Rally. A couple big name celebrities show up and drive, taking home top honors and most of the publicity, while the majority of the field which struggles to get to the starting line is almost invisible (barring catastrophic failure). Management thinks the solution is more hype and commercials, but is this really going to save rally? [Read more…]
[EXCERPT FROM ISSUE 1.07]
I believe the words you’re looking for right now are, “What the hell? Why is THIS ‘the effing cover?’” It’s okay. At first glance, you might just see a ratted-out Volkswagen Jetta. It looks like it’s parked in a jungle even when it’s parked at the shopping center. You see the forced rust, you pick up the socialist theme, and now you’re fully invested in exploring this one-of-a-kind machine in-depth.
Look at that picture again. I bet you see something new this time. That’s how it all starts. The little Vento catches your eye and draws you in. Next thing you know, you’re lost in the jungle, trying to make your way back to whatever you were doing previously. That’s why this story is in this issue. How this story came to be – in the last week of the month, no less – is why it’s “the effing cover.” [Read more…]
COMING IN 1.06 [Read more…]
One of my favorite stories of all time on Gearbox Magazine is that of Jim Graham. In 2006, he watched the epic gearhead movie Dust to Glory and said to himself, “I gotta do that.” Then he went out and did it. It’s a story so good, Jalopnik asked me if they could run it too. Their syndicated story got more comments that week than the original got pageviews in a month. It was a lesson in things you don’t do again. Some things you should do again, though; Like keep in touch with inspiring gearheads like Jim Graham and the Desert Dingo team.
Jim was onboard for the follow up and told me a little bit about what they’re looking at in 2013. “I’ve just floated this idea to a couple of guys on the team,” he began, “but what we’re looking at is this full race season and hopefully a TV show. Then 2014 we’d just take the car out on ‘signature’ races – the USA 500, Vegas to Reno, Mint 400, and the NORRA 1000.” Jim’s even got his eye on possibly doing the Mongol Rally in 2014. If anybody’s going to pull off such a schedule, Desert Dingo will.
By the way, Jim also mentioned he loves our Excite Rally Raid sponsorship story. “We do a lot of that on a slightly lower level,” he said, “but the goals of increasing value to sponsors is pretty much the same.” He suggested maybe our second interview might cover things grassroots teams can do to interest sponsors. Desert Dingo has a 19 page sponsor presentation Jim usually shares after a compelling pitch email. On top of running a complete race season, he’s even actually debated doing some sort of seminar “So you want to get some sponsors.” What a guy!
2011 CLASS CHAMPIONS
Looking back, what’s the biggest accomplishment since we last spoke in May 2011? “We were Class Champions in 2011 racing the full Valley Off Road Racing Association (VORRA) series. That was cool. We won a 24 hour endurance race. We were bonkers by the end of that one.”
“Overall, we’ve done well in desert races and held our own in short course racing, which the car really isn’t designed to excel in. We took second in season points for 2012, or, as I prefer to call it, ‘First Loser.'” (Sorry Eric. – bd)
TOO MANY MISTAKES
When asked about the biggest obstacle Desert Dingo overcame in recent years, Jim reported, “We made too many mistakes. It was like the wheels came off the race program at our first short course race in 2012. We broke a spindle and a wheel went flying off the course. We shredded alternator belts every moto. The car was smoking like a hibachi because we were burning through valve cover gaskets. We lost a 10-hour desert race by 90 seconds when the top three cars crossed the finish line within a minute and a half of each other.”
He enlisted the help of a process engineer – Khaled Mabrouk with Reducor. “Khaled spent a ton of time just watching everything we did; How we worked on the car, what tools we used, how we packed for a race, how we set up our pit, what each person did during a pit stop – everything. The recommendations he came back with changed how we race. None of it would surprise a pro team, but for us it was a revelation. We are remarkably more efficient in prepping the car, packing, managing logistics for a team that’s usually about 10-12 people. We’ve shaved minutes off our pit stops. It’s made a huge difference.”
With another year of seat time under their belts, Desert Dingo is more seasoned and realistic. Jim told me, “When we first started, we figured we’d take off road racing by storm. Four years later, I know there’s a lot you learn only by getting out there and racing. Breaking the car. Fixing it. And racing more. I can look at a new Class 11 and say ‘Oh yeah, we tried that back in 2009.’ There’s always something to learn from other teams. And what I do now is think ‘Ok, if I’m so good, how would I beat myself?’ If that makes sense.”
