pit lane reporter - issue 10

ISSUE 10

MEET YOURWORLD

CHAMPIONLEWIS HAMILTON

GRID GIRL STRIPPED NAKEDJO POLLEY

WALES RALLY GB REVIEWINSIDE

CONTENTS

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CONTENTS

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4 Editors Notes

6 Meet the Team

9 Letters Page

10 Abu Dhabi GP F1 Report

13 F1 Needs Younger Viewers

15 Meet Your World Champion Lewis Hamilton

18 Wales Rally GB Report

22 Sara Williams Wales Rally Follow Up

24 From Behind the Desk to Behind the Wheel

27 IndyCar History Part 2

30 IndyCar News in Brief

32 NASCAR Chase Elliot wins Nationwide Series

31 NASCAR Kevin Harvick wins Sprint Cup

33 NASCAR Matt Crafton wins Truck Championship

36 Grid Girl Stripped Naked Interview with Jo Polley

40 BTCC End of season awards

43 DTM Ends Season in Hockenheim in Style

47 DTM Class One Regulation

50 DTM Audi Best Manufacturer

52 Anni's DTM News in Brief

54 Modified Live

56 Blancpain End of Season Review

58 Historic Racing 1985

61 5 Days in November

66 Tech Feature - Psychological and PhysiologicalDemands of F1

70 Everyday Driving Column

72 Dario's Motor Sport Photo Gallery

MEET YOUR WORLD CHAMPION

P15

GRID GIRL STRIPPED NAKED

P36

P62

5 DAYS IN NOVEMBER

DTM AUDI BEST MANUFACTURER

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EDITORS NOTES

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Well, I have to start with the obvious dont I? Merry Christmas and a Happy New Year to all our readers.

This year has been amazing for us; we have gone from strength to strength as a magazine. We have more readers than any other motor sport magazine that I am aware of and I believe we have the best bunch of writers around.

You will notice some things about this issue. Firstly, it is a completely new design; we have taken the graphics aspect of the magazine to a whole new level whilst keeping the core attraction of the publication i.e. the way it is written. Every writer has a passion for their own sport and that comes across in their writing. The magazine is now much more pleasing to the eye; I can only describe its look as that of the Vanity Fair of motor sport. I dont know about you, but I love it.

The magazine is also out five days later than normal. That is because we wanted to make this an extra special issue ready for the festive season. We will be having a break in January and will return on 15th February with Issue 11. This festive edition looks back on what has been an amazing season. Every twist and turn has been covered in Pit Lane Reporter, and we have loved every minute of it.

The F1 season has been so good that I hear Santa himself has been on the phone to Mercedes asking if he can borrow Lewis car instead of using reindeer. I also believe he wanted to check if Nico and Lewis had been good boys; well, theres another debate.

As a British based magazine, I can let out a big YAY! , as there have been a fair few British champions this year at the top level. We all know about Lewis, but there was also Jolyon Palmer in GP2, Alex Lynn winning the GP3 title, making it a clean sweep of titles on the F1 road show. Then there was Anthony Davidson winning the World Endurance Championship, and theyre just the highlights.

So whats in this months issue? Loads, is the easy answer. I have finally found out how difficult a job it is for a racing driver as I wrote my From Behind the Desk to Behind the Wheel feature. We also have some multimedia attached to that feature via the website. Then the article that has got men talking all over the world, the feature Ive called, Grid Girls Stripped Naked All I can tell you is that it involves a beautiful grid girl, the rest, well youll have to read on and find out, and yes, there are loads of pics.

Have a great Christmas, we hope you enjoy the new look magazine. Ill see you in February.

God bless you and thank you for being such faithful readers in 2014.

Phil

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No part of this magazine may be reproduced or stored in a retrieval system or transmitted in any form electronic, mechanical or physical without express prior permission and written consent of the publisher. Contributions are invited and when not accepted will be returned only if accompanied by a fully stamped and addressed envelope. The Publisher accepts no responsibility in respect of advertisements appearing in the magazine and the opinions expressed in editorial material or otherwise do not necessarily represent the views of the Publisher. The Publisher cannot accept liability for any loss arising from the late appearance or non publication of any advertisement. Information about products and services featured within the editorial content does not imply an endorsement by The Pitlane Reporter. 2014. The Pitlane Reporter.

Published by MFO Publishing (UK) Ltd.

www.pitlanereporter.com 5

CONTENTS

5

BUY ME


BRUNO KEISER - Official Rally Photographer & Journalist

Hello rally fans all over the world! Matchbox cars are my very first childhood memories. Since then Im hooked on speed, cars and powerful engines. Later I became a car mechanic and in my last normal job, I worked for the Swiss air force as a jet engine engineer. My passion for rally (and motorsport in general) has grown together with the burning desire to capture speed and passion with my camera. In autumn 2010, I made a meaningful decision: All or nothing! I quit my job, sold everything I had (incl. my beloved Lotus Elise) and bought an old motorhome. I added everything needed to live in it permanently. Fully packed, with a budget for only one year and my beloved cat Megi, I left my family and friends on April 4, 2011, heading for my new life as a motorsport photographer in Finland.Since then Im living my dream in my 14m on wheels Bruno can be contacted at [email protected]

IT engineer (at Experian - yes, we sponsor Williams), Formula 1 TV commentator, BBC TopGear Bulgaria columnist, F1Technical.net site editor. Blogger and avid petrol head. Independent consultant and crossfit-er. Ex-cyber cop and sound engineer.On the F1 side (which I assume its the most interesting part), Im a co-host of the national F1 TV show, so Im a media person. Im fascinated by the technical details, but most of all in aerodynamics, which has been my passion for 14 years. I have a column in the Bulgaria Top Gears print issue (the largest auto magazine here), as well as online articles for AutoBild Bulgaria.

Kiril can be contacted at [email protected]

KIRIL VARBANOV - Technical & Engineering Journalist

Eric, based in Indianapolis, has been an IndyCar fan for his entire life and has been independantly covering the series since 2011. His blog, anotherindycarblog, has been at the core of his coverage for the past four years along with contributing to a number of online outlets as well. His love for motorsport and IndyCar history and unconventional way of writing his from the fan perspectives has garnered a small, but strong following. Eric can be found at the track during most of the summer and looks to bring the readers behind the IndyCar catch fence in 2014 Eric can be contacted at [email protected]

ERIC HALL - USA Editor/IndyCar Journalist

MEET THE TEAM

7www.pitlanereporter.com 7

Travis is a Public Relations student with a strong passion for NASCAR racing. Whether it is through the PR field or as a journalist, Travis dreams of having a career in NASCAR one day. Through his own blog, TracksideChatter.com, Travis showcases some of his writing while also giving other aspiring journalists an opportunity to contribute. Additionally, he is a writer for Speedwaymedia.com as well asNASCARTheGame.com. You can follow Travis on Twitter @TracksideTravis to keep up with his writing and his take on everything NASCAR.

Travis can be contacted at [email protected]

TRAVIS BAREND - NASCAR Journalist

KATY McCONNACHIE - Formula One Journalist

Katy, currently a media student, has been a Motorsport fan for as long as she can remember. When she isnt studying, she can be found watching anything from Formula 1 to World Series by Renault or over on her blog sharing her passion for Motorsport with other fans. Over the course of year Katy will be bringing you updates and features on GP2, GP3 and DTM.

Katy can be contacted at

[email protected]

ADAM JOHNSON - Touring Cars, GT & Endurance Journalist

Chief BTCC corrospondent for Pit Lane Reporter, and unashamed fan of the series since 1998. I cover touring car racing on these shores and around the world, with a penchant for noise, spectacle and a good underdog story. With the NASCAR Whelen Euro Series growing, its exciting tiames for stock car racing in Europe, and I cover the European stock car scene in detail. Away from motorsport Im a Media Writing student at University of Greenwich, uni radio presenter, and I love rock music and the sport of roller derby.

Adam can be contacted at [email protected]


From the age of three I was taken along to various race and rally meetings with my late dad, the passion (some may call it an obsession) stems from him!! Ive been fortunate over the last nearly 20 years to compete at most levels of rallying within the UK as both a driver and co-driver , currently youll regularly find me on British National events occupying the co-drivers seat. That said throughout my life I have always had a passion for Historics, indeed the passion extends to Historic racing too and upholding a family tradition weve not missed an Oulton Park Gold Cup since its inception. I look forward to bringing you news and views from across Historic Motorsport in the UK. Should anyone have anything they wish me to cover please do get in touch!!

Brynmor can be contacted at [email protected]

BRYNMOR PIERCE - Historic & Classic Journalist

Annika, based in Germany, has been an accreditated F1 and DTM journalist in the past. She has been writing for almost two years and gained experience at speedmagazin.de as well as motorsport-magazin.de. Annika is an educated specialist in media and information services. She is passionate for racing and will be concentrating on DTM

Annika can be contacted at [email protected]

ANNIKA GCKE - DTM Journalist

Dario, based in Belgium, has recently seen his dream come true as a professional photographer after 5 years of amateur photography. He is passionate about photography and motors (cars, motorbikes ... basically anything that has a powerful and loud engine).

