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ICI POUR LE REGLEMENT DES CAMSO V8
CAMSO
V8 RULEBOOK 2017
2017 CAMSO V8 SERIES
Incorporating CAMSO, ELMS, SCSA and ASCARs
1. SPORTING REGULATIONS GENERAL
1.1. Jurisdiction:
The Series organizers reserve the right to alter these rules at ANY
time if in their
opinion an unfair or uneconomical
advantage is being gained or the actions of
any driver or team are detrimental to the overall well-being of the
formula.
1.2. Officials: Roland J. Vandermeersch; Xavier Vandermeersch
1.2.1. Coordinator:Roland J. Vandermeersch
1.2.2. Drivers Reps:Keith Whalley (GB); Wim Moonen (Nl)
1.2.3. Scrutineer/s: Mark “Bulletman” Vantongerloo, Nicolas Carlier
1.2.4. Race Steward:Roland J. Vandermeersch
1.2.5. Start Marshal / 2nd Steward:Kristof Vandekerckhove
1.3. Registration:
1.3.1. Entrants must be in possession of a valid 2017 Race License in
order to race in
the series. Charges are as follows:
Day Licence: 25€
Season Licence: 25€
Booking In: Entry price (20, 25 or 30€) + 20€. The Easter weekend is
considered as 2 different race days.
1.4. Scoring:
1.4.1. Competitors points will be awarded as follows:
Position Heat 1 Heat 2 Final
1st 15 15 15
2nd 14 14 14
3rd 13 13 13
4th 12 12 12
5th 11 11 11
6th 10 10 10
7th 9 9 9
8th 8 8 8
9th 7 7 7
10th 6 6 6
11th 5 5 5
12th 4 4 4
13th 3 3 3
14th 2 2 2
15th 1 1 1
To discourage running with a slow or crippled car points will still
be awarded as
though the driver had finished the race
Additional points: The additional 5 points for the leader halfway (as
it was during the 10 years) are cancelled.
- Each driver which is leading minimum one lap, receives one extra point;
- The driver which is leading the most laps in a race, receives 2 extra
points; in case of 2 drivers which are leading the most laps, then both
receive 2 extra points.
1.5. Awards:
1.5.1. All awards are to be provided by the circuits
2. SPORTING REGULATIONS RACE
MEETINGS & RACE PROCEDURES
2.1. Entries:
2.1.1. Competitors are responsible for booking in to race prior to the
entry closing date
which shall be TUESDAY MORNING BEFORE THE MEETING. Booking in per email
to info@camso.com
2.1.2. Any withdrawal of Entry of Driver / Car changes made after acceptance
of any
entry must be notified to the CAMSO Race Coordinator.
See regulation 3.1.1
2.2. Briefings:
2.2.1. Organizers will notify Competitors of the times and locations
for all briefings
should they be required. All competitors must attend all briefings.
2.2.2. Any driver failing to attend the briefing, unless specifically
excused by the
Coordinator
and / or Race Steward may be liable to exclusion from the meeting.
2.3. Races:
2.3.1. The standard minimum scheduled distance whenever practicable
shall be 2 x 25
lap Heats and 1 x 35 lap Final. Any race distance can be reduced at
the
discretion of the Race Steward/s. Special meetings such as ‘The BIG
One’ (77
lap final), CAMSO Cup (60 laps) and the ‘ Budweiser 200’ (50 lap final)
will be
run to a different format of which will be made available from the organizer
prior
to the event.
2.3.2. All competitors must be ready to take to the track 15 minutes
prior to the start
of the race. Competitors arriving after this time may be asked to start
from the
back of the grid.
2.3.3. All competitors must be in the correct starting order prior to
joining the circuit.
2.3.4. Excessive weaving to warmup
tyres using
more than 50% of the track width,
and falling back in order to accelerate and practice starts are prohibited.
2.4. Pits & Pitlane Safety:
2.4.1. The outer lane or lanes are to be kept unobstructed to allow
safe passage of cars
at all times. The onus shall be on all Drivers to take all due care
and drive at
minimum speeds in and around the pits and pit lanes.
2.5. Race Finishes:
2.5.1. Do not slow down until the Red flag. After taking the Red Flag,
drivers are
required to:
Progressively and safely slow down, remain behind any competitors ahead
of
them, return to the Pit Lane Entrance / Paddock Entrance as instructed,
comply
with any directions given by marshals or officials and to keep the helmets
on and
harnesses done up while on the circuit. The top three finishers of each
race will
be required for tech inspection with only those drivers in attendance.
3. CHAMPIONSHIP / SERIES PENALTIES:
3.1. Cheating:
3.1.1. As an individual involved in car racing, it is your duty to protect
the sport. If you
know of, or suspect, cheating or any infringement of the rules likely
to bring the
sport into disrepute, report it to the CAMSO Coordinator
immediately.
3.2. Intoxicants:
3.2.1. Any driver or official who during the course of a meeting, takes
or suffers from
the effects of taking any drug or alcoholic liquor, shall be guilty
of conduct
prejudicial to the interests of the sport. Camso shall take whatever
disciplinary
action it deems necessary.
3.3. Deprivation of Rights & Privileges:
3.3.1. Camso has the power to deny an individual or team their rights
and privileges.
3.4. Protests and Appeals:
3.4.1. All protests and appeals should follow the procedure as outlined
below. Protests
and appeals which do not follow the correct procedure will be disallowed.
3.4.2. The right to appeal to Camso against any decision, act or omission
that may
have been made or committed in connection with car racing, lies only
with a
licensed driver under these rules and regulations, not his team, family,
mechanics, or sponsors. There is no right of appeal against a decision
made by
the Race Steward, Scrutineer, Coordinator,
lap scorer or any other race official
which has been based on a matter of fact.
3.4.3. Representation to the Steward questioning a declared result must
be made by
the licensed driver only on the day of the race concerned in order that
lap
sheets, witnesses and / or video evidence may be returned to in order
to verify
the result. The Stewards decision is final but appeal procedures may
be
employed in cases of doubt.
3.4.4. Protests by a licensed driver regarding the eligibility of a
car must be
accompanied by a €200 protest fee and may be made only by a licensed
driver
competing at that race meeting. If the protest is upheld the €200 protest
fee will
be returned. If the protest fails, the €200 protest fee will be rewarded
to the
driver against whose car the protest was made.
3.4.5. The method of lodging a protest at the meeting is as follows:
3.4.5.1. A verbal protest may only be dealt with by the race steward
and / or the
coordinator
and must be delivered on the day of the meeting. The protest
will be arbitrated upon the first available moment in the proceedings.
3.4.5.2. Camso is the final arbiter in matters of protest and appeals,
and all parties
shall be bound by the decision.
3.4.5.3. Camso shall have the right to publish, or cause to be published,
it’s findings
and / or decision relating to a protest or appeal, stating the names
of all
parties concerned which parties shall have no right of recourse against
the
publication of such information.
3.5. Infringements of Regulations:
3.5.1. Any competitor found guilty of contravening these Regulations
(Sporting or
Technical) may be reported to the Coordinator
or Race Stewards for possible
imposition of a fine, loss of points (see below) or a penalty which
may include a
race day ban and exclusion from the meeting or total suspension of the
Camso
license and exclusion from the Championship.
3.5.2. Competitors are responsible for the action/s of their team, family
and friends
therefore regulation 3.5.1 (above) also applies to any one associated
to the
competitor.
4. TECHNICAL REGULATIONS:
4.1. Introduction:
4.1.1. These rules have been formulated to provide as level and economic
racing as
possible. It should be clearly understood that if the following texts
do not clearly
state you can do it; you should adopt the principle that you cannot.
If in doubt
on any of the above seek the advice of the Series Coordinator.
4.2. Description:
4.2.1. All chassis must be approved by Camso.
Current approved chassis include Howe, Lefthander and Tanner.
To seek approval for another chassis manufacturer, please contact Camso.
4.3. Safety Requirements (Competition Car):
4.3.1. Seats:
The driver seat must be professionally manufactured from aluminum and
include left and right hand side head rests.
4.3.2. Seat Belts:
The minimum size harnesses permitted for use are those of a five anchorage
point type, using a minimum shoulder strap size of 3 inches (2 inch
shoulder
strap size is allowed when combined with a HANS device) with a turnbuckle
or
cam lock release.
The only anchorage points to be used are those fitted in the chassis
by the
licensed chassis constructor. These anchorage points are to be used
to retain the
seat belts only.
4.3.3. Window Nets:
A Driver’s window must have a webtype
safety net with latch link release
mechanism. Spring loaded releases are not approved. Net must be secured
in
place and centered in the door area, fastened to the upper roll cage
horizontal
member when the car is on the track.
It is not permitted to enclose the passenger side window.
4.3.4. Fire Extinguisher
Fire extinguishers must be either a plumbed system or a 1kg hand held
extinguisher. The fixings are to be strong enough to resist the rigors
of racing.
When using a plumbed in system, the pull cable / button inside the car
must be
within easy reach and be operational by the driver.
When using the 1kg hand held extinguisher, this must be within easy
reach and
be operational by the driver.
All fire extinguishers must be armed at all times when waiting in the
holding area, on the circuit and in the pit lane.
4.3.5. Fire Walls / Bulkheads:
It is required that the bulkhead between the driver compartment and
the engine
bay is sufficient to prevent the passage of flame or liquid. All gaps
should be
filled with GRP or fire resistant putty.
It is required that the bulkhead between the fuel cell, oil tank, auxiliaries
and
the driver compartment is sufficient to prevent the passage of flame
or liquid. All
gaps should be filled with GRP or fire resistant putty.
