What’s your name? Where are you located?
Stefan Povolotsky, Somerset, UK

What do you do for a living?
I own and run Mammouth 4×4 Trading Ltd., specialising in the design and manufacture of 4×4 aftermarket accessories.

What is your personal automotive/gearhead/petrolhead backstory?
I have worked within the Land Rover aftermarket for 15 years and been a competitor in off-roading and winching events. I have always been a huge fan of rally/WRC events and, of course, a “sofa-based” competitor of the Dakar Rally and other major international rallies like the IRC and Baja.

Why was Project Mobility started?
My wife came up with the concept. As a company, we were always being asked to donate products and sponsor people in relation to the armed forces and the major service charities. She wanted to know where the money went and did it really benefit the end person. Instead of questioning, she decided to use our contacts, experiences and knowledge base to actually help end users and share our passion of Land Rovers and engineering directly. She took the bull by the horns and Project Mobility was born.

How did all this begin? How have you been involved?
It all began in October 2009. Initially, I thought the wife had gone bonkers; she got a part time job to fund the set up and researched into disabled and limbless driving and regulations. She found a double amputee soldier who could not drive his own Land Rover. She rang around the industry, raised some cash, and then came to me with the dilemma of… I have the car, the volunteers, and all the parts… make it happen… so I did!

Sally kept pushing onwards with amazing ideas and formed a crew of volunteers. She was a “volcano of positiveness,” as she used to say. She trained to be a disabilities nurse and quit working in the NHS because she never got to help change lives, which is what she wanted to do. Now she could be an advocate for change and her highest aspiration is an amputee F1 driver!

From there on in, the aspirations got higher and I agreed to be the team principle for the race teams and manage the fleet and conversions.

What were some of the first challenges/setbacks in organizing?
I think the first challenges are still existing challenges. It’s relatively easy to get parts and product donations, but it’s hard cash that becomes more of a setback; for entry fees, logistics, insurances, accommodations to get the rally car out there and give people experiences. Fundraising is always hard and we hope to get some companies to sponsor us financially and that they see the benefits of working alongside us as partners and how our team and their amazing resourcefulness and positiveness can benefit all.

Set backs, I guess being promised things that never come to fruition!

Driving is instant freedom.

What were some of the first victories/advances?
That very first car, knowing by doing some mechanical work and adaptions we gave mobility and freedom and independence to someone who had it taken away in a second… it can take a long time for some of the amputees to get on prostheses full time, so driving is instant freedom.

Also, working with the MSA on obtaining assessments and race licenses for the team, and with each license that comes through, the delight that brings the individual and the team. AND OF COURSE being filmed for Top Gear – until that point our voice was never heard, no-one was interested.

Why does Project Mobility matter?
PROJECT MOBILITY is a not for profit organisation formed with the intent to empower the differently able-bodied to take on and compete with the able-bodied on their own terms in some of the most competitive arenas Motorsport has to offer.

Project Mobility proves that, with the right support, infrastructure and dedication, differently able-bodied individuals can take on and beat their able-bodied counterparts whilst acting as ambassadors for the disabled community and inspiring the wider disabled and socially excluded population to access and engage in Motorsport or indeed any other competitive sport or activity.

How has the organization changed, compared with the original vision?
I guess it has just evolved. We started off converting a few Land Rovers so that injured soldiers could have an adventure and for off-roading and trails driving, and now we are attempting the infamous Dakar!

The vision has moved forwards due to more people contacting us and getting involved. The beneficiaries and stakeholders help shape our objectives and as such we now have three main projects:

• Dakar/Rally
• Overland
• Academy

The real intent is to create a sustainable programme of inspiration, employment and success that gives the differently able-bodied a sense of purpose, belonging and pride.

Where do you see Project Mobility in the future? What are you driving toward?
Motorsport provides a platform that captures public interest and delivers a high profile halo to spread the project mobility objective. The real intent is to create a sustainable programme of inspiration, employment and success that gives the differently able-bodied a sense of purpose, belonging and pride. The Project Mobility Academy will be run by those injured or affected by conflict for the general disabled community.

The airing of support on BBC’s Top Gear programme has raised awareness of what Project Mobility is aiming to achieve alongside differently abled bodied persons.

Why is Project Mobility important to the gearheads of the world who may never meet you?
Our hobbies, mechanical, spanner-happy skills can help give others confidence, independence and a sense of achievement. I guess the idea that charity begins at home with a twist, have you ever wondered what glee and motivation taking a disabled person around a track in a sports car, or sharing your car maintenance skills to help a paraplegic be more self-reliant on fixing and maintaining their own car, or even setting an aspirational challenge and bringing together a group of individuals and aiming to win something, how this could benefit someone’s confidence which may have been knocked due to mental or physical illness and trauma? Let’s face it if you love Motorsport and cars and the roar of a finely tuned V8, does it matter what label you may hold, whether it’s disabled, amputee, solider, hero, clinically depressed, Post Tramatic Syndrome? We just all love Motorsport and cars and engines… let’s share the passion.

How can the gearheads of the world make a difference, looking beyond Project Mobility?
The concept of the project can be shared by all! We would love to there to be mini projects all around the world… NASCAR, drag racing, historic rebuilds, sports car developments… engaging the socially excluded in OUR joint passions to really make a difference and “drive through adversity.”

