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Guy Standen's Tale of Two Classics in a Fiat 124CC How 2009 was so Different to 2007 Since the inaugural Targa Tasmania in 1992, Tarmac Rally has evolved considerably in Australia. Events have come and gone, regulations have changed. Equipment requirements have become stricter, reflecting the sport’s dangerous reputation, unfortunately based on some sad statistics. My first involvement in tarmac rally in Targa Tasmania 2004 was in my 124CC, prepared as a Standard Specification (SS) car, now referred to as C1. I had another go in 2005, again in SS, before deciding to uprate to Limited Modified Specification (LMS), now known as C2. All along, the car had also been prepared to the specifications for Group S historic racing. The car’s first outing as a C2 tarmac rally car was in Classic Adelaide 2007. We managed to get through the event, but the car struggled through its brittle nature, mainly resulting from attempts to meet both C2 and Group S requirements. At the end of the event, I sat down with the car’s chief overseer, Peter Axford, proprietor of Eurosport Automotive. We resolved that if we were to prepare a fast and reliable tarmac rally car, the Group S concept would have to go. I was reluctant to do so, as Norm Singleton had put a lot of thought and effort into the C2/Group S development. I still believe that the car at that point was about as good as we could have hoped to achieve. But if I wanted a fast and reliable tarmac rally car, it was time to move on. 2008 was the year of development. The big changes for the car involved carburetion and brakes. The engine was rebuilt, using the same head, and again with a 1.5 mm overbore block, but this time with twin Weber 45 carburettors. In so doing, we gained power and throttle response and lost the dreaded pinging that had plagued us before. The brakes were beefed up, with new 15x7 Performance wheels giving us room to fit Alfa 147 ventilated rotors on the front, with 4 pot callipers from an RX-7. The back stayed standard, apart from the substitution of 125 callipers for the 124 version, to provide a bigger piston, helping to balance the front and rear brakes. We had engineered out the brake fade problems experienced in 2007, and the bigger rolling diameter helped to increase the top speed capability, which had been reduced by changing the final drive ratio from 4.3:1 to 4.78:1. The diff had also received a clutch plate style LSD centre, which is kinder to the axles. The car had a couple of runs at Mallala in 2008, which proved to be useful testing. 2009 rolled around, and it was time to use the car, and see whether we had achieved our fast and reliable tarmac rally car. The supersprint season, as well as being loads of fun, was a great testing ground. The car had 5 outings to Mallala, with a fastest time now down to 1:26.25. We also ran it in the 2 day Adelaide Hills Tarmac Rally. The only area that has needed to be addressed all year was the drive train, which needed to be replaced, as the yokes were worn, and prone to chewing the universal joint. Our fast and reliable tarmac rally car was ready for Classic Adelaide 2009. The event started for us with the BEA Motor Show in Victoria Square on Sunday, 15 November. The organisers wanted as many marques as possible, so it was great to have the 124 Sport on display. We scrutineered on Monday and only had to attend to one minor item regarding our harness crutch straps. The car showed how much high quality hard work had been put in at Eurosport. Thanks to all concerned.

Wednesday, 18th November – Prologue The Prologue was run up the Eagle on the Hill stage, and results were posted very promptly on the Classic Adelaide website. That augured well, and flew in the face of some pretty average admin to that point, particularly in the communications department. I guess it’s like any big show; it’s alright if it’s alright on the night! The car went very well, but our time had me a little perplexed. Casting an eye down the list at those in our wake, I thought there was some foxing going on! Regardless, the event's only Fiat posted a respectable time to sit mid-field in the event overall. We were pleased with the result, and happy with the car. Can't ask for much more than that!

Thursday, 19 November - Day One A stinking hot 43 degree day greeted us for Day One. We started off well, pushing the 124 through Upper Hermitage in what turned out to be a competitive time, placing us 23rd out of 46 cars in Late Classic. I was happy with the stage, but said to Graham that we might just back off a little. We headed onwards through Anstey Hill Plus and Chain of Ponds to meet our service crew, Dale Ashby and Bruno Franchi at morning tea in Gumeracha. Michael Bridges, who has been a vital person in preparing the car at Eurosport, was also at morning tea. The car was handling well, and developing good power, even in the heat. After Gumeracha, we pushed on through to lunch, bypassing Menglers Hill Down, which had been downgraded pre-event due to roadwork. After a long lunch, we toured down to the start of Kersbrook Reverse, and joined a long queue. We then received news from Dale that he, Bruno, and Michael had witnessed a bad accident on the stage, probably fatal. Soon after, news was breaking of the tragic loss of Gary Tierney and David Carra in Car 505, a very competitive 1974 Porsche 911. We were deeply saddened by the news, but continued on in the rally, in the spirit that Gary and David would have wanted. They died doing something they loved, but we share the grief at their passing, and our thoughts are very much with their loved ones. Checker Hill was next, after a re-route, followed by a great run on Castambul, which had been shortened, and was actually the same as Corkscrew in years gone by. Our time of 7:25.1 compared to the 2007 result of 7:42.8 shows just how far the 124 had come. We serviced at Eurosport with a car needing nothing more than a chamois. At the end of the first day, we were 22nd in Late Classic, 23rd in Heritage and holding first place in class and category.