4.3.6. Circuit Breaker / Electrical CutOff
Switch:
An electrical isolation switch is required on all competing cars. This
must be
fitted between the Negative Earth terminal and the chassis and be capable
of
stopping the engine at any time.
On a Late Model car the minimum requirement is to have the externally
operated switch located on the driver’s side of the rear deck panel.
On an ASCAR the minimum requirement is to have an externally operated
T pull
cable that operates the switch which must be positioned in the area
known as
the quarter glass aperture in the leading edge of the driver’s side
(left hand)
door.
4.4. Safety Requirements (Driver):
4.4.1. Fire Proof Clothing:
Fireproof underwear, balaclava, gloves and boots are compulsory.
4.4.2. Helmet and Neck Support System:
Helmets must meet or exceed one of the following standards:
a) FIA88602004
b) Snell SA2005, Snell SA2010
c) SFI Foundation 31.1A, SFI Foundation 31.2A
The European standard helmet may be used in Fiberglass, Carbon or
Tri Composite
form only. NO POLYCARBONATE helmets are allowed.
4.4.3. Visors / Googles:
Shatterproof visors / goggles must be worn at all times whilst on track.
4.4.4. A mandatory neck support system must be worn by all drivers at
all times whilst
on track, the system must be one of the following:
a) HANS device
b) Hutchens device
c) D Cell
device
4.4.5. Race Radios:
A Camso approved raceceiver tuned to the Race Steward and Start Marshall
is
compulsory.
Radios will be checked prior to the start of each race. In the event
of a radio not
working the driver will have to start ¾ of a lap down.
No other radios are permitted.
4.5. Chassis
4.5.1. Ground Clearance
Minimum clearance from the lowest point of the main chassis structure
to the
ground must not be less than 3.5” (90mm)
4.5.1.1. A minimum of 2” (50mm) clearance is required, measured in a
vertical plane
between the bottom of the skirt and the ground.
4.5.1.2. Clearance is to be measured with full tank of fuel and driver
onboard.
4.5.2. Dimensions
4.5.2.1. Wheelbase (offset
or straight up) must not exceed 105” (2667mm) side to
side maximum tolerance = 13mm. See Drawing #004
4.5.2.2. Track Width
Late Models must not exceed 77” (1955mm)
SCSA / ASCARS must not exceed 74” (1880mm)
The track width measurement is taken from the lower outer edge of the
tire
just in front of the center line of the axle where the tire makes contact
with
the ground and just behind the center line of the axle where the tire
also
makes contact with the ground. These measurements are then added
together and divided by two (2) to obtain the final reading.
4.5.3. All dimensions are measured with driver and can be taken at any
time during the
race meeting.
4.6. Bodywork
4.6.1. With the exception of the following, no modifications allowed
to external or
internal body panels, chassis or unitary construction: it is prohibited
to cut holes
in any panels unless specifically permitted by Camso.
4.6.2. The only body panels allowed in the championship are those built
by Five Star or
Craig Philips Enterprises. No Carbon Fiber bodies or body panels are
allowed.
4.6.3. The bonnet must have a minimum of four (4) positive locating
pins on the
leading edge. Additional locating pins are permitted on the bonnet assembly.
4.6.4. The rear deck panel of body work must be hinged or removable
and secured
with quick release pins or fasteners.
4.6.5. A full, standard shape, molded front windshield representing
the original
manufacturer’s model must be used. Windshield must be secured to prevent
windshield from popping out under internal pressure. A minimum of two
(2)
windshield braces must be in place.
4.6.6. A full, stock dimension shaped rear screen is mandatory and must
be held
securely in place. It must also be securely braced internally to prevent
bowing or
distortion under racing conditions.
4.6.7. Side window apertures (driver and passenger) must remain as produced.
All
quarter panel windows must be fitted in stock window openings. No right
hand
side passenger window is allowed and must remain an open aperture at
all
times.
4.6.8. The front bumpers / grills must have mesh screen covering the
air intake areas.
4.6.9. The front skirt, if fitted, must be in a vertical plane.
A minimum of 50mm clearance is required, measured in a vertical plane
between bottom of skirt and the ground. Clearance to be measured with
full tank
of fuel and driver.
4.6.10. Vehicles must be fitted with one interior rear view mirror of
either standard
passenger car type, multi panel type or wide vision type. Vehicles should
also be
fitted with one driver’s side externally mounted rear view mirror. All
mirrors will
need to be approved prior to use.
4.6.12. Roof mounted air vanes are permitted; if fitted they must be
symmetrical to the
car’s centre line, maximum width 1066.8mm (42 inches). Two template
gaps
4mm wide, 304.8mm (12 inches) and 609.6 (24 inches) measured back from
the leading edge of the roof. Vane height on roof will be 25.4mm (1
inch)
maximum. Rear window strake must be fitted on the left side only 44.45mm
high (1.75 inches) maximum height. See drawing #009
A tolerance of +2mm 0mm
will be applied to the height measurements in this
article.
4.6.13. The underside of the car must not be belly panned of flush paneled.
Panels may
not be added from the front bumper to the chassis or from the rear of
the
chassis to the rear bumper. No fixed or movable air directing devices
are
permitted underneath the car.
4.6.14. No panel may be bonded together to form a one piece front or
rear end, nor is it
acceptable to have panels repaired with race tape with the exception
of a
temporary repair carried out during a race meeting. It is not permitted
to tape
over any panel joints.
4.6.15. The rear spoiler must have a 3mm gap in the center. Spoiler
supports are only
allowed to be fitted on the rear face. It is permitted to radius the
rear spoilers by
12.5mm. See drawing #008.
4.6.16. Dimensions
Late Model SCSA / ASCAR
Roof Height (min) Drawing #003 47” (1195mm) 51” (1295mm)
Body Width (max) Drawing #004 79.5” (2020mm) 76.5’ (1943mm)
Nose clearance from ground (min) 4” (100mm) 4” (100mm)
Front Skirt clearance from ground
(min)
2” (50mm) 2” (50mm)
Rear Spoiler Height (max) 7” (178mm) 7” (178mm)
Rear Spoiler Height (min) 5” (127mm) 5” (127mm)
Rear Spoiler Width (max) 59” (1498mm) 59” (1498mm)
Rear Spoiler Radius (max) 0.5” (12.5mm) 0.5” (12.5mm)
4.7. Engines
4.7.1. Engines are a controlled item; they are formally designated in
the following
way
Late Model Engines
GM Crate Engine 400/400 with NO Alterations Part # 88958604
Existing Engines as listed below are permitted until further notice.
Goodwrench Fast Burn 385 ZZ4 Partial Engine 12561723
Crankshaft 12556307
ConRods
10108688
Pistons 10159436
Rocker Arm Kit 12370839
Cylinder Head 12464298
Inlet Valve 2.00” 12555331
Exhaust Valve 1.55” 12551313
Valve Springs 12551483
Camshaft (Hot Cam) 0.519” 24502586
Inlet Manifold 12366573
Head Gaskets 12557236
SCSA / ASCAR Engines
SCSA Cars and ASCARS must be fitted with GM LS1 engines
4.7.2. The compression ratio on any engine must not exceed 200lbs. Compression
measurements will be taken from any two (2) cylinders per bank (four
(4) in
total) and then averaged out to obtain the final reading.
4.7.3. No overboring is allowed without written approval by Camso.
4.7.4. The engine block must be externally identifiable and of the original
material
composition. It must remain on the original side of the front and rear
bulkheads and orientated as fitted as standard.
4.7.5. The engine must remain in its original position plus or minus
3mm in the
vertical or horizontal plane. Engine must be located in normal, upright
position
with both banks of cylinder bores at an equal angle to the vertical.
A tolerance
of +/1
degree is permitted. The measurement is taken when the lower
chassis rails are of an average equal distance from either a designated
floor
area or measuring system.
4.8. Ignition / Electrical Systems
4.8.1. Ignition systems for Late Model cars must comprise of the following
components
Distributor MSD MSD85551
MSD Ignition Pack 6T (0186400)
/ 6AL (0186425)
/ 6A (0186200)
Standard GM HEI Distributor
It is recommended that Late Model type cars use the Bronze Distributor
Gear
MSD8471.
No other ignition system is permitted without WRITTEN permission.
4.9. Suspension
4.9.1. Shock Absorbers
Only the following shock absorbers may be used.
Late Model Cars
Afco 7” Shock Absorber in Standard Form 1075
Afco 7” Shock Absorber in Standard Form 1074
QA1 7” Shock Absorber in Standard Form 5075
QA1 7” Shock Absorber in Standard Form 5074
The shock absorbers as listed above may be fitted on any corner on the
car.
Only one shock absorber may be fitted per corner.
SCSA / ASCARS
Penske type 7500 series with the following part numbers:
Left Front PS7546SAL
Right Front PS7546SAR
Left Rear PS7548SAL
Right Rear PS7548SAR
OTHER SHOCK ABSORBERS CAN BE ALLOWED BY CAMSO.
The shock absorbers as listed above may only be fitted in their designated
position. Only one shock absorber may be fitted per corner.
4.9.2. Springs / Anti Roll Bars
4.9.3. Springs must be a single piece unit of up to 2 5/8” in diameter,
rates and
lengths are free.
4.9.4. The spring must be a replacement to the original unit and fit
in the same
manner without any modification whatsoever.
4.9.5. For SCSA and ASCARS only it is permitted to use a flat type spring
assister up
to a spring rate weight valve of 5kg to maintain spring caps in position.
4.9.6. Progressive springs are not permitted.
4.9.7. Springs / Shock Absorbers are NOT permitted to be fitted to the
trailing arms.
4.9.8. All corners are to be fitted with coil overs. No leaf springs
are allowed.
