Spotting Owen Paterson trying to fold himself up to get into the co-drivers’ seat of the Skodaru prompted the question, how does he fit? Apparently the better part of last week was spent trying to get the seat pushed back as far as it will go roll-cage permitting. The only other idea to come out of this is to adopt the Ford GT40 Le Mans response. When the Ford GT machine was designed, the floor and roof line were determined by the average sized racing driver of that time but it would appear that the designers forgot that racing drivers sometimes need to wear crash helmets, so for the taller than average drivers a bubble had to be inserted into the roof. Perhaps they’ll need to do the same to the Skodaru if they can’t get Owen to sit cross-legged in his favourite yoga pose.
The McKnight knightmare ahead of the Scottish commenced after Argyll when the engine detonated inside the Escort. Apparently it blew holes in both sides of the block before blowing all the bits out of the underside through the sump. Not much chance of a rebuild there then, so the car was dispatched across the water for a replacement motor and a Millington installed, but despite the instructions regarding the essential gearbox modifications required for such a change, these were somehow neglected or ignored and the car was returned supposedly ready to rally. It wasn’t. Hence much midnight and daylight oil being burned to take the engine out again, modify the gearbox and clutch, re-install it and get some miles on it before Friday Scrooting.
On a more controversial note, there was some criticism expressed of the need for a wider rallying re-think, in particular the idea of getting those who have retired early in an event back into the fray to tackle later stages. In the case of mechanical repairs this should be relatively straight forward and minor body work repairs treated similarly leniently. Of course more serious impact damage or breakages would have to be assessed more carefully and this is where the Scroots come in. They should make the decision. One can understand the nervousness of insurance companies who take fright when the words ‘damage’ or ‘breakage’ enter the conversation but really that’s why the motor industry and motorsports competitions have spare parts, mechanics, technicians and engineers. In the case of quick and simple repairs why not allow competitors to slot back in to the running order and run through the later stages? OK, having to miss a couple of stages won’t threaten the final results but it will allow those who would like a little more seat time to get a few more miles under their belts. After all, they have probably shelled out 7, 8, 9 hundred pounds or more to participate in a rally and with no chance of a partial refund, that’s a helluva dent in the wallet to bear if the gearbox or axle fails in the first stage. It’s all very well to say that such competitors may have exceeded their lateness allowance but by missing out one or two stags and re-slotting back in to the running order, why couldn’t that be allowed? If it is simply a matter of time limits then why not have a ‘trophy rally’ format as used by other events as a means of giving the competitors at least a little more value for money. Surely, in a bid to offer better value for money MSUK needs to have a serious discussion with rally organisers about such an idea? As things stand it would be all too easy to discourage newcomers and the regular club crews.
And finally ….
As for the cause of Martyn Erskine’s rally retirement, may I suggest that it was solely down to his choice of footwear. Any adult with that idea of sartorial elegance shouldn’t be allowed out unaccompanied, and certainly not in possession of a valid driving licence, let alone a competition licence! Really! His carers should know better.
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