How not to die on a Classic Road Rally in Norway
Discussion
How not to die on a Classic Road Rally in Norway
AKA Putting the Hammer down in Thors own Country
Even before we got to the actual start of the 2007 Classic Rally Association’s ‘Viking Marathon’, Norway, a lot seemed to have been going on.....
The 285mile trek north to Newcastle, via the mandatory M1 roadwork’s, contributed to an epic six and a half hour journey. Sadly, much of it was spent stationary, cockpit at gas mark 6 and water temperature debating whether it was going to win the war against the radiator cap.
The immediate surroundings comprise a distinctly well travelled, Healey 3000. Standard Bearer for the once mighty, Armies of Abingdon, veteran of events, 20 plus Stage and over 40 Road.
It carries the usual mods, not a single one of them, beneficial to the environment.
It’s personality, not unlike a Fox Terrier we once knew. Loud of bark, strong of limb, relentless in pursuit and a bit prone to snapping back.
Not withstanding, we arrived at the pre-start hotel, crisis free, save for a weeping front shock absorber refill cover and in advance of, exploiter of the Standard Triumph, guest navigator and International man of mystery, Andy Belcher.
A relaxed evening ensued, with scant attention paid to the non shock absorber. Instead, we enjoyed a convivial dinner with HRCR Beds, Bucks and Oxon organisers, Valerie and Graham Gilmore.
In the days to come however, the roads of Norway, would extract payment due, for ignoring that sub standard shock absorber.
In addition, as any Healey owner will attest, there’s no such thing as an oil tight 3000 and in the morning, as we approached the car, a familiar pool of amber liquid lay beneath. The old terrier had marked its territory.
Scruitineering was a cheery formality in the North Eastern sunshine and we joined the 60 plus cars queuing for the ‘Queen of Scandinavia’, our escort for the North Sea leg, to Stavanger. The mood was relaxed and optimistic, except for a, decidedly scarlet, Colin Weekley esquire, who had bought MPH speed tables. Still, his assertion that there must be one crew who had both arrived with KM speed tables, proved insightful and the usual sea of tranquility descended over the Amazons, Scandinavian cockpit.
Waiting in line for the Queen
Many covetable old motors on this event, but one other thing was a shade worrying; 60% of the competitors were on shiny new Vredenstein Snow Trac tyres. Everyone who looked, seemed surprised we were only running Avon ZZ’s – when all the weather reports has shown snow on the route. Hmmm…
As we set off from a dusky Newcastle, three hours late, Belcher was locked below decks, as punishment for not plotting the route earlier. Andy runs a tight schedule, but this was pretty close. Never the less, around 6 hours later he emerged, with the route all but complete and we joined up with the Weekley’s, Gilmore’s, Secker’s and the Powell’s for and excellent seafood dominated feast in the Queen’s, Seven Seas restaurant.
In the morning it transpired that the old Queen was running on one, not four engines and would not be making up any time. As we approach the Norwegian coast the sea turns a little rougher and the heavens start to crack. Thor, is rubbing his hands.
Unperturbed and full of optimism, we arrive in Stavanger. Running to a revised schedule, we make our way, in the rain, to the rally start at the TS Vintage Tractor Museum. Rain equals no snow, so we were already, we’re on the up.
The Tractor Museum and their workshops were already proving to be an inspired choice, by the organizers, the Classic Rally Association. Competitor Alan Rogers, in his yellow 911 has run the bearings of his dynamo. However, there’s bloke here in the museum, who has restored a Porsche Tractor, who knows a bloke down the road, who has a bearing shop, who…
Time out for those of you that do not understand what Road Rallying is.
You might think, quite justifiably, how come somebody who hasn’t won anything outright, feels he can advise on this often demanding discipline. Well I can’t I suppose, but by being a beginner for so long, maybe I can explain in a way you might relate to.
For many years, I found it very difficult to understand what we were supposed to be doing, when we were supposed to be doing it and how we going to do it.
Go on, it would be rude not to
So here’s The Rough Guide to Road Rallying.
There are two types of competitive car rallies. One is a Stage Rally where the event is comprised of several stages on closed roads, against the clock. The fastest crew wins and such an event is the WRC.
The other is a Road Rally, where the competition is about arriving at controls on time, mostly on public roads. Additionally, there will be a few special tests, in which the fastest car usually suffers the least penalty.
This event is a Road Rally and as such, can be an accessible form of motor sport for many people. If you do everything right, you won’t need a fast car. However, if you make a mistake and have to turn around for example, a car with a performance edge will make it easier to get back on track. Well that’s the official response anyhow!
A Road Rally event schedule is broken up into Legs or days. Day one is Leg 1 and so on.
The vital route, will either be by diagrams (arrows and distances called Tulips) or by a map upon which, the route has been marked.
For this event Andy had to plot the route from series of instructions. After plotting, there were a few (deliberate) gaps.
Later, when we reach these gaps, we will get further printed instructions. When we reach the end of these instructions, we will be back on the marked route.
During a typical Leg there will be Main Time controls (MTC), Time controls (TC), Transit sections, Regularity Starts (RS), Jogularities and Special tests (ST).
It is all about, being at these places exactly on time when necessary and knowing when you can be a little late or early. If you are late when you should not be, you will be time penalised. It is these time penalties, upon which. the rally results are based.
Get everywhere on time, go the right way, be fastest on the tests and you will win the rally.
Controls are manned by volunteers called marshals, who stamp or chip your rally card, to show you have been there and at what time.
Everybody has to arrive at the controls at a different times to avoid chaos, so the running schedule always shows the time for car zero. You have to work out your own time schedule, by adding on your car number to those of car zero.
The first thing to do is to set your stopwatch to the exact time of day, exactly in line with the organisers clock. You will see all the crews doing this at the start, as we are all trying to get this right to the second.
Main Time Controls. (MTC)
These are the ones everybody should get right. There is normally a MTC when you start the day, one when you come into lunch. There will also be one when you leave lunch and when you get to the end of the day. So for a typical leg there would be MTC’s 1,2,3 & 4.
If car zero leaves MTC 1 at 9.00 am and we are car 23, we know we must get our card stamped at 9.23 precisely, then get on our way. It is the competitor’s responsibility to get this right if you forget and get it stamped at 9.25 you will get an irrevocable 2-minute penalty that you needn’t have got. So you are already 2 minutes behind everyone else and you haven’t left the car park yet!
One further point: By adding 23 to all the MTC car zero times, we know when we must be at all 4 MTC’s. Generally, we must not miss any MTC’s and never be more that 30 minutes late. That means if you get lost, break down and lose time, you might have to cut some of the route, just to make the MTC on time. Competitors need to read the event regulations, so they know which items to bypass, with the least penalty.
Sometimes you can be early or late penalty-free at the final MTC’s, but the regulations will state this.
4m people + huge open country = best driving roads on the planet
Time Controls
These, like the MTC’s are controls that you check into and out of on time. You might have, for example, 5 minutes at these controls and are often a fuel stations for example. Even if you spend 10 minutes there, the navigator must get his card stamped on time, regardless of whether the driver is still filling up the car. Make up any time on the transit section.
Transit Sections.
This is where you will be driving, non-competitively, at normal speeds, to get to the start of something that will test your skills. Such a destination could be a Regularity Start or Special test.
Regularity and Regularity Start(RS)
The simplest form of a Regularity, is a section where you have to drive at a constant speed, until the end. They are often around 10KM long, but can be longer or shorter.