4.9.9. Front anti roll bars are free and optional but must be an “off
the shelf item”. It
is not permitted to modify the anti-roll bar to gain a different torsional
value. It
must be mounted on the controlled chassis bracket as original design.
Adjustment is only permitted within its original capabilities.
4.9.10. Rear anti roll bars are NOT permitted.
4.9.11. Active systems that control any part of characteristic of the
suspension or
steering are not permitted.
4.9.12. Any system or device that enables the ride height or suspension
geometry of
the race car to be controlled by the driver or remotely by any other
means is
forbidden.
4.10. Transmission
4.10.1. All transmissions must be of an “off the shelf” part.
4.10.2. The clutch must be entirely mechanically / hydraulically operated
by foot. The
hydraulic slave cylinder is permitted to be internal or external to
the bell
housing.
4.10.3. Gearbox
Late Model Gearboxes
Brinn Gearbox fitted with an integral clutch BR70001
Flywheel / Flexplate GM14088765
Gearbox, Flywheel & Clutch 2 / 3 or 4 speed may be permitted subject
to
written approval from the promoter / scrutineer.
The bell housing must be made of steel. Typical Part No. 1708653
No magnesium / aluminum bell housings are allowed. The bell housing
may be
cut at the bottom for ground clearance.
SCSA / ASCAR Gearboxes
The specified gearbox is the four (4) speed Jerico WC4 with fixed ratios
as
listed below:
Gear Ratio
1st 2.07
2nd 1.58
3rd 1.18
4th 1.00
Taking these ratios it will equate to gear sets of:
Main Drive Set 27 / 22
First Gear Set 32 / 19
Second Gear Set 27 / 21
Third Gear Set 24 / 25
Fourth Gear Set 1 to 1
All power train components (bell housing, gearbox, prop shaft,
differential)
must be located on the true centerline of the chassis. A tolerance of
+/3mm
is permitted.
4.10.4. Prop shafts
The prop shaft manufacturer / supplier is free and must be a one-piece
design
fitted with a Heavy Duty joint. The prop shaft must be made of steel
and be
painted white.
4.10.5. Rear Axle
The axle to be used is free
The rear axle gear ratio is free but must be of an “off the shelf” item.
The final gear ratio for a late model at Warneton must be between 5,04:1
and 5.88:1
The axle ratio for a SCSA / ASCAR is to be decided after developments.
4.11. Brakes
4.11.1. Brake discs / rotors are to manufactured out of steel. Carbon
discs are
prohibited.
4.11.2. Brake linings / pads are free and must be an “off the shelf”
item. It is
suggested that Hawk pads are used if using the upgraded calipers, see
regulation 4.11.6.
Hawk Part No’s 1741019012E
and / or 17410113K17
4.11.3. Ducting for the purpose of cooling brakes or removing dust is
permitted.
4.11.4. A minimum of three (3) wheels must be braked.
4.11.5. In car brake bias valves / adjusters may be fitted.
4.11.6. Brake Discs / Rotors and Calipers
Late Model Brakes Discs
/ Rotors must be steel 11.75”
Only the following calipers may be used
Howe Front 337 Standard
Fit
Howe Rear 33658 Standard
Fit
Lefthander Front L Wilwood 0061207429L
Upgrade
3.5” bolt
pattern
Lefthander Front R Wilwood 0061207429R
Upgrade
3.5’ bolt pattern
A front XL spindle bracket will be required to fit the upgraded calipers.
#
050075A
Wilwood’s universal front caliper 12011136
may be used as a substitute for
part # 006120
7429L or part # 006120
7429R as listed above.
SCSA / ASCARS
Front brake discs / rotors vented directional vanes. Size 310 x 32mm
Rear brake discs / rotors vented directional vanes. Size 298 x 32mm
Only the following calipers may be used.
Front Right hand caliper Part No CP5805 250L
Front Left hand caliper Part No CP5805 350L
Front calipers are of six pot design. Configuration piston sizes 1.25
1.375
1.75
Rear Right hand caliper Part No CP4751 95OL
Rear Left hand caliper Part No CP4751 85OL
Rear calipers are of four pot design. Configuration piston sizes 1.375
1.375
4.12. Carburetors / Fuel
4.12.1. Only the following type of carburetor may be used on a Late
Model racecar.
Bary Grant / Demon 650 CFM 1282010
Bary Grant / Demon 750 CFM 1402010
Bary Grant / Demon 750 CFM 2402015OT
4.12.2. No spacers are permitted to be used between the inlet manifold
and
carburetor.
4.12.3. Jetting is free. Metering blocks must remain as standard.
4.12.4. Roadside pump fuel to a maximum of 98 Octane can only be used.
Racing
fuels, Octane boosters or any type of additive is NOT permitted.
4.12.5. Air filters are free but must be an “off the shelf” item.
4.13. Wheels
4.13.1. The only permitted wheels to be used are a NASCAR type design.
Diamond Racing Wheel
Aero Wheel
Bassett Wheel
4.13.2. All wheels must not exceed the maximum width of 10” (inches)
4.13.3. All wheels must not exceed the maximum back set of
5” (inches) for Late Models
4.5” (inches) for SCSA and ASCARS
4.13.4. All wheels must be fitted with bolt in valves.
4.13.5. Pop off
air release valves of any type are NOT permitted.
4.13.6. The wheel must be fitted with competition nuts.
4.13.7. No wheel spacer is allowed to be used whatsoever even within
the makeup of
the wheel rim centers or the hub assemblies.
4.13.8. Wheels and tires must fit within the confines of the bodywork,
for bodywork
dimensions see regulation 4.6.16.
4.14. Steering
4.14.1. Quick release steering wheel hubs are mandatory.
4.14.2. Steering ratio is free.
4.14.3. Power assisted steering may be fitted or removed.
4.15. Tires
4.15.1. Only American Racer EC84
tires may be used.
4.15.2. Universal Motor Sports, American Racer Tire EU, Daniel Bonne,
Cocksdorp (Holland) is the Camso official tire supplier and only tires
supplied by them can be
used in the championship. Each driver is permitted to use a maximum
of 12 new
tires per season for the Late Models and 15 new tires for the Ascars
. Each tire shall be marked and it’s serial number be
registered with Camso officials.
4.15.3. Only 4 used tires can be carried forward from the previous season,
these tires
need to be nominated and registered with Camso prior to the start of
Heat 1 of
the first meeting of the season.
IMPORTANT: Non usual Camso drivers may only use maximum 2 new tires
their first appearance; the second time they are racing at Warneton,
they can use another new tire.
4.15.4. A split / unrepairable tire may be exchanged if in the scrutineer’s
opinion there
was at least 50% life left in the damaged tire.
4.15.5. Use of tire warmers is prohibited.
4.15.6. Softening the tire by using any type of compound is prohibited.
The use of any
chemical mixture that is placed in the vicinity or applied to the tire
that would
restructure the compound of the tire is also prohibited.
4.15.7. A wet weather tire can eventually be tried at Warneton, to see
if they are usable at the Warneton track.
4.16. Silencing
4.16.1. Exhaust systems are free but are subject to promoters noise
tests.
4.17. Weights
4.17.1. The minimum weight limits and maximum left side weights are
as follows:
Minimum Weight
Late Models 1180kg (2600lbs) with driver
SCSA / ASCARS 1260kg (2777lbs) with driver
Maximum Left Side Weight
Late Models 57%
SCSA / ASCARS 58%
At the last meeting of the season 2016, several cars have been weighted.
#4 2467lbs
#8 2955lbs
#12 2757lbs
#19 2612lbs
#66 2619lbs
#71 2470lbs
#73 2594lbs
#88 2920lbs
#89 2653lbs
It was agreed that #71 may keep his weight of 2470lbs
4.17.2. Minimum weight and left side weight is the weight of the vehicle
after it
completes either a heat or a race and will include fuel and driver in
full race
clothing (including helmet). No topping up of fluids is permitted. The
competing
car can be weighed at any time.
4.17.3. All ballast weight must be mounted inside the vehicle and be
flush with the
bottom of the main frame rails or inboard of main frame rails. No ballast
weight may be attached to the outside of frame rails of the front clip,
center
section, or rear clip. No ballast weight may be placed in battery trays.
All
ballast weight must be securely attached to the mainframe rail or major
cross
member structures with a minimum of grade 8.8 bolts. It is mandatory
that all
major ballast weight must be encased in steel tubing; this steel tubing
can be
welded or bolted to the main chassis structure as detailed above. All
steel
boxed enclosures must be approved by Camso. No lead shot or liquid type
ballast is permitted.
4.17.4. Absolutely no weight transfer devices may be adjusted while
the car is
competing.
4.17.5. There is no maximum weight limit.
4.17.6. Weight limits may be varied at any time at the discretion of
Camso.
4.18. Miscellaneous
4.18.1. Where original materials are unobtainable, local repairs of
adequate strength
may be made using modern equivalents. All repairs must be approved by
Camso.
4.18.2. Nuts, bolts, washers and locking devices are free except for
Hollow Fixings
which are NOT permitted.
4.18.3. Vehicles must be fitted with one interior rear view mirror of
either standard
passenger car type or multi panel, wide vision types and one driver’s
side
externally mounted rear view mirror. Commercial truck type mirrors are
not
approved.
4.18.4. To allow for scrutineers’ wire seals, every installed engine
must have 1.6mm
(1/16in.) holes drilled in at least two adjacent sump bolts and two
adjacent
rocker / cam cover bolts.
4.18.5. Engines and Final Gear housings may be sealed at any time by
a Camso
appointed scrutineer and only by written permission in advance from
Camso
may seals be broken.
4.18.6. Competition numbers as allocated by Camso shall remain as allocated
until the
end of the season in question.
