8 am, Saturday October 1st, I am in from Montreal on a bright clear
cold morning to start off the first day
of the CASC-OR Celebration of Motorsport International Raceway. Also known as the last races of the F1600 2011 Series season, I’m walking up the hill to the
track for the first time with Jen listed as crew for the #7 blue Reynard. A new recruit for the team, I am excited to see a F1600 race car race for
the first time. This is all we’ve talked about for three years now, this is the Action! I am trying to keep up with Byron’s stride- tool box in one hand, stop
watch in the other.
Cars lined up to practice on
the grid, we cross the road quickly to view the action next to the Castrol tower. This is an exciting vantage
point as cars speed by up close and personal. Byron gives Jen and I a little
lecture: That we must keep our eyes open
and look around a lot for on coming cars. He says, “In the event that someone loses
control or takes the corner too wide, do not run out into the pits, just - get
down.”
"Get down? I say with a smirk,
Shaking my shimmy at him. “I, can get down!”
Mosport itself is impressive. It’s a 750 acre open Ontario back woods landscape with four tracks. The cold snap of this first weekend of October, is freezing, but the forests are amazing, colours of reds, lots of orange, and yellow, making me feel very proud to be Canadian.
We head over to corner two; where in qualifying we held true to form as the season ended. Now this part of the course is exciting for me because Corner 2 is a difficult corner on the circuit. You come over the brow of the hill, plunge down through the corner and you get a good four wheel drift, then a short burst and then a stand hard on the brakes for turn three.
Zen master Byron stands stoic up top the hill, stop watch in hand, listening in the wind to the down shift, silently assessing, communicating telepathically with the cars speeding by.
I admire the landscape, notably sponsored by bill boards along the track. “Did you know one of those cost about $10,000 for the season? A side of a trailer is about $15,000. A decal can go from $500 to $25,000 depending on who you ask.”
The Zen master looks out, “F1 caters to entertainment of the masses. This race, is for us, the racers.”
My favorite is Moss Corner, Corner 5. For me, that part of the track is exceptionally exciting. It is Sir Moss who defines racing best for me: “ You are in a tin can with tanks of fuel surrounding you, racing at really high speeds.”
Alan Buntin’s development and design of the track in the 1960’s featured fast, sweeping bends that rose and fell over the contours of the site. In order to accommodate the design, great chunks of earth were gouged out of parts of the hills, in one place the whole side of a hill was scraped away and leveled. In the summer of 1960 Stirling Moss paid a visit to Toronto, at which time he saw the plans for the track and the work that had been done so far. While he was generally enthusiastic about the lay out of the course, he did recommend that the single – radius carousel hairpin at the south end be changed t a 9 – degree right followed by another right leading onto the back straight. Moss was more convinced that this combination would be a much greater test of driving skill and provide a more interesting show for the spectators. The two turns 5a and 5b have since become known as “Moss Corner”.
You have three really great vantage points at Moss corner: Sharp uphill leading into a suddenly tight turn and downhill beyond that, full throatle through the gears, wheel spin, 2, 3rd gear, 4th to the straight, where they go the fastest they can, at around 140 miles an hour.
Coming into turn 8, front wheels are turned a little to push straight ahead and come out in classic sports car power slide. It’s all very fascinating, loud and fast.
Paul is testing his new Ivey built motor this weekend as a late contestant in the last race of the season. Byron is quiet and works diligently, he doesn’t talk much unless engaged. Me, I’m not shy,I am good for getting to know our tent mates. Everyone knows there’s a guy who bought the Reynard, from Apex Speed. They just don’t know it’s Byron.
I am learning that listening, to the engines and gearing up and down tells the mechanics what to do. The drivers also have to be connected to the car in such a way as to describe to the crew how it feels. There are 1000’s of technical impulses, and things going on in the car, it amazes me that a driver could pin point exactly what needs to be done.
We had to drop out of Saturday’s race when suddenly, the tail pipe exhaust broke off, and then Paul lost power. This is known as a broken header, and it had to be emergency welded on site for Sunday’s race.
The next day, Sunday was the last race of the season. It was pissing with rain and cold, watching cars being towed in, I learned how dangerous and slick the track is. Last minute adjustments of the chassis were being made for the final race, and while Byron and I were fuelling the car, he noticed that the starter was broken. This meant we’d have to bump start the car .