What’s the most important lesson you’ve learned during this journey?
Look beyond what you might see in front of you, because no matter the label someone might carry, everyone has a skill to offer. They might not know what it is yet, and maybe you’re the person to help them discover it.

Where can the gearheads united connect with Project Mobility? With you, personally?
You can read about us on

www.projectmobility4x4.org
Facebook
Twitter

We have a shop on our website and send all over the world… but we would love to connect with our friends in the USA and help Project Mobility touch lives over the pond!

Any closing thoughts?
“Disability is a matter of perception. If you can do just one thing well, you’re needed by someone.” – Martina Navratilova

Gearheads United
If you’re a gearhead, I like to think you read through this story and felt a desire to do something more with your skills. I mean, don’t you? Wouldn’t it be awesome to apply all your experience learning about cars and turning wrenches to some seriously good use beyond the usual? What does that look like to you? How did this story make you feel about being a gearhead?

In the glovebox:

• Talking Sponsorship (and More) with the First Professional, All-British Dakar Rally Team
• Rally4Life Interview Mark Jennings-Bates & Mick Extance

Thank you for subscribing to Gearbox Magazine.

I’m curious about Group A. Did you build for rally or touring?
I am building the Evo for stage rallying and hillclimbs adhering to Group A regulations set by Motorsport Ireland.

Why did you go that route and why an Evo 4?
Honestly, because I had the 4 was a road car at the time. I’ve driven/raced/rallied and tested a lot of cars in my time and, to me, the Evo is one of the best cars for my driving style, plus I think it was the last of the really subtle Evos.

Are there any special constraints to that sort of competition which might surprise the average bloke?
Because the Evo is turbocharged, I’m restricted by regulations to a restrictor on the turbo inlet of 32 mm, about the dimater of a Lynx deodorant can, which really limits the amount of air into the system, in turn limiting power the engine can produce; approximately 360bhp or so depending on mapping and management system used.

What could you tell our readers about the team at AMR?
If I’m very honest, we’re a small family busness started by my dad (Eddie Lamb) in the late 70s to run and maintain my mom’s (Shelagh Lamb) rally cars and his own, along with some midget cars and his friends’ Road A competition cars, and it went from there. I took over in 2001, and the AMR of today was born specialising in Mitsubishi and Subaru, but can look after and cater for anything really, with a vast knowlaged of most cars used in competition today.

Why are you looking to GSR-swap the other Lancer?
Just to be different. The old body GLiX’s are becoming rare these day and it’s something I’ve never done before, plus it only cost me €400 and, when I’m finished with her, she’ll be a genuine sleeper – and we all love them!

Dude! Your dad started the company to maintain your MOM’S rally cars?
Mom rallied a few cars; Fiat 124 Sports, Opel Kadett gen 1, etc. She also raced midget cars, which were very popular back in the day – homemade, up to 1000cc-engined RWD racers that race on grass.

What did she drive? Any notable results?
She won several championships, nationally, in the midget cars ladies class, and regularly beat the men in their class. She also won the ladies class in the 1978/9 Circuit of Ireland, beating some big names in the process, in a Mazda 323. I’ve been around motorsports since I was six weeks old.

You kind remind me of Drew McPhee from Australia (we interviewed him last year). His dad was taking him to rallies like the Southern Cross to see big names like Timo Makinen and Andrew Cowan (Mr. Ralliart UK, if I’m not mistaken) back in the day. He grew up around rally cars too. That’s wicked.

You can catch up with David on Facebook, where he posts lots of pictures of mad automobiles and hot chicks, or on Twitter, where he’s always up to something. Additionally, David’s open to offers to travel and possibly do some professional wrench-turning.

Gearheads United
David probably knows all kinds of mad gearheads in Ireland, but how many Irish gearheads do YOU know? How do you think being a gearhead in Ireland compares to being a gearhead where YOU live? We’re trying to start a movement, here. Join us.

In the glovebox:

• Junkyard Grabs Part One
• A Gearhead in Need
• FSBO: 6-Second DSM

Thank you for subscribing to Gearbox Magazine.

If you don’t really follow WRC, here’s the backstory in a nutshell. A couple years back, Petter was a factory driver for Subaru. In a particularly hairy game of musical chairs at the end of the season where almost everyone was unsure if they would have a ride the following year, Petter was still on his feet when the music stopped. Where other rallyists might have retired, opened a driving school, or gotten into another form of motorsport, Petter wasn’t done with the WRC yet.

He spent the next couple years bankrolling his own WRC campaign. He bought his own cars and service vehicles. He hired technicians, tooled them up, and got them slick uniforms. He went out and negotiated sponsorship deals with energy drinks and tool companies and – together – they organized what would have to be one of the largest “grassroots” campaigns the world has ever seen.

Ever ship a small package to the other side of the world? Expensive, isn’t it? Imagine shipping a race car, a couple service trucks full of spare parts, tools, and a whole race team back and forth around the world a dozen times in a single year. The cost of competition at this level is simply staggering, yet Petter believed in himself and his team so strongly, he knew it would pay off in the end.