4.18.7. All vehicles must display the current Camso issued number and
any other
advertising material associated with a series sponsor as required by
Camso.
5. CHAMPIONSHIPS:
5.1 CAMSO championship: all the races in Warneton
16.04
17.04
14.05 “the big one” 77 laps
18.06 “ the Camso Cup 60 laps
20.08
03.09 “ Budweiser 200”
24.09
5.2 INTERNATIONAL CHAMPIONSHIP, named “New European Late Models Series”
14.05 Warneton
18.06 Warneton
23.07 Lelystad
03.09 Warneton
17.09 Lelystad
There are 5 trophies for this championship, that will be given at the
last meeting at Lelystad.
It was agreed by all the Camso drivers that they will pay 100€ in advance
to the Lelystad meeting, to honour their participation. In case they
do not go, the 100€ will be lost. In case they go to Lelystad, they
will receive their 100€ back. We need a driver (Wim Moonen ?) that collect
the money of this arrangement.
6. SCRUTINEERING:
Mark “Bulletman” Vantongerloo and Nicolas Carlier will be responsible
for the scrutineering. Before each meeting, cars will be weighted and
controlled on security.
On each meeting, the winner of the final and 2 other cars at random
(drawing) will be controlled. Keith will make a list with all the points
that can be controlled at each meeting and each meeting 3 different
points of these list will be drawed.
Keith will collect at each meeting 10€ from each driver to give to the
scrutineers, to compensate a little bit their travel expenses.
Mark will make a Camso V8 pasport for each car:
CAMSO V8/ELMS CAR PASPORT CAR NO:
TYRES 2016 :
NEW TYRES 2017 NR:
1
2
3
4
5
6
7
8
9
10
11
12
13 ASCAR
14 ASCAR
15 ASCAR
RACE DATE: TYRE LF 1 TYRE RF 2 TYRE LB 3 TYRE RB 4
RACE DATE: WEIGHT FOR RACE WEIGHT AFTER RACE
CLIQUEZ
ICI POUR LA DESCRIPTION DES CAMSO V8
MINUTES OF THE
CAMSO V8 DRIVERS MEETING AT WARNETON SPEEDWAY ON SATURDAY 05 OCTOBRE
2013
Present:
Jean Vasseur, Patrick Vansteenkiste, Vincent Lehouck, Glenn Peetermans,
Wim Verloo, Xavier Vandermeersch, Martinus, Tim Vandenbroeck, Kristof
Malesys, Gordon Barnes, Paul Sweeney, Wim Moonen. Excused: Keith Whalley.
1° CAMSO V8 FIXTURE LIST 2014
30.03: WARNETON
20.04 Easter WARNETON “The big one 77 laps””
21.04 Easter Monday WARNETON
18.05 WARNETON
21.06 LYDDEN HILL (UK)
22.06 LYDDEN HILL (UK)
29.06 WARNETON “Camso Cup 60 laps”
24.08 WARNETON
07.09 WARNETON “Budweiser 200”
05.10 WARNETON “the final races”
+ eventually Ipswich, only if Camso is doing race control. Some drivers
explained concerns of an Ipswich meeting, as it is far away and a big
cost, for only 3 hours racing, with nearly no possibility of practice.
An eventual Ipswich race will be decided later.
All the races count for the “CAMSO V8 CHAMPIONSHIP”
2° CONTROL OF THE CARS:
Camso and all the drivers want a strict application of the existing
rules, as they are the only guarantee to have competitive races, so
that nearly every driver has a chance to win and to keep the cost down.
Therefore the drivers agreed the following procedure:
- Keith Whalley will do the pre race scrutineering, especially concerning
the safety of the cars.
- Gary Ellis will do the tire control
- A committee of 3 or 4 V8 drivers will do the technical scrutineering
of a car, if there is any doubt that the car should be illegal. Camso
proposes one driver of every country: Martinus (B), Wim Moonen (Nl),
Keith Whalley (UK) and Jean Vasseur (Fr).
Camso stays on the position, that if a driver is cheating in a way,
that it makes a substantial advantage (especially engine and softer
tires), a FIVE YEAR ban should follow for all the V8 races, organized
by Camso.
3° TIRES:
ONLY the tires, delivered by Vince O’Connor, will be allowed, as it
is the only guarantee, that every driver uses the same compound. The
tires will have a bar code + 2 supplementary marks, unknown to the drivers,
to be sure, that there is no cheating with the tires. The tires will
be allocated specifically to a car, so that a team mate cannot pass
new tires to his colleague. The tires cost 115€ VAT INCLUDED. The tires
can only be obtained through Gary Ellis, which will do the control of
the tires.
We start with a maximum of 13 new tires for the whole season. If a nearly
new tire has a puncture, and is irreparable, it can be replaced by another
new tire. If we see, during the season, that 13 tires are not enough
to have safe races, 2 more could be attributed. To avoid that some drivers
do only a couple of races during the season and start each meeting with
new tires, only 4 new tires will be allowed the first meeting, and than
one more new race tire on every race day (Eastern weekend and Lydden
Hill are 2 race days). If a driver starts for example at the 4th meeting,
he will be allowed to use 4 new tires at that meeting and one new tire,
each further meeting, he is doing. A rented car, can use 4 new tires,
each time there is a different driver.
All drivers can carry on 4 USED tires from 2013. BEFORE the first meeting,
they must be controlled (bar code fixed) by Gary Ellis. If the shore
(softness) is different to the new ones, the used tire will not be allowed.
4° YOUNG NEW DRIVER:
Vincent Lehouck (#66) asked if his 14 year old son, which is an absolute
talent in Karting and is racing for the French national team, could
race in the Camso V8.
The minimum age for racing at Warneton is normally fully 16 years. On
the other hand, we have seen in the USA youngsters from 13 and 14 years
racing on even more potent cars (super late models). Therefore it was
agreed, that an exception can be made, for exceptionally talented drivers
on the following conditions:
- The parents must agree
- The driver must show starter lists and results to prove that the boy
is really talented
- He must pass a rookie day and be accepted by the instructors
- All the drivers in the formula of that day must agree.
- He must do different races at Warneton and not only a “one shot” and
then go racing elsewhere.
5° NAME OF THE FORMULA:
Ketith Whally proposed by email to keep the name “Camso V8” as it has
big history now since 10 years and is “THE formula”. Everyone agreed.
6° TROPHYS IN THE HEATS.
Keith Whalley proposed as well to have trophies in the heats. Keith
will arrange that with a sponsor.
7° Keith Whalley wanted to built a two seater car for demos etc.
He asked if it is allowed to race with that car, if he takes the second
seat out. No objections.
8° ASCAR – CAMSO V8: Gary Ellis and Keith Whalley will discuss the
possibilities to make the Ascars even more competitive. Proposals will
follow later in the year.
9° Finally, Keith Whalley asked if Roland could make, after each
meeting, a news letter concerning the last meeting. I will do my best.
10° POSSIBLE NUMBER OF DRIVERS FOR 2014:
We have our 12 regular drivers from this season plus Vincent Lehouck
(or his son). Bertrand Zoré (France) confirmed me twice, that
he is racing again, next year. There is a possibility that Keith Whalley
is completing 2 more cars (two seater included) and Keith proposed to
help Paul Bowman to rebuilt his Ascar. That means that we can have maximum
17 cars, and probably will have 14 till 15 cars on regular base. That
is an unexpected success. It is clear that drivers from other promotions
are allowed to race, as long as their car complies with the Camso rules.
Non Camso drivers must book in by email before the Wednesday evening
before a meeting. If they do not, and they still come to race, they
can compete, but will have to start, each race, at the back of the field.
Roland
CAMSO V8 MESSAGE
– 19.10.2013
The last Camso V8 meeting of the season was a very successful one.
Nice weather, very disputed races, no damage at all.
Initially 12 cars were booked in. Unfortunately Martinus’ new car (the
ex #22 of Anton Gonnissen) was not completely ready and Keith Whalley
(#88) had to stay in England with heavy back pain. Luckily, Vincent
Lehouck (#66) joined the field at the last moment. Glenn Peetermans,
one of the top drivers in the Camso Hot Rods, before he sold his car,
started in Wim Verloo’s 189 car and the Frenchman Patrick Vansteenkiste,
with no experience of oval racing, but after a one day rookie experience,
took the number 4.
On Saturday afternoon, there was a drivers meeting, to discuss about
next year and after that, most of the V8 drivers had “a last evening”
meal in Ypres at Restaurant Cyper. In my opinion, we were not as well
received, as last year. We had to hurry up with the desert, because
they wanted to close, and some people were not that happy with their
meal. Maybe time to look for another location for next year.
Knowing that he could carry on to next year, 4 used tyres, Kristof Malesys
(#2) started with 4 new tyres in the first heat (25 laps). He was very
quick and won easily with 150m in advance of Jean Vasseur. Once Jean
worked his way through the field, he could not come closer to Kristof.
Xavier Vandermeersch finished third and a very competitive Gordon Barnes
took the fourth place.
In the second heat (25 laps), Paul Sweeney (#12) had a good start and
could take half a lap advantage. Also this time, the package of cars
could not come closer and it seemed that, after Keith Whalley in September,
another Ascar would win a race. Unfortunately for Paul, about 8 laps
before the finish, he was too optimistic (or too exited ??) in turn
4. He went too early on the throttle and spun around. After the restart,
Jean Vasseur took the lead and finished before Xavier, which was battling
with Wim Verloo (#89) for the second place.