Speeds are typically 20-36mph. If you think this is too slow, try maintaining a constant 36mph, up or down a series of tight mountain hairpins.
The road might be smooth tarmac or something slightly rougher.
You will have worked out your scheduled time to be at the RS. You do not need to start an RS exactly on time. However, if we don’t keep to the schedule and get later and later, we won’t be able to complete everything and finish at the MTC within our maximum 30 minutes lateness.
During the course for the event you will come to an RS exactly on time, ready to rumble and there will be 6 cars in front of you, setting off at 1 minute intervals. If you wait in your car for your turn you will be at the RS start, 6 minutes late. This isn’t a problem, but it eats into you maximum 30 minutes lateness to be at the MTC.
So to avoid this, the navigator must jump out of the car, run up to the marshal and get the time card stamped with the correct, or as near to, time. Then you can wait your turn, safe in the knowledge that after the RS you can get back on time for the next destination, by speeding up a bit.
As long as you do not speed up, more that three quarters of the time allowed, you will not be penalised. Well not by the Rally organisers anyhow!
As you approach the start, you will see a yellow board and a red board. Enter the yellow board holding area, one minute before your actual start, which will be level with the red board, just ahead.
When you leave the RS start, you must zero one of your odometer displays and start your stopwatch. You cannot drive at a constant speed, just by looking at the speedometer. The constant speed takes no account for give way halts, or stopping to look at the map. The only way you can maintain it, is by comparing your stopwatch time and the distance traveled, to the ideal ones in your Speed Tables. You need to keep on top and make sure you find the right route, or the prescribed 30 mph will soon need to be 50mph, if you let things lapse.
In the simplest form of regularity there will be one control at the start and one at the finish. You will arrive at the finish on time, get no penalty and ‘clean’ the section.
But that would be too easy.
You could encounter two types of controls along the way. One will be a marshal or two and a board that looks like a rubber stamp. This is a Passage Control (PC). Stop here and get you card stamped, but leave the stopwatch and odometer alone. As you leave, make up the time you were stationary, by increasing your speed until you are back on track.
The more common type of control you will encounter, is an Intermediate Time Control (ITC). When you arrive here immediately stop and instantaneously restart your stopwatch. Also, zero the odometer display you are using for speed table comparison purposes. When you leave this control the regularity has effectively started afresh.
Sometimes there are speed changes also, but you can find out how to do this elsewhere.
Incidentally, to record the distances, ideally you need an additional accurate odometer. Instead, we use a traditional, mechanically driven Halda. This has two distance displays. We leave the top one running for the overall distance covered, but keep zeroing the lower display, where required.
One further complication. Sometimes, you will have read that the RS satrt is unmanned. That means, that there won’t be any marshals present and you must start exactly on your due time.
If you are running late and not even at the start yet, start your stopwatch at the due time anyway. Then try to make up the time once you pass the unmanned start – but remember to zero the Halda- as you tear though!
Jogularity
A different form of Regularity is a Jogularity. This is a printed sheet and it tells you all the times and distances that you should be achieving at various landmarks or junctions.
I like the Jogularities, as you can put aside your speed tables and have one less thing to worry about. When you come across a (ITC) control, they will show you a board with the ideal time (and distance) you should have taken. When you see this, quickly note your stopwatch reading when you get there. You must not make up time on a Jogularity, so if you are 10 seconds late, add 10 seconds to all the ideal times on the sheet and continue to that revised schedule.
It should go without saying, that controls will not be visible in advance, not in place you might expect and often after a tricky turn. An experienced driver might speed up if his navigator suggests there’s a tricky turning up ahead.
Special Tests
These are on closed grounds or roads. They are tests for the driver and the idea is to get the fastest time, without going the wrong way. The navigator will have a map to follow and there may be obstacles like cones, haystacks, concrete posts to negotiate and the route will, most likely, be complicated.
At the finish you may need to stop astride a line, between cones. The penalties for a wrong test (WT) are sometimes hefty, so read up on the regs, as there may be something hidden here.
S'il vous plait, Monsieur!
Conclusion
Road rallying is a perfect way to exploit your own and your cars ultimate potential. It should combine intense, competitive, but friendly rivalry with post event camaraderie. Whether you drive or navigate, you will find yourself in a new environment, with new challenges and achievements there for the taking.
It’s the only sport I know that you can finish last and still both have a fantastic time. Well apart from that...
Saturday - Leg One Stavanger – Telemark
Fancy yourself as a hero? We leave the tractors behind us and begin to see the beautiful scenery and open roads Norway boasts. Rocky outcrops prevail as the road sweeps upwards towards the mountainous Rogaland area. Although the day is short there a four regularities to contend with. The roads are generally smooth but covered with a sprinkling of gravel granules that keeps the drivers concentration fixed. As at least one competitor discovered, a front end facelift, is just a four wheel lock-up away.
The day ends pleasantly enough. Just time for a quick repair to the loose exhaust heat shield, in the car a park of the Sinnarbu Hotel, as dinner already awaits us.
No problem old chap, I’m sure I have a spare front wing in this ‘ere bag
Here we found the only negative about Norwegian hospitality. Beer is £5 a glass and house red, starts at an eye watering £36!
Still you don’t find Norwegian teenagers falling over in Saturday nights. In fact he ones we saw, seemed to be having a great time, devoid of any alcohol. The whole feeling is one of community spirit and optimism. Children have full childhoods and teenager’s seep into adulthood, unhurried. Dishonesty is shameful, not clever and their unique quality of life, highly valued.
Andy’s navigation and route plotting was mostly spot on, but as, for reasons unknown, I took over the timing, we were not as successful as we might have been. Also as it will unfold, we had our work cut out just keeping the car in the event.
Meanwhile, a quick look at the Masters leader board, and we are we are about 9th off the bottom. Despite our problems, we would mostly maintain this position for the entire event. In fact, you could say, we dominated it.
Sunday- Leg 2 Telemark to Lillehammer
This morning golden sunshine greets all the crews and with car and crew running like a well oiled machine, we breeze through the regularities. Well, maybe the results conflict, but we felt we did them well. At least we had a game plan.
The scenery continues to stun with breathtaking fjords and waterfalls, as we a pass though the sites of the historic raids of WWII, stopping for lunch at the mountain, Norlandia Sole hotel, for a welcome hot lunch.
One feature if this event is the reversed starting order. It’s great for crews like us who don’t expect to run right at the front. The worse you do, the earlier you start. That means you get back earlier and if you have any work to do on the car, you can get it done before everyone else gets back. There’s nothing worse that having a problem, doing poorly and getting to the hotel when they’ve finished serving dinner. This is the way to run an event for everybody.
In the afternoon there was a test at the Erikplassen Motorbane, a super Motorcross circuit. Here we found out, car 23’s driver could not tell the difference between his right and left. Accordingly we were well below par, all my fault.
However, it was a super test, part gravel, part tarmac, not unlike ‘Tahiti’ on Sega Rally!
We continue with another regularity and achieve between 1 and 5 second penalties at most of the ITC’s. Good for us, but the top crews are getting consistent one’s and zero’s.
Sometimes, it’s difficult for a driver to sense what’s going through the navigator’s mind, when they go quiet, start looking all around and hurriedly shuffle their papers. You try and judge the situation and in this case, I though Andy might find it helpful to know that the crews behind us were all tuning left.