And therein lies the lesson we can all take from this. If there is something you believe in doing with every fiber of your being, do it the absolute best you can. Do it for free. Do it if you have to pay for it all out of your own pocket. If it’s worth doing, it’s worth doing right. And if you have to do it – you can’t NOT do it.

Here at GBXM, we love rally, and one of the biggest reasons why we love rally so much is because the people who make up the international rally community are among the most inspiring gearheads you will ever meet. I, for one, am looking forward to seeing Petter back on top of the world in 2012.

You can get the story straight from Petter’s website here.

Gearheads United:

• What’s the one thing you believe in so much you’d do it for free?
• Why do you think Petter believed in his dream so strongly?

In the glovebox:

• Junkyard Grabs Part One
• Lisa Smith, Bad-ass of Design, Big Time Porsche Enthusiast
• The Cars of Our Fathers

Thank you for subscribing to Gearbox Magazine.

(What? You didn’t know I was a dyed-in-the-wool Mitsubishi fanboy?) That said, make mine a ’92 Mitsubishi.

The CSM

image: Konkolas 2009

Already in its 5th generation, the Mitsubishi Colt (aka: Plymouth/Dodge Colt, aka: Suzuki Swift, aka: Mirage Cyborg, aka: CSM) model was already 30 years old by the time 1992 rolled around. Somewhere between the DSM and the Lancer Evolution, the Colt was an inexpensive pocket rocket and remains so today (even if we don’t get them here in the States). At a semi-recent trip to a Mitsubishi meet in Germany, we were advised the Colt Turbo attending was the fastest vehicle of the group.

The DSM

image: conceptcarz

First generation of a new model designed, built, and predominately sold in the United States, the 92 Eclipse was one of the DSM vehicles produced under the Diamond Star Motors partnership between Mitsubishi and Chrysler. And, as a courtesy to the more red-blooded Americans among our readers, every Mitsubishi Eclipse made was made in Normal, Illinois, USA. The tried and true Mitsubishi 4G63T, turbocharged inline four bolted to a viscous coupled, full-time all-wheel drive system under that characteristically 90′s “cheese wedge” sheetmetal was already well known for being the bad boy of the budding sport compact scene in North America.

The RVR Hyper Sports Gear R 

Also known as the epic little hoonivan that we never got in the United States and precursor to the current generation Outlander (which is also sold as a Citroën C-Crosser and Peugeot 4007), the RVR HSG R was one of the first crossover SUVs, with it’s minivan-inspired sliding passenger rear door. Beneath the grocery-getter exterior, however, lived a fire-breathing Galant VR4 powertrain. That’s right. Another turbocharged, all wheel drive Mitsubishi. Epic.

The Evo

1992 marked the beginning of an arms race which continues to this very day, more than 20 years later. Mitsubishi struck first, replacing the venerable Galant VR4 with the first ever Lancer Evolution. Their plan: defeat Subaru in the World Rally Championship. Subaru would introduce the first Impreza WRX in November of the same year, but the Evo II would show up only a few short months later. The rest, as they say, is history.

The Galant VR4

Lest we forget our history, the replaced-at-the-WRC-level 6th generation Galant VR4 was still available. Technically the original Mitsubishi Evolution, just 1,000 1992 GVR4s made it to North America. I consider myself fortunate to get to daily drive one that’s not been too badly abused by its previous owners. Pictured above is the Earth-shaking, nobody-knows-how-much-power-it-makes-because-it-redlines-the-dyno Smith Auto land speed car which has done 224mph on the Bonneville Salt Flats at Speed Week. (We’re also fortunate to know the team - and need to get that story moved over to this site.)

The 3000GT V4

Known elsewhere in the world as the GTO, the 3000GT VR4 was something of a Diamond Star Motors twin to the Dodge Stealth R/T. It was almost as if Mitsubishi was drunk on what they learned racing the GVR4 – they put the GVR4 powertrain under the DSM, they used it as the foundation for what would become one of the winningest rally cars in modern history in the Lancer Evolution – and then they decided to turn it up to ’11′ with their super touring car.

The ’3/S’ as they’re called got a 3.0L 24-valve V6 with not one, but two turbochargers feeding it, rolling off the showroom floors with 300hp, all-wheel drive, four wheel steering, and, unless I’m gravely mistaken – active aero. The 3/S was a US$40k near-supercar when it was new and faced the same sales volume challenges that lead to its market segment cohorts vanishing almost overnight.

The Sigma/Diamante

At first glance, you might think the car above was some kind of BMW. An E38 or E39, perhaps. But you’d be wrong. This is one of the finest examples of a 92 Mitsubishi Sigma (aka: Diamante) I could find on Google Images. Available (in Japan, of course) with the sturdy 24-valve 3-liter V6 also found in the 3Si (sans turbochargers) making just over 200hp and AWD, the Sigma was the mack daddy of diamonds.

The Mighty Max

Maybe 20 years ago, the Big Three in Detroit were so confident in the quality of their products, they lobbied their way into protectionist taxes on imported trucks and vans. At that time, the Dodge was putting their D50 badge on the Mitsubishi Mighty Max, a tough little pick-em-up still alive and kicking today. Not uncommon for these things to pop up on the local Mitsu forum with a 400hp+ 4G63T under the hood spinning the rear wheels. Sound like fun? You bet!