For the final (35 laps), Glenn Peetermans did some changes on the set
up of the car and was immediately the man to beat. Kristof Malesys,
with old tyres now, was playing in the midfield. Gordon Barnes took
a very good start and was still the leader, half way (17 laps). Glenn
Peetermans and the others, came closer and finally passed him. The last
five laps were very close racing; Xavier tried four laps on the outside
of Glenn, to pass him, but could not make it. Two back markers, which
stayed in one line, finally decided the race on the last lap. Glenn
was closed in and could not go on the outside line, so that Xavier could
pass him in the last lap.
Three different winners in the three races; Gordon Barnes who did probably
his best races since a long time; Glenn Peetermans which was battling
for the first place, for his first Camso V8 race. Everyone had a very
good weekend, except maybe Wim Moonen, who was competitive in all the
races during around 15 laps, but after that had to slow down, each time
with heating problems.
In the next days, I will sent You the minutes of the drivers meeting.
See You on March 30 2014 for the first Camso V8 meeting of next year.
Roland
NEWSLETTER 26.12.2009
We welcome three new drivers all of which have bought cars. Andrew
Knight GB Ex Super-Rod driver so should be able to settle in OK with
Late Models. Andrew will be racing with Revolution. Wim Verloo BE experienced
mechanic for Hot Rods and ex banger driver he should be able to settle
in fine!!!. Wim has bought everybody’s favourite the white #4. Rodger
Twikler NL Ex professional Quad bike racer and stunt driver!!!. Roger
has bought the brand new blue & silver car, which has yet to do
a lap. I can see poor old Roland having to buy new batteries for his
radio and sharpen his pencil.
Pit Lane Productions Ltd, in the shape of Andrew Marriott, are in discussions
with various TV companies and possible series sponsor’s. With his vast
experience and knowledge of the motor sport business we are optimistic
that both can be sorted for 2010.
In trying to define and maintain the series as a “Late Model Series”
all the cars will be referred to as ”Late Models” no longer Camso or
Ascar. Below are the minimum weights for 2010 and the cars are described
as Iron Block & Ali Block cars. This is the one of the greatest
differences between the cars and the different HP is the reason for
the increased weight on “Ali Block Cars”.
The Iron Block cars have had their weight increased and side weight
reduced to bring them level with each other and closer to Ali Block
cars.
Tyre Rules 2010
Although there are increased meetings this year the American Racer
has proved more durable than the Hoosier. So the maximum tyres permitted
remains at 12. You may carry forward 4 used tyres from last year. No
Hoosier tyres are permitted other than on a one meeting only rental
car. No registered driver may run Hoosiers.
Minimum Weights/Max’ Side Weight For 2010
Iron Block Cars……………2470lbs (1110kgs) Max Side Weight 57%
Ali Block Cars……………..2700lbs (1225Kgs) Max Side Weight 58%
ALL WEIGHTS ARE WITH DRIVER AND AT ANY TIME (No Topping Up Of Fluids)
We are happy to listen to suggestions to change rules and any ideas
for 2010 but please don’t suggest anything that would lead to an increase
in costs. The essence of these cars is to keep costs down.
The latest DVD’s received from Pit Lane are being sent out this week,
they are Rounds10.11.12 & 13. If you don’t receive them, (bearing
in mind the post at this time of year) it will be because I don’t have
your address. The probable cause for that will be the lack of a signed
contract for 2009! I have some spares if any driver has some missing
or faulty, just let me know.
There is a beautiful rumour floating about that Venray (1km Banked
Oval) will be open with restricted use during next year 2010 If true
we will do our best to have a meeting there or at least a test.
Happy Christmas & New Year
Tony Roots
NEWSLETTER #9
27th September WARNETON
We had a good field of 16 cars for this the pen-ultimate meeting of
the year. Revolution Racing had 4 cars at the meeting with Martin Heath
driving the #99.
Although the results don’t show it Martin became more and more competitive
during the day. Miguel Gomes had his first outing at Warneton and struggled
to follow the white line rules. He sorted that out but the pressure
to keep within the rules took away his speed.
Jean Vasseur should have won the first race being almost a length of
a straight clear. A broken brake disc dragged him into the wall as he
was about to start his last lap handing the win to Gary Ellis. Gary
failed to start the second race, picking up a puncture in the warm up
laps. Had he stayed on the track and took the Green Flag he would have
scored 35pts (16th Place). He didn’t and as a result the points leader
is now Xavier VDM by 24 pts with Jean in third place.
Wim Moonen is safe in 4th place but 5th is still being fought over
between Kelvin Hassell & Bertrand Zore. (Trophies go to the first
5 in points chart). Bertrand’s drive in the final was fantastic mixing
it with Gary and finishing second. This leaves the last meeting to decide
5th place.
The next (and last) meeting of the season is 11th October at Warneton.
The first three places are still wide open between Gary, Xavier &
Jean with only 36pts separating them.
I won’t ask you all to book in for this meeting as nobody takes any
notice anyway.
Next year you will have to book in or suffer a penalty, either sex,
money or violence or possibly all three.
The trophy presentation for the ELMS points chart will take place at
Camso’s award evening in Antwerp in Jan/Feb.
There is an outside chance the TV may be back at Warneton for the final
meeting. Pit Lane Productions are doing what they can to make it possible
and I’m trying to follow suit.
.
Tony Roots
IPSWICH 15TH
AUGUST 2009
1. You will receive 4 free entry tickets per race car, including the
driver.
2. Pits are open all day (They are outside the stadium).
3. Practice for the ELMS cars is at 6pm and lasts 30 minutes. You may
come on & off the track as many times as you can within that 30
minutes. No other formula’s will be practicing.
4. The race meeting starts at 6.45pm and a programme will be available
on the day.
5. All ELMS drivers will need to sign in. This needs to be done before
practice.
6. Radios are compulsory both for practice and racing. Raceceivers Channel
1029 (462.8500).
7. We will try to park together within the pits but that depends on
your arrival time. There is no specific area allocated.
8. There will be a drivers meeting as soon as the practice has finished.
9. Once the meeting has finished any driver that wishes to stay the
night will be allowed to park inside the stadium on the track and stay
there for the night NO LOUD MUSIC! We will be locked in and released
on parole in the morning
MOST IMPORTANTLY
This is our first meeting on an English oval and we are the guests
of Spedeworth Int’ please treat all officials and the facilities with
respect.
We cannot race at these tracks if drivers do not give each other room
to race. This meeting is hopefully the first of many but if drivers
block, the racing will be boring to watch and no doubt the frustration
will lead to damage. You MUST NOT move to the outside at any time if
you have a car immediately behind you. If you move to the outside it
will be assumed by the following driver that you are conceding the inside
line.
If we do not follow these basic rules the racing on these tracks will
be impossible. This also applies to practice
Roland is again Race Steward, he will not be on the starters rostrum
but will be wandering around to where he can better observe drivers
behavior. Nowhere on the track is safe to misbehave. You will be warned
via radio, if this has no effect you will either be excluded from the
race, put to the back in that or the next race or finally castrated.
Good luck to everybody and lets all enjoy ourselves.
IPSWICH 15TH August 1, 2009
DRIVERS BOOKED TO RACE
1 02 Kurt Dujardyn BE Pontiac Grand Prix
2 07 Jean Vasseur FR Ford Taurus
3 17 Bruce Andrews USA Monte Carlo
4 19 Xavier Vandemeersch. BE Pontiac GP
5 22 Anton Gonnissen BE Monte Carlo
6 34 Winston Graham GB Ford Taurus
7 39 Paul Bowman GB Monte Carlo
8 46 Miguel Gomes PL Monte Carlo
9 48 Shane Bereton GB Monte Carlo
10 66 Vincent Lehouck FR Ford Taurus
11 71 Bertrand Zore FR Ford Taurus
12 73 Wim Moonen NL Monte Carlo
12a 77 Tony Roots GB Pontiac GP
14 88 Keith Whalley GB Monte Carlo
15 95 Gary Ellis GB Dodge Intrepid
16 98 Tony Hurdle GB Monte Carlo
17 99 Lee Maddox GB Monte Carlo
18 222 Jos Jansen BE Dodge Charger
TO THE EUROPEAN
LATE MODEL DRIVERS – 25.07.2009
Dear driver,
Looking at some pictures from the last meeting (I will have the DVD
from the races, filmed from the tower, only mid august) It seems that
a lot of drivers do not know exactly the mean of the white line, especially
in the middle of the turns.
I can understand that new drivers are looking for their position on
the track and on some occasions „overdrive“ the car, but that very experienced
drivers go in the middle of the turns till the white external line is
not correct. Everyone with experience on a short oval knows that the
quickest line is staying a very long time with the inside wheels ON
the internal white line. Going wide in the turns is for most of the
time for blocking another driver. And that is not the name of the game.
Having driven myself several years in the Camso V8, I know that this
led to frustration and retaliation. And we do not need that in our formula.
The less damage we have, the better it is.
I tell you all this, because we are short to go to Ipswich and Hednesford;
two tracks which are not ideal for these wide powerfull cars (both tracks
are half so wide as Warneton and have few or no banking). That is not
a big problem if all drivers keep their line.
In your own interest and to avoid a lot of damage on the cars, we will
deal severely with the cars not keeping their line. We will not warn
four or five times like in Warneton. If necessary, we will stop the
race and put the driver, not holding his line, at the back of the field.
It is clear that, as usual, the new drivers will have to start at the
back of the field, at least for the first race.
As we will have all the cars on track for practise, all the drivers
will have to put their radios; we will check them just before coming
on the track or if enough time, when the cars are already on the track.
OFFICIAL WARNING:
Two years ago, all the drivers agreed, that you only can cut when you
have passed COMPLETELY the car inside.
This year, #07 Jean Vasseur has cut, at least 6 times in front of another
car, in different cases with damage on the other car. That must stop.