With our crew members pushing the car towards the track, Paul’s Ivey fired up and he roared away, placing 7th on Sunday October 2 – Lucky number 7. That’s what the team was aiming for, and in view of the conditions, Paul was probably not terribly disappointed.
The winners of the CASC-OR Celebration of Motorsport were all young drivers from the A class: Trent Hindman, Dalton Kellet and from our tent, 16 year old Garette Grist. These kids are fast and fearless, and have really great cars and crew members supporting them. Our team’s competitors, The B class winners included veteran drivers Michael Adams, Steve Bam, Steven Bodrug. Along with another 16 year old with braces. These winners showed speed and skill enduring the rain and cold of the final race. After this championship, the various winners would be off to Britain to compete in the British Formula Ford Festival, the biggest race of our series as part of Team Canada.
Coming down the hill from the ceremony, I feel as I’ve been initiated into the world of F1600 racing. It is a slick, dangerous, and highly competitive world of talented drivers, intuitive mechanics, and dedicated fans.
Look out for a new’92 Reynard next race season in 2013. Byron Leis will be a new competitor getting down at Mosport’s starting line, and I’ll see you there.
We head over to corner two; where in qualifying we held true to form as the season ended. Now this part of the course is exciting for me because Corner 2 is a difficult corner on the circuit. You come over the brow of the hill, plunge down through the corner and you get a good four wheel drift, then a short burst and then a stand hard on the brakes for turn three.
Zen master Byron stands stoic up top the hill, stop watch in hand, listening in the wind to the down shift, silently assessing, communicating telepathically with the cars speeding by.
I admire the landscape, notably sponsored by bill boards along the track. “Did you know one of those cost about $10,000 for the season? A side of a trailer is about $15,000. A decal can go from $500 to $25,000 depending on who you ask.”
The Zen master looks out, “F1 caters to entertainment of the masses. This race, is for us, the racers.”
My favorite is Moss Corner, Corner 5. For me, that part of the track is exceptionally exciting. It is Sir Moss who defines racing best for me: “ You are in a tin can with tanks of fuel surrounding you, racing at really high speeds.”
Alan Buntin’s development and design of the track in the 1960’s featured fast, sweeping bends that rose and fell over the contours of the site. In order to accommodate the design, great chunks of earth were gouged out of parts of the hills, in one place the whole side of a hill was scraped away and leveled. In the summer of 1960 Stirling Moss paid a visit to Toronto, at which time he saw the plans for the track and the work that had been done so far. While he was generally enthusiastic about the lay out of the course, he did recommend that the single – radius carousel hairpin at the south end be changed t a 9 – degree right followed by another right leading onto the back straight. Moss was more convinced that this combination would be a much greater test of driving skill and provide a more interesting show for the spectators. The two turns 5a and 5b have since become known as “Moss Corner”.
You have three really great vantage points at Moss corner: Sharp uphill leading into a suddenly tight turn and downhill beyond that, full throatle through the gears, wheel spin, 2, 3rd gear, 4th to the straight, where they go the fastest they can, at around 140 miles an hour.
Coming into turn 8, front wheels are turned a little to push straight ahead and come out in classic sports car power slide. It’s all very fascinating, loud and fast.
Paul is testing his new Ivey built motor this weekend as a late contestant in the last race of the season. Byron is quiet and works diligently, he doesn’t talk much unless engaged. Me, I’m not shy,I am good for getting to know our tent mates. Everyone knows there’s a guy who bought the Reynard, from Apex Speed. They just don’t know it’s Byron.
I am learning that listening, to the engines and gearing up and down tells the mechanics what to do. The drivers also have to be connected to the car in such a way as to describe to the crew how it feels. There are 1000’s of technical impulses, and things going on in the car, it amazes me that a driver could pin point exactly what needs to be done.
We had to drop out of Saturday’s race when suddenly, the tail pipe exhaust broke off, and then Paul lost power. This is known as a broken header, and it had to be emergency welded on site for Sunday’s race.
