Starmart

[Micky G]

Hey Guy's cool it down! It's hard enough getting entries as well as helpers and in our sport we don't bitch we just get on with it!
Any way I'm avaliable to help at the next event I'm not competing in. I think thats the Rallye De Femm, there is a motive umm, cute girls fast cars no entry fees, no $1000 for ELF no $1000 for tyres and again cute girls, cute girls.
There was this one time at Rally De Femm where these two girls from Sydney got stuck in a stage after a tree came down, Trevor Stilling and I decided we should go in an help them out, we finaly found them and it was decided that I should drive the Mini rally car out with cute girl number one and Trevor should drive cute girl two out in his car so we got out onto Brindabella road and ..................

[Daniel]

Fro anyone that implys you don't do enough needs to be smacked around, pay no attention.

[Ballast]

Fro does a stack of work for rallying in Canberra!

I to did the same as Fro last weekend and enjoyed it! I was supposed to be servicing for Sam, but there was a number of people there, so I didn't do much and proberably could have helped out, but it has been a long time since I wasn't servicing for someone and I took some time out, just to watch and enjoy and go around the service park and socialise.

I would like to say though, that I have voulenteered for a number of things in the past, mainly through this site, I have left my details and nobody contacts me.... You all complain about not having enough help and when I have put my hand up, nobody does anything. I have done this a number of times to, it is not just a 1 off thing. Not so long ago, I was unemployed and someone on here was asking for help and I said that due to me being unemployed I have an advantage of being able to get things done during the day and was quite happy to help out doing anything..... Never got back to me! Am now employed though!

I'll say it again, I won't be rallying for a while now, have stacked my road car and short of money! So for a while I won't be competing so, I am happy to help out with anything, organising, road closures anything, but I need to be given notice so that I can get out of servicing, not the day before the event... "can you do a road closure or something?"

Sorry Smee, you were making a generalisation, I re-read the post and you weren't being quite as harsh as first thought!

[grahamthompson]

Even though John Fraser and I DNF'd in the mighty VR4, neither of us felt particularly bad about it. We gambled, we lost.

This event was to be a make or break for us this year. What with a number of Clubman events being cancelled along the way, it emerged we had a mathematical chance of snatching the NSW Clubman championship if Brad Goldsborough did not compete, we could beat Peter Skinner and Kevin Gavin over he remaining events etc etc.

The car had run faultlessly as the 0 car at the Tranbell, and thus preparation was luckily minimal, new Formula R and filter, bolt check and two of the best worn rear tyres from my collection. Time would not have allowed more as the restoration of Agent Orange required evrybody's undivided attention The VR4 had been log-booked to Bateman's Bay for lack of a three point turbo restrictor seal (after 15 events!!) and a helmet that had rust in the buckle caused by sweat (OK 7 years is a fair run). A new unit solved the latter, but the former had to wait until the CAMS sealing kit arrived with the stewards at Friday scrutineering. Fabrication of a short radiator bypass pipe allowed me to remove the radiator to facilitate the drilling and sealing and still drive the car on and off the trailer to take it to be sealed (thanks Jon W. for making it as simple as possible).

The Autronic mysteriously forgot its idle settings on the way to Saturday scrutineering but that was easily fixed, but we ran out of time packing the service Jackaroo and were still putting the numbers on the VR4 5 minutes before the start.

SS1 !t is more the 25 years since I have driven competitively in Kowen and I found it a technically difficult stage, humps and bumps, narrow, skatey surface. I made an early decision to be quick but clean, not to slide on the rocky corners, and not to hurt the car on the rough bits. Yamaguchi was in his own world (14:57!) and his times were to be irrelevant to others, except to underline just how fast an EVO 7 can be. Amongst the others, our time of 15:51 was sixth, one secound quicker than Rob Nunn's similar car, but 19 seconds slower than Carlos Casmieri's EVO3 who just pipped Matt Dyne.

SS2 Main Range is an absolute beauty in a powerful car. We were pleased with our 4:54, equal third but 5 seconds behind Casmieri and Nunn. On a stage like that new tyres are invaluable - too bad the budget does not extend to such luxuries. (We even took 3 seconds off Yamaguchi - he must have had a flat)

SS3 First time through Lowden also. About two thirds through, just as we turned into the sun in some dust, John skipped a call and called a TVHL (hard to see) prematurely. I slowed to a crawl for a few seconds before he realised the error, but it was time gone. We were thus surprised that our 8:10 was as close to Nunn (8:07) and Skinner (8:08) as it was. Yamaguchi aside, Casmieri now led Skinner by 1 second, with Nunn a further 3 back. We were fourth 7 seconds adrift, with Dyne only 5 behind us. It was clearly on and we were having a ball mixing it with the front-runners!

