October 06, 2004
Tuesday August 24, 2 PM. Wombwell Kart Circuit, Barnsley, South Yorkshire.

I ask him what was his greatest moment of 2002, and again Andy returns to the GPVWC French Grand Prix, but with a couple other highlights too.

"Not just because it was my best finish, but because of the way I drove. It's a weird thing to describe, but I keep on going back to that 'detached from what was going on around me' feeling, and putting in consistent lap after consistent lap. A similar thing happened in the IGP3C Japanese GP, and that was my closest finish I had to the winner all season (around 16 seconds), and that with a double 360 degree spin after touching the kerb at 130R! That actually cost me a 4th placed finish, which would have been my best of the whole season."

"My overall highlight, however, has to be the Qualifying session for the GPVWC Belgian Grand Prix. The closeness of it all! It gives me goosebumps just thinking about it now:

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Driver

Sector 1

Sector 2

Time

Diff

-

-

P1

Endean

37.778

1m11.321

1m44.890

0.000

-

-

P2

Turner

37.352

1m11.686

1m44.924

0.034

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-

P3

Graydon

37.657

1m11.493

1m44.965

0.075

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P4

Consiglio

37.869

1m11.514

1m45.055

0.165

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And those gaps after God knows how many corners, braking points, undulations and kerb jumping! Goose bumps indeed!"

I find it very satisfying to see Andy's appreciation for the true essence of racing: the adrenaline, stamina and commitment; that point where you realize the multitude of factors involved and yet are in a battle separated by hundredths of a second. This is the part of racing that goes beyond the money, fame, gadgets and gossip. He is very grounded in that way.

Andy continued "and although it was for testing in GPVWC 2003 this one occurred in November 2002!. And that is putting the fastest time in over the 4 days in the brand new but majorly underpowered Phoenix F1 test car at Magny Cours. Jan Kelder, who drove for us in 2003, confirmed that it made me a legend in Holland, although not quite on a par with Jos Verstappen!"

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Magny Cours, France November 2002 (one of Andy's best moments of 2002)

"Kerb hopping and basically attacking everywhere gained me and my new team, Phoenix F1, it's first 'scalp' by heading the time sheets after 4 days of testing. The Renault engine was, to all intents and purposes at this time, what had been used by SCUM in GPVWC 2002. And that had been the laughing stock of the league! It was way down on BHP at this time compared to our competitors. Nobody seemed to be laughing this time!"

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James Menzies' MCR team retired from the GPVWC at the end of 2002, but I was surprised to hear that Phoenix F1 was not the direct replacement for his team, but rather for Henrj-Roaldo who had already decided to withdraw from the league. Andy's was therefore the first new team to apply for a spot on the grid in 2003.

"Well, Hernj-Roaldo were actually in Financial difficulties - they had bought the best of everything, including drivers, and just didn't have enought budget to continue into 2003".

And that's an insight that not many people know about, certainly news to me.

"I was very sad at leaving the driving behind, but that had been very time consuming. I looked forward to team ownership, including livery design and a new website - expecting it all to "slow down" a bit. Initially there was more work involved; I spent over 100 hours on the livery alone for our GPVWC 2003 contender (in October 2002 there was only a trial and error method of designing liveries, with no templates, which is why it took so long to do) and also with the team website. But continuing racing was never a realistic option. As a test driver, I knew I could be called on to fill in at the last moment."

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Jan/Feb 2003 - launch of the Phoenix F1 PF1-01 (GP4) car

"100 hours of workover around 3 months. A lot of effort but it was worth it. Just in case nobody has guessed, my favourite F1 team has always been Arrows, and the use of Danka as the main sponsor was due to that. We used a different shade of blue compared to the real F1 liveries back in the mid to late 1990's!"

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Andy has only returned to the 'race day track' three times since the end of 2002, including a 9th place finish at the F1VWC 2003 Japanese Grand Prix for his own team.

"My fastest race lap was over 1.6 seconds quicker than my qualifying effort (simply because I had time to practice for the race). Jan Kelder had to pull out and I only had around 2 hours to Qualify around a circuit I'd not driven with GP4 before! To finish 9th in the Race, only 1 position from the points, was very satisfying. But it probably confirmed to me that it was the right decision to retire from racing at the end of 2002. I don't think I've lost my speed, it's just that it takes a bit of practice to be competitive again" he says. "Old age, I'm afraid! I've always felt the urge to drive again, but I knew I couldn't be as competitive as I was before. So it was a non-starter for me to return as a competitive driver."

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Graydon raced for Phoenix F1 in the last race of the season at Suzuka in Japan

"Jan Kelder couldn't drive in the last race of the season, and I had no time at all to get used to the car or the track (in GP4 guise). Qualifying was abysmal, to say the least! 16th and nearly 5 seconds off Pole.

