An introduction to the UK's Historic Road Rally scene.


Historic Rallying is a very popular form of motor sport, for cars manufactured before the end of 1967 (Historic) and 1974 (Post-Historic). Cars of almost every type which competed in the Fifties and Sixties, such as the Austin A40, Mini Cooper S, Volvo Amazon, MkI Cortina, Triumph TR2/3/4, Austin Healey and all types of M.G. appear on the 60 or so events run in the U.K. each year.

As with modern rallying, there is a considerable divide between historic stage rallies and historic road rallies. Except for the cars, historic stage events do not differ from modern stage rallies and are often run in conjunction with modern events.

Historic Road Rallies are quite different in format to the currently run Navigational and Road Rallies for modern cars. Most include a mixture of special tests, navigational exercises (sometimes at night), and regularity sections. The latter are a throwback to the 50s and involve travelling at a consistent average speed with cars checked at secret controls, usually to the nearest second. Although the emphasis appears to be on the navigator, teamwork is an important element for success. Many historic rally competitors were involved in road rallying many years ago and see historic rallying as a means of meeting old friends and reliving old times. Although the will-to-win is always present, the social side of these events is equally important. Not surprisingly, historic rallying is the fastest growing side of motor sport and is an excellent introduction for people contemplating motor sport for the first time.

This page describes the various forms of Historic Road Rallies currently run in the U.K., assuming the reader has some knowledge of U.K. road rallying in general.

The wide range of Historic Road Rallies tend to fall into four basic categories; single day events, night events, weekend events and marathons.


Single Day Events

Single day historic road rallies are run entirely in daylight, either on a Saturday or Sunday, with a route of about 150 miles. These events, are very popular with beginners but also provide serious competition between the top crews.

The road mileage on single day events is mostly regularity sections. Some events have a reputation for including complex navigation, but most keep it fairly straightforward. Excitement for the driver comes in the form of special tests on private land, at various venues visited during the day.

Entry fees for these single day events vary from about £60 to £75, but this will usually include lunch and a post-rally meal for both crew members. Most crews have to add the cost of a night's bed and breakfast to their expenses, as events usually start at about 9am and provide scrutineering on the evening before.


Night Events

There are some Historic Road Rallies which run as conventional night events, often combined with an event for modern cars. These are mostly run to the same format as current National B status road rallies for modern cars and do not usually incorporate any regularity sections or special tests. The historics usually run behind the quieter modern cars and are often given easier route instructions.


Weekend Events

Several historic road rallies, such as the East Anglian Classic and the Classic Illuminations run a similar two-day format and include a night section. The first day (Saturday) leg is much like a one day event, with special tests and regularity sections. After a supper halt, the night leg of around 150 miles follows the format of a modern road rally. Then, after a few hours sleep, the Sunday morning leg starts. This final section is usually just special tests, finishing at a hotel where lunch is provided whilst results are finalised in time for the prizegiving before everyone heads for home.

Entry fees are usually over £150, which includes the meal at the finish. If travelling from afar, expenses are further increased by the requirement for two nights accommodation.


Marathons

These are the well publicised events like the Monte Carlo Challenge and Classic Marathon run by Philip Young's Classic Rally Association, or John Brown's LE JOG (The Lands End to John O'Groats Reliability Trial). These events attempt to recreate the format and atmosphere of the long distance rallies of the Fifties and early Sixties, before they were taken over by professionalism. The competitive mileage is mostly regularity sections, but keeping to the time schedule across difficult mountain passes, particularly in winter, is enough of a challenge in itself.

The events last several days, and usually mean being away from home for at least a week. Entry fees, hotels, meals and petrol are going to consume at least £2,000 per crew, so they're not cheap events, but they do appeal to a lot of first time competitors who treat the event as a holiday.


Competitors

Many Historic Rally Competitors are classic car enthusiasts who have bought or restored an old car and then want to do more than just park and polish it at classic car shows. Others are experienced competitors, who participated in road rallying in the Sixties and Seventies and see historic rallying as a way of reliving old times. It's this group which tends to be the most competitive, benefiting from their past experience, in driving, navigating and vehicle preparation. Anyone who followed the famous "Castrol/Motoring News" Road Rally Championship in its heyday would recognise more than a few names on most historic road rally entry lists. Colin Francis, Nigel Raeburn, Neil Wilson, Peter Valentine, Dave Kirkham and Richard Hudson-Evans are a few of the old names which initially come to mind.


