rallye6

thanks for all the sound comments guys, we are pleased with how it turned out. the plan is to use it for the occasional track day. the engine at this time has no mods we will wait till it pops first. SOME OF THE MODS bilstein shocks all round, also lowered 25mm. full 10 point omp bolt-in cage one pair of cobra monaco s seats full 6 point harness 205 1.9 GTI WHEELS Brian

I KNOW ITS NOT A SUBARU, BUT ITS A START. WE HAVE HAD GREAT FUN BUILDING THIS CAR OVER THE LAST 6 MONTHS, WITH A LOT OF BLOOD, SWEAT AND SOME TEARS BY MYSELF AND TOMMYTCUT HOPE YOU LIKE. BRIAN

My Sentiments Exactly, Your Friend'ship will always be special, take care both of you and hopefully see you soon Brian

Subaru Impreza WRX STI Type UK v Gallardo Superleggera Could the new UK-spec STI really live with a Lamborghini? We find out on the rain-lashed roads of Snowdonia Text: Richard Meaden / Photos: Andy Morgan February 2008 It’s been a long time coming, but finally, after the teaser photos and Tokyo Show debut, Subaru’s radically reinvented Impreza STI has finally landed in the UK. We’re treating the opinion-splitting all-wheel-drive hatchback to a good old-fashioned evo-style welcome, with a two-day thrash across the relentlessly testing tarmac of North Wales. And to add some spice we’ve also invited the Impreza STI’s ideological enemy: an Italian supercar, in this case the hard-as-nails Lamborghini Gallardo Superleggera. It’s a mouth-watering meeting cunningly engineered to test that fondly held belief that on the right day, on the right road, and in the right conditions, twenty-five grand’s-worth of plucky all-wheel-drive icon can harass a bona fide member of the automotive aristocracy. It’s a peasants’ revolt the old STI saloon was always more than capable of pulling-off. If the new STI can do the same, it’ll go a long way to appeasing those who question Subaru’s sanity in ditching four doors, a boot and a ruddy-great wing in favour of a dumpy five-door hatchback Brian