Therefore, I must give him an official warning. Next time he will be
banned for ONE MEETING.
See You at Ipswich; we will be there around 3.00pm
Roland Vandermeersch
NEWSLETTER #5
12th July Warneton
Welcome to Phillipe Ceulemans, a guest of Kurt Dujardyn who raced for
the first time . Phillipe created a stir in the pits with his Lamborgini.
He enjoyed his experience racing and will race again on the 6th September.
Although he finished at the back in most races, he managed to bring
#3 back without a scratch.
Dan boys raced for the first time in a camso car #5 with a third place
being his best result of the day. The next meeting he will be back in
an ascar honouring a deal he made with Revolution Racing early in the
year.
Jos, Kurt’s & Anton’s mechanic Didier performed miracles with the
oil sump of #222. It had a bad leak and it was repaired with some magic
solution from the Paris-Dakar. I must get some.
Jean Vasseur would be leading the points by 23pts if that wasn’t the
exact amount that was deducted as a result of an incident in the 4th
race. Camso deducted 5 points from a possible 14 and ELMS followed suit
deducting 23pts from a possible 70. As a result both Jean & Xavier
VDM share the #1 spot. Xavier took most of the week of to repair the
accumulated damage from Lydden and Warneton with mechanical help from
Gary & Kelvin.
Gary is following on just 37 points behind. Wim Moonen is still in
there with a creditable 4th place. Bertrand is the shock, still maintaining
his improved pace to hold 5th spot.
None of the Ascars were able to race at this meeting but are expected
in force at Ipswich . It seems I rattled a few feathers with my remark
about support only going one way. It was badly worded and did not apply
to any driver that has raced so far. Apologies.
The second English meeting takes place on 15th August at Ipswich and
so far 17 drivers are booked to race. This will involve a couple of
new drivers to ELMS.
I think this is a good time to point out that although there is no White
Line at Ipswich the RULE still very much applies. Roland VDM will be
Steward of the meeting and will stop races to discipline offenders who
are ignoring the rule or the radio warnings. If you have a car which
has caught you up and is immediately behind you, you MUST hold an inside
or outside line and give the overtaking car room to race ALL round the
track. This goes against habits of Hot Rod racing but it makes the racing
interesting and drastically reduces damage. Remember it works both ways.
See You All At Ipswich.
Tony Roots
Les CAMSO V8
- EUROPEAN LATE MODELS passeront sur MOTEURS TV (émission Française)
le samedi 11/07 de 19h00 à 19h50
le dimanche
12/07 de 16h40 à 17h35
le lundi 13/07
de 0(h50 à 6h45
EUROPEAN LATE MODEL
SERIES
Welcome to newsletter #3
First a welcome to Keith Whalley #88 and Winston Graham #34
(although he raced with #11 on the car for the first meeting)
Keith has bought and spent a lot of time preparing the ex’ Martin Heath
ASCAR. Winston has bought Jimmy Bryans car. Winston’s racing was shortened
with broken head caskets but for the few laps he did do the car went
well.
May 24th saw a hot day and a 60 lap final. Although the drivers complained
about how hot it was in the big race I hardly noticed the heat at all.
Having said that I had to get into the air conditioned camper once or
twice.
Kelvin’s change of number has worked. All of his bad luck has been transferred
to Keith Whalley in the #88. Kelvin now # 13 had an incident free meeting
and contested the first three places for 95% of the big race.
Having to give way to Wim Moonen in the last couple of laps.
“Tractor” recovered from a visit to the fence on Friday afternoon when
the throttle jammed to record consistent finishes. Tony Hurdle was the
first ex-ASCAR to win a race and Keith Whalley #88 spent a frustrating
Sunday. In practise on Saturday his car was most certainly “on the pace”
only to suffer blocked fuel lines when in the pit lane for the first
(and second) races. He did finish the final but down on power which
also affected the handling again due to fuel supply problems.
Xavier VDM & Gary pulled into the pit lane on lap 4 both on fire.
Gary’s was down to a broken oil pressure switch squirting oil straight
onto the exhaust which side lined him and Xavier’s was a fuel cap not
fully locked down. Xavier was able to continue but had to restart from
the back and finished 2nd!
The racing was close with a few scratched panels and tyre marks but
no serious damage.
Next up is the Lydden/Warneton weekend on 27th/28th June. At the moment
16 cars are booked for Lydden which is promising. It’s hoped that 17/18
should be at Warneton for the Sunday.
I’ll arrange ferries and try to get a bulk deal for the trip from Warneton
to Lydden & return on Saturday afternoon/evening. The practise is
at 12 am on Saturday with the first race at around 1pm. Three races
all of which will be 25 laps.
I’m leaving Gary to organize the Indian meal Friday night in Dover.
The problem of French Commentary has now been solved and I expect to
be given dates and times for French Motors TV transmission shortly.
I’ve lost the plot as to who has been given DVD’s. If you haven’t received
copies of programmes 1 & 2 from either Andrew or me, then please
let me know and I will make sure I get them.
Thanks to everybody for their efforts so far this season.
Tony
EUROPEAN LATE
MODELS (ex CAMSO V8) sur MOTORS TV - 18.05
Les courses
du Lundi de Pâques passeront encore sur MotorsTV (EDITION ANGLAISE
UNIQUEMENT)
ce MARDI 19.05
à 03h05 du matin et à 16h00
ce MERCREDI
20.05 à 23h20
Vous pouvez
consulter le programme sur www.motorsTV.com puis cliquez sur TV GUIDE
UK
WELCOME TO NEWSLETTER
#2 - 07.05.2009
An eventful meeting on 3rd May, particularly the second race. Paul
Poulter decided that he needed to take justice into his own hands rather
than wait for the officials. An absolutely brilliant drive after being
sent to the back for the first infraction saw him back up to second
in about 5 laps.
All to be wasted by another attempt on #07 to remove him. Paul collected
a justified black flag for that.
ALL drivers must let the officials do their job. Yes, they don’t see
everything all the time but they do for most of it, each race is followed
by a discussion between Roland and one or more officials. It was extremely
fortunate that an innocent party wasn’t caught up with the close relationship
that Jean & Paul had developed.
Thw white line rule is there to protect us all. Anybody can block or
push, there is little skill required. If we don’t respect other drivers
and their cars we will only end up with more damage typical of a National
Hot Rod meeting with all the problems that brings.
#5 David Brooks had an eventful meeting. Unfortunately, after keeping
the car together and becoming more competitive as the meeting progressed
he went out wide on exit from bend 4 and got on the loose. He spun and
collected the “Lucky” Kelvin Hassell #88. David managed to continue
minus a bonnet but Mr Lucky was sidelined for the rest of the meeting.
“Lucky” Kelvin has decided to take the obvious route of stopping any
further accidents by changing his race number. As he was born on the
13th and his circuit racing number was #13 He has now become number
13. He has sold #88 to Keith Whalley, who should be racing at the next
meeting, for a bottle of Jack Daniels.
Weeare missing Kurt & Anton at the next meeting as they are racing
at the 24hrs of Nurburgring. I think Colin White is there as well.
Driver Of The Day Bertrand Zore #71 He has suddenly found a load of
speed. Well Done!
An Up to date Points Chart is attached. Xavier VDM #19 has taken over
the top spot from Gary Ellis after a bad meeting (by his standards).
Jean Vasseur is coming up after his two wins.
Next meeting 24th May. Bring extra petrol for 60 Lap Final.
Anybody not racing please let me know. Otherwise I will assume that
everybody is going to be there (except Kurt & Anton).
See You There.
Tony Roots
- EUROPEAN LATE
MODELS (ex CAMSO V8) CE SAMEDI 2 MAI A 19h00 SUR MOTORS TV (version
Anglaise !!!)
L'émission dure 24 minutes. Il s'agit des courses, qui se sont
déroulés à Pâques.
Les répétitions auront lieu le Dimanche 11h00, Mardi
à 16h00, 20h35 et 23h50. Enfin, le Jeudi 7 mai à 11h et
Lundi 11 mai à 22h15. Ce reportage sera transmis sur Motors TV
Français environ 2 semaines plus tard (ils cherchent un bon commentateur
en Français)
- Pilote de National Hot Rods (GB) a loué une Camso V8 à
Tony Roots pour ce dimanche. Pour le 24.05, Keith Whallet (GB) fera
de même.
- Grande vedette sera certainement PAUL POULTER, qui a gagné
beaucoup de courses en Pick Up à Rockingham et qui a participé
à quelques courses en NASCAR aux USA en Pick-up Nationwide.
NEWSLETTER TONY ROOTS European Late Model Series
Dear All,
Thank you all who drove on the 12/13th April, especially those who
did interviews for the TV. I wasn't feeling to well over the weekend
so if I was rude to anybody (and I'm sure I was) I apologise.
The TV company said they were extremely impressed with the racing and
it was far better than they expected. (No excuse then for not producing
a good
programme)
Those that were interviewed won't necessarily be shown in the first
programmes, they will be used thru' the series.
The racing was good. The ASCAR drivers struggled to find a set-up but
all got quicker over the weekend. Both the ASCAR and the rental car
drivers need to adapt to the white line racing. I appreciate that it's
difficult, I struggled when I first started. But, to have the minimum
damage and good racing that people want to watch we have to do it. When
the ASCARS get on the pace they will then become the beneficiaries of
the rule.Some of the experienced CAMSO drivers weren't on their best
behaviour but Roland will be looking out for them the next meeting.
Tony Hurdle drove well within the limits of an ill handling car and
has put himself 5th in the points. He does need to learn French if he's
going to issue bollockings.