In repost, I got a curt “That’s because they don’t know where they’re going”
Indeed they did not, and at 16.52 smart alec had guided us to the final test of the day, the Elvedalen Kart circuit. What a great idea to use these circuits for tests, great fun and I decided the handbrake for tight turns. In car it felt ugly, but a look at the times showed it to be effective.
As we rumble into the into the car park of the impressive Lillehammer Raddison all seems well and a beer overlooking the lake in the sunshine, is a perfect end to an enjoyable day.
Monday- Leg 3 Lillehammer to Oppdal
As I pack up the groundsheet and get the car warmed up, it is a rain soaked Lillehammer morning, that greets the rally crews. Sadly, today’s first hillclimb test up to the nearby ski-jump, has had to be cancelled, as there will be a school party enroute.
We enter Peer Gynt country and pass a bob sleigh run, ancient wooden churches and, since you asked, the largest Talcum Powder mine in Norway.
Many roads are private barriered tolls, that you have to have the correct change ready for. The CRA had made life easier and paid for most of these, but it some remained and with the CCTV, it was a pain if you forgot the correct change.
By 11.31 we have completed two tricky regularities, mostly through farming communities and are at the Driving test center, Liens Orvingbane. The test is a normal driving test, cones and islands, but the twist is a greasy, cone littered, skid pan followed by a slippery right hander and a stop astride. We all looked on with some relief, that we were not the first on this tricky test.
Looking on from the sidelines, we watched as the delightful Barbara and Sylvia stepped up to the breach in their immaculate Volvo P1800. I’m afraid they might have got sucked in and behalf of all the other competitors, we are most grateful to these two, who wiped off most of the grease. Despite a routine worthy of Darcy Bussel in her prime, Babs brought the Volvo to a saintly halt astride, without any damage.
For us and the crews that followed, it was plain sailing, although nobody felt moved to set any test records.
Regularities 3 & 4 were very gravely and our plan of subtracting a constant for wheelspin, from the Halda readings, is causing havoc with the cockpit calculations. The lack of front n/s front shock was visibly evident and I remarked to Andy that, was it not amazing, that the car was still in one piece.
So impressive was it, that we didn’t even hear the rear calliper bolts drop out……….
The final regularity of the day was set against some of the most wonderful scenery ever. High above the tree line, a barren landscape, hewn by glaciers and as alien as Kubrick’s Jupiter, it was going to have Car 23, just in time for tea.
If ever there's a place to break down - this ain't it
The first indication, was a loud intermittent knocking noise percolating in through the rear bulkhead. I think, for a moment, we both pretended we didn’t hear anything. Upon braking, things got considerably more horrid.
Either a demented Troll was underneath with a hammer, or we had broken something. It might be a leaf spring mounting and that meant the axle was only partially located.
Within the narrow gravel strewn trail, there was just nowhere to stop, that would be safe from the high speed traffic jam, due any moment. We simply had to keep going. Dusk was just around the corner and this freezing barren land, did not seem the place to set up camp. So gingerly we pressed on. Anyhow, it didn’t seem too bad………. as long as we didn’t need to stop.
I think our hearts sank when we saw another ITC, for it meant that we were still far away from a main road. The marshals advised that we could not turn back and there was at least another 20 miles of this undulating and difficult terrain that had fast lost it’s allure.
We had no choice, one eye on the road, the other in the rear view mirror. All we need now is a truck coming the other way, expecting us to slow down. When we waved Caldwell (that's Alastair Caldwell, ex McLaren supremo)in the Silver Cloud (yeah really) past, we knew, we were the last ones above the trees. The Banhams in the sweeper should be along later but who knows? What if we have no phone signal? All that was left was to proceed.
It was probably about that moment, that the last drop of remaining brake fluid fell out of the fractured brake pipe. That was it then, 15 miles of undulating gravel terrain blind sumps and no brakes whatsoever. Even the handbrake had chucked in the towel.
I couldn’t quite work out how with a dual circuit system, why there were no brakes, at all. Anyhow, driving at speed commensurate with the vista ahead, we could get the old girl down to 20 mph if I 'raped' her the synchroless first gear.
Andy and I had a quick conference and motion was passed to carry on. The only differences were, I was convinced we could do it and get to the MTC on time, he just wanted to get with his body parts intact. Eventually we swept onto the main road and we didn’t need to stop. We were dead lucky. The roads were empty and the thirty miles later, we rolled into the melee of broken cars, that was the car park of the Quality Hotel, downtown Oppdal. I shut down the engine and Car 23 spluttered to a lame halt. Andy leapt out and got the card stamped a few minutes inside our maximum lateness.
After the quick resume to interested parties, all hands were on deck. Colin Weekley and Terry Secker led by rally mechanic extraordinaire, Peter Banham, had the rear wheel off and all was revealed.
The offside rear caliper was totally flopping about, completely unattached and only by virtue of the wheel rim, still present. The rear brake pipe had been ripped apart, but in reality, this was fantastic news. An as new repair was possible. Within 2 hours Peter had got everything fixed and we are grateful to Malcolm Pickering for kindly providing a replacement brake bolt.
After dinner, I tested the car alone, refueled it and it seemed serviceable, the brake pedal just a tad spongy.
As I returned in the darkness, to the hotel car park, some local Norwegian petrolheads ask me:
“and what is the actual point of all of this rally”
At that moment, a satisfactory reply escaped me.
Tuesday Leg 4 Oppdal to Geiranger
It’s now 6.45am the next morning. Peter has bled the brakes again, pedals hard and Car 23 is back in the race.
After yesterday’s drama, it was hard to be totally optimistic; but this was a new day and the car was fixed, or was it? As we went over a bridge, I braked but the car went straight on, towards a rock faced, tee junction.
Luckily, this was simply a trick somebody above was playing on us. The brakes were fine, but the rain soaked wooden surface bridge, was like yesterdays skidpan.
Anyhow onto Rennebu Kart ring for another test. Again the driver didn’t perform, but with the brake pedal playing Russian Roulette, you might just understand.
As we finished another regularity I heard another knocking noise from the rear end. What now? This time we stopped and got the wheel off. The hastily replaced handbrake calipers were loose and the retaining ‘R’ clips had fallen out both sides allowing the links to flap about. We could easily run without a handbrake, but these links were perilously close to catching the spokes. If we were unlucky (and why shouldn’t we be) they could break up the rear wheels.
Fortunately, there was a one-hour coffee break stop ahead. We agreed, it would be best remove the entire handbrake mechanism, calipers, and links in the street to the bemusement of fellow competitors. Terry Powell of the recalcitrant Rover 3500S, leant us his trolley jack and Andy organizes all the awkward shaped, components into the boot.
As he retrieves the copper hammer, chocking the front wheel, Andy notices one of the four, sump guard retaining bolts, has come undone. Upon retightening that we noticed that there was no longer any fourth bolt present. That had been sheared off along with the sump guard mounting lug. OK it’s not going to hold us back, but we need to get it fixed tonight as a flapping sump guard will eventually break off. This was the legacy of not fixing that weeping front shock absorber, back in Newcastle.
After that we had a great day, much of it spent toing and froing with the GT’s of the Gilmore’s and Secker’s. We spent many a amusing moment behind them, in front of them and going towards them!
As we arrive at the night halt, we found a pitch opposite the Hotel Geiranger and the besieged Peter Banham’s evening, was about to be extended.
Peter is a great and cheerful bloke and so is his long suffering wife Betty. Whatever it is, he can minimise the problem. He’s even had competitors with con rods through the block and got them on their way.