BELOW IS THE RESPONSE FROM TURBOSMART, WHEN I READ ALL THE POSTS I E MAILED THEM FOR THOUGHTS. From: Andy Taylor [mailto:andy@aet-turbos.co.uk] Sent: 07 February 2007 16:02 To: Brian Smith Cc: Andy Nichols; Grant Parker; Matthew Leedale Subject: RE: 03 newage subaru impreza wrx TURBOSMART DUMP VALVE Dear Brian Thank you for your email and your concerns about running an atmospheric BOV on your vehicle. I have passed on your concerns to T/Smart in Aus and below is there thoughts: “It all sounds great what he has written, but the "fuel cut on over run" or "Decel fuel cut" or what ever else you want to call it will shut the injectors off when you lift of the throttle, this sorts everything out. What he has written "might" happen for the shortest time, but in my opinion will cause no real world measurable effect. The back firing etc in the exhaust happens as the revs drop down towards idle speed and the ECU will start fuelling again to allow for a smooth transition back to idle and not to cause stalling.” Might I add in all the years we have sold this product we have never had any feedback from anyone advising us of this problem and Subaru is our biggest market. Cheers, Andy Taylor -------------------------------------------------------------------------------- From: Brian Smith Sent: 05 February 2007 10:34 To: Subject: 03 newage subaru impreza wrx Hi hope you can help, I have just fitted a v port turbosmart dump valve to my 03 wrx impreza. I am very pleased with it and love the sound, but on our sidc website one of our members said they can be detrimental to the engine can you elevate my fears. Hear is his article below Thanks Brian smith Scotland united kingdom. My email address is The Impreza runs off the MAF sensor when in open loop fuelling, when you are giving it some stick. The Mass Air Flow will meter the amount af air being drawn into the engine and inject the corresponding amount of fuel amount to achieve a rich enough Air to Fuel Ratio when on boost/load conditions. When you release the throttle, to change gear or slow, on a std recirc dump valve, the pressurized air will be dumped back into the inlet tract between the MAF and turbo inlet. When the throttle is closed on gear change on slow down the ecu will inject a corresponding amount of fuel to achieve a satisfactory AFR to compensate for the extra volume being drawn in. When you fit a Vent to Atmos dump valve, the pressurized air will be released to the atmosphere when the throttle is closed but the ECU will still dump extra fuel in trying to achieve a satisfactory AFR. The ECU thinks there is an extra volume of air being drawn in the engine and will inject the right amount of fuel to compensate, this metered volume of air has now been dumped into the atmosphere instead of the inlet tract. A std ECU has no way of knowing that the Air volume that has passed the MAF , which has been metered for and compensated for accordingly has been released outside the inlet tract instead of being drawn into the engine. This will in turn make the AFR be very RICH due to the air part of the AFR being expelled through a valve the ECU has no knowledge of The extra fuel that is being drawn into the engine, minus the volume of air the ECU was expecting will do 1 of 2 things. 1. It will explode when the rich mixture hits the piston crown, giving a flash of lift off DET. At full boost and at the point of ignition the temp of the exhaust gases can average 800 and hit 900 - 1000 degrees centigrade after a spirited drive, the crowns of the piston at the point of ignition can be as high as 700 - 800c. This temperature is more than enough to ignite the fuel mixture before the spark can do the job and be a cause of lift off det and lift off dat can be damaging as DET under load 2. It will not explode but as the mixture has ignited by the spark from the plugs and