The Montero

Little known fact. The Mitsubishi Montero can trace its roots back to the original Willys Jeep. You see, Mitsubishi was licensed to build the original Jeep and continued to do so until 1998. Did Jeep technology and design make its way into the sporting models previously mentioned here? I don’t know, but I do know the Pajero (aka: Montero, aka: Shogun) was how Mitsubishi took that Jeep blueprint to the next level. (By 1997, they would introduce a 320hp naturally aspirated V6 version called the Pajero Evolution.)

The Delica

Last, but certainly not least, is perhaps my favorite Mitsubishi. The Delica. This is the one I want more than any other. Available with a 2.5L turbo-diesel lump turning all four wheels, the Delica is the forbidden fruit for this American bloke. It’s not the fastest thing on the street, but it’s just incredibly cool. From videos of Russian owners criss-crossing Siberian forests and rivers, to Delica.ca member Ari’s trip nearly the length of North America on used vegetable oil in one, to our good friend Falco Columbarius’ sharing the adventures in Delica ownership, to the sinister Post Apocalypse Delica, these are just damn cool rigs.

So there you have it. My chosen “vintage” would be a 1992 Mitsubishi.
Just about everything was turbocharged and all- or 4-wheel drive, they were designed to perform on tarmac, gravel, and beyond, and they did it with a style long since forgotten by the consumer masses.

Gearheads United:

• What’s YOUR favorite vintage? 
• Have we ween the last of the truly awesome models?

In the glovebox:

• Junkyard Grabs Part One
• A Gearhead in Need
• A Wolf in Lamb’s Clothing

Thank you for subscribing to Gearbox Magazine.

Considering Great Britain has long possessed a vibrant, motorsport culture, why do you think it is only now we’re seeing the first professional, all-British Dakar team?
There could be various reasons for this.  One of the main reasons is that there are considerable barriers to entry (particularly the financial side of things).  To be truly competitive on the Dakar, you need to be able to tap into staggering resources.  Added to this, the Dakar hasn’t really been in the public eye in the UK as it probably should have been and certainly not as much as other forms of motorsport have been.

For many motorsport professionals, media coverage & financial backing are something of a chicken-or-the-egg debate. We know Excite Rally Raid chose to court the media first, implementing some “really unique” ideas. It would seem you’ve been successful, so I wonder if you could share some of these unique ideas. If not the ideas, could you tell us about how the team went about discovering them?
The world is in a recession and to really make the most of off-track exposure you can generate (both for the team and for its sponsors), we have considered a much-wider range of methods than is typical in motorsport – everything from using social media to engaging directly with fans at events.  We are looking at a whole range of PR and marketing ideas that will add value for a sponsor.  One of these is a TV project (still top secret, but quite a long way advanced) – a documentary featuring the team and an internationally-recognised TV celebrity.  We could see that we needed to stand out from the crowd – being the only professional,  British  team has made this easier and generated a lot of interest worldwide.

Many of our readers are grassroots level and often curious about sponsor- and partnerships which enable more dedicated motorsport efforts. These partnerships must be mutually beneficial if they are to last. What goals do Excite Rally Raid and RaBe Race Cars have for this venture? Can you share any KPIs (key performance indicators)? In essence, we’d like to know, beyond increased media coverage and brand awareness – generic objectives commonly tossed around – how these strategic partnerships drive tactical results for everyone involved.
The first KPI we MUST satisfy is to finish the race.  You can’t win if you don’t finish.  Therefore, before we can consider going all-out for victory on an event, we have to make sure that we are in a position to be there at the end of the race.  So reliability of man and machinery comes first (involving testing, training, mental and physical preparation).

We’ve also got to keep an eye on behaviour and performance – we don’t want to “do a Tiger Woods/England Rugby Team!”  So we all have to pull together and keep our eyes on the prize.  The drivers have to work as one to help the team achieve its results – to this end, if need be, one of the drivers might have to give up his race to support a faster team-mate.  (This doesn’t happen in stage rallying,  so the Dakar is quite unique in this regard).

Another KPI is to secure as much media attention as possible (ideally with quantifiable viewing figures, giving verifiable return on investment).  Our involvement with the TV project in particular should help us to achieve this.

Finishing the race and delivering best-in-class publicity for sponsors are key, but could you drill down even deeper for our readers? It’s a somewhat tricky proposition, but there is so much more to sponsorship than simply delivering brand awareness. Can you shed any light on specific outcomes sponsors look for in such partnerships and how your team tailors it’s activities to drive those outcomes? In essence, why increased publicity and brand awareness is desired and how the team is looking to drive those KPIs?
Our aim in motorsport is to focus on business to business (B2B) transactions amongst sponsors within the sport. We’ve been able to make some great connections with agencies and sponsors within motorsport.  For instance, we’ve worked over the past 2 years with a nationally-recognised vehicle bodyshop.  The owners love motorsport, but they are more interested in acquiring more corporate accounts.  So we approach corporate help as a partnership.  We are offering a service to the partner in return for support of the team.