His latest important event he took part in was the 24hours race of Spa-Francorchamps (Belgium) but he is always looking for great motor sport events all over Europe.

Dario can be contacted at [email protected]

DARIO DOMININ - Official Photographer


LETTERS PAGE

Dear Phil

Where do you think Jenson Button will be next season? What do you think of how he has been treated at the back end of this season?

ThanksGraham Paleton (Oxford)

Hi Graham,

I have no idea to be honest but I hope that he is kept on at McLaren as a driver. Ive made it clear why on a few occasions before, so I wont go over old ground. He was treated poorly in my opinion at the end of the season. We may well have seen his final race in the sport and, if we have, then that is a travesty. The man deserved to be sent off in a blaze of fireworks. Lets hope that we see him racing again in F1 next year. If he isnt, then I fully expect to see him in the WEC or another internationally renowned motor sport.Hope that answers your question

CheersPhil

Dear Editor

I loved the interview with Juan Pablo Montoya in the last issue. Alongside the feature on him, it was a great thing to read. I loved the way Eric kept us up to date every month too. Are you going to feature another driver throughout next season like you did with Juan this year?

Marcus (USA)

Hello Marcus

We followed his progress because he is such a well-known and well-liked person in motor sport. It was also a very popular monthly column. Thank you for your kind comments on the interview and feature too. Are we going to do it with another driver next season? I havent even considered that yet, so I guess lets throw that one open to you the readers. Is there any driver who you would like to see us feature on a regular basis in 2015? If so, then let us know and we will do our best.

RegardsPhil

Dear Editor

In my personal opinion, I am so glad that the Formula One Championship wasnt decided on double points. It would have ruined a great season.

RegardsDavid Halsall (Bolton, UK)

Hi David

You and me both. That is why it is great news that it wont be in the rules next year. If Nico Rosberg had won due to the double points rule, I am sure it would have dampened it for him too. The good thing for the sport is that it didnt come into effect and that it was the man who won more races that ended up as champion. I believe that the idea was originally bought in to stop the Red Bull dominance which is over anyway, its just been replaced with another dominant team. This time though, both drivers fought for the championship keeping it alive and exciting without any gimmicks. Double points have gone; lets hope for ever.

Take Care Phil

CONTENTS


ABU DHABI GRAND PRIX By Katy McConnachie

battled with Alonso along the back straight, before losing position to the Ferrari. A few corners later, the British driver lost out to Toro Rosso driver Jean-Eric Vergne who was fighting for his seat with the Red Bull Junior team.

The FIA announced that Cars 20 and 27, Magnussen and Hulkenberg, would be investigated for the first lap incident that saw the German force the McLaren driver off the track into Turn 6. The result saw Hulkenberg end up with a 5 second stop/go penalty, much to his disappointment and frustration.

After his fantastic start, Hamilton had the advantage when it came to the stops, being able to make the first call over his German teammate and, when he chose to make his first stop on lap ten, the mechanics at Mercedes made a perfectly clean and tidy job of it. The British driver stopped for the medium compound tyre whilst his teammate took the race lead ahead of Felipe Massa.

As Nico Rosberg and Lewis Hamilton lined up on the front row, nerves ran high for drivers ahead of the battle for the title. In Abu Dhabi, amongst the sand, the Drivers Championship would finally be decided between the German and British driver.

Despite Rosberg being on Pole, Hamilton had the advantage over him into the first corner as he made a quick getaway from the line. As the Brit took the lead, Rosberg was forced to defend from the Williams drivers in order to remain second and have a chance to catch his teammate before he could make his lead any bigger.

It seemed to be a fairly clean first corner throughout the field, but as the cars made their way down the back straight, Kevin Magnussen made contact with the Force India of Nico Hulkenberg and then the Sauber of Adrian Sutil and, although the Dane had made contact with both cars, all three were able to continue. However, the shunt caused both Magnussen and Sutil to be out of position.

It was a terrible start for Valtteri Bottas who was overtaken by Kvyat and the Two Ferrari drivers putting the Finn into 8th position as his teammate stayed close to the Mercedes driver in 3rd.

After starting from the Pit Lane, thanks to an investigation which found their front wing to be illegal, both Red Bulls were able to catch and pass a number of drivers before the end of the first lap, much to the delight of both drivers as it meant that they could continue to push for the points positions early on for an advantage before to the first set of stops later.

Fernando Alonso was the first to make a stop from 7th, making a change onto the soft tyres in order to take advantage over his Finnish teammate. Whilst Alonso pitted, Raikkonen struggled in the second Ferrari as Bottas cleanly passed him to take 6th position, just behind Kvyat.

Will Stevens, who had been roped in when Caterham were able to make it to the final race,

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A lap later, Nico Rosberg made his first stop for a set of medium compound tyres, yet another clean stop from the Mercedes team. The stop allowed Hamilton to take 2nd behind the leader Massa.

Hulkenberg was trying to defend his position of fourth from his Force India teammate, Sergio Perez as Vergne and Ricciardo battled for 6th position. Vergnes determination was clear as the sun began to set over the track but unfortunately, the slightly faster Red Bull got ahead of the Frenchman, taking 6th before the end of lap thirteen.

On lap sixteen, Kvyats race came to an early end as the Russian pulled his Toro Rosso off the track and failed to get his car going again as it shut itself down due to a lack of power. A disappointing way to finish his time at the Red Bull sister team ahead of his move to the former World Champions as a replacement for the Ferrari bound, Sebastian Vettel.

As it all seemed to be calming down on track and drivers seemed to settle into their positions, Nico Rosberg began to lose time on Hamilton. In a desperate message to the pit wall, Rosberg told his team he believed he was losing power and the team confirmed they could see it on the telemetry.

It soon became apparent that the German had an issue with his ERS which had caused him to slow down and with the team failing to find a solution, Felipe Massa quickly closed in on him. It was clear how anxious he was when speaking to his Mercedes Engineer only moments before Massa easily streaked past the Championship contender on the twenty-seventh lap.

Although it looked to be easier for Hamilton, it was important that the British driver remained cool, calm and collected in order to cross the line and secure his chances of winning the title. As long as Rosberg was still in 5th, Hamilton had to finish the race.

Pastor Maldonado was forced to jump from his Lotus when it went up in smoke and flames due to

oil coming through the turbo and into the exhaust pipe. Another retirement for the Renault powered car and, without looking back, the Venezuelan walked away from a terrible season.

If it was to be Jenson Buttons final race, he proved why it shouldnt have been, as he battled with Alonso in a flat out drag race down the final straight and although it didnt work out for the McLaren driver, it was the spectacular battle between the two which allowed Magnussen in the other McLaren to get involved before he was forced to make another stop.

Massa looked to have plenty of speed as he began to close in on the leading Mercedes from a gap which was over the ten second mark, taking two seconds out of the British drivers time as he tried to pace himself to that of his struggling teammate before making a 2.7s stop, which allowed the


Williams to move ahead. Nico Rosberg also managed to get ahead of Hamilton but because of his engine problems, Lewiss DRS helped him breeze past.

A little further down the pecking order, both Force India drivers were proving why they were retained for the 2015 season, battling against each other cleanly in 6th and 7th, providing a little bit of entertainment for the fans. As well as the two Force India drivers having their own encounter, Ferrari were also having a little bit of a confrontation for the final points position.

It continued to go from bad to worse for Rosberg when his fellow countryman, Vettel overtook him for 7th position; the former four time World Champion pulling away from the man battling for the Championship without any threat of an overtake.

Unfortunately Kamui Kobayashi had to retire his CT03, but when credit is due it should be given, and although it wasnt the Japanese drivers strongest weekend, himself and Stevens had done a magnificent job to keep the Caterham spirit going when times were tough. Kobayashi was the third retirement of the race.

Slow lap times for one Mercedes were fastest lap times for the other. With Massa fitting the super soft tyre, Hamilton pushed himself a little further in order to make sure that the gap they had over the Williams stayed the way it was.

Rosberg was on the radio once again, telling the team that his brakes were beginning to fail

and when it looked like it couldnt get any more frustrating for him, it did. When asked by the team a few laps later to box and bring the car in, he requested to finish the race and cross the line instead of taking a DNF to his name and that request was granted. This was no longer a race for the Championship, for the German driver, it was a race for pride.

Although the final race of the season hadnt gone the way many had imagined, it was no less special for Lewis Hamilton as he crossed the line as the race winner and was crowned the 2014 Formula 1 World Champion making him a Double World Champion after his win in 2008.

Six years on, the emotions were no less than they were in 2008, as Lewis Hamilton stood on the top step of the podium and the British National Anthem rang out across Abu Dhabi, he could finally breathe a sigh of relief and call himself the worlds greatest driver once again.