Tonight though, he would be extra busy, as the Vikings had got themselves quite a haul.
The Gilmore’s MGBGT had no speedo drive, Terry and Janet’s P6 was misbehaving again and half the rally were up on axle stands.
Within moments the Healey was at 45 degrees, perched on the two nearside wheels and showing the world all her rude bits. The sump guard was off and the repair detail, quickly organised. Andy was dispatched to the mobile workshop to make a bracket, whilst Peter and I were trying to drift the sheared bolt, out of the chassis rail. We used a kerbstone to form a joggle in Andy’s bracket and within a couple of hours we were all cleaned up ready for dinner.
Now we could relax. Andy looks well satisfied and this bad time to let him have the wine list.
And we were 5th our of 66 on the awesome, closed-road, Stalheimsclieva Hillclimb
Wednesday Leg 5 Geiranger to Fagernes
We leave Geirnager in good spirits. Any hopes of winning anything are pretty much, out of the window, but for some reason we feel really great. We’re not winning, but we haven’t been beaten by Thor and his cronies, either.
As we set off, I receive a CRA speeding ticket, issued by slightly over zealous marshals, as a sort of kind hearted warning. I was surprised to see it, as we always slow down for towns and populated areas, obviously not quite enough. We sympathise however, as we are all for the CRA being invited back to Norway.
The car feels 100% ready to rock, as we make our way to the first test, an ominous hillclimb, know as Dalsnibba.
The early morning rush hour, downtown Dalsnibba
Even the climb to the hillclimb, is scary. It’s going very high and is that snow that’s falling? Sudden death drops, a distinct lack of barriers, this is Norway’s equivalent to America’s Pike’s Peak. No safety optimised, public road this one. Even a barrier has to been unlocked, just so we can access the final section. The snow is really falling, the light is dim and it’s the winter of ’63 all over again. The Healey’s usual fireside like demeanor, now distinctly icy and the windscreen won’t stay clear. As the wind howls, another marshal holds is arms against the cold.
Here we go 5,4,3,2,1 wheelspin. The gravel is slippery but again, no real rhythm going and within moments we slither through the finish. Whether concerned about our slickish tyres or something more fundamental, I don’t know. But I’m not too sorry it’s over.
“No actually, strike that, it’s a ninety left coming up. Yep that’s it, definitely a left. For ****'s sake, are we back on yet?”
Then there was the 3-point turn on the ledge and the descent among the upcoming competitors.
I admit it; I was taking no chances going down and anyone who thought we weren’t going down fast enough, were free to overtake. No one did.
Our mates Terry and Pip in the Snoberry MGC, were joint 2nd overall on this test and that’s a result to be proud of.
The remainder of the day took us via regularities through some distinctly Alpine scenery.
Snow drifts like icebergs and lakes cooler than 007’s Martini, ‘tis indeed a wonderful land.
Many of us take time out, for a Kodak special moment. Afterwards, the roads continue down through the valleys and bereft of traffic, they must rate as some of the best driving roads on the planet.
Also and occasionally, there is the odd, and I mean odd, souvenir shop along the route.
If, as a school child, you sat next to girl who had a florescently haired Troll, on her pencil, this is when she can still buy them.
Once in a while we might come across a local or holidaymaker and we collectively apologise if he was, for a moment terrified by 66 rally cars coming towards him a one-minute intervals.
Around 17.33 and on time, we check into the overnight halt, the Quality Hotel, Fagernes. As I check over the car, there nothing to do tonight except hit the bar. I reveal the good news to Andy, who punches the air with delight. I fear, another swift, Merlot fueled body blow, to our credit cards is on it’s way.
Take that, Norway
Thursday Leg 6 Fagernes Balestrand
I always like to load the luggage into the car before breakfast. That way I just have to ease it off the groundsheet, pack it away and meet Andy round the front after he’s checked us out. That way there’s not much to do.
Just as well too. This morning there’s a pool of oil, right under the rear differential, but Peter put’s me right.
“That’s not oil Mike, that’s petrol”
As I bend down, he’s right, there it is drip, drip, drip. This car needs a real good, talking to.
If we have to remove the tank tonight, it will be a nightmare. I remember having to tap it in, when I made it, ten years ago. I really can’t believe, it’s suddenly decided to split now.
Even for the crew of Car 23, every now and then, we get some good fortune. I remembered, last night, when refueling in a hurry, the tank twice blew some fuel out all over the open boot. Maybe the tank isn’t split and it just overflowed petrol draining out of the boot. As the day went on the drips stopped, there was no crack and the problem went, as quickly as it appeared. Love it.
Near the end of the day there is the closed road tarmac Stalheimskleiva hillclimb. If there was an event that suited our car, it was this and at last the weather was dry. As we waited in line, Terry knocks on the window, “you’ve got a soft tyre”.
I thought it was a wind up, but he was right. Arrghhh!!!! We carry a pump, so we re-inflated it and got back in line ready for the assault. This Hillclimb must rate as one of the best ever. A real vertical climb that went on and on for nearly a mile.
When the climb first opened, it took cars 24 minutes to reach the top, so it’s a great credit to the the MIW (Men in White) that Roger and Terry steered the teeny, weeny, Austin Seven special up in just four and a half minutes.
Our attempt was (finally) full bore attack and out of 66 cars, we achieved joint 5th overall with a time of 1:54 and I think it could be described as frantic. I’d do this entire event again, just to have another go at this hill. It’s just perfect and like many other competitors I’m sure, I feel we could have won overall, with a second attempt.
The hill took it’s toll though. The evocative Alfa GTV snaps it’s half shafts, the Blue MKII Jag fries it’s clutch and the ‘Outlaw’ 356 is also out.
The Winning Lotus Cortina of Andrew Newman and Mike Hope
Unaware of the carnage, a feeling of elation and relaxation prevails in the front room of Car 23. We chase one of the other Healeys for a bit, keeping the speed well under 100mph, but the deflating rear tyre is making it’s squishy presence felt. We stop in the setting mountain sun and change to the spare.
Were we both smokers, I’m sure we would have enjoyed a cigarette.
The descent continues and takes us down into Balestrand and the most excellent lakeside Kviknes Hotel, the finest yet.
Friday Leg 7 Balestrand to Balestrand
Peter fixes the flat tyre in the morning and we are set for the final short leg, which will last just until early afternoon. Today’s rain is relentless and one of the reguarites has to be cancelled. However out spirits remain undamped. I think we are in agreement that despite our setbacks, this has been one of the great events that we have partaken in.
The Gala prize giving which Andy sadly couldn’t stay for, was the best meal and wine we had had so far and everyone dressed up in their finery.
We were delighted when Colin and Veronica Weekely in the Volvo got a second in class in the Clubmen category and the overall winners were Andrew Newman and Mike Hope in the Lotus Cortina. They gave a gracious acceptance address and set the scene for a delightful evening, the finale to a memorable event.
I’m sure was not alone in wondering if, one day, we would ever giving such a speech.
We’ve just seen the bar bill
The Classic Rally Associations immaculate preparations and organization, gave us a wonderfully varied and competitive event. I really cannot fault it. The Norwegian people were wonderful, cheery hosts and seemed genuinely pleased to welcome us to their exceptional country.
These long haul events may initially seem expensive, but in retrospect, you get a lot of action for the money.
Like a locking tab washer on a brake caliper bolt, they should not be missed.