SS4 At 42 km long, South Forest Way was going to be the pivotal stage. John and I discussed tactics at the start line and agreed we should stop being conservative as we normally are and have a go. One second a K quicker could give us a jump on the field. So we had a go, generally asasuming the crests were capable of being taken flat. We got away with those, but at 14.7 km RGR onto bridge (Caution !) we were carrying a litle too much speed into the long downhill bend, got off the swept line and we knew we were gone. The tail clipped the embankment and kicked the front around into the last one metre of it, collapsing the lower control arm and crushing the LH guard. When the dust settled we discovered, the car was driveable in reverse only so we left it where it was. Much later Agent Orange understandably stopped to check his old man was really OK, otherwise we would have had to face his mother's interrogation at service.

An unfortunate outcome but it goes with the sport. Thanks to John for agreeing to let me find my limit on this occasion, to Kay for continuing to tolerate my addiction to rallying and coming out to retrieve us. I'm sorry we missed the party but everyone went home early.

Full credit to Fiona and Steve and their supporters for putting on what has to be one of the best events on the east coast. Don't change it and I'll definitely be back.

[Mark]

We went in, against my better judgement of testing things before entering into a rally, to the Starmart Rally in a rushed state. I had splashed out and finally got an LSD with disk brakes and a better ratio in the rear, and was waiting on hopefully a stronger gearset after stripping second out of the old one during the last rally. The gearset was picked up on Tuesday, the day before scrutineering. Thanks to Ben W, Daniel A, Simon Leigh, Brad C, Gemma E and Martino, we got gearbox, diff and brakes running in time. Turned up very late (8.45pm) for scrutineering and didn't fail on anything!!! The brake pedal were atrocious but stopped the car. I noticed the car was blowing a cloud of petrol out of the exhaust so it definately needed a dynotune before the event.

The dyno tune was an event in itself. I expected the shorter ratio (by 10 - 15%) to raise the power figures by a relative amount - please correct me if I am wrong on this count. Instead it came off the rollers down 10% on power, in the same gear (4th - wasn't changed with the new gear ratio's). Dyno's are fickle things but I was quite surprised by this. I suspect my engine is loosing pressure again, either to the headgasket or to the ring, or wear on the bore. This is quite annoying as the engine has only done about 800 km's competitively. In my book, I reckon the engine has lost 20% of it's power that it may have had at Bega with the new engine :-( I guess the bigger rear diff and gearbox drag may have been absorbing more power also...

Regardless, turned up on the day with a minium of fuss. Buy 2 new tyres, and wait around. Took the opportunity to test the car out of Air Disaster Memorial Road (not in a dangerous manner) to make sure that the brake bias valve was set properly and see how basically it handles on gravel.

SS1: Bogged down seriously on the line and the car felt very lethargic up the hill to the spectator point. I think I just pulled 3rd before the spectator point before having to change down. Once past the spectator point I started getting into it and found that setting the brake bias valve correctly was well worth the time spent. No surprises like at the Tranbell with braking... I found Kowen as a fast in places, but always rough, stage. I was trying to keep the corner speed up. Three times in the stage, we launched the car more off drops than jumps and humps, it landed, bounced back up again - we were trying hard. I started falling in love with the damn diff - go into the corner, lift off/brake, back comes out, wait until angle of the rear is what you want then floor it. The traction was noticeably impressive on the hairpins. Half way through the stage on the second or third time that I launched it, one of the secondaries pipe in the exhaust came loose after cracking at its flange, and the engine lost a bit more power and things got a bit noiser. We sucked on the hills...

Got to the service and Ben Wilson wasn't sure if he could fix it in the service time and the with all the late time allowed. The call went out to Simon Leigh who was spectating, to come back and give us a hand with his welder. The comedy of errors and disasters struck: The generator wouldn't start, Martino got something in his eye when underneath the car, the studs on the exhaust flange broke so we couldn't get it off for welding, then Daniel came in with a dented front and things around our service area got even busier. Simon did a quick tack job with the exhaust pipe before he spat the dummy at his welder and its lack of grunt - very un-Simon like!

