.

The new owner, Stephen Blake, would go on to update the Avanti’s design’s aesthetic with body-col-ored plastic bumpers and square headlights, and he manufactured the cars until 1986, whereupon he

He brakes fashionably late.The activity on his yacht overshadows the race at Monaco. Race stewards are called to see him.He is….The Vintage Racer. “I don’t often change tires, but when I do I don’t need 10 mechanics like Formula One.”Submitted by Chris Bonk

The Vintage Racer is a regular feature. Please feel free to sub-mit your Vintage Racer suggestions for future issues. Send to chris@chrisbonk.com

Etc: Caption this >>>

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declared bankruptcy.

From then on, Avanti production bounced unceremoniously from entrepreneur to entrepreneur, growing less attractive and less recognizable as time went on.

In the late 1980s, Avanti assembly was moved to Youngstown, Ohio. Production of a much-updated model would continue for a num-ber of years under yet another new owner, real estate maven John Ca-faro, who added a four-door mod-el and a convertible to go along

with coupe.The Ohio plant would eventually close, but the Avanti saga was far from over. The soap opera would go on to include new owners, new factories (in Georgia, then Mex-ico), and even subsequent new donor chassis (the Pontiac Firebird and the Ford Mustang), all devel-opments that further muddled the Avanti’s famous styling and appeal as time went on.

Michael Eugene Kelly, another re-al-estate man who owned Avanti Motors not once, but twice, would

eventually find himself in jail over a $428-million time-share condo Ponzi scheme that bilked the elder-ly out of their retirement money.

Today, the original Raymond Loewy-penned Avanti is still viewed as an icon of mid-century modern design – a near miracle consider-ing the model’s long and tortured history.

While vacationing in New Zealand VSCDA member Ted Sodergren attended a VSCDA style race and noticed they were a bit casual with their refueling. BTW, that is a 4 door Triumph.

North Suburban Sports Car Club in conjunc-tion with Midwestern Council is sponsoring the 7th Annual Royal Rumble Club Formula Ford Challenge June 7 2015 at Blackhawk Farms Raceway. This will be run in conjunc-tion with the small formula race group.

Classifieds: Classifieds:

1100CC-Lots of mechanichal work done. Needs only shock and a driver to be ready for driver’s school. Loosing storage, must sell soon. $6350.00 George 847-540-0516

Former ITB car (with log book), changed to be more for vintage racing (VSCDA Group 8, Trans Am/B Se-dan). Suspension- Beck set up- Springs, front uprights, rear mounted front sway bar, Have fabricated pan-hard rod for rear.IT motor with SPICA injection, high compression Bosch pistons, custom cam (not dyno-ed), Racing SPICA pump from Wes Ingram, header, side exit exhaust, Schwitters Close Ratio gearbox conversion, asking $22,000Contact Eric at 734-663-9135 or alfa73@comcast.net

1962 MG MIDGET 1974 Alfa Romeo GTV

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Classifieds: Classifieds:

I’m retiring from racing and selling my car with an extensive spares package, a vintage spec engine, a sep-arate spares package and my trailer.1969 Zink C-4 Vintage Formula Vee Race Car and Spares Package. Car includes extensive spares for track as well as repair/maintenance. VSCDA members may remember it as the “UPS” car built by Bob Shedd.

Vintage Formula Vee Engine. Built by Frank Newton it’s a very strong motor. Needs a rebuild. It’s complete with all accessories (fan, generator, 009 distributor, oil filter adaptor, oil cooler, fuel pump, etc.)

Formula Vee Spares Package: (Separate from car package) . Brake drums, backing plates, clutch pressure plates, clutch discs, wheels, transaxle, front beam, spindles, and much more.

2005 Royal Tandem Axle Enclosed Trailer: Set up for race car like a Formula Vee. Toolbox, 12v. winch, can-opy, new spare tire, lighting, racks and tiedowns.

Car and all other items are located in Double Oak, TX (about 35 miles north of Dallas).

For detailed lists and pricing, contact: Ted Sodergren email: teds300@sbcglobal.net Phone: (972) 691-7848.

Lotus Type 61 Formula Ford. One of only 248 produced. It has one test afternoon and three race weekends after a total restoration. It has a Curtis Farley engine build. There are the usual safety mods like fuel cell and fire system, plus a few convenience mods. All things like rod ends and bolts are new with some things upgraded. Custom aluminum radiator and cooling tubes external to the chassis. The chrome suspension was stripped and redone with electroless nickel. It has a non factory header with ceramic coating. The twin hoop braces have been on the car for many years and I modified a factory rear body piece to fit those. I am the sixth owner of the car. I have lots of photos during the restoration. Might include a spare stock engine if in-terested. Might be able to deliver or meet half way for expenses. mbracewell@kc.rr.com or 816-806-2920

Mark Bracewell

ZINK C-4 VINTAGE FORMULA VEE Lotus Type 61 Formula Ford

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Classifieds: Classifieds:

34 Foot Winnebago Class A Motorhome.GM 454 Engine & chassis with tow package & new (2014) tires.Rear Queen floorplan with lot of closet space.Locking “basement” compartments, Onan Generator, propane tankAlways stored inside - clean inside & out including underneath.Flatscreen TV, nice shower, 80 gallon water tank, etcCan sleep 645,200 miles

This is an excellent tow and race support vehicle, very reasonably priced.

Located in Rochester Hills Michigan, can deliver to GingerMan for Spring Brake.

Please call Bob Storc at 248-701-4322

I am looking for an old fashioned mechanic or mechanically inclined person with an affinity for old European cars to join our team. I have a small shop in Woodstock, IL(Vintage Sports Car Inc/Historic Race Car) and work only on Vintage and Historic cars: pre computer, carbs, points, lever shocks, etc. are common goods here. No two days are the same in my shop! We work on anything from 2CV’s to Maserati. Working on a single digit production car or race car is not uncommon. Technical insight and ability to work without a manual is very helpful!

You must be able to work in a team and have an interest in keeping these cars in good running condition.

You can check my shop out on our Web Sites HistoricRaceCar.com and VintageSportsCar.net Interested? E-mail me at YvesBoode@Gmail.com.

HANS DEVICE – Sport II model New in the box. Post Anchor or Quick Click option. $535

F.A.S.T. Fresh Air System Driver Cool System. Utilizes the small Coleman Ice Chest which is no longer available. The pump needs to be replaced, which is a $40 item. Shirt is a Large. All parts are in good condition - $60

AutoMeter Air/Fuel Ratio Guage #3375. Complete and ready for installation. All parts are in good con-dition - $20 Tim 248-770-2440 tap4tim@gmail.com

34’ Winnebago Class A Motorhome

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