It ended on a sour note for John Steward in the last race of the weekend
doing a lot of damage to the front of his car.
A Lydden Hill Oval date has now been finalised. Saturday 27th June,
the following day we are also at Warneton! ELMS is having to pay a large
entry fee for this meeting and believe it to be a good investment for
the reputation of the series.
So, your support for the meeting would be appreciated. I've been told
that practise is at 12am then a lunch break and we will be the first
race of the afternoon.
We have three races min' 25 laps and if we have a good number of cars
the final will be longer. Then it's on the ferry and back to Warneton.
I attach the results and the ELMS points chart showing Gary on top
(surprise surprise)but the drive of the day I think was Christoph #77
in my car. He was up with leaders in every race. (Of course in a beautiful
car). The next meeting 3rd May Paul Poulter will be in my car. Paul
is a very experienced driver having raced Superstox for many years,
SHP Pick-Ups at Rockingham and last year 3 meetings in the Craftsman
Truck Series in America. He is a very forceful driver and providing
he can adapt to the white line rule should be successful.
Ther's only one rental car let out at the moment for the next meeting.
If you know of anybody who would be interested please let me know.
Hope to se you all at the next meeting. If you are unable to race for
any reason please let me know.
Regards
Tony Roots
NEW UK ROUND CONFIRMED FOR EUROPEAN LATE MODEL SERIES
20th April 09
The European Late Model Series has confirmed its date at Lydden Hill
in the UK. Saturday 27th of June will be the date with racing for the
European Late Model Series starting around mid-day. The racing will
take place on the Lydden oval with three races of 25 laps. Afterwards
there will be little time for celebrations or commiserations for the
ders as the European Late Model Series are required to race at Warneton
in Belgium the very next morning!
The addition of Lydden makes three UK rounds for the European Late
Model Series with a possible fourth still to be announced.
SUCCESSFUL START FOR EUROPEAN LATE MODEL SERIES
14th April 09
The inaugural European Late Model Series took place over Easter weekend,
on 12-13 April 2009, at Warneton International Speedway, Belgium. A
strong grid of 18 cars competed on the 3/8 mile banked oval, thrilling
the crowds with bumper-to-bumper racing and roaring V8 engines.
On Sunday 12 April, John Steward took pole, with fellow ex-ASCAR drivers
Daniel Boys and Tony Hurdle completing the first set of cars on the
grid. Steward made a strong start in the #75, leading from former CAMSO
V8 driver Gary Ellis, who has rapidly moved through the field from the
back of the grid. However, a caution was soon called for the spinning
#07 of Frenchman Jean Vasseur in Turn 4.
As the race was restarted, Ellis took advantage of the bunched field
and passed Steward, clinging onto the lead until the chequered flag.
Belgian Xavier Vandermeersch followed Ellis through for second place,
with the #77 Roots V8 Racing car, driven by Christof Vanderkerckhove,
claiming third place.
Brit Tony Hurdle took pole for the second race of the weekend. Boys
started alongside with Steward behind, followed by guest drivers Franck
Liotard and Serge Blanquart. Hurdle held onto the lead for much of the
race, whilst Ellis and Vandermeersch made their way through from the
back of the field. At the half-way point, Steward spun in Turns 3 and
4, allowing Vandermeersch to take advantage of the restart and secure
the lead. Once again, the #95 of Ellis was not far behind, with Vanderkerckhove
third, Hurdle fourth and Dutchman Wim Moonen in fifth.
Sunday’s final saw Boys on pole, maintaining a good lead from Hurdle,
Steward and Andrews until Ellis spun in Turns 3 and 4. The race went
green for two laps before another caution was called for Vasseur who
spun on the entry to Turn 3. At the restart, Vasseur, Blanquart and
Ellis put the cars three-wide into Turn 1; as Boys took the wide line,
Vasseur, Vanderkerckhove, Ellis and Moonen passed down the inside. Vasseur
charged into the lead, but could not fend off Ellis, who passed to take
his second win of the day.
As the weather continued to warm for Monday’s racing action, Steward
took to the front of the grid once again for the first of the day’s
European Late Model Series rounds. Andrews had a strong start in his
Chevrolet Impala, passing three cars in two laps to put him in fourth
place. A caution, which saw the #88 of Brit Kelvin Hassell receive heavy
bodywork damage, allowed Andrews to pass Boys and Hurdle for second
place. The American then managed to get around Steward, taking the lead
and crossing the finishing line in first place.
This season’s Round 4 saw Boys on pole, with Steward quickly claiming
the lead and increasing the gap. Hurdle was not far behind, with Moonen
in third and Vandermeersch in fourth. Moonen was on the pace, passing
the #75 of Hurdle and taking the lead. Vandermeersch followed him through
and managed to close down the gap, passing Moonen to secure the top
step of the podium.
At the final race of the weekend, Hurdle took the lead, followed by
Steward and Boys. A caution was called for the #71 of Bertrand Zore,
who spun in Turn 1, allowing Raptor Racing’s Jos Jansen in the #222
to pass around the outside for the lead. Jansen pulled out a gap, but
the hard-charging #77 of Vanderkerckhove soon began to close in. Vanderkerckhove
just clinched the lead as the yellows were brought out for an incident
involving Steward and Anton Gonnissen: Steward was forced into early
retirement.
At the restart, Ellis charged through the field to pass the #77, pulling
away from Vanderkerckhove. Vandermeersch also increased the pace to
pass Jansen for third place. Ellis secured his third win of the season
so far, taking him to the top of the drivers’ leader board
TYRES 2009
For 2009 we have changed to the American Race Tire Company.
We have no experience of these tires other than the manufacturers guarantee
that the compound & wear rate are very similar to the Hoosier 3025
that we have run up to now. The reason for changing was simply a matter
of cost. By the time we got the tyre back to Belgium a Hoosi er would
have been around 155€ compared to the American Race Tire price of max
105€.(Still waiting for last shipping bills)
The tyre rule of 12 tyres per season still remains. This will have
to be monitored both for the additional meetings and the actual wear
rate we get from the American race tyre. The rule permitting 4 used
tyres to be carried forward from last year still applies.
Free Tyres
4 Free tyres will be given to every driver that has to bring his car
across the channel in either direction for a minimum of 2 meetings.
MESSAGE DE KELVIN HASSELL
(#88) concernant les entraînements Camso V8 - Ascar: 01.04.2009
1st April 2009 (continued from home page)
Brit Gary Ellis was impressed with the progress made on the former
ASCAR: “The ASCAR has all the right parts to make it a fast short track
Late Model. The changes we have made this weekend will put all the cars
on a level playing field for the first race and is an excellent starting
point for drivers to fine tune their cars according to their own driving
styles.”
The set-up data from the tests is available to all ASCAR drivers and
owners.
Please contact us for more information
Amongst those taking advantage of the pre-season track time were firm
stock car favourite Daniel Boys, 2007 CAMSO V8 Champion Jean Vasseur,
former ASCAR driver Miguel Gomes, Stock Hatch racer Steve Noble and
Rallycross veteran Ray Deacon. The countdown now begins to the European
Late Model Series season-opener on 12-13 April 2009 at Warneton International
Speedway, Belgium.
The European Late Model Series is open to American Late Model stock
cars, and will compete in Belgium and the UK during the 2009 season.
DATE
LOCATION
12-13 April 2009
Warneton International Speedway, Belgium
03 May 2009
Warneton International Speedway, Belgium
24 May 2009
Warneton International Speedway, Belgium
28 June 2009
Warneton International Speedway, Belgium
12 July 2009
Warneton International Speedway, Belgium
15 August 2009
Foxhall Stadium, Ipswich, UK
23 August 2009
Warneton International Speedway, Belgium
31 August 2009
Hednesford Hills Raceway, Hednesford, UK
06 September 2009
Warneton International Speedway, Belgium
27 September 2009
Warneton International Speedway, Belgium
11 October 2009
Warneton International Speedway, Belgium
16th March 2009
The first test session for the European Late Model Series takes place
on the 27th and 28th of March. For some this will be their first visit
to Warneton International Speedway. Most notable drivers listed to test
will be Dan Boys from the American NASCAR Late Model Series, Miguel
Gomes from Portugal and 2008 CAMSO V8 Champion Gary Ellis. Sam Collins
from Race Car Engineering is expecting to put some laps on the #3 Roots
V8 Ford Fusion but may be promoted to the #77 Pontiac usually driven
by Tony Roots himself. Revolution racing will be taking its Howe chassis
cars over to Belgium for the first time to run a back to back comparison
with the Lefthander cars of Roots V8 Racing.
Roots V8 Racing still has places available on the test days for drivers
who would like to try out the European Late Model Series please
Contact Tony Roots for further information.
9th March 2009
An all new North American stockcar series is to run in Europe this
year. The new oval-based Late Model Series is set to launch in the coming
weeks.
The championship is the result of talks between established Belgian
stock car promoter CAMSO, Spedeworth International Ltd. and the SCSA
V8 Trophy. Open to any North American stock car with a wheelbase of
104-105 inches, the championship will follow performance-equalising
guidelines to allow former ASCARs to race alongside CAMSO V8s.
Fourteen rounds are already confirmed; ten will take place in Belgium,
with a further four in the UK. Racing will kick-off with a double-header
on 12-13 April at Warneton International Speedway, Belgium.
Eighteen cars and drivers have already been confirmed, including British
CAMSO V8 driver Kelvin Hassell. “This is an incredible new initiative,
and I’m very excited to be a part of it,” said Hassell. “There is a
good, solid fan base for American-style stock cars in Europe and the
championship is set to be extremely popular. It’s also a really good
way to get into the American NASCAR series and ASA, as we use identical
cars. “We have the dates, the finance and a strong grid of cars, now
we are just waiting to see who else would like to come and take part.”