Friday, 20th November - Day Two The day commenced with a solemn minute's silence for the crew of Car 505, Gary Tierney and David Carra, before the first car left the start point. Additionally, all cars had a black stripe of tape placed over the left headlight, serving the same end as the traditional black armband in other sports. Although hearts were heavy, our heads needed to be focused as we started the day at Coromandel. It was dry, but the sky was threatening, and there had been overnight rain. At least the temperature had dropped. We progressed steadily through Coromandel, Wickhams Hill and Willunga Hill before morning tea in Yankalilla. Apart from a bit of dampness at the top of Willunga Hill that made it a bit slippery, it had been dry. That came to an end on Inman Valley and Sawpit. Both stages were wet, which slowed us and others down on what were very fast stages. After lunch in Goolwa, we reacquainted ourselves with the dry over Crows Nest and Mount Compass before heading on to Strathalbyn. It lived up to its reputation as one of the best tarmac rally stages in the country. We were all set to continue on Flaxley Plus, but the stage was downgraded due to a lack of officials. It was a shame, particularly for the hard working volunteers that missed out on running their stage. Speaking for all competitors, we are enormously grateful for the time that the volunteers put in during an event such as Classic Adelaide. The car had again performed really well. Apart from a small electrical glitch with the horn, we had nothing to fix, and just buffed it up ready for the Gouger Street Party. Graham had called as well as ever, and we didn't have any hairy moments. All in all, it was a good day. Results wise, we sat 23rd in both Late Classic and Heritage, and maintained our class lead, but dropped back to second in category behind the hard charging black Ford XA GT of Hagen Zerk and Peter Jones.

Saturday, 21st November - Day Three We awoke to very gray skies and a threatening look to the clouds hanging over the Adelaide Hills. Our weather concerns were confirmed as we pulled up to the start of Montacute. It was very wet, and low cloud was reducing visibility part way in to the stage. The one bright aspect in the gloom was the smiling face of Sav, another of the Eurosport team. A nearby resident, Sav always gets to the start of Montacute. It is one of the most demanding stages in terms of length and corner number and type. The co-drivers really need to nail it. Right on cue, Graham had a blinder, and although we progressed cautiously, our time showed how good the Fiat is in the wet, placing us 20th on the stage. Although the wet conditions are challenging, in some ways it was easier to drive, as we were slower, and I had more time. Suffice to say, mistakes could be costly, and thankfully we had a clean run. Piccadilly was similar before morning tea in Balhannah. Next on the menu was Ironbank, followed by Scott Bottom. Both went well on drying roads. After the traditional superb lunch in Macclesfield, we tackled Stafford Ridge. Gorge Road followed, and after a lengthy wait we faced Teringie to round out the day. A new stage, but on familiar ground, as we climbed New Norton Summit Road, before rounding the pub at the top, and heading back down Old Norton Summit Road. The pub corner had stacks of people taking advantage of a great spectator spot. The car was again unscathed, making service light work, before parking the car in The Parade for the inaugural Norwood Street Party. We had a great night eating lovely Thai food at Chabaar, amongst excellent company including Peter Axford and his wife Helen, the crew of Car 443, Richard Woodward and David McCrow and their service crew, and my wife Michelle, and three kids, Tom, Lucy and Ben. At three quarter time in the rally, we sat in 21st place in Late Classic, 20th in Heritage and still first in class and second in category.