The End -thanks for reading
AKA Putting the Hammer down in Thors own Country
Even before we got to the actual start of the 2007 Classic Rally Association’s ‘Viking Marathon’, Norway, a lot seemed to have been going on.....
The 285mile trek north to Newcastle, via the mandatory M1 roadwork’s, contributed to an epic six and a half hour journey. Sadly, much of it was spent stationary, cockpit at gas mark 6 and water temperature debating whether it was going to win the war against the radiator cap.
The immediate surroundings comprise a distinctly well travelled, Healey 3000. Standard Bearer for the once mighty, Armies of Abingdon, veteran of events, 20 plus Stage and over 40 Road.
It carries the usual mods, not a single one of them, beneficial to the environment.
It’s personality, not unlike a Fox Terrier we once knew. Loud of bark, strong of limb, relentless in pursuit and a bit prone to snapping back.
Not withstanding, we arrived at the pre-start hotel, crisis free, save for a weeping front shock absorber refill cover and in advance of, exploiter of the Standard Triumph, guest navigator and International man of mystery, Andy Belcher.
A relaxed evening ensued, with scant attention paid to the non shock absorber. Instead, we enjoyed a convivial dinner with HRCR Beds, Bucks and Oxon organisers, Valerie and Graham Gilmore.
In the days to come however, the roads of Norway, would extract payment due, for ignoring that sub standard shock absorber.
In addition, as any Healey owner will attest, there’s no such thing as an oil tight 3000 and in the morning, as we approached the car, a familiar pool of amber liquid lay beneath. The old terrier had marked its territory.
Scruitineering was a cheery formality in the North Eastern sunshine and we joined the 60 plus cars queuing for the ‘Queen of Scandinavia’, our escort for the North Sea leg, to Stavanger. The mood was relaxed and optimistic, except for a, decidedly scarlet, Colin Weekley esquire, who had bought MPH speed tables. Still, his assertion that there must be one crew who had both arrived with KM speed tables, proved insightful and the usual sea of tranquility descended over the Amazons, Scandinavian cockpit.
Waiting in line for the Queen
Many covetable old motors on this event, but one other thing was a shade worrying; 60% of the competitors were on shiny new Vredenstein Snow Trac tyres. Everyone who looked, seemed surprised we were only running Avon ZZ’s – when all the weather reports has shown snow on the route. Hmmm…
As we set off from a dusky Newcastle, three hours late, Belcher was locked below decks, as punishment for not plotting the route earlier. Andy runs a tight schedule, but this was pretty close. Never the less, around 6 hours later he emerged, with the route all but complete and we joined up with the Weekley’s, Gilmore’s, Secker’s and the Powell’s for and excellent seafood dominated feast in the Queen’s, Seven Seas restaurant.
In the morning it transpired that the old Queen was running on one, not four engines and would not be making up any time. As we approach the Norwegian coast the sea turns a little rougher and the heavens start to crack. Thor, is rubbing his hands.
Unperturbed and full of optimism, we arrive in Stavanger. Running to a revised schedule, we make our way, in the rain, to the rally start at the TS Vintage Tractor Museum. Rain equals no snow, so we were already, we’re on the up.
The Tractor Museum and their workshops were already proving to be an inspired choice, by the organizers, the Classic Rally Association. Competitor Alan Rogers, in his yellow 911 has run the bearings of his dynamo. However, there’s bloke here in the museum, who has restored a Porsche Tractor, who knows a bloke down the road, who has a bearing shop, who…
Time out for those of you that do not understand what Road Rallying is.
You might think, quite justifiably, how come somebody who hasn’t won anything outright, feels he can advise on this often demanding discipline. Well I can’t I suppose, but by being a beginner for so long, maybe I can explain in a way you might relate to.
For many years, I found it very difficult to understand what we were supposed to be doing, when we were supposed to be doing it and how we going to do it.
Go on, it would be rude not to
So here’s The Rough Guide to Road Rallying.
There are two types of competitive car rallies. One is a Stage Rally where the event is comprised of several stages on closed roads, against the clock. The fastest crew wins and such an event is the WRC.
The other is a Road Rally, where the competition is about arriving at controls on time, mostly on public roads. Additionally, there will be a few special tests, in which the fastest car usually suffers the least penalty.
This event is a Road Rally and as such, can be an accessible form of motor sport for many people. If you do everything right, you won’t need a fast car. However, if you make a mistake and have to turn around for example, a car with a performance edge will make it easier to get back on track. Well that’s the official response anyhow!
A Road Rally event schedule is broken up into Legs or days. Day one is Leg 1 and so on.
The vital route, will either be by diagrams (arrows and distances called Tulips) or by a map upon which, the route has been marked.
For this event Andy had to plot the route from series of instructions. After plotting, there were a few (deliberate) gaps.
Later, when we reach these gaps, we will get further printed instructions. When we reach the end of these instructions, we will be back on the marked route.
During a typical Leg there will be Main Time controls (MTC), Time controls (TC), Transit sections, Regularity Starts (RS), Jogularities and Special tests (ST).
It is all about, being at these places exactly on time when necessary and knowing when you can be a little late or early. If you are late when you should not be, you will be time penalised. It is these time penalties, upon which. the rally results are based.
Get everywhere on time, go the right way, be fastest on the tests and you will win the rally.
Controls are manned by volunteers called marshals, who stamp or chip your rally card, to show you have been there and at what time.
Everybody has to arrive at the controls at a different times to avoid chaos, so the running schedule always shows the time for car zero. You have to work out your own time schedule, by adding on your car number to those of car zero.
The first thing to do is to set your stopwatch to the exact time of day, exactly in line with the organisers clock. You will see all the crews doing this at the start, as we are all trying to get this right to the second.
Main Time Controls. (MTC)
These are the ones everybody should get right. There is normally a MTC when you start the day, one when you come into lunch. There will also be one when you leave lunch and when you get to the end of the day. So for a typical leg there would be MTC’s 1,2,3 & 4.
If car zero leaves MTC 1 at 9.00 am and we are car 23, we know we must get our card stamped at 9.23 precisely, then get on our way. It is the competitor’s responsibility to get this right if you forget and get it stamped at 9.25 you will get an irrevocable 2-minute penalty that you needn’t have got. So you are already 2 minutes behind everyone else and you haven’t left the car park yet!
One further point: By adding 23 to all the MTC car zero times, we know when we must be at all 4 MTC’s. Generally, we must not miss any MTC’s and never be more that 30 minutes late. That means if you get lost, break down and lose time, you might have to cut some of the route, just to make the MTC on time. Competitors need to read the event regulations, so they know which items to bypass, with the least penalty.
Sometimes you can be early or late penalty-free at the final MTC’s, but the regulations will state this.
4m people + huge open country = best driving roads on the planet
Time Controls
These, like the MTC’s are controls that you check into and out of on time. You might have, for example, 5 minutes at these controls and are often a fuel stations for example. Even if you spend 10 minutes there, the navigator must get his card stamped on time, regardless of whether the driver is still filling up the car. Make up any time on the transit section.
Transit Sections.
This is where you will be driving, non-competitively, at normal speeds, to get to the start of something that will test your skills. Such a destination could be a Regularity Start or Special test.
Regularity and Regularity Start(RS)
The simplest form of a Regularity, is a section where you have to drive at a constant speed, until the end. They are often around 10KM long, but can be longer or shorter.