There had been delight and heartbreak for the Mercedes team in a year which saw them crowned Constructors Champions and one of their drivers take the Drivers Championship, the other was left to settle second best behind his teammate. Hamilton and Rosberg had provided great entertainment for fans across the world. Although it was domination for the team, there were plenty of battles provided by their drivers. Some were clean and some were controversial but there was no denying that every last one of them, from the first in Bahrain to the fight in Spa, has been fantastic to watch.


WHY FORMULA 1 NEEDS THE YOUNGER GENERATION

he wishes to share quite clearly and it is plain to see that in a sport that already costs billions of dollars, Ecclestone is ready to start spending even more. This is despite the struggles we have seen with both Caterham and Marussia, which have left hundreds of people redundant.

Ecclestone clearly hasnt thought that this younger generation, which he doesnt want associated with the sport, will be the generation that will splash out for expensive race tickets and merchandise in years to come. These are the fans which he should be striving to keep interested in Formula 1 or eventually, these people will turn off their TV on a race weekend due to the fact that it is believed this sport is for the older generation with plenty of cash to splash.

In other forms of Motorsport, younger fans are embraced and appreciated by all of those who are involved, so why is it that Formula 1 seems to be a step behind when it is meant to be the pinnacle?

In recent weeks, we have seen Bernie Ecclestone make a number of bizarre comments regarding events involving some teams that just do not have the billions of dollars needed to compete in the rather expensive world of Formula 1, but one particular comment from the 84-year-old has really caught the attention of every Formula 1 fan out there: F1 is better off serving the rich over 70s than the youth.

After reading hundreds of Tweets, Facebook posts and articles in response to this rather bold and courageous comment, it is very clear that numerous fans are not euphoric at all about what they have read. It is probably fair to say, that a lot of people were shocked and appalled, at what they had read in the interview with Campaign Asia-Pacific magazine, in which Ecclestone claimed that teenagers were not interested in the global sponsors which Formula 1 is promoting.

In the interview Ecclestone told the reporter: I dont know why people want to get to the so-called young generation. Why do they want to do that? Is it to sell them something? Most of these kids havent got any money. Id rather get to the 70-year-old guy whos got plenty of cash. A simple statement which gives the message that

By Katy McConnachie

Further on, a comment regarding Social Media was made indicating that Ecclestone believes that Formula 1 does not need this platform (which can spread information and news about the sport in just minutes), and that it would be better off without teams and drivers interacting with fans via the likes of Twitter, Facebook, Tumblr and many other forms of Social Media which play an important role in todays world.

Without the Social Media platform and the younger generation that use it, how would Ecclestone expect Formula 1s fan base to grow and the sport to be debated by members of the public across the globe? In the 21st Century, it is difficult to imagine a life without these websites in order to discuss with other passionate fans what is going on in this sport. I can guess that the majority of you reading this have come across it through a link via Twitter or Facebook, rather than hearing it by word of mouth through a friend or family member.

Although this younger generation may be finding it difficult to generate large earnings, it is unjust to say that they do not contribute to the funds that go into Formula 1. Many younger fans, in their teens and slightly older, have actually earned

money which they have been used to buy team merchandise or even tickets to visit races. They have also spent on hotels, and made on-track purchases and will then use Social Media to promote the races they visit or the kit they may wear.

In a time where money is tight and the internet is a place where the majority of the worlds population spends their time, is it really acceptable and auspicious to make such comments. It would be much more appropriate to try to attract the younger fans towards the sport.

A number of teams and drivers have made it clear via their own Social Media accounts, that they enjoy this form of appreciation for fans by maybe tweeting back, by holding competitions throughout the racing year in which fans can win a number of prizes or just by simply updating these fans on whatever is going on with the team, whether it be at the track or back in the factory. This all enables people to be kept up to date and interested with the goings-on in the sport.

Its time to remember that, although people may be old-fashioned (as Ecclestone claimed he was), without the younger generation and Social Media, there would be no real future for Formula 1. If the whole generation were to suddenly decide that enough is enough and they do not wish to contribute their time and money into this sport, its more than likely that we would see more teams within the sport struggling and then, big decisions will have to be made, bigger wallets would be needed, and then it would be a question of how long before Formula 1 crumbles?

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MEET YOUR WORLD CHAMPION

This season has seen dominance from Mercedes and their two drivers, with both showing their full potential as they battled it out from lights out in Australia until the flag went down on the final race in Abu Dhabi, but in the end only one man could be crowned World Champion. Having given everything he could, Lewis Hamilton was left emotional after adding the 2014 Formula 1 World Championship to his already impressive CV.

Hamilton has shown consistency and determination to become victorious over his German team-mate Nico Rosberg. In a season full of money problems for other teams, battles with emotions as a fellow racer is left fighting for his life in hospital and struggles with the personal relationship between himself and Rosberg, Hamilton has never been more deserving of the win.

Its special to have one World Championship under your belt, but it must be spectacular to be a double World Champion. In a battle that had seen the two Mercedes teammates go head to head both on and off track, it is safe to say that winning the title wasnt easy for the British driver.

With incidents such as the qualifying session in Monaco where it was believed that Rosberg had gone off track on purpose in order to take Pole Position over his team-mate, or the one at Spa where he was part of a race ending collision with his team-mate, it was apparent that Hamilton was losing some confidence in himself and his racing ability. LE

WIS

HAMI

LTON

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By Katy McConnachie


CONTENTS


As the press took note of these incidents and began to question whether or not the title was slowly slipping out of the Brits hands, Hamilton began to fight. Race after race, he continued to improve and was soon leading the Championship again. In true style, he took the negatives and turned them into mighty positives which put him in the position he is in today; being crowned World Champion.

Although the deciding race in Abu Dhabi lost its climax when Rosberg became victim of mechanical failures, just like ones Hamilton had been subject to over the season, there was no doubt that Hamilton put up a fight until he

crossed the line at the end of the race in order to confidently snatch the Formula 1 Championship just like many drivers have done in the past.

With such dominance, promise and passion, Hamilton can now take a well-deserved break away from the racing track and digest what happened over the course of the 2014 season. With only a few months to rest, it is clear that the British driver will be excited to see what Mercedes can do for him in the New Year.

It will be an intense year in 2015 as the Brit will do everything possible in order to retain his title and be crowned a Triple World Champion, along with the likes of his hero Ayrton Senna.


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WALES RALLY GB REVIEWINSIDEReview and Photos by Bruno Keiser

CONTENTS


ThursdayVolkswagens dominant season continued in a muddy Clocaenog Forest where Rally Wales shakedown was held. Andreas Mikkelsen pushed his Polo R WRC fastest through the 3.32km test, 0.3 seconds quicker than his team-mates, world champion Sbastien Ogier and Jari-Matti Latvala, who were tied on second. The small town of Ruthin nearby brought back memories for the Norwegian: I lived for one year in the town when I was 17 to get my driving licence, so it feels special to come back. Nothing much has changed.After a stopover in Deesides service park, the teams headed for the ceremonial start in Colwyn Bay. Under the eyes of thousands of rally fans and rally legends like Ari Vatanen, Terry Harryman, Phil Mills, Nicky Grist and many more, the rally was officially kicked off. The friendly, familiar atmosphere there was representative for what was about to come during the next three days...

FridayFrenchman Ogier and Finn Latvala set the pace all day and claimed four stage wins each. After eight muddy forest speed tests, covering 145km in mid-Wales, the momentum was Ogiers with an advantage of 6.6 seconds.The newly-crowned world champion won three of the four morning tests to lead at the mid-leg service in Newton, but the flying Finn took the afternoon honours as the polished surface made conditions even more slippery. Ogier misjudged a hairpin on the afternoons opening stage, while Latvala was lucky not to roll after hitting a hole in the first test.

Mads stberg and Mikko Hirvonen (tackling his very last WRC rally), fought over third position for most of the day. The 27 year old Norwegian became increasingly frustrated with the handling of his Citron DS3 and dropped to fifth in the final stage. Kris Meeke benefitted from his team-mates struggle to climb to fourth, despite a 10 seconds penalty for a jump start in the opening stage. At the end of the day, the Northern Irishman was 7.7 seconds off Hirvonens pace but 0.7 seconds ahead of stberg.

Thierry Neuville placed his Hyundai i20 on sixth; the Belgian one of many drivers to lose time at a tight hairpin in the final stage. Elfyn Evans, Ott Tnak, Henning Solberg and Martin Prokop completed the leaderboard, all in Fiesta RS cars. Solberg lost precious time in the morning with a misfire while

It wasnt the most fun way to drive, but in the slippery conditions I had to do it. It wasthe best way toget the win

Prokop spun into a ditch in the final stage. The day ended even worse ended for Andreas Mikkelsen and Juho Hnninen. Mikkelsens Polo stranded with a broken suspension after hitting a bank while in second and Hnninen went out after going off.