the flame front travels across the piston, by the time the exhaust valve has opened on the exhaust stoke the overly rich mixture has not fully burnt by the inappropriate ignition level . Sometimes the rich fuel vapors not burnt from the time allotted in the combustion process will pop in the exhaust housing of the turbo when the gases exit the combustion chamber. Sometimes these pops will be sufficient to produce a a flame strong enough to travel the length of the exhaust syatem resulting a nice wee flame for everyone to go aaaaaawwwwww at but every time you do not get a flame the unburt fuel will be lingering somewhere in the exhaust tract, headers, hot side of turbo or even the chamber walls The atomized fuel droplets that cling to the wall in the combustion chamber will clean the oil off the walls of the piston bore every time the overly rich Air/Fuel mixture is being drawn into cylinders. The unburnt fuel mixture will get past the compression and oil control rings due to petrol mixture being a lot finer than oil and the excess mixture that has not been ignited will stick to the cylinder walls due to the condensation effect of the AFR that is being pumped into the engine every time the inlet valves open, mixture being around 10-30c and the walls of the cylinder being around 200 - 400c, the retaining temp from the previous combustion cycle which at 6000 rpm (avg gearchange rpm) would have happened millisecs beforehand . This fine petrol mixture will be transferred to the oil in the sump, getting past the oil control rings as atomized fuel is a lot finer than thick engine oil. The classics lubricated the piston bores and under the piston crown with the end of the crank scooping oil up and throwing the oil up the bores, apart from STI RA's which had under crown oil cooling jets to cool the underside of the piston. The oil that has been thrown up by the crank to lubricate the bore is prevented from entering the combustion chamber by the rings on the piston but atomized fuel can easily get past these rings assisted by the pressurized gases in the combustion chamber above helping it on its way and once past the rings the tiny droplets of fuel will soon find its way to the sump abley assisted by the laws of gravity. Over time these droplets of fuel will be sufficient to start to thin the oil down to a dangerous level and increase the chance of picking up a big end bearing My advice for the peeps running a Vent to Atmosphere is to, apart from dump them in the bin, is to increase the regularity of oil changes. Hope this helps

doing fine Gav, just leading the quiet life,busy with work just looking forward to the better weather and spring time so i can bring the car out of its hibernation hope the family is all well. Brian

SOUNDS LIKE A POTENTIAL, FOR THE BTCC. BRIAN

Premier Inn, Warmington, Banbury STi Pretender JamesM imy micra_wrc rallyfever colzo StrikE monty4 corsa playsatan empty_heed euan_r scouk cullenmin Mr and Mrs Zeolite sKunk & Bro marky.t.s slidscoob Thefastone + perhaps the missus? Bicester Cherwell Valley Travelodge M40 Big Gordon Terzo Neil Bogie The ex leper Lainey J10 DLY John Mac crazy people that like to camp Squiggle Higgy Nanaki ur.a.bus s25yme srpmatt G.Mac (if I can get time off) Little Green Goblin sammy the chamois and tommytcut.- the barbecue chef team Best Western Wroxton House Hotel (Wroxton St Mary, Banbury) Frenchy Andy

just read the article, on page 15 of this weeks motorsport news. ( The scottish section of the subaru Impreza drivers club is organising a memorial run as a tribute to colin McRae. ) by Jo Holland

congratulations , what a great start to the year

well done Grant, a great idea count me in Brian

Hi Noel try Dunc at hypertec , it was Dunc who installed all my defi gauges and pod and carried out a very professional job. All the best for the newyear. Brian