Speeds are typically 20-36mph. If you think this is too slow, try maintaining a constant 36mph, up or down a series of tight mountain hairpins.
The road might be smooth tarmac or something slightly rougher.
You will have worked out your scheduled time to be at the RS. You do not need to start an RS exactly on time. However, if we don’t keep to the schedule and get later and later, we won’t be able to complete everything and finish at the MTC within our maximum 30 minutes lateness.
During the course for the event you will come to an RS exactly on time, ready to rumble and there will be 6 cars in front of you, setting off at 1 minute intervals. If you wait in your car for your turn you will be at the RS start, 6 minutes late. This isn’t a problem, but it eats into you maximum 30 minutes lateness to be at the MTC.
So to avoid this, the navigator must jump out of the car, run up to the marshal and get the time card stamped with the correct, or as near to, time. Then you can wait your turn, safe in the knowledge that after the RS you can get back on time for the next destination, by speeding up a bit.
As long as you do not speed up, more that three quarters of the time allowed, you will not be penalised. Well not by the Rally organisers anyhow!
As you approach the start, you will see a yellow board and a red board. Enter the yellow board holding area, one minute before your actual start, which will be level with the red board, just ahead.
When you leave the RS start, you must zero one of your odometer displays and start your stopwatch. You cannot drive at a constant speed, just by looking at the speedometer. The constant speed takes no account for give way halts, or stopping to look at the map. The only way you can maintain it, is by comparing your stopwatch time and the distance traveled, to the ideal ones in your Speed Tables. You need to keep on top and make sure you find the right route, or the prescribed 30 mph will soon need to be 50mph, if you let things lapse.
In the simplest form of regularity there will be one control at the start and one at the finish. You will arrive at the finish on time, get no penalty and ‘clean’ the section.
But that would be too easy.
You could encounter two types of controls along the way. One will be a marshal or two and a board that looks like a rubber stamp. This is a Passage Control (PC). Stop here and get you card stamped, but leave the stopwatch and odometer alone. As you leave, make up the time you were stationary, by increasing your speed until you are back on track.
The more common type of control you will encounter, is an Intermediate Time Control (ITC). When you arrive here immediately stop and instantaneously restart your stopwatch. Also, zero the odometer display you are using for speed table comparison purposes. When you leave this control the regularity has effectively started afresh.
Sometimes there are speed changes also, but you can find out how to do this elsewhere.
Incidentally, to record the distances, ideally you need an additional accurate odometer. Instead, we use a traditional, mechanically driven Halda. This has two distance displays. We leave the top one running for the overall distance covered, but keep zeroing the lower display, where required.
One further complication. Sometimes, you will have read that the RS satrt is unmanned. That means, that there won’t be any marshals present and you must start exactly on your due time.
If you are running late and not even at the start yet, start your stopwatch at the due time anyway. Then try to make up the time once you pass the unmanned start – but remember to zero the Halda- as you tear though!
Jogularity
A different form of Regularity is a Jogularity. This is a printed sheet and it tells you all the times and distances that you should be achieving at various landmarks or junctions.
I like the Jogularities, as you can put aside your speed tables and have one less thing to worry about. When you come across a (ITC) control, they will show you a board with the ideal time (and distance) you should have taken. When you see this, quickly note your stopwatch reading when you get there. You must not make up time on a Jogularity, so if you are 10 seconds late, add 10 seconds to all the ideal times on the sheet and continue to that revised schedule.
It should go without saying, that controls will not be visible in advance, not in place you might expect and often after a tricky turn. An experienced driver might speed up if his navigator suggests there’s a tricky turning up ahead.
Special Tests
These are on closed grounds or roads. They are tests for the driver and the idea is to get the fastest time, without going the wrong way. The navigator will have a map to follow and there may be obstacles like cones, haystacks, concrete posts to negotiate and the route will, most likely, be complicated.
At the finish you may need to stop astride a line, between cones. The penalties for a wrong test (WT) are sometimes hefty, so read up on the regs, as there may be something hidden here.
S'il vous plait, Monsieur!
Conclusion
Road rallying is a perfect way to exploit your own and your cars ultimate potential. It should combine intense, competitive, but friendly rivalry with post event camaraderie. Whether you drive or navigate, you will find yourself in a new environment, with new challenges and achievements there for the taking.
It’s the only sport I know that you can finish last and still both have a fantastic time. Well apart from that...
Saturday - Leg One Stavanger – Telemark
Fancy yourself as a hero? We leave the tractors behind us and begin to see the beautiful scenery and open roads Norway boasts. Rocky outcrops prevail as the road sweeps upwards towards the mountainous Rogaland area. Although the day is short there a four regularities to contend with. The roads are generally smooth but covered with a sprinkling of gravel granules that keeps the drivers concentration fixed. As at least one competitor discovered, a front end facelift, is just a four wheel lock-up away.
The day ends pleasantly enough. Just time for a quick repair to the loose exhaust heat shield, in the car a park of the Sinnarbu Hotel, as dinner already awaits us.
No problem old chap, I’m sure I have a spare front wing in this ‘ere bag
Here we found the only negative about Norwegian hospitality. Beer is £5 a glass and house red, starts at an eye watering £36!
Still you don’t find Norwegian teenagers falling over in Saturday nights. In fact he ones we saw, seemed to be having a great time, devoid of any alcohol. The whole feeling is one of community spirit and optimism. Children have full childhoods and teenager’s seep into adulthood, unhurried. Dishonesty is shameful, not clever and their unique quality of life, highly valued.
Andy’s navigation and route plotting was mostly spot on, but as, for reasons unknown, I took over the timing, we were not as successful as we might have been. Also as it will unfold, we had our work cut out just keeping the car in the event.
Meanwhile, a quick look at the Masters leader board, and we are we are about 9th off the bottom. Despite our problems, we would mostly maintain this position for the entire event. In fact, you could say, we dominated it.
Sunday- Leg 2 Telemark to Lillehammer
This morning golden sunshine greets all the crews and with car and crew running like a well oiled machine, we breeze through the regularities. Well, maybe the results conflict, but we felt we did them well. At least we had a game plan.
The scenery continues to stun with breathtaking fjords and waterfalls, as we a pass though the sites of the historic raids of WWII, stopping for lunch at the mountain, Norlandia Sole hotel, for a welcome hot lunch.
One feature if this event is the reversed starting order. It’s great for crews like us who don’t expect to run right at the front. The worse you do, the earlier you start. That means you get back earlier and if you have any work to do on the car, you can get it done before everyone else gets back. There’s nothing worse that having a problem, doing poorly and getting to the hotel when they’ve finished serving dinner. This is the way to run an event for everybody.
In the afternoon there was a test at the Erikplassen Motorbane, a super Motorcross circuit. Here we found out, car 23’s driver could not tell the difference between his right and left. Accordingly we were well below par, all my fault.
However, it was a super test, part gravel, part tarmac, not unlike ‘Tahiti’ on Sega Rally!
We continue with another regularity and achieve between 1 and 5 second penalties at most of the ITC’s. Good for us, but the top crews are getting consistent one’s and zero’s.
Sometimes, it’s difficult for a driver to sense what’s going through the navigator’s mind, when they go quiet, start looking all around and hurriedly shuffle their papers. You try and judge the situation and in this case, I though Andy might find it helpful to know that the crews behind us were all tuning left.