SS2: Used 20 minutes late time getting there and felt guilty pushing into the queue. Tried to keep the corner speed up and hope nothing bad was around the corner; how guilty do you feel when you touch the brakes for a blind corner going uphill then realise the corner isn't too bad and there is a 300 m straight ahead of you?! I remembered a few parts of this stage from last year. With the intact exhaust pipe, we blasted through to =3rd 2WD car on this stage.

SS3: This should of been a good stage for us because I was trying hard. Until...TVHR, Caution Ruts or something and the damn exhaust came undone again, engine lost power, had some brain fade and came in hot for a RGL, and had to take the escape bunting out. Managed to avoid all the logs by some miracle. But had to take two attempts to make it back onto the road - that was how far we had shot off. Martino reckoned that we still had 100 m left showing on the Terratrip but I figured it was my mistake due to lack of concentration. I was actually glad that the stage was shortened afterwards because I think I would have written myself off on the 'double caution, gutter after XR' (or something similar).

Thanks to Spac, whom we caught on the transport because we went past the amateur speed trap below the limit which probably wouldn't have happened otherwise...

Got to service again and the exhaust couldn't be fixed and the generator didn't have enough grunt. Figured it wasn't worth destroying the engine as people were saying that you could lean out a piston from knocking the exhaust which makes sense. Presumably, there is greater scavenging of air in the chamber, sucking more air in, for the same fuel mixture - hence lean-out? Second of all, my front right chassis rail was majorily bent - more sidestepped. This car is falling apart on me! That was my second DNF in about 11 events that I have done in the last 12 months, so not too bad.

With my withdrawal, Pete Ewing and Jeremy Farnan won the ACT Clubman Championship with one round still to go - so a big Congratulations to them. They had consistency and speed all year long and were certainly one of the fastest 2WD favourites of the day - so they certainly earnt the title.

Bring on the NatCap!

I'm off to Rally of Melbourne to dream about 4WD's....

Mark Sessions & Martino Ellero

[jpdesousa]

Greg and JP - Corolla Seca RV # 1762cc # 2wd Front # N3 Class

Start 17th Finish 9th overall # 1st FWD # 4th P3 # 1st N3…great result …..

Of the 7 stages we finished ….. 7th, 20th, 13th 13th 14th, 12th 7th
Starting as Car 17, Greg and I were comfortable about being able to finish higher than our start position.

Starmart marks the first anniversary of Greg and I running together. Last year we started as Car 42 finishing 22nd. To be inside the top 10 this year confirmed our own personal improvement, teamwork and confidence with the car.

This event again confirmed our lack of power is our downfall to being able to achieve better results. We approached the event with the objective of keeping it tight and hopefully error free in the navigation side of things and to avoid, where possible, obvious puncture possibilities.

Top speed along South Forest Way descent to the flying finish was 150kph. Hate to think what the 4WD turbos were pulling along here (probably 170 180 190 and getting to that speed very quickly).

Highlights were….