£ 35.00 from me :kerstsmiley:

There has been much discussion recently about the life expectancy of plasma monitor/TVs. It is an interesting topic with many misconceptions and story variations. The following is what I can advise on the topic: Misconception #1: Many retailers seem to be telling consumers that plasma monitors will only last a couple of years which is false as you will see below. Misconception #2: The gas plasma inside the plasma TV can be refilled or replaced when it burns out. This is false. So how long will a plasma last? The long and short of it is that it depends upon your daily hourly usage as well as how you use the monitor. 12 to 17 years is my short answer. One practical example I will cite here is the Panasonic Tau units being used by In Motion Pictures at major airports around the country. These plasma monitors have been in use now for 3 -1/2 years. In Motion Pictures displays images on them from 6AM until 10PM daily (16 hours). These plasma TVs still look great. They never fail to catch my eye as I pass by in one airport or another. If they have lost some of their brightness level I can hardly tell. The naked eye test is always best. These plasma displays have been used already for almost 20,000 hours and have plenty of life left. Already this use equates to 18 years for an owner that watches 3 hours of video or computer content per day. Manufacturers figures for longevity are closely guarded but I have added some here for your review: Panasonic: States (not publicly) that the monitor is good for 20,000 to 30,000 hours. They also state that these plasma displays measure 50% brightness (phosphor ignition may be a better term) at 50,000 hours. Fujitsu: States that the panel lasts 20,000 to 25,000 hours Pioneer: States that the 50" PDP 502MX (or 505HD) measures half brightness (phosphor ignition) at 30,000 hours of use. They also state the newer model 503CMX (or Pro 1000HD) with a deeper pixel structure will last even longer though they do not have numbers. Sharp: States that plasma panels only last 10,000 to 20,000 hours and that LCD monitors last longer. Figures they would say that. For consumer use these numbers should be comforting. Plasma Displays are now about equivalent in longevity to CRTs, which typically state 25,000 hours or so life. Let's put these hours in perspective. The average U.S. household watches 4 to 6 hours of television per day. Staggering. Taking a mean time manufacturer stated longevity of 22,500 hours of usage, times our average 5 hours per day we come up with over 12 years of usage. And that is on the low side of estimates. At 4 hours per day and 25,000 hours we are looking at 17 years. Now, there are varying degrees of phosphor ignition along the way (the same way a CRT fades). Dissipation begins the moment you turn the set on. After 1000 hours of usage a plasma monitor should measure around 94% brightness, which is barely noticeable to the naked eye. At 15,000 to 20,000 hours the monitor should measure around 68% brightness or to say it differently, 68% of the phosphors are being ignited. There are steps you can take to ensure longer and better life from your plasma display panel. 1) Never leave static images on the unit. Do not pause a picture on the plasma for more than a minute. This will cause phosphor burn in. Watch the unit in full widescreen format as much as possible to avoid differentiation between the side bands of the unit. While this does not actually decrease the longevity of the phosphors it does cause an annoyance to have to play a gray static image to "erase" the burn in. 2) Use Brightness and Contrast levels that are necessary for viewing - not excessive. In a brightly lit room you may need to use more contrast and brightness, which will decrease the life of the unit. However, there are memory setting adjustments available on most recent plasma monitors that allow the user to choose a memory setting to suit viewing needs. At night, or in a lower light room use lower contrast and brightness levels and extend the life. 3) Keep the monitor/TV in a well-ventilated area. The unit will not have to work as hard to cool itself. 4) Turn the unit off when not in use. 5) Keep the unit out of reach of small children. 6) Do not mount the unit face down from the ceiling. (Philips are you listening?) How do the manufacturers know how to calculate the figures since plasma monitors have not been out long? The manufacturer facilities in Japan test plasma panels at 100% white image light and measure down from that point with meter readings. It takes hours to find that 50% mark - between 30,000 and 50,000 hours. What a job that would be… - to watch the white light.

