This was to be a previously untried format for British GT racing, and one which would ultimately test the Cup teams foresight, race strategy and driving skill. Confusing discussion and supposition over the circuit PA regarding an 18.00 curfew for the late-starting race was eventually dismissed, and Ian McKellar Jnr’s SEAT pace car unleashed the pack for the full three hour race. The Tech 9 Porsches laid down their marker by taking an immediate lead, and drawing away from the rest, Bob Berridge in the #78 car just in front of Matt Griffin in the #76 machine.
Chris Goodwin in the RML Lotus Elise was a lonely third, having pulled a nine second advantage, as early as lap three over a four-car pack comprising Rob Wells’ Morgan, Hector Lester in the Glenvarigill Ferrari 360, Keith Robinson’s Morgan, and Steve Wood (not me!) in the VW Golf. The Morgan in front was quickly dispatched to the rear of this pack as the other three disputed fourth place, the GulfAir backed Golf eventually emerging as the group’s leader. The Atlanta Motorsport Renault Clio had a grassy moment out of Luffield on lap five, and a more serious - and dramatic - excursion along the Pit Straight lawn a little later, which would eventually cost it dear, since the horticultural debris blocked the air ducts, causing it to overheat. A pit stop for attention after one hour would delay it some 25 minutes, and it eventually came home 8th and last, 13 laps down on the class leader. Meanwhile, all was not well with the charging Golf, a small fire necessitating a pit stop on lap eight, and immediate retirement. The leading Porsches were holding station, Goodwin still ran alone, but most eyes were now on the nose-to-tail, side-by-side battle between the Ferrari and Keith Robinson’s Morgan. This would end just before 40 minutes elapsed, when the #66 Morgan made the first of its three scheduled stops, Henry Taylor taking up the cudgels, with no fuel taken on or tyres changed. Drama ensued just before the hour ticked over, Bob Berridge parking the leading Porsche at Club Corner owing to a broken drive shaft. The safety car was deployed so that the errant vehicle could be recovered, and Hector Lester took advantage of this respite to pit the Ferrari, handing over to series debutante Ivor Mairs. The repaired Tech 9 Porsche would re-emerge 30 minutes later, escaping the attention of the officials for a further 20 minutes before being black-flagged. The car had been recovered via the paddock, and the team had apparently been told not to rejoin.
90 minutes, mid-point, and the #66 Morgan pitted once more, Neil Cunningham taking over for the final stint. “I wanted new tyres,” said Neil, “we were carrying 100 litres of fuel, which was causing them to wear, but the team decided not to change.” The Scuderia Grifo Corse Elise of Walter Colacino, running steadily at the back, pitted too for fuel, and to hand over to Michelangelo Segatori. The pretty white Lotus would get progressively slower, and towards the end of the race received the black and orange flag, then black, and eventually frantic hand gestures from the officials before finally submitting. The Glenvarigill Ferrari 360 had pitted slightly earlier, Michael Mallock climbing aboard for the third and final stint.
Luton Town supporter Jeff Wyatt, making steady progress in the ISL Marcos Mantis, handed over to Alun Edwards, but leader Matt Griffin stayed out way past midpoint, eventually handing over to Patrick Peace with 80 minutes to go. Another pushing the envelope was Chris Goodwin, leaving it until 110 minutes before entrusting the Lotus to Paul Whight. Goodwin had stopped out on the circuit earlier, losing a lap. Impressive economy from both, even with the safety car.
The Porsche had retained its lead during the pit stop, and as two-thirds distance was reached, had a lap over Neil Cunningham’s Morgan, which was trading positions on the road with the similar car of Keith Ahlers, though #46 was a lap adrift. Edwards in the orange Mantis was third, gaining on Cunningham, but the big news now was Mallock in the Ferrari, who was taking no prisoners, dispensing first with the Paul Whight’s (tended by Michael’s father Ray’s RML) green Lotus, then passing Ahlers with 30 minutes to go. Mallock was now third in class, and would finish the race in that position. Meanwhile, Whight had got a second wind in the RML Elise, and was taking great chunks out of the advantage the Morgan ahead of him had, getting past with 26 minutes to go. Ahlers was having none of it, though, and the pair would battle to the flag, Whight being the eventual victor of the dispute. Five minutes left, and there was disappointment for the ISL Marcos squad, Edwards slowing out of Woodcote, and coming to a rest at Abbey, out of fuel. “It was a team cock-up”, said Alun ,”we believed what we heard over the circuit PA about the six o’clock finish, and didn’t check with anybody. We called Jeff in too early, and fuelled accordingly.” Another win, then, for the Tech 9 / GruppeM Porsche of Matt Griffin and Patrick Pearce. “It all went to plan, and wasn’t too hectic,“ echoed the pair afterwards “It was tight for fuel in the first stint, but the safety car helped, and we ran the last few laps on reserve.” (Now works) Morgan driver Neil Cunningham was delighted with second place, despite reservations about strategy. “We should have changed those tyres. I was down to the canvas, and beginning to slide towards the end.” He was nearly two laps down on the car he’d beaten at Knockhill (Race 2).
Tyres were crucial to the third place Glenvarigill Ferrari 360, too. “We changed all four, and that was a good decision. That allowed me to push, and only in the last 15 minutes did I feel them going off,” said a deliriously happy Michael Mallock. He’d only signed up to drive on Friday, and seems to like 360s as well as 911s. Impressive
reliability was displayed by the Cup contenders: this event
should help the Championship’s appeal, short and long
term. More please.
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