They say that one door never closes but another one opens, and maybe my leaving General Motors Dealer Sport was an ill wind that blew good- very good. I am contracted to drive an MG Metro 6R4, with the backing of Austin Rover and Rothmans, and with the experience and technical know-how of David Richards and his team at Silverstone behind me.I am also delighted that Ian Grindrod has agreed to co-drive for the season, which can only heighten my chances of success.The last time I drove under the Rothmans flag was in 1982, the year i took my second British Open Championship in an Opel Ascona 400. I am very happy to be driving with Rothmans again: they run an extremely efficient and proffessional organisation, very much geared to the public side of rallying, and I feel that our asscociation will not only help them, but will also pay off in publicity for me.Richards has a wealth of experience on the administrative side of the sport, and as a co-driver, having sat with such men as Tony Pond and Ari Vatanen(with whom he won the World Championship).Team manager is Charles Reynolds, formerley of the Ford Rally Team: his experience will be invaluable. And there are old friends even in the service crew, including Nigel who was involved with my Opel the last time I wore Rothmans livery. All in all, a highly capable team, amply qualified to prepare a Metro.The story that led to the signing of my contract with Rothmans started two weeks before the Lombard RAC Rally- the moment GMDS decided I was surplus to requirements. I talked to Audi, Peugeot and even Citroen, but it came down to two possibilities: Ford and ARG. Everything was going fine with Ford, but Rothmans were to provide the sponsorship, and this stopped the deal dead: no way would Ford allow cigarette advertising on their cars.Rothmans withdrew, but I managed to line up a couple of new sponsors-only to find that that the interests of one conflicted with those of Ford. It was almost back to square one.All this waste of valuable time meant that we were getting nearer and nearer to the start of the 1986 season with nothing settled. So it was back to the negotiating table with ARG who, happily had no objections to cigarette advertising. With admirable speed, the administrative machinery was set up and Rothmans held a press conference at in London on the 28th of January.The deal is for the Shell British Open Championship and the RAC Rally and three or four (as yet unspecified) World or European Championship events in Europe during the second part of the year. Most journalists got it right first time, but The Times- intending to print "the RAC, "Britain's round-of-the-world championship". Thats some rally!One way or another, life has been very busy since the RAC, between trying to settle deals and icenoting for the ARG team on the Monte Carlo Rally. I must say that I really enjoyed myself: Mike Broad must of been tipped off about my remarks in last month's Rally Sport, because he actually managed to mix in some excellent navigation with his general conversation!With three icenote crews per rally car, it was quite a relaxed operation. We went over on January 16th and, after the ARG press conference in Paris, went by train to Grenoble, where we picked up a lefthand drive Montego EFi, fitted with standard tyres, a sumpguard, a map light and an extra spare wheel. I was very impressed with the car, which was adequate for everything we wanted it for.Armed with a copy of Nigel Harris' pacenotes, a map and a roadbook, we would take a preliminary run down the stage allocated by Ian Grindrod (officer-in-charge, icenote crews). This would be maybe two hours before the stage was due to be closed to the public, and we would mark the pacenotes to a colour code: blue indicated wet or slushy conditions, green meant snow, etc. Then we would go back to the start and take another run an hour later, to see if the situation had changed, and we made a final check immediately before the roads were closed.Then we would hurry to the service halt immediately prior to the stage, in time to meet up with Wilson / Harris in the Metro, give Nigel the information and any comments, along with a recommendation as to what rubber they should use.There were two problems: the traditional habit of French spectators in throwing snow onto a dry road to liven-up the proceedings made a bit of a nonsense of our job at times; and we had to be careful because the French Police, if they thought a stage was too crowded, were quite likely to close the road two hours hours earlier than they should have!As I write this, there are only three weeks before the start of the National Breakdown Rally. Ever since Audi started demolishing the opposition with their four-wheel drive machines in 1981/2, I have been driving under a handicap, with only two wheel drive and 250bhp. In snow or mud, no way could I out-drive a Quattro, so often only the retirement of an Audi gave me the good chance of a result.But, as they say "If you can't beat 'em, join'em" - which is exactly what I have done, with four wheel drive, 400bhp, a six-cylinder engine and all the latest technology. I am now on equal terms with the best of them. Having said that, I am in no way underestimating the skills of people like Hannu Mikkola, David Llewellwin and Mikael Sundstrom, to name but three of the talented drivers undertaking UK programmes in 1986, and Per Eklund in the Clarion Metro 6R4 on the Scottish will also be a force to be reckoned with. Just think, when all these Metros get together on the next RAC, it's going to look like a one-make rally!The final thought of the month is about Geberal Motors. Iread that they have taken over Lotus, and that they are considering taking over Land Rover. See what they can afford, now that they don't have to pay me?..
Jimmy McRae's column taken from the 1986 March edition of Rallysport magazine
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