good to here son, that all went well at duncs. so was it two or a couple. catch up with you soon. Brian

Plasma Reviews ReviewsHome Entertainment TV TVs/Displays TechTested 5 out of 5Star Ratings explained Panasonic TH-42PX70 Review Headline news: A new Panasonic plasma for under a grand  The Panasonic TH-42PX70 has a great-looking, all-black finish zoom Price At Launch £999.00 Today's Best Price £698.01 Compare Prices Spec Click here for full specification For Price Picture quality Outstanding black level performance Against Red presentation a bit suspect Verdict A premium performer at a budget price. And you can't really ask for much more If we had a quid for every time we'd heard someone say 'I'd love to buy one of those Panasonic plasmas, but I just can't afford them', we'd be rich enough to buy a Panasonic plasma. But the pecuniary reason to shun Panasonic plasmas appears to be gone. For this new 42-inch model can be had for under £1,000. This is great news, provided Panasonic hasn't compromised its usually class-leading plasma performance standards. There's no obvious sign of price-induced corner cutting on the TH-42PX70's exterior: its all-black finish it looks more expensive than its PX60 predecessor. Connectivity is decent too. Two HDMIs and component video inputs do digital and analogue hi-def video duties, plus there's a PC VGA port and two Scarts. But there isn't an RCA composite input or an S-video port. Advertisement  In terms of other key specifications, the TH-42PX70 boasts a 1024 x 768 native pixel count, a built-in digital tuner, and a seriously healthy claimed contrast ratio of 10000:1. Don't forget that this contrast ratio is arguably more genuine than similar figures from LCD screens, since here it's achieved without following the LCD model of reducing the brightness during dark scenes to improve the black level response. Rocket science Panasonic has thrown all manner of image processing rocket science at the TH-42PX70's pictures. Most of this processing exists within the coverall title of V-Real 2, which as briefly as possible includes this little lot: digital re-mastering for upscaling non-1080p sources to 1080p for playback; a Digital Optimiser that detects and removes noise types common to digital video feeds; motion pattern noise reduction which reduces false contouring during motion; and a Sub-Pixel Controller that corrects image contours by adjusting each red, green and blue dot individually. Something else worth pointing out is that Panasonic's near-legendary Real Black Drive technology, which suppresses the light-generating current in pixels that are supposed to be dark, is joined by a new Deep Black filter, making black levels even more profound than ever before. The TH-42PX70 can also receive 1080p video from kit capable of producing it, like the PlayStation 3 and most standalone Blu-ray/HD DVD players. In fact, as well as the expected 1080p/50/60Hz formats, our test sample displayed images output in the ultrapure 1080/24p format from Pioneer's new BDP-LX70 Blu-ray player. Oddly, though, these 24p pictures appeared without any accompanying sound. Other extras include Viera Link, which allows the TV's remote to control other compatible Panasonic sources, such as the brand's latest DIGA recorders, connected by the HDMIs; and noise reduction routines. Thankfully it doesn't take many moments in the company of a Sky HD broadcast of Eragon for it to become abundantly clear that Panasonic has not compromised its plasma image quality at all. In fact, it's Panasonic's best 42-inch picture yet - and that's saying something. As we so often do with Panasonic's plasmas, let's start with the outstanding black level performance. The climatic nighttime dragon duel looks superbly cinematic, with the night sky practically devoid of the greyness that afflicts so many other flat TVs, and the woodland backdrop portrayed with remarkable greyscale finesse and shadow detailing. This gives the scene a terrific sense of dynamism and scale. The hi-def image also looks pleasingly sharp, with impressive detailing visible in the external shots around Eragon's childhood home, and no significant noise or motion blur to soften things up. The rich colours of the outfits of the villanous Brom's court, meanwhile, are shown with decent vibrancy and outstanding subtlety by the TH-42PX70, while the skin tones on show throughout the film look overtly natural for 99 per cent of the time, with only the very occasional orange undertone creeping in. What Plasma Page 1 of 2 Next 1 2 Submit this article: Reddit Delicious Digg Newsvine Stumbleupon print this review 01 August 2007 External links: Panasonic Website Full Specification Supported Format (Interlaced) 480i (SDTV) 576i 1080i Supported Format (Progressive) 768p 1080p 480p (EDTV) 576p 720p Remote Control Yes Remote Control Type Standard Infrared Connectivity 3.5mm Headphone Jack Component Video HDMI Scart Stereo Audio PC Connectivity VGA HDMI Price at Launch 999 GBP Video Compatibility PAL-I DVB M-NTSC NTSC PAL-525/60 AV-NTSC Audio Output Power 20 w Sound Output Modes Nicam Stereo Brightness 500 cd/m2 Electronic Programme Guide (EPG) Yes HD Ready Yes Progressive Scan Yes Dimensions 1020 x 680 x 97 mm (w x h x d) Warranty Length 1 Year 1080p Output Yes 1080p/24 Output No 720p/1080i Output Yes Component 1 Flatscreen Yes HD-Compatible Yes HDMI Ports 2 Native Resolution (horizontal pixels) 1024 Native Resolution (vertical pixels) 768 No. of Scarts 2 PC (VGA) Ports 1 No of Tuners 2 Aspect Ratio 4:3 16:9 Contrast Ratio 10000:1 Display Size 42 inches Display Type LCD Max No of Colours (billion) 29 billion colours Native Resolution 1024 x 768 Screen Size 42 inches Clock Yes Auto-tune Yes CI Slot Yes Comb Filter 3D Digital Teletext Yes Tuner Yes Wall Mount Yes Widescreen Ye With some of the finest standard-def upscaling we've seen on a plasma TV and some reasonably punchy if fractionally muddy audio to keep the good times rolling, the TH-42PX70 is another star performer from Panasonic, but it's not perfect. For instance, advances by one or two recent rivals now make the Panasonic's presentation of rich reds look a touch suspect, with a definite orange undercurrent slipping in there. Also, just occasionally we spotted very faint traces of fizzing noise over fleshtone peaks during unusually fast horizontal motion. And finally, fast camera pans can stutter a little. The problems just described, though, don't do nearly enough damage to all the TH-42PX70's sublime strengths to stop it from being the true affordable flat TV A-Lister we'd been hoping for. Advertisement  What Plasma Page 2 of 2 Panasonic SC-PT550EB-K Home Theatre System (5.1 Speakers, 125 W/Channel, CD Player, DVD Player, Tuner) The Panasonic SCPT550EBK multi region home cinema system supports VIERA Link and offers high quality picture and sound using 1080p Up-conversion & High Power 1000W speakers. The sound field is very easy to set up using the Auto Speaker Setup. 1080p up-conversion function converts ordinary DVD images to higher-quality HD-level images. An optical terminal lets you enjoy digital broadcast audio in surround sound.