Regularity Sections

An essential part of all Historic Road Rallies is the Regularity Section, a feature of Fifties road rallies which has been especially recreated for historic rallying. It's a way of producing timed to the second competition on the public road, without directly encouraging high speed driving or risking damage to a valued classic car - that is as long as you keep to the time schedule. Unfortunately, if you get delayed for any reason, through wrong-slotting or meeting slow or obstructing traffic, you've got to make up that time as quickly as possible, as you're being timed to the second at the next secret control, which could be just around the next bend!

Regularity sections usually have several intermediate time controls, the locations of which are secret and cars must not stop or slow down unduly when coming within sight of a control. Timing is between intermediate controls, so that if you are late at one intermediate control, you do not have to make it up on the next section, but should aim to be the same amount behind your scheduled time at the next control. A slip of paper is usualy handed to you on arrival at each control, stating the distance and time allowed from the previous control, so that you are able to calculate your error. Organisers attempt to make it even more difficult, by throwing in average speed changes at various points on the route, but the achievement of checking in within a couple of seconds of due time after many miles and several speed changes is really rewarding.

Normally running in daylight, responsible organisers avoid the use of narrow single track roads, unless the required average speed is reduced accordingly. The maximum permitted average speed of 30 mph is generally kept for the wider yellows, although some events do take you off the public roads and into the forests at this speed. Events like the Targa Rusticana and Welsh Retrospective may have as much forestry mileage as you'll get on a stage rally, but as none of it is arrowed, the navigator has to work hard to keep the car on the assigned route. On private roads, intermediate controls can be less than the statutory two miles apart, so it's necessary to make up time lost in a control even faster than you need to on the public road, which is a good excuse for the driver to enjoy himself in the forest.

To make life easier for their results teams, some organisers who do not have the luxury of computer systems, time their regularity sections to the minute. This is not at all popular with those competitors who like to control their average speed to the highest accuracy. Not knowing exactly how the organiser has dealt with fractions of a minute in his calculated section times means that you can't always be sure of the correct "one minute window" in which you can arrive at a control unpenalised; until you've actually arrived and received a time and the handout slip from the marshal.

Here's a couple of articles you should read:
How to Survive Regularity Sections by Andy Gibson
How to Tackle Regularity Sections by John Brown


Jogularity

A variation of regularity is "Jogularity", invented by John Brown for the first Le Jog, when only standard speedometer tripmeters were permitted in the cars. Competitors are provided with a printed table, listing landmarks along the route, with the exact mileage at the landmark and the scheduled time of arrival at the landmark based on the set average speed. Landmarks given are not only junctions, but also include road signs, houses, gates, cattle grids or bridges etc. Intermediate time controls are always placed exactly at a listed landmark. Even if you're proficient at working with speed tables, it's advisable to put them away and just work with the printed Jogularity schedule. If you try to monitor your progress using both methods simultaneously, you're bound to get completely confused.


Tripmeters

An essential piece of equipment for success on regularity sections is an accurate trip meter, reading to a hundredth of a mile. In keeping with the period, only HALDA or AIFAB type mechanical devices are normally allowed. Electronic instruments that compute average speed are definitely banned, although due to the scarcity and inflated values of Haldas, some events and championships (but not all) now permit the use of modern digital TERRATRIP or BRANTZ instruments which will only display distance. However a Halda takes a lot of beating, its ability to run backwards when reversing, or being switched into reverse to count back down when back-tracking a wrong slot is a definite advantage. A Halda's rotating number wheels gives a feel for the speed and also gives the ability to estimate distances to even less than 1/100 mile. A dual counter TWINMASTER is the best instrument to use, but many competitors get by with the single counter TRIPMASTER. The Halda SPEEDPILOT, which monitors average speed, is normally permitted, but its accuracy is not sufficient for the short timed-to-the-second sections typical of UK events. Unfortunately, re-calibration of a mechanical tripmeter involves changing gears and you can't rely on it staying in correct calibration for every event, as organisers' distance measurement can vary considerably and tyre wear also has some effect. Events always provide a measured mile or calibration test route, giving the opportunity to check and adjust tripmeter calibration before the event starts.