This works in different ways, but the bottom line is that we are working with them not just approaching them with our hands out. At the outset, we research their marketing campaigns, look at their core market and see what their business aspirations are.  We also focus on the markets they would like to penetrate.  We have to consider this as an international business activity – it just happens to be centered on motorsport!  We then develop a plan designed to match their own business plan and marketing focus.Yes, RaBe is interested in generating new leads for its cars and for the other services that it provides – we have managed to get the manufacturer a significant number of additional enquiries through our recent public relations work.  We have a lot going on with the manufacturer and supported the owners at the scrutineering session (in France, last month) for next year’s Dakar Rally.

In the past few years, it has become increasingly important to raise our game when it comes to sponsorship proposals. Marketing executives have seen many motorsports proposals and are very familiar with the various values and levels of sponsorships available in the marketplace. We always try to offer sponsorship assets appropriate to the company we are approaching for the partnership.  We identify their target audience/consumer and consider if they are interested in the business to consumer, business to business, or both orientations.

Within this, we have to, of course, consider the size of the company and its potential marketing budget. Companies are no longer interested in mere “vanity sponsorship”, where they really only get to show off their name on the car or on circuit/stage signage.

If companies are no longer interested in “vanity sponsorship,” how do you pursue the mutually beneficial business relationship with potential sponsors?
We always look at existing partnerships and relationships and consider how introductions might create business leads for our sponsors.  Some of this can be done through B2B networking opportunities at our race events, shakedowns and training sessions.  Creativity is very important and managing the relationships on a regular basis is critical – we have to stay in touch with our partners and remember to invite them to anything appropriate we are doing.

We make sure we have a current list of marketing and sponsorship benefits and we are prepared to discuss everything with our sponsor/potential sponsor: at the initial stage, we are open to all kinds of weird and wonderful ideas and then we whittle these down to what is practical, worthwhile and cost-effective.  We try to provide a list of possible benefits and features in our proposal, in case the lead can’t imagine how we might be able to work together.

The Sponsorship Presentation
You should never underestimate the power of the sponsorship presentation.  It has to be a professional presentation, delivered in a professional manner.  It should be thorough, well-researched and show that you have considered how you could work with the potential sponsor.

Be a Problem Solver
We have found that to be a worthwhile partner for a sponsor, you have to be interested in helping to find solutions to their business problems, as well as providing positive ways to showcase their product or service.

Work it!
Another example of how we have worked with a sponsor recently was in the case of a men’s grooming product: every male member of the team is now using this product – not only because there’s cash involved, but also because it actually works and fits into our busy schedules better than other similar products.  We are currently working on an online promotion with this company that would involve a viral ad (showcasing the product in use on a rally – only reflecting reality!) and exposed through social media, with a competition to engage with the team’s facebook friends and the wider users of the product through the company’s own online presence.  Hopefully that will kick off early in the new year.  In this case, the product is one that is likely to be something used by a large proportion of the team’s followers and the product’s association with the team lends it an added element of “coolness.”

David shared some of Excite Rally Raid’s sponsorship materials in confidence, granting us permission to share some insights with you. In essence, they look to give their sponsors a sense of ownership in the team and being part of the international motorsport community. Some of these offerings include:

• Use of team vehicles and personnel for sponsors’ promotional purposes
• VIP event experiences for sponsors’ assignees (up to and including seat time)
• Dedicated staff at events to help market/sell sponsor merchandise on-the-scene

As you can see, sponsorship at the top level requires so much more than offering to slap a company’s logo on the side of our race cars. It’s a process of relationship-building with a long term business mindset. The best sponsorship deals are those with companies we believe in, use ourselves, and are willing to work just as hard to help them achieve their objectives as they are us and ours.

Moving on, David, in four plus years of testing, you’ve seen 100% reliability from all five prototype vehicles where it counts – testing at Dakar. What obstacles have been overcome – physically, psychologically – to make this possible? (100% reliability doesn’t mean Dakar testing was any kind of pleasure cruise!)
That’s absolutely right.  We believe Dakar is the toughest race in the world and you do need a strong, reliable chassis and engine.  The fact that the testbed RaBe cars have all lasted the course proves their resilience.  We have had to overcome phenomenal obstacles to reach the point we are at already,  but we are very conscious that our toughest obstacles are yet to materialise!

We know to expect to see you guys in several off-road rallies in 2012. Which events are we most likely to find Excite Rallye Raid live and “local?” (I live in Phoenix, Arizona, USA, so I’m considering the UK local, relative Morocco).
We are definitely looking at doing some events in Morocco, Egypt and probably Spanish and Portuguese Baja events.
Why have you invested so much of your life into rally? What is the appeal? (Answers from John Hardy, driver)
Rallying has always been my passion and I see the Dakar as the ultimate rally.  It’s not about being the fastest – you also need to prepare yourself and your team; you need to have reliable support and you need a hell of a lot of luck!  As there are very few British drivers, to be part of the first professional British Dakar team is a dream come true and I want to live the dream.  Nothing comes close to the buzz that I get from competing in rallies.

How does preparing for Dakar differ from preparing for a more regional event? How is it similar?
It’s impossible to compare these events.  The longest stage on a special stage rally in Wales may be 25 miles long.  On the Dakar, a stage could be 150 miles long!  And the road sections between them can be virtually the length of Britain!  Also, the types of terrain and the issue of heat and altitude are something that few drivers have ever had to contend with.