Robert Kubica survived a brush with a bank, a spin and an overshoot to complete the day on 11th while power steering problems and front differential issues slowed Hayden Paddons i20 down to 12th.

SaturdayJari-Matti Latvala, who restarted the day just 6.6 seconds behind leading team-mate Sbastien Ogier, misjudged the slippery conditions at a junction, 6.8km into Clocaenog East, and slid slowly off the road to get stuck in a ditch.

It was a slippery corner and I was a little late on the braking and stalled the engine. I tried to turn into

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It wasnt the most fun way to drive, but in the slippery conditions I had to do it. It was the best way to get the win, he added.

Mikko Hirvonen claimed an emotional second place in his final rally before retirement, 37.6 seconds off the lead. The 34 year old managed to keep a storming Kris Meeke behind him after the pair fought tooth-and-nail until Meeke damaged two tyres. With just one spare on board, he lost more than 90 seconds in the final two tests and plunged to sixth. This allowed Mads stberg to take third, the Norwegian finished 26.0 seconds behind Hirvonen. I couldnt have planned a better way to end my career, said a happy Hirvonen. It was a fantastic fight all weekend, one of the most enjoyable of my career. It was an amazing weekend and Im looking forward to keeping all my memories from the last 13 years and taking them home with me.

stberg was under threat from Thierry Neuville but outplaced the Belgian to finish 11.3 seconds ahead, securing second in the manufacturers championship for Citron.

Welshman Elfyn Evans delighted his home fans by relegating Meeke in the power stage to claim fifth. Estonias Ott Tnak survived a final day puncture for seventh with a recovering Latvala, who secured three extra points for the power stage win, in eight. Martin Prokop and Haydon Paddon completed the last leaderboard of the season.

Before I say goodbye for this year, its time to thank all manufacturers, teams, drivers and co-drivers of all classes.

Its been exciting fun and Ive had a blast following the action on location.

See you in Monte Carlo on January 22 - 25?

Goodbye so far and high octane greetings from Wales.

Bruno

the bend but the car wouldnt restart and we went backwards into a ditch and got stuck, he explained.

Latvalas bad luck continued when the rear spoiler of his Polo broke after spectators had used it to lift the car back on the road. Without the downforce through the next stages until mid-day service, the car was extremely nervous to drive and nearly impossible to keep on the road, Latvala reported. The Finns misfortune dropped him down to 14th and gave world champion Ogier a 58.1 seconds advantage for Sundays final leg.

Latvalas mistake left Mikko Hirvonen, Kris Meeke and Mads stberg in a titanic fight for second. They swapped places in virtually every stage before Hirvonen claimed it in his Fiesta RS, 3.4 seconds clear of Kris Meekes Citron DS3. stberg received a 10 seconds penalty for checking in late at a time control and a delaminated tyre cost another 15 seconds as he slipped to fourth. Thierry Neuville took advantage of the Norwegians woes to close in fifth, despite hitting a chicane in the penultimate stage and knocking his light pod out of alignment. The gap between them was 3.3 seconds. Local hero Elfyn Evans was sixth ahead of his 2015 team mate Ott Tnak. Henning Solberg was eighth despite losing 40 seconds with a puncture. Latvala climbed up a few positions and finished the day on ninth with Martin Prokop completing the leaderboard.

Road opener Andreas Mikkelsen restarted Under-Rally2 end enjoyed the best of the conditions as the road deteriorated with every car. He won five stages despite a faulty intercom.

SundayFrench ace Sbastien Ogier mastered the muddy forest tracks to lead the three-day event from start to finish, measuring his pace through the last two days without any pressure to end the WRC season on a winning note after claiming his eighth victory of the year.

Its the best way to finish the season and it was my target, said Ogier. We started flat-out on Friday and made an incredible day there was a big difference to everyone else. My rally changed when Jari-Matti made a mistake and I had control and could ease my pace.

By Bruno Keiser


SARA WILLIAMS WALES RALLY FOLLOW UP

Britains number one female rally driver, 25-year old Sara Williams, competed with honours in the International 2014 Wales Rally GB, Great Britains premier rally.

Driving in her first FIA World Rally Championship event in the Brecon Car Rental / Brecon Motors sponsored Group N Subaru Impreza WRX STI, Sara and her long-term co-driver Patrick Walsh secured exclusive awards after a gruelling three days of top-level competition. They won the prestigious Croeso Trophy presented to the highest placed all-Welsh Crew and Sara was awarded the Richard Burns Trophy for the best placed junior driver. Sara was also the only British female driver competing at International level in the 2014 WRC season.

Competitors started from the Deeside Service Park at one-minute gaps with Sara leaving the line at 06.30 on Friday 14th November in 47th slot. Climbing two places in the classification by

the end of the first day, she dropped back to 49th position at the close of day two before clawing her way back up to finish in 43rd position at the rallys finish on Sunday afternoon in Llandudno .

Saras service crew performed admirably to ensure the Subaru was achieving peak performance throughout the event. Three punctures over the course of the rally delayed the car somewhat but no major mechanical maladies were experienced.

Sara has absolute trust in the navigating abilities of her co-driver, Aberystwyth based Patrick Walsh. Irrespective of the humps, thumps, bends, corners and yumps ahead, Patrick feeds Sara the information she requires clearly, concisely and precisely, interpreting the road ahead at the exact moment she needs the information. Approaching a ninety-degree bend on a narrow gravel track, in the middle of a forest at huge velocity, Sara needs to have unconditional confidence about

By Paul Evans


the direction the road ahead is about to take and whether or not there is a humped-back bridge with a narrow approach fifty yards down the road.

Having successfully driven in the National section of the Wales Rally GB on three previous occassions, Sara was offered the chance to compete at the higher International level just a few weeks before the start of the event. Differences between the National and International WRC Series of the Wales Rally are immense. The International version of the 3-day event equates to the time and mileage equivalent of six regular rallies, this on top of several recce and testing days prior to the event. Pushing hard for over 1,000 miles in 5 days, in out-and-out competitive mode, is a demanding test of skill, concentration and stamina.

Sara has had a blistering rally career since she entered her first competition, navigating for her father Jon, before her seventeenth birthday. Apart

from securing outright victories in the 2013 Red Kite and the Swansea Bay rallies, Sara has been awarded many trophies for outstanding performance. Her proudest moment being awarded the Louise Aitken-Walker Trophy in 2012, personally presented by Louise, the last British female to win a national rally outright in Great Britain, way back in 1983.

A resident of and working in Brecon, Saras day-to-day job is within the family business, a long established car dealership recently awarded the MG franchise. Advising customers about their car servicing and repair needs, assisting people with their choice of a new or used car and ensuring people have a good experience when renting a car or van, Sara is deeply involved with cars on a daily basis.

As with many successful sportsmen and women, the support Sara gets from her family and friends is a major plank in her success.


FROM BEHIND THE DESK TO BEHIND THE WHEEL

I always like to set myself challenges, and being the type of person who loves motor sport and writes about it all the time, what challenge would be better than having a go myself?

I have seen so many people drive around my local area fast in a straight line and thought, Yes, we can all do that, but Id love to see how youd handle a corner at speed, they probably wouldnt, theyd end up in a wall or similar. There is nothing big or clever about driving in a straight line, but to take on a track like Brands Hatch is a completely different game all together.

I spoke to Tony Gilham of Team Hard and decided that I would challenge myself to see just how difficult it really is. A date was arranged and I found myself facing a fully race prepared VW Cup car and Howard Fuller (a lap record holder at Brands Hatch) as my teacher. Could I, the bloke who sits behind a desk all day and talks about going fast around a track, actually do it? What would I make of it? How much more respect would I have for the drivers following my experience?

The first thing I have to mention is that during this whole process there was a track day on, just seeing the smiles on the faces of people as they get out of the cars having been just driven around the famous circuit makes me feel that every one of you should try a track day. Dont let your life pass you by without trying to drive a racing car around a track at top speed. I was lucky because of

my position; I was able to achieve this opportunity. You can too and for just a few hundred pounds, it doesnt matter who you are, you can have this chance. Before I go on, I thought Id drop that in.

So first of all I had to take part in a drivers briefing; what are the flags to look out for, information about safety posts and more. All essential, because as my wife reminded me that morning, Please come home alive.

My first trip around the circuit was with Darelle Wilson (winner of the Championship class B award in 2014) at the wheel. Whilst I should have perhaps been enjoying myself a bit more, I was trying to concentrate on his gear changes and breaking points, I intended to try and take this seriously. I noticed immediately that he was taking the corners in a similar fashion to what I expect to see from a Formula One driver rather than a touring car type driver. His trust in the car was amazing, I knew already that as soon as I went behind the wheel I would be expecting the car to turn over or spin if I tried too hard.