Teams and drivers entering the championship are set to benefit from
free entries and a limited amount of free tyres. Negotiations are also
underway for TV coverage in mainland Europe and the UK.
We got an ASCAR and a CAMSO V8
testing back to back at the weekend and we are pleased to announce we
can get them both to be competetive WITHOUT taking weight from the ASCAR
and WITHOUT adding weight to the CAMSOs! I am chuffed to bits because
it means everyone has got less work than they thought. We have a set
up now to get the ASCAR drivers started, we may have to cap their revs
or find stuff to make the CAMSO cars go faster as the season goes on,
but for Easter, we are all set!
CAMSO V8 CHANGE DE NOM – 18.03.2009
Tony Roots a repris les rênes des « Camso V8 Series »
Le but est de promouvoir une expansion internationale en regardant surtout
du coté de l’Angleterre.
Le nouveau nom sera EUROPEAN LATE MODEL SERIES
Tony Roots a pris contact avec les ex pilotes de l’ascar, Colin White
et John Stuard, deux anciens champions du monde des National Hot Rods.
Ensemble, ils vont tester les Camso V8 et Ascar à Warneton, le
28 mars et voir comment on peut égaliser les deux types de voitures
; les Camso V8 sont en principe plus rapides du fait qu’ils pèsent
plus que 200kg en moins.
Provisoirement, il y a douze organisations prévues : dix à
Warneton, une à Ipswich le 15 août et une à Hednesford
le 30 août. Il y a une chance qu’ils rouleront aussi à
Lydden hill, mais ceci n’est pas encore certain.
Tony Roots est allé tester le Camso V8 à Ipswich, le 28
février. Malgré qu’il n’avait pas le bon rapport de pont,
ni la suspension adéquate et qu’il roulait avec des vieux pneus,
il n’était que 0,4 sec par tour plus lent que les National Hot
Rods. En faisant les adaptations nécessaires, Roots croit pouvoir
égaliser les temps des Hot Rods.
Les négociations pour passer de chaque course un résumé
de 30 minutes pour Motors TV sont très avancées.
Roland Vandermeersch
MESSAGES
DE LA CAMSO -
01.05.2007
Les
Days of British Power, le 12 et 13 Mai seront une des manifestations les
plus importantes de la saison (avec le 8 Juillet et le 2 septembre).
Nous espérons une centaine d'Anglais et Irlandais au départ. Carl
Boardley, champion du monde, sera au départ en National Hot Rods. La
finale des Camso V8 se déroulera sur 75 tours avec deux + drapeaux
jaunes ; obligatoires pour regrouper les voitures.
En
Camso V8, un pilote qui sera doublé une ou plusieurs fois, sera mis
dans le tour de la première voiture, lors d'un drapeau jaune caution.
Il sera mis en dernière position lors du restart. Ceci veut dire que,
quand on est doublé, on peut quand même gagner la course, sil y a
une situation de drapeau jaune.
Deux
pilotes, qui roulent en SCSA-ASCAR ` Rockingham se sont inscrit en
National Hot Rods : Colin White et Malcolm Clein. John Steward,
autre pilote ASCAR, a aussi montré de l'intérêt
Kurt
Dujardin et Anton Gonnissen rouleront samedi 12 Mai une endurance au
Nurburgring sur une Aston Martin DB9. Colin White y roulera aussi avec
Frank Nöhring, ex pilote de National Hot Rods. Ils seront tous à
Warneton le dimanche.
Suite
à une pénalisation pour ne pas avoir gardé sa ligne, lors de la dernière
finale en Camso V8, Jean Vasseur (#07) devra partir en dernière
position lors des deux manches du 13 Mai.
Catering
Frans Bevers veut mettre une nouvelle cafétéria. En dessous, il y
aurait des toilettes et la cafétéria elle-même se situerait au
premier étage, avec vu sur
la piste. Il
y aurait aussi un nouveau bloc sanitaire au milieu. Espérons que ceci
se réalisera encore cette saison.
Nous
avons fait faire un spot publicitaire sur les Camso V8. Ce spot passera
3 fois par journée de course pour les manifestations du 13 Mai 27
+ 28 Mai 8 Juillet 2
Septembre). A voir sur AB3 émission Speed
Action de
Vincent Franssen. Vous pouvez voir ce spot publicitaire sur www.cqfdimage.be
identification : camso mot
de passe : pub télécharger
Chris
Roots, fils
de Tony
, prendra le départ sur la #66. Suite ` un incident après l'arriviez
avec Wim Peeters, il y a deux ans, il devra partir en dernière position
dans les deux manches, < de tour aprés les autres.
La
dernière course de la saison pour les Camso V8 se déroulera le SAMEDI
13 Octobre (au lieu du dimanche 21 octobre) lors du passage des 24 HOURS
of YPRES RETRO RALLYE. Première manche vers 11h30 ; finale vers
15h30
Vous
trouvez le programme complet des Days of British Power sur notre site www.camso.com
sous + special events ;
Lors
d'une session TV le dimanche de la dernière organisation, des images
ont été regardées incidents lors du week-end de Paques. Il a été décidé
qu'une voiture, qui se trouve ` l'extérieur, ne peut se rabattre que
lorsque la voiture est COMPLÈTEMENT passée (et pas + presque ;
complètement). Aussi les pilotes ont décidé qu'il n'est plus possible
de discuter des décisions prises par la direction de course, même s'il
est probable que cette direction de course va peut-être se tromper de
temps ` autre.
Roland Vandermeersch
DERNIER
MESSAGES DE LA CAMSO 2006
En Camso V8, Bertrand Zoré (Fr) et Jimmy Bryan (GB)
reviennent. Peter Finnis (GB) est guéri d’une opération au bras et
l’Allemand Klaus Biester serait aussi présent. Si tout le monde est
présent, on pourrait avoir un plateau complèt de 16 voitures.
Roland Vandermeersch
CAMSO
V8 FINALE 2006
La
finale du championnat du CAMSO V8 était riche en actions et pleine de
rebondissements.
Beaucoup
de batailles avec les nouveaux pilotes, qui seront de sérieux
challenges pour la saison 2007.
Kelvin
Hassell
menait le départ,
suivi de très près par le champion des Lightning Rods, 21 Wim Moonen,
lui même tallonné par Tony Roots. En 4ème position, le
champion de Super Privé Cars, Jean Vasseur, qui se rapprochait néanmoins
rapidement
de Tony
Roots pour le passer dans le 2ème tour.
Dans
le 3ème tour, Jean Vasseur prit la 2ème place,
reléguant Mim Moonen à la 3ème place.
Au
7ème tour, Jean Vasseur dépassa
Kelvin Hassell
pour prendre la tête de la course.
Tony
Roots en 4ème position, attaquait Wim Moonen, engendrant une
belle bagarre pendant plusieurs tours et finalement Tony Roots prit la 3ème
position. Tous deux se rapprochèrent de la 2ème place de
Kelvin Hassell
lorsque celui-ci ce fit une grosse frayeur dans le virage numéro 4.
Au
10ème tour, les positions étaient :
1
– Jean Vasseur, 2 – Tony Roots, 3 –
Kelvin Hassell
, 4 –
Xavier Vandermeersch
, qui se battaient tous les quatre pour la finale, suivis de Wim Peters
pour le top 5.
Xavier
Vandermeersch
etait le
plus rapide sur la piste : il dépassa très rapidement
Kelvin Hassell
, se rapprochait
de Tony
Roots et de Jean Vasseur.
Xavier
Vandermeersch
passa Tony
Roots sur l’extérieur de la piste et peu de temps après, le nez de
sa voiture arriva dans le pare choc de Jean Vasseur.
Xavier
Vandermeersch
essaya de
nouveau de passer à l’extérieur dans le dernier tour, sans succès.
Les
résultats indiquent que Gary Ellis est champion pour la deuxième année
consécutive.
Prévision
2007 .
La
saison 2007
de CAMSO
V8 s’annonce être l’un des plus grands et difficiles championnats
de toutes les séries européenes.
Tout
d’abord, nous souhaitons la bienvenue aux nouveaux pilotes pour leur
première saison complète
de CAMSO
V8 - :
Jean
Vasseur
Les
fans fidèles des courses de Warneton reconnaîtront Jean, de
la série Super Privé
Cars dans laquelle il remporta le titre de Champion 2005, et en lisse
pour remporter le champion 2007 avec sa Rover 114 GTI.
Il a aussi gagné la dernière course du CAMSO V8 2006. Nous
attendons de lui qu’il nous montre ses talents !
Wim
Moonen
Le
populaire pilote Wim Moonen a son fan-club qui le suit depuis son
remarquable succès dans la catégorie des Lightning Rods.
Attendez-vous
à le voir plusieurs fois sur la 1ère marche du podium en
2007.
Kelvin
Hassell
Kelvin
Hassell
s’est
rendu à Warneton en 2006 pour conduire son « Babygrand ».
Depuis, nous ne pouvons plus se passer de lui.
Kelvin
est un pilote confirmé, à la fois sur des longs et courts circuits. Il
pilotera la voiture 88.
En
Plus des champions réguliers, de nouveaux arrivants obtiendront
certainement de positifs résultats.
Franz
Lamot partagera sa voiture avec Paul Van Thourhout pendant toute la durée
de la saison.
Keir
Bartlett, qui concourrait en 2006, sera de retour en 2007.
Boudewijn
Snauqarrt, également présent en 2006, sera de la partie pour plusieurs
meetings du CAMSO V8.
Et
certainement que Rod Birkley joindra de nouveau l’organisation
annuelle de Lydden Hill en Grande Bretagne.
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