Looking ahead, what milestones excite you most about this journey? What are your greatest, personal concerns? How are dealing with these?
Crossing the start line of the Dakar Rally (and hopefully finishing the thing first time out)!  Next time around, I want to be really competitive and I have high hopes for the whole team – especially for Martin Rowe.  Greatest concerns: will I cope with the dunes and the long days?  Will I murder my co-driver?

Finally, what advice would have for someone at the grassroots, clubman level, whose dream it is to be part of a motorsport adventure of this magnitude in the future?
Start with a smaller event you can cope with and gradually step up.  Funds are critical,  as is plenty of practice, patience, supportive friends and family and again a hell of a lot of luck.  It also helps to come up with some unique ideas for promoting yourself.

Where can our readers connect with Excite Rally Raid online?
Facebook / Twitter / Linked In / team website: www.dakarrallyteam.co.uk

[Additional thanks to RaBe Race Cars for photos of the car and Alison Orchard/Excite Rally Raid for photos of the team members.]

Gearheads United!

• How do YOU feel about getting sponsored?
• Have YOU ever been sponsored? Tell us about it!
• What other questions do YOU have about sponsorship?

In the glovebox:

• A Gearhead in Need
• Driving Through Adversity: Project Mobility 4×4

Thank you for subscribing to Gearbox Magazine.

What’s your name, where do you live, and what do you do for a living?
My name is Emily Rinearson. I live in the middle of the woods out in Duvall, Washington. I love the Pacific Northwest and couldn’t imagine living anywhere else. My “real” job is at an animal hospital, but I recently started up my company, TheRallyMonster.com, and as much as I love working with the critters, I’d love to be self sufficient and make my business my priority in the near future.

Weapon of choice? (Vehicle-wise) How long have you had it?
My weapon of choice (if you can even call it that) is still my first car, a ’98 Buick Regal… pretty embarrassing, but at least it’s supercharged!

…However, The Rally Monster is now accepting donations of brand new STIs.

How did you come to get involved with Subaru and rally?
I’ve always liked Subaru and I knew a little bit about rally, but I have gained the majority of my knowledge in the last three years or so since meeting my boyfriend. He also runs his own business (TSSFAB) doing steel fabrication–mostly rally suspension and parts. I never really pictured myself as a car kinda gal, but he took me to my first rally shortly after we met and I have been hooked ever since. His work – and rally – pretty much consume his life, and I can see why now!

Why did you decide to open up a decal/shirt shop online?
I have always fancied myself an artist, and it’s always been a goal to make some kind of profit off of my art and designs (easier said than done these days). The boyfriend originally got my vinyl cutter to do some stickers for his own business, but that was short lived – as soon as I learned how to operate the cutter, I pretty much took over! At first I made stuff just for fun, but soon realized there really is a market for clever, well-made stickers and shirts. And why not cater to one of my favorite crowds – the car guys! I also just launched another site with the same kind of products but for my other love, dogs (stuckondogs.com).

Why have you decided to partner with Gearbox Magazine?
I chose to partner with Gearbox number one, because they’re awesome, and number two, because I am always looking to further develop my business. I am always open to custom work (stickers, shirts, etc.) and the kind of partnership that we are getting started with Gearbox is definitely the kind of thing that I created The Rally Monster to do.

Why do you think gearheads matter?
Gearheads matter because without them, we wouldn’t have the kind of die-hard fans that make rally (and of course other motorsports) such a good time.

Where can people connect with you online?
People can contact me directly through my site, TheRallyMonster.com. You are also welcome (and encouraged!) to “Like” us on Facebook  for up-to-the-minute updates on new products and news. I also post semi-regularly on RallyAnarchy.

We’re very excited to be partnering with Emily at The Rally Monster to bring you guys GBXM shirts and decals. Emily is in the process of adding our stuff to her site as we publish this, but rest assured, we’ll be ready to go very soon – starting with a simple, limited edition “IPO” shirt design – the proceeds from which will help us make some investments in doing even more good for the global gearhead community.

In the meantime, please join us in welcoming Emily to the family. And, if you should run into The Rally Monster at an event on the west coast of the US, please let Emily know you heard about her here!

In the glovebox:

• #GTKY: Your Home Forum
• Accelerate Your Voice
• The Cars of Our Fathers

Thank you for subscribing to Gearbox Magazine.

Name/location/occupation?
Ray Peters / San Antonio, TX / Desktop Support Analyst

How did you come to own your Talon?
It was the red-headed stepchild of the two matching silver and black 91 Talons I had and sold. It was my mother’s for a few years, then she got a second gen GSX.  I tried selling this car twice, but they always defaulted on it.

Why have you stuck with the platform all this time?
Strong engine, good looks, AWD, and I think one of the best professional communities out there for platform support.  Don’t forget I can’tseem to sell it…

Why did you twincharge the Talon?
Answer A: Because I can, why not? More is better, and several people said it wouldn’t work.

Answer B: The evil shadow of all turbo cars is lag. I wanted to cheat the grim reaper and have both quick response of a positive displacement superchaeger and the kick ass top end of a big single turbo set-up.

How did you go about figuring out how to do this?
Lots of reading, many many phone call to my father who has 50+ years of gearheadedness and some serious flow calculations and packaging measurements to make it all fit under the hood.  Three major revisions and one destroyed engine got me to where I am today.