The next step was to go out with Howard Fuller, someone with a completely different style to Darelle, but you could see that he knew this track like the back of his hand. He had utter confidence in every corner and applied power so quickly it was incredible to see.

But what would happen when I finally got the chance to get behind the wheel. The bloke who

By Phil Woods


talked like he knew motor sport, the man who, like most of you, will have criticised racing drivers in the past; now I would get to see what it was really like.

Howard Fuller by my side in the passenger seat heading out of the pits; a thumbs up from the marshal and it was foot down and away we go. At first, I have to admit I was taking it easy as I didnt yet trust the car. I thought that too much power and Id never brake in time and put it in the wall. I also wondered about braking too early and causing trouble for a car behind. But half-way round the lap I began to realise that Howard was using his fingers to tell me what gear I should be in and then telling me when to get back on the power. I must have done 3 or 4 laps and thought to myself, this is ridiculously hard, I never stop thinking, as I am taking a corner, I am thinking about the next one. I quickly learned that by taking one corner wrong, I would mess up the next one or even two. The track was slightly damp too, so being on slick tyres didnt help my confidence.

Finally by the 5th lap I crossed the start/finish straight and thought lets go for this, I threw all the worries about the car out of the window and just took every corner as if it mattered in a qualifying session. Apart from the first hairpin (which you need to come down to second gear), I left the car in a minimum of 4th all the way round, trusting my instincts to tell me when to brake and then, as soon as I felt the car start to straighten up, I put my foot back down on the power. The car stuck to the ground like glue and I believe I pulled out a lap to be proud of, especially considering I wasnt a racing driver.

The best bit followed. Howard Fuller actually gave me a clap for the lap. To be honest I was expecting him to be shouting, get me out of here now.

The day and experience taught me that racing drivers need so much respect. If you think that you are a racing driver because you can drive 60 mph in a Corsa with a large exhaust up and down the high street late at night, you want to try this and see what real racing is all about.

Could I be a racing driver? I really dont think so. Did I learn a lot? I certainly did. Would I like to do it again? Absolutely yes, I have the bug now. It was amazing and as you will see by following the links below, there is a short video of me going round the track with interviews talking to both myself and Howard Fuller, giving opinions on the day. I havent seen them yet, so theyll be as much fun for me to watch as you guys. I just hope Howard wasnt too harsh about my driving skills.

Click here to watch our editor inaction at Brands Hatch

78 www.pitlanereporter.com

HARDTEAM- GARAGE

27

CONTENTS


By the early 1930s, history was more or less settled. The 1905 season had all but disappeared, the Mo-tor Age picks stood next to official championships as canon, Gaston Chevrolet had been restored as the 1920 champion and Means jiggering with history was forgotten.

This version of history persisted until Russ Catlin found the Means crib sheets in early 1951. Amazed by the lost championships he incorrectly restored Milton as the 1920 champion; going as far as to award the still living Milton with a championship medal. (Chevrolets brothers were still alive in the late 20s but had passed by this time; coincidence that no one was left to fight for Gaston?) Catlin also haphaz-ardly created champions from 1902 through 1908 to coincide with AAAs golden anniversary. He wanted 50 years of champions for 50

INDYCAR HISTORY PART 2

Indy Style racing through the 1920s was political, but more or less straight forward in its execution, but the late 20s bring a whole different kind of problem. Instead of making history, AAA was finally inter-ested in documenting its history correctly and accurately. You can decide how successful they eventually were.

In 1926 and 1927, AAA Assistant Secretary Arthur Means, for reasons unknown, created falsely represented season tables for 1909-1915 and 1917-1919 and reworked the 1920 season stripping the cham-pionship from Gaston Chevrolet and awarding it to Tommy Milton. By 1929 Chevrolet reappeared as the champion and the Motor Age picks from decades before were considered cannon. Means work was rejected and had slipped into oblivion for the time being.

By Eric Hall


years of operation; the creations of Catlin were folded into the ever changng cannon of what would become Indy Car racing.

All of the early nineteen-naught picks were totally bogus, and proof can be seen in his 1905 pick. Catlin chose Victor Hemery (the years Vanderbilt Cup winner) instead of Oldfield, the official 1905 champion. Showing that Catlin probably had no idea the proper 1905 season existed, not to mention period media is at complete odds with Catlins accounts. Why he did not reference contemporary media is unknown. Now it is thought that Mr. Catlin may not have been the crack historian he was once thought of as. Why did he choose some of Means work, but not all of it?

Sometime during the CART era, the 1902-1908 listings were finally dropped, but Catlin and Means 1909-1915 and 1917-1919 champions proved to be a bit more persistent. It seems to me that sometime during the ChampCar era, as they had control over the old CART records, officials rectified some of the issues that had plagued history for nearly 75 years. Gaston had been rightfully restored and at least an asterisk had been placed beside the false early seasons.

CART historian Bob Russo had always sided with Russ Catlin through many, continued attacks from up and coming revisionist historian John Glenn Printz. Starting in 1981, Printz actively lobbied CART to change its historical records to reflect what really happened. CART held firm, but in the 1985 CART me-dia guide, the original, unaltered championship list was present with Chevrolet as the 1920 champion. CART had printed the listing by mistake and in 1986; the Printz list was replaced by the historical faulty championship record. Printz and Russo proceeded to engage in a public feud carried out on the pages of Indycar Racing over the next few years.

Throughout the years, the AAA records had been stolen, thrown away or simply lost, leading to a few records finding their way to the Indianapolis Motor Speedway collection; with the bulk of what little sur-viving paperwork exists residing in the Racemaker Press storage room. By all accounts, a single box re-mains, its contents tainted by Russ Catlin.

Current Motor Speedway historian Donal Davidsons connections with the Automobile Competition Committee for the United States (ACCUS), the same organization that Bob Russo was part of, has proba-bly never looked too closely at these early seasons. Its easy for him to stay relegated to IMS history, and Im not sure I blame him.

What our media guide holds now are the 1952 Catlin picks from 1909-1915 and 1917-1919. There is no official entry for 1905, and Gaston Chevrolet is the 1920 champion. But, of course, there is an asterisk and a lengthy admission that something is indeed funky with early history along with the Motor Age picks from 1909-1915 and 1919. The 1902-1908 picks are long gone.

After years of instability, the championship had finally become recognized and repeatable. Historical mistakes were made, but the sport is well on its way to greatness and The Indianapolis Motor Speedway finally takes the helm of championship racing for the first time.

Board track racing was at its height in the early 1920s. Millions of trees were felled to accommodate the hundreds of miles of the highly banked wooden autodromes popped up all around the nation. These facilities led to a decline in interest from the general public. The high banking and speeds almost guaran-teed there would be no passing; the highest starting car that could stay in one piece would nearly al-ways claim victory.

National championship regulations had allowed more or less bespoke racing machines to contest the trail. This equipment was foreign to the general public, bearing almost no resemblance to the automo-biles they saw on the street. Interest was slipping and the first threats to the Championship started to expose themselves. Audiences were clamoring for the unpredictability of dirt track racing, and more recognizable machinery.

Fans got one wish very quickly. Safety hazards and the cubic dollars required for the upkeep of auto-dromes


saw the last board track race take place at Altoona Speedway in 1931. The facilities quickly fad-ed from existence. Outside of the bricks of Indianapolis, all championship races took place on the dirt.

During the same time, Indianapolis Motor Speedway president Eddie Rickenbacker pushed through a rule set that has more recently taken on the misnomer Junkyard Formula. What looked like a relaxing of the rules to allow cheaper and less technical shade-tree mechanics to enter equipment into the race was actually a move to entice automotive manufacturers to come back to the championship. They had been all but absent for over a decade, citing the bespoke equipment as of no interest to them.

The equipment that contested the championship in the 30s was more akin to sports cars or stock cars than the fire breathing thoroughbred monsters that had previously graced the circuits of America. Large displacement naturally aspirated engines and riding mechanics replaced the tiny supercharged single seat equipment from years past.

This was also the first time IMS flexed its muscles in the face of the sanctioning body. Series bosses had almost always deferred to The Speedway on technical matters, but this time IMS proactively pushed the agenda that it saw as correct. Although a massive fixture in National racing, IMS had finally positioned itself as the beginning and end of American open-wheel racing from a technical standpoint.

The late 20s also saw the total decline of racing in the US. Transitioning from the post-WWI boom of 20 championship races to the pre-WWII bust of only a handful each year was a difficult process. Unstable rules, uncooperative promoters and financially poor owners ushered in the most tenuous time ever seen in big time racing. The late 30s and early 40s were shells of its former championship glory. Seasons saw an average of three or four rounds a year during this period. US racing was dying, and the merciful can-cellation of big time racing in 1942 for WWII could not have come at a better time.

1946 saw the resuscitation of big time racing in the US. However, there were few facilities prepared to host championship racing. Even Indianapolis was questionable due to its neglect during the war. The decision was made to include sprint car events in the national championship trail to pad event and en-trant numbers during this complete rebuild season.