Speed Tables

As digital calculators and lap-top computers are usually banned on historic rallies, navigators need a comprehensive set of average speed tables to do their time-speed-distance calculations. The best sets have tables for speeds between 15 and 30 mph at 0.1 mile and 0.1 mph increments. Although you are seldom required to maintain average speeds other than at whole or half mph increments (i.e. 30 mph, 24.5 mph etc.), tables at 0.1mph increments will allow you to compensate more accurately for a tripmeter error by selecting a correspondingly faster or slower speed table. For example, if your tripmeter reads 0.97 miles over the official measured mile, using the specified speed table would cause you to run too fast, so multiply the specified speed by 0.97 and use the resultant table, i.e. 27 x 0.97 = 26.19, so use the 26.2 mph table to maintain 27 mph. If you are planning to do continental events, you'll need tables for speeds up to 50 kph and more gears to re-calibrate your tripmeter for kilometres. Specially prepared books of average speed tables can be bought, such as the John Brown Speed Tables or you can generate your own if you can use a spreadsheet such as Excel. Again, in keeping with the period, organisers prefer analogue clocks to be used in cars for timing, although the use of modern hand-held digital stopwatches is universally accepted.


Special Tests

Special tests take place off the public roads, although usually on sealed surfaces, allowing the driver a chance to show his worth. Some tests are typical of autotest events, whilst others use private estate or military roads and are more like short special stages. A diagram of each test is given in the roadbook. Drivers are not allowed to walk the tests in advance and often the whole test cannot be seen from the start, so the navigator is tasked with directing the driver around the correct route. MSA regulations state that a minimum target time is set for each test, based on no more than 30mph average speed from start to finish. This can result in some pretty fast and enjoyable tests as, unlike autotests, there is no distance limitation between manoeuvres. Organisers do have to submit a plan of each test to the MSA in advance for approval.

Special tests are usually timed like special stages, with an arrival control, a start control and a separate finish control, each with its own clock. However a few organisers economise on their clock hiring and treat the shorter tests like autotests, timing each test with a single stopwatch.

Obviously the best car for tight slippery tests is always going to be a Mini, but on long uphill tests something like a works specification Healey 3000 can be the car to beat. To neutralise the advantage of the faster classes, some events operate a handicap system, where the fastest car in each class (on each test) scores zero marks, and the rest get one mark for each second that they were slower. This system is used on the Targa Rusticana and does give cars from the pre-1960 classes a better chance of taking outright victory.


Road Timing

The overall timing method on historic road rallies tends to vary from event to event, so you need to read the regs thoroughly and understand the system being used. Some events require cars to maintain a strict time schedule throughout, with time penalties applied for any deviation from scheduled time at all regularity and test start controls as well as on the competitive bits. Others, more sensibly, make all road sections linking test sites and regularities neutral, allowing cars to start tests and regularity sections at any time whilst the controls are open, so long as they check in to the main control at the end of a leg within their maximum allowed lateness. This latter system usually means having to claim delay allowances (to be added to the maximum allowed lateness) when cars are unable to start tests on their scheduled time due to queues at start controls. However it does prevent inexperienced crews from getting so many road penalties that their performance on the truly competitive bits is irrelevant.


Night Sections

Historic rally night sections are usually run to the same format as modern road rallies. Short standard sections, timed to the minute at 30 mph are the norm, with intermediate manned passage controls and compulsory stops at Give Way junctions, all designed to slow down your progress. Some events include a regularity section as a part of the night route, where cars are timed on arrival, but otherwise cars are allowed to wait outside a control if early and enter up to one minute before the time they require.

"Plot-and-bash" navigation handouts are often used, as in modern events, but a speciality of historic rallying is the "London Rally Marked Map" system. Prior to starting the night section you receive a colour photocopy from an OS map (sometimes from a "period" 1 inch to the mile edition), with numerous labelled points which you can transfer to your own map if you wish. A variation of this gives you the points as a list of map references. On starting the section you receive a schedule indicating which points are time controls, passage controls, give-way junctions or via points, with the approach and departure information allowing you then to plot the correct route.