In repost, I got a curt “That’s because they don’t know where they’re going”
Indeed they did not, and at 16.52 smart alec had guided us to the final test of the day, the Elvedalen Kart circuit. What a great idea to use these circuits for tests, great fun and I decided the handbrake for tight turns. In car it felt ugly, but a look at the times showed it to be effective.
As we rumble into the into the car park of the impressive Lillehammer Raddison all seems well and a beer overlooking the lake in the sunshine, is a perfect end to an enjoyable day.
Monday- Leg 3 Lillehammer to Oppdal
As I pack up the groundsheet and get the car warmed up, it is a rain soaked Lillehammer morning, that greets the rally crews. Sadly, today’s first hillclimb test up to the nearby ski-jump, has had to be cancelled, as there will be a school party enroute.
We enter Peer Gynt country and pass a bob sleigh run, ancient wooden churches and, since you asked, the largest Talcum Powder mine in Norway.
Many roads are private barriered tolls, that you have to have the correct change ready for. The CRA had made life easier and paid for most of these, but it some remained and with the CCTV, it was a pain if you forgot the correct change.
By 11.31 we have completed two tricky regularities, mostly through farming communities and are at the Driving test center, Liens Orvingbane. The test is a normal driving test, cones and islands, but the twist is a greasy, cone littered, skid pan followed by a slippery right hander and a stop astride. We all looked on with some relief, that we were not the first on this tricky test.
Looking on from the sidelines, we watched as the delightful Barbara and Sylvia stepped up to the breach in their immaculate Volvo P1800. I’m afraid they might have got sucked in and behalf of all the other competitors, we are most grateful to these two, who wiped off most of the grease. Despite a routine worthy of Darcy Bussel in her prime, Babs brought the Volvo to a saintly halt astride, without any damage.
For us and the crews that followed, it was plain sailing, although nobody felt moved to set any test records.
Regularities 3 & 4 were very gravely and our plan of subtracting a constant for wheelspin, from the Halda readings, is causing havoc with the cockpit calculations. The lack of front n/s front shock was visibly evident and I remarked to Andy that, was it not amazing, that the car was still in one piece.
So impressive was it, that we didn’t even hear the rear calliper bolts drop out……….
The final regularity of the day was set against some of the most wonderful scenery ever. High above the tree line, a barren landscape, hewn by glaciers and as alien as Kubrick’s Jupiter, it was going to have Car 23, just in time for tea.
If ever there's a place to break down - this ain't it
The first indication, was a loud intermittent knocking noise percolating in through the rear bulkhead. I think, for a moment, we both pretended we didn’t hear anything. Upon braking, things got considerably more horrid.
Either a demented Troll was underneath with a hammer, or we had broken something. It might be a leaf spring mounting and that meant the axle was only partially located.
Within the narrow gravel strewn trail, there was just nowhere to stop, that would be safe from the high speed traffic jam, due any moment. We simply had to keep going. Dusk was just around the corner and this freezing barren land, did not seem the place to set up camp. So gingerly we pressed on. Anyhow, it didn’t seem too bad………. as long as we didn’t need to stop.
I think our hearts sank when we saw another ITC, for it meant that we were still far away from a main road. The marshals advised that we could not turn back and there was at least another 20 miles of this undulating and difficult terrain that had fast lost it’s allure.
We had no choice, one eye on the road, the other in the rear view mirror. All we need now is a truck coming the other way, expecting us to slow down. When we waved Caldwell (that's Alastair Caldwell, ex McLaren supremo)in the Silver Cloud (yeah really) past, we knew, we were the last ones above the trees. The Banhams in the sweeper should be along later but who knows? What if we have no phone signal? All that was left was to proceed.
It was probably about that moment, that the last drop of remaining brake fluid fell out of the fractured brake pipe. That was it then, 15 miles of undulating gravel terrain blind sumps and no brakes whatsoever. Even the handbrake had chucked in the towel.
I couldn’t quite work out how with a dual circuit system, why there were no brakes, at all. Anyhow, driving at speed commensurate with the vista ahead, we could get the old girl down to 20 mph if I 'raped' her the synchroless first gear.
Andy and I had a quick conference and motion was passed to carry on. The only differences were, I was convinced we could do it and get to the MTC on time, he just wanted to get with his body parts intact. Eventually we swept onto the main road and we didn’t need to stop. We were dead lucky. The roads were empty and the thirty miles later, we rolled into the melee of broken cars, that was the car park of the Quality Hotel, downtown Oppdal. I shut down the engine and Car 23 spluttered to a lame halt. Andy leapt out and got the card stamped a few minutes inside our maximum lateness.
After the quick resume to interested parties, all hands were on deck. Colin Weekley and Terry Secker led by rally mechanic extraordinaire, Peter Banham, had the rear wheel off and all was revealed.
The offside rear caliper was totally flopping about, completely unattached and only by virtue of the wheel rim, still present. The rear brake pipe had been ripped apart, but in reality, this was fantastic news. An as new repair was possible. Within 2 hours Peter had got everything fixed and we are grateful to Malcolm Pickering for kindly providing a replacement brake bolt.
After dinner, I tested the car alone, refueled it and it seemed serviceable, the brake pedal just a tad spongy.
As I returned in the darkness, to the hotel car park, some local Norwegian petrolheads ask me:
“and what is the actual point of all of this rally”
At that moment, a satisfactory reply escaped me.
Tuesday Leg 4 Oppdal to Geiranger
It’s now 6.45am the next morning. Peter has bled the brakes again, pedals hard and Car 23 is back in the race.
After yesterday’s drama, it was hard to be totally optimistic; but this was a new day and the car was fixed, or was it? As we went over a bridge, I braked but the car went straight on, towards a rock faced, tee junction.
Luckily, this was simply a trick somebody above was playing on us. The brakes were fine, but the rain soaked wooden surface bridge, was like yesterdays skidpan.
Anyhow onto Rennebu Kart ring for another test. Again the driver didn’t perform, but with the brake pedal playing Russian Roulette, you might just understand.
As we finished another regularity I heard another knocking noise from the rear end. What now? This time we stopped and got the wheel off. The hastily replaced handbrake calipers were loose and the retaining ‘R’ clips had fallen out both sides allowing the links to flap about. We could easily run without a handbrake, but these links were perilously close to catching the spokes. If we were unlucky (and why shouldn’t we be) they could break up the rear wheels.
Fortunately, there was a one-hour coffee break stop ahead. We agreed, it would be best remove the entire handbrake mechanism, calipers, and links in the street to the bemusement of fellow competitors. Terry Powell of the recalcitrant Rover 3500S, leant us his trolley jack and Andy organizes all the awkward shaped, components into the boot.
As he retrieves the copper hammer, chocking the front wheel, Andy notices one of the four, sump guard retaining bolts, has come undone. Upon retightening that we noticed that there was no longer any fourth bolt present. That had been sheared off along with the sump guard mounting lug. OK it’s not going to hold us back, but we need to get it fixed tonight as a flapping sump guard will eventually break off. This was the legacy of not fixing that weeping front shock absorber, back in Newcastle.
After that we had a great day, much of it spent toing and froing with the GT’s of the Gilmore’s and Secker’s. We spent many a amusing moment behind them, in front of them and going towards them!
As we arrive at the night halt, we found a pitch opposite the Hotel Geiranger and the besieged Peter Banham’s evening, was about to be extended.
Peter is a great and cheerful bloke and so is his long suffering wife Betty. Whatever it is, he can minimise the problem. He’s even had competitors with con rods through the block and got them on their way.