SS1 – this stage was skaty in the early parts and then really rough. We set a great time. The responsibility of doing a good “speccy point” at 450m probably set us up for the good run by getting our pace up as quickly as possible. We had a close moment at a TR @ XR (about 16 kms in) coming into it quite wide at low speed. The L rear took a bit of a knock here with a loud CLUNK. Greg and I were cursing the possibility of another tyre popping off the bead but luckily it was not. The tunnel corporate box arena was a blur being very bumpy. Best move of the stage was a very fast TR around the telegraph post after the crest RGL….wow !
SS2 – boring …7 calls …we knew that stages like this do not help our placings. Fast and uphill but does not suit the car. Top speed along here was about 120kph at 4500rpm in 4th. Our time reflected the lack of pace. Our average speed was 97kph which is pretty underdone compared to Matt and Nick doing nearly 104kph
SS3 – had a good run through here keeping the revs up all the way. We nearly scraped a cutting on the LHS bumper sticking about 6 inches from it for about 20m. Again the “speccy point” was well executed. Some parts were very slippery due to the soft grassy surface and difficult to judge due to the shade. Shame about the last 6k’s of this stage which would have suited us.
Service 2 – noticed some rocks jammed between the tyre and the compomotive rim. We concluded this was from the XR bump during SS1. Bloody lucky that we didn’t puncture from these during SS2/3.
SS4 – carnage everywhere we turned. Shame for those guys. We had the car at top pace for the whole 41.4 k’s, top speed of 150km’s. Having a rave to Geoff and Lizzy at the stop point about how good it was and then Car 18 180B SSS pulls up about 30 secs behind us. If we thought we had done a good time these guys had a blinder. Off we went with our tails between our legs having only savored 30secs of euphoria. The difference between them and us was 1min 10 sec which meant that they carried about 4kph on average more than us through the stage. Skinner This stage was highly cautioned. We observed the cautions but a lot of them were not necessary in our minds costing us quite a bit of time through the loss of flow and momentum. Our average was 88kph compared to 96kph by the top runners.
SS5 – rerun of SS2. Slower by 2 secs – extra weight of heavier fuel load (due to miscalculation and crappy fuel guage) and extra weight of the night lights ….makes all the difference.
SS6 – rerun of SS3. Two noteworthy points: Huge huge huge speccy point. Nearly drifted over the edge after exiting the apex of the RGL. Greg planted it to get out of the drift…resulting in a big over oversteer which itself was difficult to get out of, but recovered without any scrapes. Did anyone get footage !!! Overshot a TL after crest on the grassy stuff losing about 10 secs. This point was marked as a RGL but really it was a TL.
SS7 – spent most of the time in 2nd gear, heaps of dust and just avoided a big grey roo. Dust was due to us taking 1.5 mins off of the car in front of us. Great drive.

Many thanks to David for Service help.

Navigator Lessons learned:
Tip #1 always check the road book for crests with close turns in the instructions
Tip #2 carefully check tyre condition at each service point
Tip #3 use your fuel consumption averages for competitive and transport sections to calculate the needed fuel load (4 secs would have improved our placing from 9th to 8th)

John Paul

[Matt]

The Caltex Airport StarMART Rally was the first rally that I ever entered (as a driver - 2001), and so I was really looking forward to having a run in an event on which I may have half a clue about. Of course, there was a minor detail that needed to be sorted out before we could play - the car. It was in a shambles. Dad's garage looked like a Datsun wreckers with bits of this and parts of that lying all over the place. Nothing was complete. With one week left to go, the car was missing the front suspension, rear suspension, steering, diff, driver's side doors and sill, front quarter panels and a multitude of associated components.

What followed next was basically a blur. My partner, Leyanne, was in hospital for the week, so I had the kids to mind and work to do and a car to build. I remember that Fro once asked for a 32 hour day. This week I needed it. Thankfully, a multitude of people offered me assistance and at 4 a.m. on Saturday morning, Agent Orange was ready to go. I must take this opportunity to thank my father who put in a massive effort on the car. He had his own car to prepare for the event, but spent the lion's share of his time attaching the new sill, panel beating and sanding, and finally painting the car. Without his efforts, I wouldn't have made the start. Thank you.

Phil, my regular co-driver (and brother), was holidaying in Canada at the time, and so Jason McInerney jumped at the chance to tell me where to go. And so, after a few hours of sleep, we packed the service vehicle (driven by his lovely fiancé, Marla) and headed out to scrutineering. On goes the Terratrip and ... nothing. The lights are on, but no-one is home. Oh great.

We go straight through scrutineering, with the only issue being that the photo in the log book doesn't have the same licence plate as the car does now. It is noted, and we move on. I have my mind on other things, like the damn Terratrip, bleeding the brakes, and which bolts did I forget to tighten in my mad rush during the previous week. But first things first. The brakes get bled with the loan of Mark Sessions' bleeder pipe, and we set to work on the Terratrip. A quick check reveals that in my efforts to put in new front brake pads last night (this morning!), I have pinched the Terratrip probe wire and severed it. This is my brand new probe! I only just replaced it after doing something else equally stupid! I write a mental Post-It Note to give myself a swift uppercut once the event is over. Mark Kent comes to the rescue with a brand-new probe - the only problem being that it doesn't fit inside the probe's hub mount! Aaargh! Ray Day offers me the loan of his spare, and it turns out to be the same as Mark Kent's! We have no choice but to fix the existing one. Jason performs some quick-but-delicate soldering work, and before you can say "Matt, you are an idiot", everything is back together and (seemingly) working. With only about 10 minutes left before our start time, we do a quick wheel alignment - "Yep, that should just about do it." - and off we go.