How do you use this sinister weapon?
It is best wielded by an experienced hand.  It is unforgiving to everyone and lacks the refinement of modern electronically controlled drive-trains.  See the following video for what 18 lbs at an autocross looks like.  I prefer rally-cross, zero car on stage rally and auto cross, but it is still a civilized vehicle with AC, cruise and power steering, so I drive it on the street now and then.

What are your goals for the car?
The goal was 500 HP and 500 lb/ft on pump gas.  It took me over 3 years and many a late night to pull it off.  It now runs on E85 and has made 630 HP and 585 lb/Ft.  It breaks transmission parts.  At this point, to enjoy it and help usher in a new surrogate father for my white weapon. [Editor's note: I think that means "find a new owner for it."]

Can you tell us about a time it all went wrong and how you made it right?  I have to pick only one?!?
Rally-cross in southern CA, Ridgecrest to be exact.  Almost new engine, drove the car out there, 5000 rpm, 12 lbs of boost and it spins a rod bearing?!?  So with some amazing phone networking I landed a set of bearing and proceeded to put them in the car in a hotel parking lot Saturday night.  It went 13 miles and failed again.  Left it at a storage lot and caught a ride home with a fellow DSM’er from Phoenix, Sumo Mike.  Went back out there and got the car, towed it home, pulled the engine and in the end, found the rod missed heat treat and had ovaled the big end.  New Toneli Rods.

Where can people find and connect with you online?
raypeters on DSM Tuners
raypeters85023 on youtube

In the glovebox:

• FSBO: 6-Second DSM
• GU+ at the Prescott Rally
• Top 10 Movies for Gearheads

Thank you for subscribing to Gearbox Magazine.

The Basics
All you have to do is submit your favorite rally picture – any driver, any event, anywhere in the world – to Chris at CrazyLeo dot net to enter. These pictures will end up on Crazy Leo’s Facbeook page, where the picture with the most likes will win one of the most exciting rally weekends in North America – Rally of the Tall Pines.

Here’s What You Could Win

• accommodations at the luxurious Best Western Bancroft (where everyone’s staying)
• transportation during the event in a luxury touring bus
• free lunch, dinner, and snacks during the rally
• tours of the rally service area and special stage
• a tour of Bancroft with the MAYOR
• FREE BEER at Cameron’s Brewing Co. at the VIP after rally party!
• a prize pack containing Crazy Leo shirts, touques*, posters, and Tall Pines Rally clothing

* Touques are those awesome hats they wear up in Canada, eh.

Winner’s Announced 23 November 2011!

Check out the official rules on Leo’s Facebook page, enter, and let us know if you win!

In the glovebox:

• Crazy Leo: Maybe Not Crazy After All
• Junkyard Grabs Part One
• What We Can All Learn from Petter Solberg

Thank you for subscribing to Gearbox Magazine.

I’ll start with the history of our shop. We are located in a touristic area, at the border with France. When I say, at the border, I mean that when we step outside the shop, across the street, we are in France. The village where we have our shop is Westouter, and the street where we have the shop is called ” Zwarte Berg – Mont noir,” which means Black mountain. (The shop is actually on a hill.)

During the second world war, the shop started as a typical drugstore and butchery (a very, very, small shop). At that time, they were selling a lot of cigarettes, butter, meat, alchohol, and souvenirs from Belgium. A lot of smuggling was involved during this period. After the war, the family changed the shop into a pub.

In the early 50′s, the second gerenation family started to sell toys; they drove 100km to buy their toys in Ostend (big city at the sea). This started with 10 different toys; a puppet, a miniature drum, etc.. During those years, part of the shop was set aside for the toys and the [rest] was used for selling gifts, alcohol, cigarettes, post cards,and such. It stayed like this for years.

Then, in the early 80′s, my father-in-law and his wife took over the shop. This is where it’s getting interesting.  They changed the name to “geschenkenhuis bij Patrick en Linda” (“gift shop Patrick and Linda) and expanded the shop. At that time, they sold  beer, liquor, whiskey, cigarettes and cigars, tobacco, a lot of toys (Barbie, Disney, etc.), and other gifts.

The early 90′s brought with them a name change to Domino, (this sounds good in every language), and because of a lot of competition, we stopped selling toys. At that time, a customer asked if we could get our hands on some (diecast) model cars. Patrick, a big rally fan, was immediately inspired by this and, in no time, we had a small collection of rally cars; 1/43 scale and some 1/24 scale modelling kits (modelling kits = rally cars, civil cars, WW2 tanks, airplanes, figures…)

This expanded really quickly and, a few years later, the shop was too small again. So to answer the questions “Why did you decide to build a business around scale models” and “When and how did you start this business,” a combination of interest and passion from Patrick and a lot of demand from the customers. Don’t forget that we still sell beer, liquor, whiskey, cigarettes and cigars, tobacco, and gifts. So half the shop is modelling and diecast and the other half is tourist stuff.

This story keeps going on untill 2005, the year my wife and I joined the club. We didn’t intend to continue with the shop, but very quickly changed our mind. I was too interested in cigars and I wanted to expand that. My first work was developing websites for Domino modelling and for Domino cigars. In this way, I got interessted in modelling and rally myself.