Tonight though, he would be extra busy, as the Vikings had got themselves quite a haul.
The Gilmore’s MGBGT had no speedo drive, Terry and Janet’s P6 was misbehaving again and half the rally were up on axle stands.
Within moments the Healey was at 45 degrees, perched on the two nearside wheels and showing the world all her rude bits. The sump guard was off and the repair detail, quickly organised. Andy was dispatched to the mobile workshop to make a bracket, whilst Peter and I were trying to drift the sheared bolt, out of the chassis rail. We used a kerbstone to form a joggle in Andy’s bracket and within a couple of hours we were all cleaned up ready for dinner.
Now we could relax. Andy looks well satisfied and this bad time to let him have the wine list.
And we were 5th our of 66 on the awesome, closed-road, Stalheimsclieva Hillclimb
Wednesday Leg 5 Geiranger to Fagernes
We leave Geirnager in good spirits. Any hopes of winning anything are pretty much, out of the window, but for some reason we feel really great. We’re not winning, but we haven’t been beaten by Thor and his cronies, either.
As we set off, I receive a CRA speeding ticket, issued by slightly over zealous marshals, as a sort of kind hearted warning. I was surprised to see it, as we always slow down for towns and populated areas, obviously not quite enough. We sympathise however, as we are all for the CRA being invited back to Norway.
The car feels 100% ready to rock, as we make our way to the first test, an ominous hillclimb, know as Dalsnibba.
The early morning rush hour, downtown Dalsnibba
Even the climb to the hillclimb, is scary. It’s going very high and is that snow that’s falling? Sudden death drops, a distinct lack of barriers, this is Norway’s equivalent to America’s Pike’s Peak. No safety optimised, public road this one. Even a barrier has to been unlocked, just so we can access the final section. The snow is really falling, the light is dim and it’s the winter of ’63 all over again. The Healey’s usual fireside like demeanor, now distinctly icy and the windscreen won’t stay clear. As the wind howls, another marshal holds is arms against the cold.
Here we go 5,4,3,2,1 wheelspin. The gravel is slippery but again, no real rhythm going and within moments we slither through the finish. Whether concerned about our slickish tyres or something more fundamental, I don’t know. But I’m not too sorry it’s over.
“No actually, strike that, it’s a ninety left coming up. Yep that’s it, definitely a left. For ****'s sake, are we back on yet?”
Then there was the 3-point turn on the ledge and the descent among the upcoming competitors.
I admit it; I was taking no chances going down and anyone who thought we weren’t going down fast enough, were free to overtake. No one did.
Our mates Terry and Pip in the Snoberry MGC, were joint 2nd overall on this test and that’s a result to be proud of.
The remainder of the day took us via regularities through some distinctly Alpine scenery.
Snow drifts like icebergs and lakes cooler than 007’s Martini, ‘tis indeed a wonderful land.
Many of us take time out, for a Kodak special moment. Afterwards, the roads continue down through the valleys and bereft of traffic, they must rate as some of the best driving roads on the planet.
Also and occasionally, there is the odd, and I mean odd, souvenir shop along the route.
If, as a school child, you sat next to girl who had a florescently haired Troll, on her pencil, this is when she can still buy them.
Once in a while we might come across a local or holidaymaker and we collectively apologise if he was, for a moment terrified by 66 rally cars coming towards him a one-minute intervals.
Around 17.33 and on time, we check into the overnight halt, the Quality Hotel, Fagernes. As I check over the car, there nothing to do tonight except hit the bar. I reveal the good news to Andy, who punches the air with delight. I fear, another swift, Merlot fueled body blow, to our credit cards is on it’s way.
Take that, Norway
Thursday Leg 6 Fagernes Balestrand
I always like to load the luggage into the car before breakfast. That way I just have to ease it off the groundsheet, pack it away and meet Andy round the front after he’s checked us out. That way there’s not much to do.
Just as well too. This morning there’s a pool of oil, right under the rear differential, but Peter put’s me right.
“That’s not oil Mike, that’s petrol”
As I bend down, he’s right, there it is drip, drip, drip. This car needs a real good, talking to.
If we have to remove the tank tonight, it will be a nightmare. I remember having to tap it in, when I made it, ten years ago. I really can’t believe, it’s suddenly decided to split now.
Even for the crew of Car 23, every now and then, we get some good fortune. I remembered, last night, when refueling in a hurry, the tank twice blew some fuel out all over the open boot. Maybe the tank isn’t split and it just overflowed petrol draining out of the boot. As the day went on the drips stopped, there was no crack and the problem went, as quickly as it appeared. Love it.
Near the end of the day there is the closed road tarmac Stalheimskleiva hillclimb. If there was an event that suited our car, it was this and at last the weather was dry. As we waited in line, Terry knocks on the window, “you’ve got a soft tyre”.
I thought it was a wind up, but he was right. Arrghhh!!!! We carry a pump, so we re-inflated it and got back in line ready for the assault. This Hillclimb must rate as one of the best ever. A real vertical climb that went on and on for nearly a mile.
When the climb first opened, it took cars 24 minutes to reach the top, so it’s a great credit to the the MIW (Men in White) that Roger and Terry steered the teeny, weeny, Austin Seven special up in just four and a half minutes.
Our attempt was (finally) full bore attack and out of 66 cars, we achieved joint 5th overall with a time of 1:54 and I think it could be described as frantic. I’d do this entire event again, just to have another go at this hill. It’s just perfect and like many other competitors I’m sure, I feel we could have won overall, with a second attempt.
The hill took it’s toll though. The evocative Alfa GTV snaps it’s half shafts, the Blue MKII Jag fries it’s clutch and the ‘Outlaw’ 356 is also out.
The Winning Lotus Cortina of Andrew Newman and Mike Hope
Unaware of the carnage, a feeling of elation and relaxation prevails in the front room of Car 23. We chase one of the other Healeys for a bit, keeping the speed well under 100mph, but the deflating rear tyre is making it’s squishy presence felt. We stop in the setting mountain sun and change to the spare.
Were we both smokers, I’m sure we would have enjoyed a cigarette.
The descent continues and takes us down into Balestrand and the most excellent lakeside Kviknes Hotel, the finest yet.
Friday Leg 7 Balestrand to Balestrand
Peter fixes the flat tyre in the morning and we are set for the final short leg, which will last just until early afternoon. Today’s rain is relentless and one of the reguarites has to be cancelled. However out spirits remain undamped. I think we are in agreement that despite our setbacks, this has been one of the great events that we have partaken in.
The Gala prize giving which Andy sadly couldn’t stay for, was the best meal and wine we had had so far and everyone dressed up in their finery.
We were delighted when Colin and Veronica Weekely in the Volvo got a second in class in the Clubmen category and the overall winners were Andrew Newman and Mike Hope in the Lotus Cortina. They gave a gracious acceptance address and set the scene for a delightful evening, the finale to a memorable event.
I’m sure was not alone in wondering if, one day, we would ever giving such a speech.
We’ve just seen the bar bill
The Classic Rally Associations immaculate preparations and organization, gave us a wonderfully varied and competitive event. I really cannot fault it. The Norwegian people were wonderful, cheery hosts and seemed genuinely pleased to welcome us to their exceptional country.
These long haul events may initially seem expensive, but in retrospect, you get a lot of action for the money.
Like a locking tab washer on a brake caliper bolt, they should not be missed.
The End -thanks for reading
Edited by crbox on Monday 21st January 12:21
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