Above is a photograph of a bunch of tools on a green plastic table. This was one of Khaled’s recommendations. He watched how Desert Dingo worked on the car at the house and in the pits and noticed one of the team’s inefficiencies was each member having his or her own toolbox. “We each knew our toolboxes inside and out, but if we went looking for a wrench or something from someone else’s toolbox, we spent a lot of time rummaging,” Jim recollected.
Khaled recommended they create a common toolbox just for their most often used tools. Then he said “Arrange the tools on a table next to where you’re working on the car so they’re within easy reach.” The rule, he said, was “If you take a tool from the table, you return it to the exact same place immediately when you’re done with it.” Jim says that took some “reinforcement,” but after a short while, everyone got the hang of it and the team wasted far less time looking for wrenches and such. Then Khaled told them to take a picture of the tools on the table, laminate the photo, and stick it in the common toolbox.
“The significance of that,” Jim told me, “is we could enlist someone who is hanging out with us and wanting to help. I could say ‘Here’s the tool box and table. Here’s the photo. Make the tools in this tool box look like that photo.’ They didn’t need any mechanical experience, but it was a tremendous help to us because it allowed us to focus on other things.” Not a bad idea, is it?
“Same goes for driver/codriver swaps. Each team member has a role and we have roles for folks who are hanging out with us. The driver and co-driver who’ve been in the car help the new driver and co-driver get buckled in. While they’re doing that, they’re briefing the new driver and co-driver on what to expect on the course. We have two experienced people doing fueling. We have an experienced person holding a fire extinguisher. We have someone (no experience required) moving from wheel to wheel checking and tightening lug nuts. They are also inspecting the wheels for major dents. If they find one, they alert an experienced person and that person takes it from there. Another person opens the engine compartment looking for leaks or funny sounds. If they find something, they report it to an experienced person.”
PROCESS & LOGISTIC DOCUMENTATION
Jim shared a recent Desert Dingo logistics plan with me. They do one for each race so everyone knows what’s going on at any given time during race weekend. I’m fairly used to such things after several years working as rally service crew, but I suspect it’s a lot more comprehensive for the Baja 1000. Out of respect for the team, I’m not sharing it here, suffice to say, if you’ve got people coming together to support your race team, think about getting them an easy-to-understand document in advance with contact details, maps and directions, a basic schedule of what to expect when/where, and the like. If you have a competitive strategy for the event in mind, that might come in handy too.
Desert Dingo also has a detailed, 15-page process document. At a top level, Jim tells me it’s broken down like this:
- BETWEEN RACES/PRE-DEPARTURE RACE PREP
- IMMEDIATE PRE-DEPARTURE
- ON-SITE / PRE-RACE
- PIT STOP
- POST RACE
Each level has the same sub-sections:
- front end
- fuel system
- tools/parts/in-car equipment
On top of that, they have packing lists, which are equally thorough. Jim keeps all this stuff in an indestructible 3-inch thick aluminum binder that he keeps on him at all times during the event. Proper planning prevents piss poor performance.
“Next milestones are March 16-17, when we do our first short course race of the season. We’re going to be working on getting the hole shot (we’re not very good at that) and while the car isn’t set up to really be competitive at short course racing, we hope to hold our own on season points until we hit our first desert race of the season – the Yerington 300 – May 25-27. It’s snowed at Yerington during the race the last two years. I can’t wait.”
You can connect with Jim and the entire team at DesertDingo.com. Don’t let them be too modest. They make Class 11 look awesome even without radio controlled, flying DSLR rigs.
When he runs Recce, the corners make note of him. Parc ferme is named after his left foot; Force Majeur, his right. He’s the reason any stage is considered a Super Special Stage. His name is Tony Chavez, he is the most interesting man in rally, and – I’m proud to proclaim – he is a friend of mine.
HOW I CAME TO KNOW THE MOST INTERESTING MAN IN RALLY
I first met Tony a few years back at one of the now widely-known CRS (California Rally Series) after rally parties. He was at the center of the action, in the eye of the storm if you will, hoisting a bottle of the finest Cazadores tequila alongside the one and only Mustafa Şamli at the controls of El Blendero, the 2-stroke-powered blender from which all “Group B Margaritas” flow. Despite the whirlwind of well-earned inebriation spinning ’round (and well-blended spirits spinning before), Tony’s voice could be heard loud and clear; his mellow, Latin accent permeating the felicitous cacophony of celebration with sincere belly laughs, referring to just about everyone as “my friend.”