The next day, Sunday was the last race of the season. It was pissing with rain and cold, watching cars being towed in, I learned how dangerous and slick the track is. Last minute adjustments of the chassis were being made for the final race, and while Byron and I were fuelling the car, he noticed that the starter was broken. This meant we’d have to bump start the car .
With our crew members pushing the car towards the track, Paul’s Ivey fired up and he roared away, placing 7th on Sunday October 2 – Lucky number 7. That’s what the team was aiming for, and in view of the conditions, Paul was probably not terribly disappointed.
The winners of the CASC-OR Celebration of Motorsport were all young drivers from the A class: Trent Hindman, Dalton Kellet and from our tent, 16 year old Garette Grist. These kids are fast and fearless, and have really great cars and crew members supporting them. Our team’s competitors, The B class winners included veteran drivers Michael Adams, Steve Bam, Steven Bodrug. Along with another 16 year old with braces. These winners showed speed and skill enduring the rain and cold of the final race. After this championship, the various winners would be off to Britain to compete in the British Formula Ford Festival, the biggest race of our series as part of Team Canada.
Coming down the hill from the ceremony, I feel as I’ve been initiated into the world of F1600 racing. It is a slick, dangerous, and highly competitive world of talented drivers, intuitive mechanics, and dedicated fans.
Look out for a new’92 Reynard next race season in 2013. Byron Leis will be a new competitor getting down at Mosport’s starting line, and I’ll see you there.
ART OF THE REYNARD Photography By: Melissa Briese
Who bought the ‘92 Reynard from Apex Speed? Interview By: Melissa Briese
“Byron LEE Leis!” I shouted into the phone from Montreal, “Are you SERIOUS?!!!”
It was almost midnight Monday night after a holiday weekend .“I bought a Reynard” he said breathlessly, “I just finished making the deal!”
A ‘92 Reynard FF car had been posted on Apex Speed, and while news of this rare model was only posted that day, Byron Leis did something that he never does… made the decision on the spot .
In 2008 Byron was invited to spend a day at the track to drive a Formula Vee. Not just an entertaining day away from work but one that rekindled an old passion that had been dormant for 28 years. The love of racing is hard to explain, but to drive a car as close to the limit as you can is a fine art. Add competition in and you have the ultimate, high energy, skill, and magic.
That lead Byron to seek out his old friend Paul Bollenbach who was rebuilding his 1990 Reynard. While fairly anonymous at Mosport race track today, Byron helped finish the car and compete at Mosport in 2010 and 2011.
Byron is a man of few words, and is more often compared to the likes of Chuck Norris, Bruce Lee, Patrick McGoohan, Pee Wee Herman; and/or Austin Powers. Far more comfortable with a wrench in hand, than socializing he is dangerously funny. One could say that his actions speak louder than words, with the roar of Paul’s #7 Ivey engine winning 7th place with a 1:34 lap time in the last races of the 2011 Season schedule.
That being said, the trick to getting to know Byron Lee is simple; ask him a question – and Byron will answer “ My momma says life is like a box of hand grenades... you pull the pin and some serious shit is gonna happen.”
Pulling the pin, on 40 years of experience dating back to the 1970’s when FF1600 was really at it’s height, Byron remains focused on the present, with modern competition on his mind. There is something to be said with 40 years worth of experience in terms of technology, technique, and mental discipline.
Byron: “Formula 1600 cars in terms of technology are really developed from F1’s leading edge. Formula Ford technology replicates F1 race cars. F1 develops the technology and design, and Formula Ford 1600 follows that lead.”
This summer in Montreal, 2011 Formula One teams Renault and Williams were testing extreme low down force in the rear wing - then didn’t use it in the race. McLaren and Ferrari have been working on spec brakes for circuits like Gilles Villeneuve, because Montreal is so demanding on breaks, the teams need to improve cooling, to better dissipate the huge amount of heat on the circuit, creating special ducts for cooling and more durable carbon discs. Mercedes revised rear suspension. With variables such as tyres and rules changing every year, the innovation and technology is rendered obsolete by the following season.
B- Red Bull out designed everyone in 2011 with their highly engineered design. Now a days, FF’s are narrower, sleeker, stronger and safer which is really a shakedown from F1. What you see them do, you try it - that’s how it works.”