Six Championship car events, historically defined as a race over 100 miles in length that has paid the sanctioning body for the right to call their race a championship event, and 71 sprint car events were in-cluded in the calendar that year. Better than expected car counts led to a fair bit of confusion regarding what is and isnt championship history during the 1946 season. Whatever confusion is present in period sources, AAA

released a memo ahead of the 1947 season stating that championship scoring for the 1947 season will revert to only Champ Car races, plus the Pikes Peak Hill Climb.

Dirt racing had been the predominant style of racing after filling the void left by board track racing. Only Pikes Peak and Indianapolis being the two non-dirt oval events until the inclusion of paved Darlington Raceway in 1951. It took a few years to catch on, but by 1956, a third of the championship was held on pavement and the divergence of pavement and dirt cars started in earnest.

1955 marked a time of new beginnings and rapid change as AAA withdrew from race sanctioning, in-stead choosing to focus on public automobiling services and programs. The power vacuum allowed An-ton Tony Hulman, Jr. then owner of IMS, to step in and create the United States Auto Club (USAC) to handle championship sanctions. By doing this, Hulman had consolidated IMS, big time auto racing, and technical control of the championship into one unified behemoth.

Indianapolis did indeed take full power of Championship racing, but it wasnt with the single knockout punch of creating the 500 that sealed its place. Once board tracks fell to the wayside, IMS was the last strong promoter and track owner to compete with fairground horse racing tracks. This allowed Speed-way brass a more free hand in guiding the technical regulations on behalf of the manufacturers and owners. A move AAA clearly had no motivation to make, evident by the missing but promised super-charger equivalency formula following the riding mechanic era of the 30s.

What follows in Indy Car racing are drastic changes in machinery and execution. The modern era begins and ushers in the racing we know today. Still in its infancy, American open-wheel racing had yet to see true heights of the sport.


CONTENTSCONTENTSINDYCAR NEWS IN BRIEF

Carlin Racing Enters Indy Lights - Powerhouse European feeder series team Carlin Racing announced their plans to create a US arm based in Poughkeepsie, New York to operate a two car assault on Indy Lights, the final rung of the Mazda Road to Indy.

The expansion follows the general thought that Formula 1 has become too difficult to attain for all but the wealthiest hopefuls. The 2014 off-season has seen an increased interest from young European drivers regarding the future career possibilities in IndyCar and Indy Lights and Carlin Racing look to give these hopefuls a viable future in the US.

Carlin Racing praised the new Dallara IL-15 Indy Lights chassis and the all new 2.0-liter turbo-charged 4 cylinder engine; stating the package is a major selling points of the series. It is worth noting, Indy Lights engine builders Advanced Engine Researchs parent company, Dyson Rac-ing, is also based in Poughkeepsie.

Carlin brings the field to 12 entrants joining Andretti Autosport, Dragon Racing, Conquest Rac-ing and Schmidt Peterson Motorsports among other stalwart Lights teams. The first open test has been moved from mid-December to mid-January in a bid to give Dallara more time to deliv-er extra chassis to the teams.

Rules Changes - The largest change contained in a multi-part rules update was another change to the points system for the second straight year. In 2014, double points were awarded at the 3 triple-crown races consisting of the Indianapolis 500, Pocono IndyCar 500 and MAVTV 500. However, in 2015 only the Indianapolis 500 and the season ending round at Sonoma Raceway will feature as double-points paying events.

Standing starts will also be eliminated at all rounds for 2015. As Honda and Chevrolet have shifted focus to aerokit development, the continued software development needed to faultlessly execute repeatable standing starts was deemed unnecessary. Given the series history of flying

starts, and the relatively short and narrow starting straights of North American facilities, the de-cision has few competition ramifications.

The introduction of aerokits and continued off-season engine development should further in-crease speeds at Indianapolis and throughout the rest of the 2015 campaign. To more closely align with these speeds, rookie orientation for the Indianapolis 500 will see an increase of 5 miles an hour across the three phases. Phase one requires rookies to turn 10 laps at 205-215 MPH, phase two consists of 15 laps at 210-215 MPH, and the final phase requiring 15 laps at 215+ MPH.

Other changes include a slight update on how test days are determined and clarifications re-garding pit stall selection and qualifying draw after inconsistencies regarding partial season en-trants were witnessed in making pre-race declarations during the 2014 season.

Ryan Hunter-Reay Honored in Indianapolis - On a cold evening at the Indianapolis Motor Speedway Hall of Fame Museum, the 101st face to be added to the historic Borg-Warner Trophy was unveiled to a small crowd of national media and local fans.

It is a lifelong dream come true to see my face accompany those of racings greatest drivers on the Borg-Warner Trophy, Hunter-Reay said after seeing his likeness on the 79 year old sterling silver trophy valued at over 3.5 million dollars.

By Eric Hall


Hunter-Reay joins 99 other race winners and Anton Tony Hulman, Jr; the man credited with saving The Speedway after World War II. His 24-karat gold likeness was added in 1988. In 1924 and 1941, the winning cars were started by one driver but brought to the checkered flag with another after the starters elected to take relief partway through the races.

IndyCar and Dallara shoot for the Stars - IndyCar and Dallara have both worked with NASA to create technologies to assist in the ongoing exploration of space, while continuing to prove that motorsport technology has more applications than simply providing a route for car compa-nies to develop and advertise.

IndyCar provided NASA with vital crash survival information to assist the American space agen-cy in creating the next generation restraint system used in the recently tested Orion crew mod-ule. Data from in-ear accelerometers and the black box recorder which logs impact angle and G forces experienced by the chassis, regardless of other safety systems in place such as a SAF-ER Barrier or gearbox attenuator. The data has also helped the US Air Force create new hel-mets, seats and cockpit harnesses.

Dallara developed and manufactured the high-tech mechanical unit of the Sampling, Drilling and

Distribution device aboard the Rosetta spacecraft. The Italian composite company created the carbon fiber toolbox, composite material drill and rotating carousel capable of boring 23cm into target Comet 67P/Churyumov-Gersimenko to retrieve core samples for internal study. The lightweight, low power, lubrication-free drill performed extremely well in the vacuum of space while experiencing 600 degree Fahrenheit temperature swings before the tiny lander lost power.


CONTENTSNASCAR CHASE ELLIOT WINS NATIONWIDE SERIES CHAMPIONSHIP

32

Chase Elliott, son of legendary NASCAR driver Bill Elliott, joins his father as a NASCAR champion. Even more impressive is the fact that Elliott has done it at the age of 18.

The 2014 season was a good one for Chase. As a developmental driver for Hendrick Motorsports, Elliott signed with Dale Earnhardt Jr.s Nationwide Series team last season in what was a last minute deal. When sponsor NAPA Auto Parts left Michael Waltrip Racings Sprint Cup Series team after a race manipulation scandal in late 2013, JR Motorsports gained full support from the partner for 2014 and beyond.

The partnership energized the team, the sponsor and NASCAR fans all around the globe, but not many expected success to come so quickly.

After winning consecutive races early in the season at Texas and Darlington, Elliott became the lead candidate for the championship trophy. A third win later in the season continued his dominance, but even more impressive was the drivers consistency through the year, scoring 16 top-5s, 26 top-10s. Finishing all 33 races was instrumental to his success.

Elliott held such a strong lead in the standings that the team clinched the championship a week before the season finale. Such early success even had the driver in disbelief.

For us to even have thought that -- I really didnt know if we were going to be racing full time this year

or not, Elliott said. It was unknown, although in the years leading up to this weve been fortunate to have success at different levels including short track racing. I certainly would never have believed anybody if theyd have told me that we were going to win.

Elliott, who becomes the youngest champion in NASCAR history, worked alongside another young face in the garage, crew chief Greg Ives. Working his second season as a crew chief in the Nationwide Series, Ives will move to the Sprint Cup Series in 2015 to work with Dale Earnhardt Jr.

Ive been very fortunate to have worked with [Elliott], very fortunate to have worked with JR Motorsports and also Hendrick Motorsports, Ives said. They have given me this opportunity. Maybe not so much tonight, but we made the best of it over the year, and the promising thing is, no matter what, Chase and I always try to learn something from whatever happens. Were always grateful for the position were in, whether its 17th, 30th, or winning the race.

Team owner Dale Earnhardt Jr., a two-time Nationwide Series driver champion, is now a champion owner in the series. For Earnhardt, this championship for the team is a huge milestone.

We went through a lot of growing pains, Earnhardt said, won some races, worked with a lot of great people, and, you know, this championship just really has me reflecting back on all that and all the people that have come through that shop and the people that we have now, the relationships that weve built, partners weve had. Its been just ten years, yet it seems like its been 100. Its been a wonderful, wonderful trip.

Chase Elliott is expected to return to JR Motorsports full-time next season while running part-time in the Sprint Cup Series for Hendrick Motorsports. His 2016 plans are currently unknown.