Though I’ve attended the Prescott Rally every year since 2005, served as California Rally Series Press Liaison (at Tony’s recommendation) in 2007, been running this little magazine since 2009, and run into Señor Chavez numerous times since, I’ve yet to point my inquisitive emails his direction. His unusual absence from Prescott this past October was a deafening silence in the soundtrack that is my CRS family, reminding me how little I actually knew of el Jefe. I tracked down an old email and got to work.
INTRODUCTIONS: TONY CHAVEZ
Originally from Peru, Tony’s been living in the United States since 1978 and currently calls Cerritos, California, home. He’s founder and CEO of a contract packaging company called Condor Enterprises, specializing in blister and skin packing, laser marking, labeling, assembly, and more. Condor opened its doors in 1990 and Tony is pleased to share they have weathered the recent economic downturn.
Let’s get into the interview, shall we?
Introductions: What do race, how do you race it, and why do you race it, specifically?
Currently, I race a 1986 VW Golf GTI in the Production Class. This is my 4th rally Golf. I have owned and raced a variety of rally cars – a Datsun 510, Mitsubishi Eclipse, Mitsubishi Galant, VW Golf Reynard, and a number of what is known as the MkII Golf.
Since stepping down from Open 4WD in 2000, I have been campaigning a Golf. They are good, solid cars and come with a variety of powerplants, both in 8 valve and 16 valve variants. For my driving style, I prefer the 16 valve because it revs higher and that’s how I drive – nothing below 4,000 rpm.
Another reason for the Golf is cost. When I ran the Open Class cars, I had some very serious sponsors and, while they provided me with the economic means to run up front in the biggest class in the sport, they also required quite a bit of time for special events, etc..In 2000, at the Ramada Express Rally, I had a huge scare. I was not able to do recce that weekend, so Doug Robinson, my dear friend and long time co-driver, did recce and took notes. At the start of the rally on Friday, all went well in the first stage and we were running top 5 overall. In the middle of the second stage there was a straightaway about 3 miles long with several blind crests. The notes said “flat out over crest” and I did just that for the first 3 crests. While in the air after the third crest I saw the next and the road going left, Doug called a right after crest, I believed it was wrong and I turned the car left just before we took the jump, the road indeed went right, I was wrong. All this at 110 mph.At that moment I decided to just enjoy rally driving for what it was – FUN – and not take unnecessary risks which could possibly hurt Doug or myself.
Doug called a right after crest, I believed it was wrong and I turned the car left just before we took the jump, the road indeed went right, I was wrong. All this at 110 mph.
That is how we ended up running a Production Class GTI. In early 2000, I purchased the GTI and, while picking it up with Doug, we decided to run the entire SCCA National Championship to try to win the National Production Class Championship – which we did – along with the SCCA Pacific Southwest title and the CRS P-Stock Championship, the same year in the same car. I believe we are the only ones to have won the Rally Triple Crown, all 3 championships in the same year.Since then, I have raced CRS events. These rallies are mostly in California and Nevada and, of course, The Prescott Rally, my favorite event, in Arizona. I have also done some international rallying, mostly in Mexico, running the 24 Hour Rally, the Ensenada Rally and several road racing circuits with pretty good success.
How did you get started in rally?
Rally has always been huge in South America. I come from the country that hosts The Inca Rally, a week long rally covering 3,000 miles (8,000km). So rallying was always something I wanted to do as a kid growing up. I did some racing in Peru, but with no experience and no financial backing of my own.
When I moved to the US in 1978, I had to, of course, get a job, learn the language, and get with the program of being a grown up for a few years, so racing took a back seat. In the early 90’s I was financially secured and ready to start racing again. Rallying is what I wanted to do as part of other racing activities.
Here is when rallying really became my passion. I did some searching and found a group called the California Rally Series (CRS for short), which organized rallies locally. I contacted some of the CRS members and they were nothing but nice to me from the very first time. People like Mike and Paula Gibeault, Ray Hocker, Lon Peterson, Bill Gutzmann, Jeff Hendricks – the founders of rallying in California – went out of their way to welcome a newcomer that ,to this day, speaks English with an accent. [A kick-ass accent! -BD]
1992 Rim of the World was my first proper rally. I received 1,200 penalty points on Friday and another 1,400 on Saturday, and I finished dead last in my Datsun 510, but I was hooked! About a week later, I realized I had lost 28 minutes in penalties – talk about being embarrassed after the fact!