Applying mechanics to a FF1600, Byron’s analytics makes it look easy if not obvious. He is always asking why be developed?
Melissa: What’s the difference between now and then?
B: Back in the 70’s “I didn’t know what I was doing! I had no money, and we made do with what we had.” Now a days, while there are always variables, the best of the best of FF1600 technology means a Van Diemen car, an Ivey motor, or someone like Brian Graham preparing the car for you!”
But getting your hands dirty and with DIY ethics, is really at the heart of FF1600 innovation and design. In the late seventies(Engineer) Eric Segrist was developing brake science with Byron from the BMW plan of twin suspensions, and their geometry for the rebranded Xpit car.
M- What did that entail?
B - If you can imagine an imaginary king pin, two rods pointing out intersecting at an imaginary non fixed point, two points becomes a kingpin…” Byron trails off, not to give away any trade secrets, concluding with “Then you get Emulagation papers to say it’s good and conforms to the racing rules and regulations. Eric went on to pitch his brake science to F1.”
M - Any big ideas for the Reynard?
Byron’s primary focus is just to get it together for 2013‘s racing season starting mid May.
B- “Forget roll centers and pick up points, just get it done. Who cares if the car is pretty - just get it together and race. There is no money in FF, make em, sell em, while F1 is a money pit.”
M – What’s your technique?
B-- I don’t really buy dinner anymore. Maybe just drinks and back to her place, but as far as technique not much has really changed. I can still get home by 11.00 pm.
M- I’m talking about racing…
B- Strategically, the basic variables of the equation all come into play when deciding strategy. And, of course, one of the largest ingredients remains, as always, luck, but then again you make your own luck.
Luck is when good a start he has made. The conflicting demands are those of gaining position on one
Perimeter or limiter”
M - You always said that “ Luck is when preparation meets opportunity.”
B- But that’s subjective: Niki Lauda former Formula One racing driver and three-time F1 World Champion, described it best, “First of all you need big balls to get into F3. Then you get noticed, you get bigger ones, to get to F2 and F1.” Niki Lauda almost died from a foumula one accident, and came back to become a world champion. Do you think of yourself as the fire or the wall?
M- I’ve always felt you were very Zen. Where does your head have to be to race?
B- “Under the roll bar is always best, looking forward… laughs, “A process of clearing thought, distraction, earthly ties that bind us and focused on just this moment… but that’s just bull shit!”
M- Teaching that contemplation of one’s essential nature to the exclusion of all else is the only way of achieving pure enlightenment?
B - In order to drive a race car, it takes insanity, along with focus and concentration. You have to pay attention to what you are doing in the moment. There are thousands of different feedbacks, and instant reactions, where you can lose concentration and crash, it’s that close.
The stress and pressure is NOW, and that’s just the racing environment, the scenario is always changing, getting there is the goal.”
Byron’s goals are to feel good and have fun.
M- So the question was, do you have any advice, you’d like to give to your competitors?
To Competitors, a rousing Austin Power’s impression “Behave!” To Young drivers “Tweet me!” Then elaborates, with a “Byronism”. A Byronism, is a response you will sometimes get to a question you ask. The response, is usually a story that has nothing to do directly with what you’ve asked.
Byron - A man wanted to be a monk. So he went to a monestary and became a monk. He took a vow of silence that could not be broken except for two words that he could speak every ten years.
After the first ten years of silence, he meets the master, and to express himself in two words he says: “Food Cold”.
The monk spends another ten years in contemplating in silence, and after the next ten years , he again meets the master. This time, he says, “Bed Hard”.
Resuming his silence, another next ten years passes. At the end of the ten years of silence, the Monk says to the master “I Quit” .
The Master says “I’m not surprised. All you’ve done is complain since you got here.”
M - You are so Zen! Such enlightenment stresses the importance of reason and critical re appraisal of existing ideas and social institutions. Any recommendations to the industry?
B - People are protesting on Wall St. right now. Big money and portfolios are down. So people, why bother? Just don’t.
M - And your inauguration speech?
B- (Again like Austin Powers) I love you baby! I’d like to thank the producers, and God for inventing the Formula.
How to Build a Reynard
Film By: Melissa Briese
No comments:
Post a Comment