CAYZER CHIEFS FINAL BUT DAZ WHITER THAN WHITE
A dusty day at Mildo which saw a relatively big field of 2's for the World of Shale qualifier. Mini Moss was there although the dreaded engine gremlins struck again. New F1 pilot Mark Sargent (798) took his "hairdryer" out for a run and took heat 1. Then Grahams galore, as Morrison (881) took heat 2 and Mole the consolation. Final time saw a roll over for Aaron Vaight (184) but it was Daz Schenschall (376) who led until the lap boards came out, when Steve Cayzer (380) moved him wide and took another final at the under threat Suffolk shaleway. Steve Mallinson (788) took second, but it was Schenschall who took the final step on the podium. The national was won by George Turrucki (186)
KINCAID GOES NUTTS AS HE WINS IRISH, BURGY WIN NATIONALS
The annual Brisca F2 weekend to Ireland, was full off travellers from the main island. A last minute schedule change, meant the total weekend was done at Nutts Corner, instead of Ballymena. With a dramatic split with Spedeworth back in Ireland, it was taking of the pulse to see how healthy the Irish scene is, with Tullyroan and the returning Aghadowey taking some cars away. Our view is taken from Team Menace, the one and only Dennis Middler (641) and mates and their roadtrip.
"Well they say its the 'Luck of the Irish' we just had no luck. It was fast hard hitting racing! On the Saturday night it was 2 heats then the final (Irish Championship) we managed a 8th in Heat1. The two heats went to 925 Craig McConnell & 647 Chris Burgoyne. In the Irish Championship itself we we going good then got binned by Gavin Fagan which gave us a considerable amount of damage and left the under carriage of the car slightly bent. On the Sunday it was a early rise for the team to get the car fixed. The first race was the F2 Nationals championship where 647 Chris Burgoyne took the honours. We finished just outside the top 10 (11th). There was two reversed heats that made up the final grid. Heat 1 went to 571 we managed a 9th. Heat 2 went to 647
We were running strong but were spun out by 929 Connor Hughes. We managed to get going again but finished outside the top ten. In the final (George Fagan perpetual cup) we started 13th on the grid got a good start we went into the first couple of bends hard. On the restart we were sitting 3rd then 929 took another lunge at us which sent us straight into the wall with 944 ryan mcCrory left on top of the car leaving the car in a sorry state with a bust engine."
Ooo err, lots of hard work in Carnoustie coming up Den....
THOMPSON WINS AS PENIS RUNS CONTROVERSIAL ALL IN
A meeting that got many an F2 purists head shaking is summed up by Ard God Dave
"Despite a near-40 car entry the F2s stuck to their all-in format which caused a little disquiet among the drivers, Courtney Finnikin’s new car having a short day thanks to a lap one tangle with Darren Phillips with the restart seeing Richard Bowyer pull clear of a four-way scrap for the front to win it. The Phillips family’s tough day continued in heat two as Luke Phillips was taken out in a tangle with Luke Wrench before Philip Mann and Andy Brewin slammed heavily into the back straight wall in a big crash, Mann lucky not to roll with both cars destroyed. Mark Gibbs has finally got his new car running properly and held off Chris Bradbury for victory, before white top AJ Thompson led all the way in the main race for the first Final win of his career, Mike Green leading the GN until sliding wide on dropped oil handing Wrench the win."
CLOW PLOUGHS BELLE VUE
To Manchester... Local hero Rob Speak was away tractor racing at PENIS, but it was all eyes on the World qualifiers. The obligatory PJ Moss appearance was made. Heat wins went the way of John Wright (448) and final winner last time Josh Coleman (615). Shale superstar Michael Lund (995) took the consi, and final time came along, with Barry Clow (597) taking a well earned victory from Wright and Phil Mitchell (219).
POINTS OF ORDER
Can someone please explain the "retired" rule for grade changes. There seems to be confusion on this fact. At the start of the season there were drivers who had come back from periods of retirement to drop only by doing 3 meetings. I always thought you maintained the grade you had for 2 grading periods before you could be considered for regrading. At the beginning of the year, both comeback kings Neil Langworthy and Ross Rowe dropped. Yet, Liam Rowe, who started halfway through the season, done his 1 the previous month, and 3 the following period, and doesn't drop to yellow?
Over the close season, the whole grading process needs looking at. For instance, how can Kelvyn Whalley win umpteen finals in April and have an average over 20, and drop to blue for May? There are also drivers who because they started the season undergraded, hit the points hard and then spend the rest of season a grade or two too high. And then you have the self confessed "plastic" red tops north of the border... maybe next season grades should be done on averages too.
And whilst I'm off a long run, prepare for a beamer Incaworth. Over 35 cars all in is TOTALLY UNACCEPTABLE. If you want a big field, buy a farm. Traditionally the final is the feature race.
The rule of thumb should be - under 10 cars cancel, 10-25 all in, 25-30 2 out of 3 (for the bigger tracks up to 35), Over 30, 2 heats + consi. Over 70 cars, 3 heats! It discourages the budget racer when all they are going to get is damage and no reward (for the little reward they get). Meetings like this when drivers do it "for the love" soon fall out of love with it, and lo, the cars up for sale or in the garage until something better comes along. Sensible formats produce sensible racing, and yes, whilst a 15 car heat at NIR might be a bit dull, its better than a 15 car meet! But then you have the build up of a 30 car final! If you are publically going for 30 cars, restrict the bookings, not allowing the "turn ups" to race, and not moan in driver's briefings that cars have turned up! 38 cars is an extremely good turn out for NIR these days, lets have some fair, hard and decent races, but not water down our finals. Plan for the best case scenario, not the worse, as it is easier to drop a race than put one on.
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