In time, I did learn how rally worked, and I also learned how to drive fast. This I owe to Lon Peterson, who in one morning taught me more that I could have learned in years on my own.
Why do you think rally is so different depending on where you are in the world?
There are several reasons for it. The first one is geography. In Europe, countries are much smaller and most rallies are within a relatively small area. That allows more people to rally on smaller budgets. Second is opportunity to watch, versus other sports. In the US, we have too many professional sports and people got used to having in them in your face (meaning on TV). There is so much money in TV ratings that any sport not televised doesn’t get exposure at all. Take X-Games or Global Rallycross for example; these two are going to destroy what is left of the sport and their excuse is to get TV ratings – gap jumps, running cars in opposite directions, etc., is a recipe for disaster.
A few years ago, rally was sanctioned by the SCCA. Things were good. There were regional and national championships, the sport was growing, entries were up. Then they got a wild idea to align the national classes to the FIA and get a shot at a WRC event. That was beginning of the end. SCCA decided to drop rally, claiming the insurance cost was getting too expensive due to a couple spectator accidents, and since rally was a small part of their operation and the risk was so high, we were gone. Then came the funny part – NASA and Rally America.
NASA Rally Sport is run by people that know about rallying, have lots of experience, and believe rally is a viable sport that can survive from the grassroots up. Rallying is tough. Make events long, run them at night, make them fun. Rally America, on the other hand, is run by the biggest wallet and all they want to do is be on TV. And whoever wants to whore themselves out becomes their newest superstar.
How do you think we might better unify the global rally community, given the diversity of local cultures and laws?
I believe we can have a happy medium, where we have regional and national championships and realize once and for all rally will never be a huge mass sport in the US. Once people understand that, we can concentrate on making it work. A good way to look at rally is the real cost of each stage mile. US$10-$12 dollars for each stage mile is a good deal nowadays. Get 6 small events per year per region, have the best 8 be the national events, and everything will work because it will be simple, with existing events; some being overlapped as a national. The fast local guys would pay the extra entry fee to run the national event while still running their regional event.
In our particular area, we have a similar problem. The California Rally Series has been, is, and always will be the premier rally organization in the South Pacific area. Unfortunately, a group of disgruntled former CRS organizers decided to do everything in their power to take down the CRS at all costs and formed a rival series. For the past few years, they have organized rallies with very limited success as their entry is very low. Following the same ideas as their supporters from Rally America, they try to lure competitors with “big” sponsors at every little event. It obviously doesn’t work, as their entry lists get smaller and smaller, but they must think we’re either prostitutes or – damn.
Rallyists don’t enter a rally to get prizes. We go for the fun, the speed, and the trophy. I couldn’t care less what a radio station or lubricant company is doing or donating. If the event is not fun, I am not going. Besides, my personal feeling is all they want to do is destroy the CRS and 30 years of hard work by some very good people (themselves included). When their series fails – and it will – rallying will be better.
What keeps you coming back, event after event, year after year?
The people. Rallying is not about the cars, it is about the people. After all, you can go road racing by yourself.To rally, you must have at least 2 people like you to go with you; one to co-drive, the other to drive your service truck. When you’re out there on stage, specially in dusty conditions, the car interval is 2 minutes. If something goes wrong – and it will inevitably go wrong at one point or another – your only hope is the people in the cars behind you. Your life is in their hands and theirs in yours.
This is the only sport where your toughest competitor lends you the spare parts you need in service so you can go back out and continue the battle. We want to win on stage. We welcome the competition. And there is the other people thing; the after rally party, a chance to spend time with the people who share your love of rallying; a relaxed time when everyone has a story to tell. After all, each rally is nothing but a great experience.
When you go to a rally, you are surrounded by people who not only love rallying, but who are, in that moment, at a good point in their lives. Everyone is healthy, they all have a couple extra dollars to spend, they have a job or the means to survive, their family is okay, and they can take the time to enjoy their sport. In a few words, eveyone at a rally is looking for a good time and that makes it fun.
These last few years, I have had a major change in my rally team. My wife, Raquel, is my new co-driver, and that has made a world of difference to me. Rallying now is a complete family affair. I have my best friend and wife in the car with me. These last couple of years, I have felt complete in the rally car. And while we have not rallied as much as we would have liked, we have actually won every event we have entered together except Gorman 2010 (our first rally together), when the fuel pump failed (while we were leading). Now my daughter and son-in-law are starting to rally. This is, of course, music to my ears, and I hope to help and support them as much as I can and help them raise their kids inside the rally family.