A pleasure to have you in our select rally club, if your here your not their or is it the other way round go on go on go on

first class pics gus , I am still recovering from all that Brian

Paul, pleased to here the car is sold, carry on modding Brian

Hi Paul. sorry I missed you on sunday car looks good. The only problem I can see is that roll cage needs the sammy the chamois treatment. Brian

Brian

A FIRST CLASS WEEKEND OF RALLYING HERE IS THE RESULTS FROM THE WEEKEND Results after SS19 (of 19) 1 Neil MacKinnon/Daniel Barritt (Subaru Impreza WRC) 2hr 26m 50s 2 John Cope/Robert Fagg (Subaru Impreza WRC) 2h 29m 11s 3 James MacGillivray/Ian Fraser (Ford Escort Mk2) 2h 31m 29s 4 Daniel Harper/Chris Campbell (BMW MINI Cooper S) 2h 31m 56s 5 Tristan Pye/Kirsty Riddick (Subaru Impreza) 2h 33m 07s 6 Willie Bonniwell/Kevin Rae (Subaru Impreza) 2h 35m 26s 7 John Cressey/Stan Quirk (BMW MINI Cooper S) 2h 35m 40s 8 David Miller/Andrew Bailey (Subaru Impreza) 2h 38m 01s 9 John Rintoul/Jim Rintoul (Mitsubishi Lancer) 2h 39m 21s 10 Tim Stell/Mike Yates (Subaru Impreza) 2h 39m 46s 13 Tugs Sherrington/Sam Bould (Ford Escort MkII) 2h 40m 18s – 1st Class C 14 Kris Hall/Ella Flynn (Peugeot 205 GTI) 2h 40m 29s – 1st Class B 16 Stuart McQueen/Neil Shanks (Mitsubishi Lancer ) 2h 40m 59s – 1st Group N 29 Ewen MacGillivray/Andrew Falconer (Vauxhall Nova) 2h 46m 23s – 1st Class A Nothing seems to faze him. A change of car the week before the event, a change of co-driver days before the event, no pre-event shakedown and a serious car problem which manifested itself late on Saturday afternoon. It all offered a glimmer of hope to his rivals, but once Neil MacKinnon pulled on the crash hat, it was business as usual. ‘MacKinnon the MacNificent’ not only won the 38th Tunnock’s Tour of Mull Rally, he scored a record–breaking 12th victory on the island Two fastest times over the first two stages gave MacKinnon and Daniel Barritt a 30 second lead after which it was a home run all the way. But on Saturday afternoon, the Subaru started to pressurise its coolant system which led to electronic sensors going off like disco lights on the dash. The McKinstry boys worked on it ready for the final Leg on Saturday night. Even running in ‘safety’ mode no-one was quite sure how the World Rally Car would respond. “I thought there was a glimmer of hope,” said John Cope, “so I turned up the pressure.” Cope did indeed take time out of MacKinnon over the final three stages, but not enough. “I thought it was over myself,” said MacKinnon, “It spat all the water out after Gribun, the second last stage. I thought then that was it, but the McKinstry boys got it going again. There was one thing in our favour though, that final stage route actually suited the car and once I got off that Hill Road I thought the job was on.” MacKinnon’s lead was cut by over a minute over those final stages, but despite heroic efforts it was too much of a gap for Cope and Robert Fagg to close. MacKinnon won again. And there was more to come. Dougi Hall was actually on course to finish runner-up and maybe even give MacKinnon a last-dash run for his money, but the rally’s first rain fell late on Saturday night turning previously dry-ish tarmac into surfaces more akin to a greasy chip pan. Almost matching the speed of light up the Glen, there was no margin for error, and Hall’s Lancer hit an unexpected slurry of mud across the road and skated off. Paul Kirtley did the same, only more violently, but fortunately all four crew members were OK. That prompted the 2300 Club team to stop the stage and route remaining cars through it to take up the fight over Mishnish Lochs where it was even greasier – but forewarned is forearmed James MacGillivray therefore scored a slightly surprised third, but was having to keep an eye on Daniel Harper. After a steady run in the 2.3 MkII, a touch of the ‘Jock the Bull’ red mist was apparent on the Start line at Scridain and brought forth a cheer from drookit onlookers, “I got fed up with pussy-footing it, and I just let go.” James slid his foot off the