Night section penalties (timed to the minute) are often adjusted to avoid weighting the results too much in favour of night section performance. For example, 20 marks/minute can be applied for timed to the minute sections, contrasting with 1 mark/second for special tests and regularities.

These night sections are usually cleanable by a few top crews and therefore not excessively difficult for novices. The organisers are fortunate in that they don't have to find a winner from timed to the minute sections alone, as seconds lost on tests and regularities is enough to decide the final finishing order.


Vehicle Classes

Historic rallies are suitable for most classic cars, with three basic categories for cars built before the end of 1959, 1967 and 1974. Cars in the latter category are called "Post-Historic" and unless specifically allowed by the event's Supplementary Regulations, cannot compete for overall awards. Post-historics must comply with the MSAMSA road rally formula of no more than 4 cylinders, 2 carburettor chokes, one camshaft per cylinder bank etc. However, rally organisers can apply to the MSA for a specific waiver if an ineligible car is entered. Very rarely will such an application be turned down for daytime events.

Between the two earlier categories, some popular cars are classified by the year the particular model was introduced, rather than their actual year of manufacture. It would be pointless having identical car models competing in different classes, just because they rolled of the production line a few months apart. Within the three vehicle categories, crews are usually subdivided into experts and novices, although some events prefer instead to divide on car type (Saloons and GT) and engine capacity.


Vehicle Eligibility

The Historic Rally Car Register (HRCR) maintains a set of vehicle eligibility regulations which lays down what you can and cannot do to a historic rally car in terms of modifications. All cars must represent models which have competed in rallies in their period and can only be modified as they would have been in their period. Modifications not listed in the HRCR regulations are only permitted if proven to have been used in international rallies of the period or were homologated. Regulations state that the engine block and cylinder head must be an original standard production component for the model derivative, so, for example, 1500cc Anglias do not comply, and the Mini Cooper S must have the proper S block with removable tappet covers. You can change the bodyshell, so long as the car has a continuous history from new, so MGBs with brand new Heritage shells are acceptable. Another rule states that wheel rim widths cannot be widened more than one inch from standard and tyres must not be less than 70 profile.

The HRCR vehicle eligibility rules must be complied with if contending one of the HRCR championships (eligibility scrutineers are appointed to enforce the regulations), but for non-championship events the scrutineers may be a little flexible. It's advisable to contact the organisers before the event if you feel that your car has any non-period modifications.


Historic Vehicle Identity Document

On all historic road rallies you will be required to produce your car's registration document or a MSA or FIA Historic Vehicle Identity Document as proof of its age. An Historic Vehicle Identity Document covers the eligibility requirements for your car and is essential if you are entering stage rallies or international events. There are two types: the FIA and the MSA. They are basically the same in format, but the MSA document allows more modifications than the FIA. This may sound advantageous but beware, not all events accept cars with what the MSA calls "period modifications". Also if you have ambitions of one day entering the Monte Carlo Challenge, or a similar international event, you will need the FIA document. The FIA document adds something to the value of the car because it becomes useable in just about any event. For both forms you write to the MSA and when you have completed them, you send the MSA form back to the MSA or the FIA document to a club register for checking.


Historic Rally Car Register

The Historic Rally Car Register (HRCR) is a MSA recognised club with around 2000 members. It was formed in 1984 to promote the interest of both stage and road historic rallying. The Register is now the leading club for those interested in Historic rallying and it fosters interest in and organises events for all kinds of cars that took part in international rallies in the Fifties and Sixties. The Register offers advice on eligible vehicles and their rallying history. Regional groups hold regular meetings; there may be one in your area. The Register is involved with running some events, but most historic rallies are promoted by local clubs that cater for both modern and historic competitors.

For more details of the HRCR, contact the Secretary: Tony Barron, Walton House, 113 Locko Road, Spondon, Derby, DE21 7AP. Phone: 01332 672533, Fax: 01332 672888 or E-mail hrcr@messages.co.uk.


Historic Road Rally Championships

The Historic Rally Car Register (HRCR) runs the HRCR Historic Road Rally Championship, a 12-event series with a mixture of single day, night and weekend events. Several Regional Associations, such as the WAMC (Welsh) and ASWMC (South Western) also run their own Historic Rally Championships.