What’s the most important thing the rally community can do today to grow the sport?
We (the rally people) need to make access to new people easier, not only competitors, but workers, volunteers and people that just want to come out and watch. If the fist thing you say is “No spectators will be allowed,” you’re pretty much shooting yourself in the foot. Spectators are your future volunteers AND competitors.
A simple way to attract competitors – not just new competitors, but people that have rallied before and have since parked their car – is to reduce the cost per mile. (Entry fee divided by stage miles).
We need to use social media. This is a sure way to attract new people to our sport and to keep the existing ones informed. The demographics have changed in rallying, we have gone from an era where drivers were daredevils driving by the seat of their pants, to a new generation where drivers, and co-drivers for that matter, are educated people who inform themselves before taking up a new hobby (and let’s not forget this is what rally is). New drivers – I call them the X-box generation – they have all played a game or two of rallying before trying out the sport. These are people used to receiving their news via social media.
Most important thing we can do is think about the future of the sport. We need to have continuity. People need to see the same faces and the rules must be stable. This is the way to grow the sport. Have fewer events that are solid and fun rallies.
“ATC” STANDS FOR “ARRIVAL OF TONY CHAVEZ”
If you’re looking for Tony at a rally, you’ll either find him at the front of the pack in a Condor-liveried VW, or at the center of the cheering, laughing crowd at the after party. Walk up, shake his hand, and introduce yourself. You won’t be disappointed. As for finding Tony between rallies, he’s on Facebook and also spends time in the Special Stage Pacific Southwest forum. He replies to as many rally questions as he gets through these channels (and we bet he gets lots of these).
“FTC” stands for “Follow Tony Chavez.” Anti-lag was invented to help the AWD guys keep up with him. I like to think that, In Finland, they call him “Sisu,” and that, at service, he works on his crew. Tony Chavez cares deeply for rally and for the people who make it possible. Some of his comments here today might sting, but it’s clear Tony’s first concern is the longevity a relatively little-known sport where daredevils and rocket scientists alike come together to share in the best that life has to offer.
He is, the most interesting man in rally.
One of the things we tend to struggle with here at Gearbox Magazine is keeping up with all the stories we come across over time. It’s something we’re going to be making an effort to change, but today, we consider ourselves lucky that Richard van Wyhe of EV4U Custom Conversions – whom we spoke with back in September 2010 – thought highly enough of us to let us know about their latest creation – a Karmann Ghia. [Read more…]
We’re pretty much a 2-man operation here at Gearbox (unless you’d like to join us, of course). And the last month has been crazy for both of us. Dennis has been trying to buy a house in The Netherlands, and I’ve been trying to plan out the most epic gearhead adventure I’ve ever had. We’ve come up a little short on new stories, but wanted to let you know we’re still in this for the long haul and we appreciate your continuing to stop by.
Here’s a quick look at some of the stories we’ve got in the works right now… [Read more…]
It’s Forum Friday. Time for gearhead news from across the web. I’ve had one hell of a rough month, so it’ s been a struggle even to make it to my own home boards, but I’ve got a forum-related story for you today all the same. Let’s get this weekend started! [Read more…]
As another week comes to an end, we bring you Forum Friday, and a short list of the discussion threads we found while prowling the web in search of people like you with stories to tell right here on Gearbox Magazine. [Read more…]
This weekend, we’re in Prescott, Arizona, USA, attending the Prescott Rally, part of the USRC championship. We’re posting pictures to our Gearheads-United Tumblr (GU+) outpost until the battery on the Blackberry dies (which it did about an hour ago). [Read more…]
Emme Hall has been “doinking around in the desert” since she was 8 or 9 years old. Today, she reviews new cars for Roadfly and races class 5 out in the desert. Are you living your dream? [Read more…]
For those who haven’t seen it yet, “Dust to Glory” is an epic movie about what it takes to run the Baja 1000 in Mexico. There probably isn’t a gearhead on the planet who hasn’t watched that flick and thought, “OMG. I wanna do that.” Jim Graham is one such gearhead, and OMG. He actually went out and did that. [Read more…]
Justin Carven races the company car – a turbo diesel VW Rabbit converted to run on used vegetable oil (WVO). Take a minute and get to know Justin and his (veggie) oil burning Vee-dub. [Read more…]
Richard discusses B.O.B. the affectionately named 1974 VW Bug which he restored and converted. Taking the car to shows and answering peoples queries, Richard uses B.O.B. to spread the EV word.