clutch at near full revs and with tyre smoke and steam coming from the rear, exploded off the start line sideways to the hoots and hollers of marshals and spectators - and even impressed the hell out of John Cope sitting behind him. And didn’t the German sausage tins go well all weekend. Daniel Harper scored an impressive 4th and ‘team-mate’ John Cressey was 8th which prompted MINI driver Ian Dawes to comment, “They must be brain-dead those two!” I couldn’t agree more. Tristan Pye finished a sensible and well controlled 5th while ‘Wild Willie’ Bonniwell was also in sensible mode all weekend scoring not just a finish, but a result with 6th. The unflappable David Miller was 7th ahead of John Rintoul, while Tim Stell rounded off the top ten after welding up his disintegrating inlet manifold. So while fortune favoured the brave, misfortune dogged the tracks of others. Much was expected of Calum Duffy in his new Saturn 10 MkII, but even with the hardest tyres he could find, they went off half way through the first stage. But it was electrics which sidelined rallying’s favourite rocketeer. Similar maladies affected the O’Donnell twins although they might have found a better use for the Escort than trimming the tops off a roadside hedge when they were in full flight! Tony Bardy’s turbocharger failed and John Swinscoe retired when a master cylinder failed causing a rear wheel brake to seize which spat the Lancer off the road leaving a 100 ft single line of rubber on the road for the Rally Rescue crews to follow. And what of young Paul MacKinnon. Lying second, 15 seconds behind ‘The Ol’Man’ at one point, he suffered two punctures in one stage and a third in another leaving him always coming from behind and then a hub broke up. In similar troubles was Denis Biggerstaff. Paddle-shift failure prompted a gearbox change on Friday night and happy again with a ‘proper’ stick shift gearbox, ‘Yer Man’ was on the pace, but road penalties after the gearbox troubles left him too coming from behind. Stuart McQueen won a sterling fight for Group N honours with John Morrison, just 24 seconds separating the twosome after 150 fright miles around these notorious rocky contours. But finishing ahead of these two was one of the big shocks of the night. Young, gifted and good looking, this boy’s got talent oozing out his driving gloves. Kris Hall scored a sensational 14th overall in his class winning ‘old-tech’ Peugeot 205. Ian Chadwick was second in the 1600 class, while Tugs Sherrington won the 2 litre class from Curley Haigh. Another star in the making was young Ewen MacGillivray winning the 1400 class in his Nova from the similar car of Mark Constantine. This was not just a rally, this was yet another epic adventure in the annals of Mull rallying history and thanks are due to an intrepid and hard working crew from 2300 Club, all the other clubs who helped and Marshals who officiated. To all the radio and rescue crews, and ambulances and doctors, a great debt of thanks is due. The good folks of Mull also deserve a huge vote of appreciation for putting up with the disruption that the rally brings each year. Even the Polis were nice and helpful and the Cooncillors too, without whom we couldn’t possibly have this event. Thanks are indeed a two-way appreciation, for the Mull Swimming Pool Committee would like to extend their own thanks to all of you who over the years have supported their fund raising activities. And to reward you all, you can come for a ‘dook’ on the new pool next year. But we must also thank the competitors, service and support crews, families and friends, who all help to make the Tunnock’s Tour of Mull, the best rally in the world. Not only the best, but the tastiest. There is of course one other to whom we all owe a special debt of thanks. For the past three years now we have had dry Tours and things were looking ominous last week, but Friday dawned dry and stayed dry. Saturday was dry too, but for a light sprinkling on Saturday night - I reckon somebody nearly forgot to put the big umbrella in the sky up! Thanks Brian.