LIKE FATHER,LIKE SON.

By Travis Barend

33

NASCAR KEVIN HARVICK WINS SPRINT CUP CHAMPIONSHIP

On a restart with just a few laps to go, the remaining three drivers held the top three positions. Harvick led with four fresh tires, Newman followed with two fresh tires, and Hamlin was in third with the oldest set. After Hamlin spun his tires on the restart, it was a battle between Harvick and Newman for the Cup.

Unfortunately for Newman, Harvick was untouchable and pulled away with the victory and the championship. Harvicks championship is his first and the second for Stewart Haas Racing. This was Harvicks first year with the team.

You know, I think as you go back in time and you just really think about everything thats led up to this point, this is what we race for, Harvick said. You show up to race for the Sprint Cup championship trophy, and to be able to come here in our first year with co-owner, Gene Haas, co-owner Tony Stewart and crew chief Rodney Childers and all the other guys on the team, you really have been able to experience something that you dont get to experience very often.

After a terrible year for Tony Stewart, it ends on a positive note as he earned his second championship as an owner.

You know, theres a lot of things I would love to change about the last 18 months of my life, but tonight is not one of them, Stewart said. Im going to enjoy this moment, and Im going to enjoy it with this group and this young man. Were going to go celebrate and enjoy this because they deserve it, and this is a great family and this is a great group of people to lean on.

With the success and excitement level of NASCARs new elimination format, changes to the Chase are unlikely for next season.

NASCARs new elimination format used in this seasons Chase for the Sprint Cup proved thrilling as 2014

reached its conclusion. When NASCARs top series arrived at Phoenix International Raceway for the second-to-last race,

eight drivers remained championship eligible, but only four would advance. With only 18 points separating the top eight teams, the penultimate race of the year would prove to be intense.

Scoring the win was Kevin Harvick, who absolutely needed it. If the driver had finished in second place, it would not have been good

enough. He would have been eliminated from

championship contention. Fortunately for the Stewart Haas Racing driver, he advanced into the Championship Four. Solid finishes also saw Joey Logano and Denny Hamlin advance.

The exciting moment of the race came on the final lap, when Ryan Newman was one position away from advancing to the final round of the Chase. With Kyle Larson ahead of him entering the final turn, Newman drove into the corner with all his might, door-slamming Larson up and out of the racing groove. Newmans aggressive move allowed him entry into the Championship Round.

The following drivers were eliminated - Jeff Gordon, Brad Keselowski, Carl Edwards and Matt Kesneth.

When the Sprint Cup Series returned to Homestead-Miami Speedway for Ford Championship weekend, the top four in the standings were reset to equal points. Simply put, the highest finisher would win the championship.

Throughout the final round, the four drivers raced extremely closely and, the end of the race, and the season, ultimately was determined by mistakes and pit strategy. A slow pit stop by Loganos team late in the race ruined their chances, while the other three drivers raced for the win.


By Travis Barend

34

MATT CRAFTON WINS NASCAR TRUCK SERIES CHAMPIONSHIP


Since the very beginning in 1995, the NASCAR Camping World Truck Series has never had a back-to-back champion. That was until NASCARs third-tier series raced at Homestead-Miami Speedway as part of Ford Championship Weekend in mid-November.

Matt Crafton, after winning the 2013 championship, continued his streak of domination and consistency to top the point standings throughout this year. When he arrived in Miami, he held a 25-point lead over second place driver Ryan Blaney. A solid finish would easily clinch the title.

While Blaney finished fifth, Crafton captured a ninth place finish, giving him the championship and a place in NASCARs record books.

Its definitely an awesome feeling to say youre back-to-back champion, said Crafton.

Crafton, known for his consistency, scored two victories, 13 top-5s and 17 top-10s. He only failed to finish twice during the season. Despite his consistency, the champion is known for racing hard, which is why the final weekend was so difficult.

Without a doubt, I wanted to go out there and do my job and try to win more races and lead more laps and thats what we did, Crafton said after the final race. Im not going to lie, tonights race wasnt much fun for me having to sit there and ride around because I know the truck was a lot better, but I couldnt risk putting myself in a bad position.

In 2013, Crafton crashed during the final race, but held a large enough point lead to capture the championship. This time around, there was more risk and pressure. In fact, the pressure of becoming a back-to-back champion was something Crafton had tried to avoid.

I definitely didnt want to talk about it at all the last few weeks.

The media, of course, did.

It was just -- honestly, the only time I ever thought about it was when the media talked to me about it. Nobody else talked to me about it, nobody in the crew, crew chief, nobody.

Fortunately Crafton can now talk about it easily. His 2014 season was a success, but 2015 is right around the corner. Could three in a row be coming? Crafton feels good about it.

Oh, without a doubt. I dont feel -- I feel very good about going into 2015 and maybe making it three in a row. That would be -- theres no doubt that we can. Ive said its all about these guys that build these trucks up in Sandusky, Ohio, and having owners that give us all the tools, Duke and Rhonda Thorson.

Despite looking forward, the driver is still making sure he appreciates and cherishes this season and what it means to the history of the truck series. Crafton is just happy to be on the same list as the drivers who have won multiple series championships.

I mean, its awesome, without a doubt, to say that -- to be on the list with those guys is unreal. Ive watched Ron Hornaday race with my dad in the 80s, and he was an unreal race car driver, and to see Jack Sprague and all those guys win the championships, like I said, damn good race car drivers, and to say Im on the list with them is pretty cool.

By Travis Barend


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Businesses should sponsor me because I am a unique package and can offer much more exposure than youraverage driver


GRID GIRL STRIPPED NAKED

Sorry guys, I know what you were expecting when you quickly turned to this page, but I must disappoint you on that aspect, no naked ladies Im afraid in Pit Lane Reporter. Instead today we have interviewed the beautiful grid girl Jo Polley, but unbeknown to a lot of people she is also an accomplished racing driver. This article strips back the bimbo image and shows that the majority of grid girls have such talents that we as motor sport fans either neglect to look for or we just didnt know. Here we go beyond the looks and see the talent of an amazing racing driver. This is Jo Polled

Phil Woods - Can you briefly tell the readers what your role as a grid girl is, and what that role is with Chris Stocktons team?

Jo Polley - Well it is basically being the public face of the team, being polite and friendly, smiling at everyone. This involves greeting all the hospitality guests, as there are a lot of them on race day at Touring Cars, so to get involved with the guests and sponsors. Obviously you are advertising sponsors and you are branded to the team sponsors on the outfits as you are representing them as well. So normally you are also at the drivers signing to greet the fans as they come up and meet the driver. And the part where you stand on track with your board is so the driver can find their position and so the fans that come on the grid walk can look for you.

PW - There has always been this impression that grid girls are bimbos, that they are just there to look good. You ladies do look good but we want to show with this interview that there is so much more going on and that the grid girls are not just a pretty face and they do different things. You are slightly more unique because you dont just stand looking pretty, you have a passion for motor racing and you started racing cars when you were 15. When

you started what got you into it and how big an influence was your Dad, because he was pretty good wasnt he?

JP - Well I grew up around it. The year I was born my Dad won the world championship so its all I have done is go racing. It literally is a way of life and it is the only thing I have ever wanted to do, just do what my Dad did. I have always loved it and went every weekend. My brother got a mini stock first and then I pestered the hell out of my Dad until he got me one, because I wanted to do it as well.

PW - You have just completed the 2014 Mini Challenge Season with PowerMax Racing Team who Chris is with as well. I believe it was a bit touch and go whether you would make it onto the grid due to sponsorship. Id like to know, with all that difficulty going o n during preparation, how it felt when you were able to line up at Donington Park, the first race.

INTERVIEW WITH JO POLLEY


JP - It was all a massive whirlwind because it was only the week before that we agreed the sponsorship deal, so up until the week before I was really down believing I wouldnt race this year, yet again. Yeah the deal was literally done the week before and it was really last minute. We managed to find a car and had to get the car wrapped and then did no testing and just went out on Donington the day before I raced and that was my first sit in the car. It was not ideal but I was just so excited to be sat out there.

PW - I want to make it clear that you have achieved over 30 podiums in your career which is a staggering success rate.

JP Well, to be honest, most of those are from Oval Racing but they are still podiums. Mini Stock is full contact so its a tough competition and it is not easy.

PW - You mentioned you do Circuits and Ovals. What is your preference and why?

JP - It is difficult one to answer this. I grew up with Oval Racing and that is where my roots are and I love it. I also love Circuit Racing

but there is nothing in it that appealed to me for which I had the budget and could race. There was lower budget Circuit

Formulas available which is why I went Circuit Racing in the first place. Obviously I love Hot-rods, which is

what my Dad did, but the budget, time and effort to go into it is high. Oval Racing is nearly every

weekend and I didnt have anyone who could dedicate the time to doing the car for

me and take me racing every weekend. So I can support

the circuit Mini on my own because it was sort of

manageable. I mean if I had a limitless

budget, I would have a national

Hot-rod and a Circuit racing

car and do both.