In the mean while, we hired Steven, a very big rally fan and model builder who buys 80% of all modelling products we sell. The shop kept growing and growing. We expanded again and I started specialising in cigars. We’ve bought a few big trucks and started to go to modelling shows and competition.

How many modelling products do you have?
A few years ago, we had over 22,000 different products (modelling and die-cast, now 25,000). Two years ago, people were complaining about the big model manufacturers. This was because there were almost no new rally car releases. This was the start of Belkits, our own brand of model cars. We’ve contacted some professional plastic injection companies, car manufacturers and 3d-artists.

The result was our first release: A 1/24 scale Peugeot 207 S2000 rally car, with 9 different versions to build. One detailed kit with one decal, photoeched parts. Apart from that we have 8 different decals that people can buy.

Right now, we are negotiating with Ford and M-sport for the rights to the Ford Fiesta S2000 (Hirvonen, winner, rally Monte Carlo 2010) and the Fiesta RS WRC (Hirvonen and Latavala, Deutschland ADAC Rally 2011). These cars shoud be our second and third releases.

How involved are you with car culture and motorsport?
As I said, Patrick is a big rally fan. He sponsors a local rally driver, Ronny Hosten, who drivesh a Toyota Corolla kit car, pictures can be found here: www.hostenrallysport.eu

My interest for motorsport (rally, Formula1) in general began in 2005, when I started working for Domino. Steven and Giovanni (who also works here) are huge rally fans. We also sponsor the Ypres Westhoek Rally, the biggest rally in Belgium which is an IRC rally.

You can read our interview with Ypres organizer, Kristof Denaeghel here.

We’ve also sponsored famous rally drivers from Belgium like Freddy Loix and Patrick Snijers, and we’ve been to the ADAC Deutschland Rally (WRC-rally) to sell our miniature cars. In Finland, we had a great experience, where we drove a Ford Escort MKII ourselves… on a frozen lake!!! This went totally crazy.

Can you tell us about a time when your business faced a challenge and how you overcame that challenge?
The biggest challenge we have – even now – is having enough space to display our cars in the shop. We have lot of building space left, but the Belgian governement will not allow us to expand any more. This is really frustrating, but right now there’s nothing much we can do (except move, but that’s not an option). Most recently, we were challenged with the creation of Belkits. It’s always dangerous to invest in something new, but I think we’re doing quite well at the moment :)

Looking back at your time in business, what is one of your most cherished memories?
This is a difficult one. Haha. We’ve got so many great moments already.

The most cherished memory I have was the first year we went to modeling shows, rallies, and events with our trucks fully loaded with modeling and diecast, and the reaction of the people seeing all the products we took with us; over 5,000 products in one truck, 3,000 in the other one. We’ve got very good comments on this and it was good publicity. Now everyone at the shows and meetings knows who Domino is. (Did I mention we go to shows in Belgium, Luxembourg, France, Germany and The Netherlands, with plans to visit the UK and perhaps Spain>)

Which models are your most popular products? Why do you think this is the case?
At the moment our BEL-001 Peugeot 207 S2000. This is normal because we are the only manufacturer of this kit. Before the story of Belkits, we had big demand for Lancia Delta Integrale and the Subarus. In their time, legendary cars!

What sells great in Belgium are the Nascar-cars, but they are harder to get because we have to import them. I think they are so wanted here because Nascar racing is so far away, and yet so close. (Thank you tv and internet.)

If you had to pick one favorite model, which would it be and why?
My favorite rallycar is the Lancia Delta Integrale with the Martini colors. Just looking at it makes me want to buy one.

My favorite roadcar would be a Shelby GT500 Eleanor from ’67. *TILT*

We wanted to share this story with you because we think it’s pretty cool to see how gearheads have driven this business since WWII, going so far as to design their own models, and get so heavily involved with motorsport. 

If you visit Domino.be, you can choose to browse their EPIC selection of model cars, OR their tobacco, whiskey, and cigar offerings. We can only imagine what it’s like to assemble a scale model whilst sipping a Jameson and smoking a Cohiba.

What do YOU think, gearhead?

• How many models have you had?
• What’s the coolest thing you found on Domino.be?

In the glovebox:

• The Cars of Our Fathers
• Junkyard Grabs Part One
• Dominica: Abandoned Treasure Part Two

Thank you for subscribing to Gearbox Magazine.

You can see all the pictures we post here: http://gearheads-united.tumblr.com, but what’s even better is, you can share/cover your own automotive adventures with us on the same site. Imagine if there were four or five people attending the same event, posting pictures, video, and audio soundbites from an event, or being able to have your latest club car show featured right alongside rally or road racing coverage from somewhere else in the world. That’s what we want to do.

If you’d like to join us (it’s free and easy, just email pictures from your cell phone to a special email address just for you), leave us a comment and we’ll send you an invite. It’s that simple. For now, this gearhead needs to get the Blackberry charged up. The cars will be arriving back Rally HQ within the hour!

Gearheads united.

In the glovebox:

• Junkyard Grabs Part One
• Top 10 Movies for Gearheads
• FSBO: 6-Second DSM

Thank you for subscribing to Gearbox Magazine.