this will be our second year spectating at this event very good technical rally well worth going to. HERE IS THE ENTRY LIST. Provisional Entry List - 2007 Tunnock's Tour of Mull(not yet in final seeded order - entry numbers may change before the event) Car Driver Co-driver CarType Capacity Class Turbo 4WD GrpN 1 Neil MacKinnon Mike Stayte Subaru Impreza WRC 2000 D 2 Dougi Hall Andy Richardson Mitsubishi Lancer Evo 8 2000 D 3 Calum Duffy Iain Duffy Ford Escort Mk2 2400 D 4 John Cope Robert Fagg Subaru Impreza WRC 1998 D 5 Paul Kirtley Jim Kitson Subaru Impreza WRC 1998 D 6 James MacGillivray Ian Fraser Ford Escort Mk2 2300 D 7 Tony Bardy Reg Smith Hyundia Accent WRC 1998 D 8 Denis Biggerstaff Graham Thomson Subaru Impreza WRC 2000 D 9 Paul MacKinnon Andrew Roughead Subaru Impreza N10 1998 D 10 Billy Bird Plug Pulleyn Mitsubishi Lancer Evo 6 2000 D 11 Eddie O'Donnell Jnr Eddie O'Donnell Snr Ford Escort RS 2300 D 12 David Miller Andrew Bailey Subaru Impreza 1998 D 14 John Swinscoe Paula Swinscoe Mitsubishi Lancer Evo 9 1998 D 15 David Bogie Andy Mort Mitsubishi Lancer Evo 9 1999 D 16 Daniel Harper Chris Campbell BMW Mini Cooper S 1600 D 17 William Bonniwell Kevin Rae Subaru Impreza Grp A 1996 D 18 Lyndon Barton Johnny Vance Subaru Impreza WRC S8 1998 D 19 Tristan Pye Kirsty Riddick Subaru Impreza N11 1998 D 20 Doug Weir Linda Brown Ford Escort Mk2 1998 C 21 Dave Hopwood Paul Grattidge Ford Escort Mk2 1996 C 22 Pat Johnson Graham Harper Subaru Impreza STI 2000 D 23 Martin Healer Shaun O'Gorman Ford Escort WRC 1997 D 24 John Cressey Stan Quirk BMW Mini Cooper S 1600 D 25 Ian Chadwick PJ O'Dowd Peugeot 106 Mk2 1598 26 George Mcdonald Ian Nicoll Opel Corsa S1600 1600 B 27 Mike Storrar Weazel Currie Ford Anglia 1600 B 28 Stuart McQueen Neil Shanks Mitsubishi Lancer Evo 7 1998 D 29 John Marshall Paul Hughes Subaru Impreza 555 1998 D 30 Barry Renwick Chris Sanderson Subaru Impreza WRC 1994 D 32 Giles Brooksbank Peter Nowell Subaru Impreza 98 WRC 1994 D 33 Tommi Graham Mike Baily Mitsubishi Lancer Evo 9 1998 D 34 Chris Tooze Jo Tooze Mitsubishi Lancer Evo 9 1998 D 35 Tugs Sherrington Sam Bould Ford Escort Mk2 1998 C 37 Cameron MacLean Alastair Fraser Ford Escort Mk2 1998 C 38 Paul Daniel Louise Sutherland Ford Escort Mk2 1998 C 39 Ian Dixon Mark Mason Ford Escort RS Cosworth 1993 D 40 Tim Stell Mike Yates Subaru Impreza 2000 D 41 Iain MacKenzie Angus MacKenzie Peugeot 106 Cup Car 1588 B 42 Grum Willcock Donna Harper Opel Manta GTE 1998 C 43 Ian Corkill Howard Allison Ford Escort Mk1 1998 C 44 John Morrison Alistair MacKay Mitsubishi Lancer Evo 9 1998 D 45 Steve Davies Lesley Hastie Ford Escort Mk3 1998 C 47 Alan Gardiner Robin Nicolson Ford Escort Mk2 1998 C 48 John Paterson Paul Macfadyen Proton Satria 1600 B 49 Robert Davies Mike Goodman ford fiesta st trophy 2000 C 50 Jamie Smith Mark Hemingway Subaru Impreza RS11 1999 D 51 Chris Woodcock Heidi Woodcock Mitsubishi Lancer Evo 6.9 1996 D 52 Robert Mathieson Harry MacLean Talbot Sunbeam 1998 C 53 Carl Tuer Rob Tuer MG ZR Super 1600 1598 B 54 Chris (Curly) Haigh Sally Peacock Ford Escort Mk1 1998 C 55 Ian Woodward Rich 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Last Updated: Saturday, 15 September 2007, 20:16 GMT 21:16 UK E-mail this to a friend Printable version Copter crash near McRae property The crash happened on the outskirts of Lanark Two people are believed to have died in a helicopter crash near the Lanarkshire home of former World Rally Champion Colin McRae. The helicopter came down at 1610 BST in Jervis Wood, about a mile from Lanark, and is understood to have caught fire. Strathclyde Police said there were no survivors and that no further details about the victims would be released until Sunday. Mr McRae, 39, is known to be a keen helicopter pilot. The Air Accidents Investigation Branch (AAIB) said it had been led to believe two people were on board the Squirrel aircraft. The damage has been so bad that we don't know how many people were on board Strathclyde Police spokeswoman However, Strathclyde Police said the helicopter damage was so bad they could not confirm how many were involved. A police statement said: "Around 1610 BST on Saturday, 15 September 2007, emergency services were called to a helicopter crash in Jerviswood, east of the A73 at Lanark. "There are no survivors. "It is not known how many people were on board at this time and there will be no formal identification of anyone on board this evening." The statement added that the air accident investigation team was on its way to Scotland to establish the cause of the crash. The accident happened near Colin McRae's property The Scottish Ambulance Service confirmed that its own helicopter had been despatched to the scene along with three ambulance crews. Strathclyde Fire and Rescue Service also has units in attendance at the scene. The RAF spokesman said the incident did not involve a military aircraft and added that its helicopter was on stand-by to assist. A spokesman for the British Airports Authority said the helicopter did not come from Glasgow or Edinburgh Airports. The Strathclyde Police spokeswoman said officers were trying to establish who was on board and where the helicopter was travelling to and from. "The damage has been so bad that we don't know how many people were on board," she said. "It might be one, it might be more. We just don't know at the moment."