On the way to SS1, the car starts to misfire under full throttle. My heart sinks. I begin to think that entering this event wasn't the best idea. In addition to that, the Terratrip is completely out of adjustment, and we end up spending most of the day getting it right...

SS1: One word - rough. We start off carefully, getting a feel for the car. And it felt awful. We must have been one of the most boring cars through the spectator point. We try to open her up when we get the chance, but pick our way through the rough - and in Kowen, we are doing an awful lot of picking. Only a couple of kilometres into the stage, we come across Spac (Nathan Senior) and Daveee (Dave Boyd) at a TL. My first thought is "Fuel pump. I'll bet it's that bloody fuel pump.", but then we see that they are changing a tyre. Correction - Daveee is changing the tyre. Spac is mooning us. I am blinded by the sun shining off his bare white arse and we run off the road - no, not really. He was mooning us though...

Heading into the Rally of Canberra Super Special stage caused us to spare a thought for one particularly prominent member of ACT rallying. A large sign saying "YO FRO" was placed at the tunnel entrance. It really was a shame that he didn't get to see it from the driver's seat. The rest of the stage goes pretty much uneventfully (Terratrip problems aside), with the exception of a spin at a TR at TJ. I keep the boot in and perform a 360-degree spin, losing us 5 seconds or so. Jason is struggling with getting into the flow, and goes off the book briefly, but we aren't travelling fast enough for it to be a problem. I feel a wave of relief wash over me when we cross the Flying Finish. No SS1 DNF for us this rally! Our stage time is miserable, but I didn't really care...

At service, we do some basic checks of the suspension bolts. It all looks good. We do another quick wheel alignment - "Yep, that should just about do it." - and off we go.

SS2: Main Range and South Forest Way are the only two stages that are identical from last year, so I am interested to see how much difference the 5 intervening rallies and car development will make to our times. I am still not going to push it - finishing this rally is far more important to me than having a red-hot go...

What a wonderful stage! In just over 8 km, it has everything - starting with a twisty, flowing uphill run and then turning into a blast down some fast, good quality road. No scares, no problems. I drive with plenty in reserve, and we finish with a lacklustre time of 5.44 - 1 minute and 1 second faster than last year! That's nearly 8 secs / km!

SS3: Another nice stage, but I am conscious of how conservatively I am driving. I am also conscious of how poorly the car handles. These two things got to me, and I found that I started messing up almost every corner, braking way too early and then driving through the turn. There was understeer everywhere! Jason is performing a sterling job, and has just about found his rhythm. I just wish I could. I must say, I was happy that the stage was cut short - the way I was driving, who knows what would have happened at that Double Caution - Gutter (or whatever it was), which Jason read as "Caution - Double Gutter". Even at transport speed, we briefly got air! There was also a particularly skatey section towards the end of the stage which nearly caught us out. It was one of those stages that we were happy to just survive...

On our way back to service, we have our scariest moment of the event. There was plenty of dust in the air, and as we go over a crest, another competitor comes flying towards us - in the middle of the road! We dive for the left of the road, and are blanketed in dust. I hit the brakes - glad I did, because we would have speared off the road otherwise. It scared the bejeezus out of both of us! I spend the next few moments cursing the thoughtless driver, but Brett Walther takes my mind off him by lobbing a largish stone at us, which puts a bullet hole in the windscreen in the lower driver's corner. F$%kin' great. Please people - when the book says "two-way rally traffic", keep the pace down a bit!

At service, we put fuel in - so much so that it spewed out of the filler and onto the tarp. "Yep, that should do us." We didn't touch the car otherwise.

SS4: South Forest Way. This is the one that I think we were all waiting for. Because of the relatively relaxed pace that we were running at, I tell Sam (Austin) that I will be keeping an eye out for him from the 20 km mark...

We started out okay, keeping it on the island, and passing a steady stream of less fortunate souls. Jason and I remarked that it would be a miracle if the VR4 that was blocking the road escaped without more panel damage - there was barely enough room to pass! Just past the 15 km mark, we see another VR4 - "Oh no, it's dad..." I say, and just as we round the RGR, he is waving us down. I pull up, not knowing what is happening. He hands me his roadbook, and gives us instructions to give to mum. We get underway again, and I am now more concerned about being caught by Sam, so I start to watch the mirrors...