Businesses should sponsor me because I am a unique package and can offer much more exposure than youraverage driver

By Phil Woods

38

PW - It is an interesting answer because many people focus on one kind of racing. In years gone by you look at people like Stirling Moss. One weekend they are in F1 racing around Spa and the next time you see them they are running across the track to start the 24 hour Le Mans. Things have changed and people focus more on one thing. Are you saying that, if money was not an object, you would actually do two things?

JP - Absolutely. Definitely.

PW - In 2008 you were in the Mighty Minis race at Mallory Park. You achieved Pole and can you remember what your emotions were?

JP - Yeah it was probably the highlight of my racing career; it was amazing. Mallory was my favourite circuit, so always in my head I was in a good place because I knew I could drive well there. We tested the week before so we knew we had the car set up right, so everything was right in my head. I was confident and it all came together and we pulled Pole out of the bag.

PW - What has been your favourite race to date in your career?

JP - It would be the 2009 Mighty Minis at Mallory. I ended up 3rd, but the top 6 positions changed places nearly every lap. I think I was down to 6th or 7th, then I was leading for a bit and then 2nd and 3rd. It was a really good race.

PW - At Pit Lane Reporter we do support Female Racing drivers and we try to do it in a big way as much as we can. Because we look into it a lot, we can see there are so many talented female drivers out there that just dont get the recognition they deserve. Do you have any personal opinions as to why, despite the talent that is there, they dont get the recognition?

JP - I dont really know. I dont think in general that Motor Sport drivers are very well known, the exception being the likes of Jenson Button and Lewis Hamilton. I dont think its a female thing, I think it is just a general thing. I think it is mainly to do with money as there are only a handful of drivers that have backing to do something like Touring Cars. It is generally men who own their own businesses that can afford to fund it. I would love to do Touring Cars, that is my aim. There is a lady called Abby Eaton who has just won the Mazda MX5 cup. She is brilliant, has done so well and she gets pissed off



that she does not get much coverage; but she won the national championship and Louise Inch won the Mighty Minis as well. I mean that is females winning championships outright and they got so little coverage. I have been very lucky, which is probably because of my Dads name that I tend to get a lot of coverage, and because I have lots of media friends I can put myself in the position to get a lot of coverage, because thats the only way I can race. I want to race and to do that to get the sponsors I have to have coverage, so it is a vicious circle. My compatriots are probably sick of seeing me but, if I dont get the coverage, then I cant get the sponsorship and cant race.

PW - If you could pick any racing car, from any era and from any discipline to drive in, what would it be and why?

JP - I am torn between a NASCAR and a British Touring Car. Probably front wheel drive so like Andrew Jordans Honda. I know it is not the most exciting car to pick but I dont like anything too big and it is perfect for me. The old classic touring cars look amazing but I dont think I would like to drive one as I would prefer the modern small ones, like an Airwaves one or Andrew Jordans Honda would be my perfect drive.

PW - So, Jo what is on the cards for 2015? What are you hoping to do?

JP - What I am hoping to do is to move on from Mighty Minis up a class to JTW works class which are faster, but it is purely budget depended. I cant afford to race anything. I just have a normal salary and have zero spare money every month. If it is down to just me, I cant afford the cheapest entry level. I cant afford to race full stop. So anything I do is purely dependent on the amount of sponsorship I can raise.

PW - I know from my Analytics that about 80,000 people read our magazine including thousands of business people. So what I am going to say to you, is that all over Christmas, we can tell those business people why by sponsoring you they are backing a winner.

JP - Businesses should sponsor me because I am a unique package and can offer much more exposure than your average driver. I work hard for my sponsors to maximise this because without them I simply cant race. I have so much more to prove, you will love coming on board with me and becoming an integral part of my motorsport adventure whilst growing your brand name in to a new arena.

Thank you Jo Polley. I hope that after reading this article, some fans views on grid girls have changed. There is so much more behind the pretty face.


BRITISH TOURING CAR CHAMPIONSHIP:2014 END-OF-SEASON AWARDSBy Adam Johnson

Its a compliment to just how awesome the 2014 BTCC season was that Im starting to get annoyed when people yearn misty-eyed for those glory days of super touring. When weve just seen a brilliant season of consistently entertaining racing and record grid numbers, I think now is time to put those season review tapes away. BTCCs class of 2014 was a great mix of big guns, returning legends, youthful exuberance and storylines a plenty. It saw dynasties fall and controversy erupt, tempers frayed and bodywork bent. But crucially, the explosive energy of the series is burning brighter than ever.

A full season review would take up entire books, and to be honest if you werent paying attention then you have only yourself to blame. So lets run through some of the highlights and lowlights of one of the finest seasons in recent memory.

ROOKIE OF THE YEAR: TOM INGRAM

Easy one to start with. Its actually quite a surprise to see him only 15th in the table - a sign of the white-hot competitive nature of the season, but an indicator of just how often he was upfront and contending at the sharp end. And lets not forget, the Toyota Avensis was one of the very first NGTC cars, so is now an old stager in the field. Not that Tom Ingram showed any signs of that.

BEST RACE: ROUND 29 - BRANDS HATCH GP

If you want an eloquent counter-argument to Brian Frances assertion that races are boring if the title has already been decided, here you have it. A magnificent see-sawing contest, with Jason Plato playing pantomime villain to perfection by punting off new champion Colin Turkington, before trading blows with Rob Collard, teammate Sam Tordoff and the heroic Adam Morgan, who looked on for glory before a split-second mistake gifted Plato victory. That was until Plato was penalised for the Turkington contact and Morgan took a well-deserved debut victory after all. Breathless stuff.

WORST RACE: ROUND 11 - OULTON PARK GP

Id just about managed to delete this atrocity of a race weekend off my mind. I guess for the ying, there must come the yang - and for all my hype and praise of the great racing, this weekend was the one blot on the copybook. The decision to return to the longer Island circuit backfired massively; a parade of mobility scooters returning home from Tesco wouldve been more of a spectacle. Fortunately, the series will return to the old shorter configuration next year, and we can forget this weekend even existed.


BEST COMEBACK: ALAIN MENU

Speaking of nostalgia, it was fabulous to welcome back two legends of previous eras of BTCC racing; Alain Menu, king of the 1990s, and Fabrizio Giovanardi, (arguably) king of the 2000s. So who took the title in this veteran prizefighter clash? Menu, on points. Giovanardi was visibly frustrated and never quite got to grips with his Motorbase Focus, and most of his spectacular highlights came from wrecks or incidents. Menu however got caught up in the maelstrom of BTCC madness in the early season, and results didnt match his pace until later in the season - podiums at Rockingham and Silverstone his best results. Both are rumoured not to be returning next year, which would be a great shame as they brought colour and enormous star power to proceedings. Anyone fancy persuading Anthony Reid out of retirement?

THATS NOT GONE WELL AWARD: SIMON BELCHERWho else can be nominated for this one? An unusually high number of drivers came to grief at the hugely fast Church corner at Thruxton, and discovered a few tyre bundles and some trees were not the best way to slow down out-of-control cars. But after earlier incidents, Belcher joined the party late - and promptly discovered the battered tyre barrier had become a rallycross-style ramp, turning his Toyota into a low-flying bomber. Fortunately he was alright, his car was back on track for the next round, and he is now rumoured to be working on the new James Bond film as a stunt driver. Maybe.

MOMENT OF THE SEASON: RACE 3 - SILVERSTONE, LAPS 18/19This award is otherwise known as what clip from 2014 would you show to a non-BTCC fan to convince them of the series awesomeness? Simple, Turkington has a title in his grasp with Plato bearing down on him in the reverse-grid race. He slices up the inside of Giovanardi on lap 18 at Brooklands. They bang doors on the start-finish straight, where Menu makes it 3-wide. Menu runs wide through Copse. Turkington returns serve - 3-wide again. Plato punts Turkington into Giovanardi at Maggots, and suddenly Andrew Jordan joins the fun and, guess what? 3-wide again down the back straight, before Turkington pulls a title-winning move to hang tough on the inside and clear both Plato and Jordan whilst under huge pressure from Menu.

If you looked up hard racing in the dictionary, this clip would play alongside the definition. Astonishingly good.


All BTCC photos copyright BTCC

DRIVER OF THE YEAR:COLIN TURKINGTON...and I now win the award for biggest statement of the obvious. All I will say is that it will be an utter travesty if sponsor issues once again prevent him from defending a BTCC title.

CONCLUSIONI could go on, but you dont need any further reminders of just how staggeringly good BTCC 2014 was. Im not sure whats more exciting; that we saw such a great 2014 season, or that 2015 is seeing some heavyweights

pit lane reporter - issue 10

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