Sunday, 22nd November - Day Four The final day commenced with an early start, and cloud on the hills. We toured through Torrens, the cancelled town stage near Adelaide Zoo and then headed up to the start of Mount Lofty Plus on Greenhill Road. Michelle and the kids joined up with her brother Craig, his wife Moyra-Anne and kids Jack and Mia, who live near the start. They waved madly to us, and then settled in to watch the 124 launch off the line. The stage was dry early on the steep sections, but damp on the flatter sections at the top, particularly under the cover of trees. After successfully negotiating Mount Lofty Plus, we had morning tea in Mount Barker, and then knocked off Echunga and Macclesfield before starting the longest stage of the event, Paris Creek Long. We had a long wait prior to getting going. Just before leaving, we discovered that the crew starting 30 seconds before us in Car 302, the lovely Mustang of Michael Lamprell and Tas Orme, were unaware of the restricted speed zone (RSZ) being used on the stage. Like a chicane, the RSZ is used to reduce the average speed of the stage to less than 132 km/h. In essence, the car had to pass over 2.25 km in 2.25 minutes, which is an average of 60 km/h. We had it all planned, using a stop watch, the terratrip nav computer, and plain old speedo and tacho readings. Michael and Tas decided to use the tacho, as they didn't have other means. As it turned out, we caught them just as we entered the RSZ. Michael waved us through, and stuck to our tail through to the end of the zone. Problem solved! He said that the 124 looked great as we weaved left and right through some beautiful flowing corners. Paris Creek was an absolute treat to drive, particularly with Graham calling brilliantly. Feeling euphoric, we headed off to lunch in McLaren Vale needing to remind ourselves that we had 3 stages to go, and must not let complacency ruin our rally. Surprisingly, we had an extended lunch break prior to striking out for the finish. Dale and Bruno had met us again, as they did at every break. We arranged a quick refuel on the way to start Chapel Hill. Next we tackled the penultimate stage, Clarendon. Graham produced another flawless call. He had a couple of small lapses during the event, but never when it counted. The only error on Clarendon came when I confused one of his calls, but the visual picture quickly took absolute priority, and we safely negotiated the turn involved. With Clarendon behind us, we headed to Windy Point for one last, brief stage. After a little wait, we took off down the hill in a conservative mood, and then crossed the line with the mood changing to elation. A short tour down to the great new finish spot on King William Road in Hyde Park, and we headed up over the ramp to receive our finisher's medallions. An unexpected and delightful touch was to have Mike Coles on our tail in the X1/9 as we toured through to the finish. A little piece of Fiat camaraderie that made the moment all the sweeter. The crowd were great, and it was lovely to see many familiar faces amongst the gathered throng. After parking the car, and finding that service crew were unable to join us for the traditional beer in the official tent at the finish, we gate crashed the Scuderia Alfa gathering being held nearby. For those not acquainted, Scuderia Alfa is the team name for a bunch of great guys with Alfas, who make a point of excelling at the art of 6 hour regularity competitions. Peter Axford is a member of the team, and had met us at the finish, and offered the Scuderia gathering as an alternative for our end of event beers. The Scuderia guys are a fantastic group, and as Fiat is the parent company of Alfa Romeo, they always welcome the Fiat as one of their own. They are great to sprint with at Mallala, and I couldn't think of a better setting to savour an ale at the end of the rally. Thanks guys. When we headed home to get ready for the Presentation Dinner, we made sure to check the results. We were very satisfied to find that we had ended up 18th in Late Classic, 17th in Heritage and first in class. We were also first in category, which was an outstanding result, although only achieved through the unfortunate demise of Hagen Zerk and Peter Jones in the big black Ford XA GT. Unfortunately, the rear engine seal had let go at the end of the Macclesfield stage, and they had to withdraw. Motorsport is cruel sometimes, and Hagen and Peter, in their first rally, had done such a great job, in a great car and really deserved the win. We'll take the category win, but would like to acknowledge what a top effort it was from all of Hagen's crew. So that's it. A rally of extremes. Extreme weather, extreme tragedy and sadness, and finally extreme elation and satisfaction flowing from our best ever tarmac rally result. I would like to pay tribute, and say a huge thank you to Peter Axford and the Eurosport team of Sav, Michael and Steven. They are mechanics with the old approach that like to fix things, not just replace things. However, they also have the knowledge, experience and equipment to diagnose and fix modern cars. Whether it’s your daily drive, your concourse beauty or your racing car, they have the skills, equipment and contacts to do the job. Amongst the team, they have a diversity of skills and talents that make Eurosport a very capable operation. Add to that service and friendliness that is the best in town, and you have absolutely no excuse to take your car anywhere else. I also want to highlight the efforts of the initial creator of the car, Fiat stalwart and wise mentor Norm Singleton from Queensland. Norm shows the same persistence and standards in preparing cars for others that is so evident in his own list of successes. And that list is long and distinguished. Thanks also for the great encouragement and service from Dale Ashby and Bruno Franchi. Last, but not in any way least, thanks to a youthful looking Standen that people keep calling my brother. He is my father, and I'm very proud to say that he is a great co-driver. Classic Adelaide 2009 contrasted heavily with the 2007 event for us. The much sought after reliability allowed us to concentrate on the important stuff, and enjoy the rally in a more relaxed state. It has occurred to me that our main achievement over the two years has been to turn a Fiat into a Fart. Everywhere I drive the car, people delight in reminding me what Fiat stands for. We’ve all heard the tired old “Fix It Again Tony” line so many times. I’m proud that I can now correct them, and point out that Peter Axford and the Eurosport boys have instead turned the car into a Fart. That is a Fast And Reliable Tarmac rally car!

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