There is a section in the roadbook where there are a series of "RGR - !Caution Culvert on Inside". We get completely lost in the roadbook, and I am starting to look harder and harder for the culverts as well - so much so that we end up drifting wide on one corner and tank-slapping our way off the road on the inside. Lesson 1 in Rallying: The driver drives; the co-driver tells the driver where to go. "Jason, you are going to have to look for them yourself. I'll concentrate on driving." Soon enough, we were back on the book.

The last part of the stage is a fast blast down some wide, slightly rocky tracks. Awesome! It would have been even better with a few more horsepower and a pair of bigger balls! We reach the end of the stage wearing big, stupid grins on our faces and with the smell of toasted brakes in the air...

At service, we give mum the bad news, and she takes off in search of dad. Marla has a BBQ going, and so Jason and I load up on food and drinks and more food and drinks. A quick trip to the scoreboard confirms what we had suspected. Our times were crap.

Oh, we checked the oil in the car as well.

SS5: This was our second run down Main Range. It felt like we went faster, but the times said otherwise. We still enjoyed ourselves!

SS6: Our second run through Lowden. Just past the spectator point, I see a 'roo on the right side of the road. As we approach, you can sense what he is going to do - and he does it. He takes off, straight up the middle of the road (of course!). We are reduced to his speed, and so I am leaning on the horn and yelling "Get the **** outta the way!". He refuses to listen to reason, so I move to the left and try to creep up alongside. I know that, until we are beside him, there is a big chance that the idiot marsupial will bound right in front of us. Finally, we manage to ease up alongside of him. Our eyes met. His said "I'm hopping as fast as I can!". Mine said “You are lucky this car doesn't have a bull bar!” And once again, our times were slower than the first run...

Last service, and once again there was nothing to do. We have some more drinks, and take off to the last stage early.

SS7: Kowen. Again. We watch several cars start the stage, and get an idea of the first few corners. Spac books in 1 minute late, but it won't help the dust situation. It was dead still, and the dust hung heavy in the air. We are behind him, and are quite confused when we see him take off, stop, and come walking back into control. "What the hell happened?" we ask. "Diff I think. We changed gear, and there was no drive." This effectively gave us a 5-minute dust gap. I wish it helped. Kowen was typical Kowen - rough, rocky and twisty. True to form, we drove for the finish. And got it.

In the end, we finished 22nd outright, 5th P3 and 1st ACT Novice. Agent Orange performed faultlessly - a perfect shakedown for both the car and driver after our indiscretion at the Dell. Bring on NatCap!

Please bear with me. These "Thank You"s are most important:

Dad - I have said it before, and I will say it again - if it wasn't for all your assistance, we wouldn't have been able to compete. I thank you from the bottom of my heart.

Jason - for sitting next to me, your cool head, and all your assistance with the car You performed excellently! We had a good time, didn't we?

Marla - for servicing, and help preparing the car. Your handiness with a disc sander is impressive! Oh, and your BBQ's - sensational! Thank you!

Mum - for the multitude of favours, cuppas, and for minding the kids for me. What would I do without you?

Steve Willett and Heimo - I don't know how you do it, but you guys always have just the right bit "around here somewhere". Even when I call at some silly hour. Much appreciated. Beer is coming up.

Guy Brown - for your advice, and your skill with a lathe. Now stop working on other people's things and get your car together!

Ty Hooper - You made a silk purse out of a sow's ear. Relatively. Thank you for straightening what I bent. I have learned my lesson...

Steve from Steve's Spares - for the parts, and your understanding.

The organisers, officials, volunteers and spectators - This event is renowned as a top rally, and it certainly didn't disappoint. Thank you all for your efforts. There is no rallying without you.

And a couple of special "Thank You"s:

To my dear children, Michelle and Ashleigh - for being so tolerant when your dad was going crazy rebuilding the car. You put up with a lot, and for that I am most indebted.

My partner Leyanne - It was a hard road that we walked over the previous month. Thanks for being by my side every step of the way.

It is people like these that really highlight what a team effort rallying is. Think about it - if you had to do everything yourself, and I mean everything, rallying would be confined to video games. Or as part of a 10 year plan. It is that assistance, both direct and indirect, from all around you, that really makes the difference. And for that assistance I thank you all.