But I had time to practice for the race, and I improved substantially - coming home 9th behind teammate Irisarri."

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Most recently, Andy raced at the F1VWC 2004 German Grand Prix as an emergency substitute for PumaF1, the first time he's ever driven against his own team. I asked what that experience was like?

"I was less than a second behind my own team's cars (and I had either equal fuel onboard or more than most on the grid) yet was down on BHP quite a bit, which was very encouraging for me, but from a team owner viewpoint was slightly disturbing! In an underpowered car around Hockenheim, I knew I had nothing to lose. Qualifying was a real boost, 7th on the grid, but even with the illegal laps of other drivers included I would have been 14th. Plus in the race itself I had PC problems - which meant having to slow down at various points in the race just to be able to take corners," he says. "The race was a boost though for me and for PumaF1 and it has managed to entice Chris Galloway out of semi-retirement, so that's seen another fellow "oldie" competing again!" laughed Andy.

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Andy was a regular tester of the Phoenix F1 car in 2003, but for 2004 has taken a further back seat to concentrate on the management and league administration duties. I asked him if he would consider racing in the proposed F2 division of the VWC but he clearly rejected that idea.

"I need a new PC to get the frame rate up. That may happen in 2005, and if so I will get behind the wheel for some private testing. If I go well I'll be more inclined to compete in the Gold Cup event at the end of 2005. More practice on one track rather than less practice on lots of tracks!"

Nevertheless, his full time racing career lasted just one and a half years, and I couldn't help but wonder if Andy felt there was any unfinished business in that department?

"I accomplished my main aims of competing in every scheduled event I ever signed up to do," he said. "I like commitment, and so I know that I have achieved my main aims in my driving career. Obviously, a win would have been nice, but sometimes what you wish for doesn't happen. I know I tried my best, and that's all anybody can do. I am constantly striving for that first win, but as a team owner now."

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Saturday August 28, 10 AM. PhoenixF1 Factory & Headquarters, Elvington Aerodrome, York.

The Phoenix F1 factory is situated at the Elvington Aerodrome northeast of Leeds, near York. It is a simple but efficient operation, scaled down this year to handle just the F1VWC team. In 2002, Phoenix F1 entered both the VWC and the IGP3C, but at the start of 2004 managed to sell operation of the GP3 outfit while keeping the name alive.

The Elvington factory thus has no role in that Phoenix team, even though they were born in Yorkshire. But as one can imagine, there is more than enough work to do just maintaining the VWC team as it marches towards its first victory. This season, the team has signed numerous big name drivers, gaining Andy Graydon a reputation as one of the most respected and sought-after managers in the league. The lack of consistent drivers has perhaps hurt the team a bit, but they nevertheless have put up solid results this season with the likes of Daniel Wilkinson, Joe Consiglio and Kieran Ryan. The team remains led by the stalwart Colombian Antonio Irisarri, who lives by the same creed as team boss Graydon: show up to every race possible, stay committed and do the best you're capable of. As numerous other drivers have rotated through the other Phoenix F1 seat over the past year and a half, Irisarri has almost always been there.

The Phoenix F1 team loaned me a Renault VelSatis for the weekend, on which I've racked up as many miles as possible while touring the Yorkshire countryside. Now I'm pulling into Elvington and can see that familiar blue and black phoenix logo popping up on signs leading into the grounds. Of course it's obvious why the team chose to build their factory on an airfield: so it's easy to take off in the private jet!

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It's understandable though, as Andy Graydon has just returned from escorting Danka representatives back from the Hungarian Grand Prix, and has been working overtime to make sure a driver is in place for the upcoming Belgian Grand Prix. Rumour has it that Paul Fawcett will make his long-awaited F1VWC debut next weekend with the Phoenix F1 team, but we will have to wait to be sure. In the meantime, Andy has kindly set aside half an hour so we can pick up on our previous conversation and discuss the state of his Formula One VWC team.

"Since beginning racing in 2001, and seeing how BSR was run initially, I have always wanted to run my own team. Once I had the opportunity to do so, I grabbed it with both hands. I find the livery designing particularly appealing, so I was extremely pleased to have our 2004 livery voted as the best one in the official early season poll. Anybody joining Phoenix F1 knows that I want commitment above all else. I expect the type of commitment from my drivers as I showed in my racing career. And I have been lucky enough to find that most of my drivers are of a similar ilk," he explains.

The 2004 Phoenix F1 PF1-02

Test Livery (below) and Race Livery (opposite)

"Having the Race Livery voted the best looking 2004 car was a boost."

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The boss's office has large floor to ceiling windows that look out over the airfield, where the team has the luxury of being able to test starts, stops, pitstops and quick sprints. His passion for his team is quickly evident.

"I desperately want that first win. It never happened in my racing career, and it hasn't happened so far in my capacity as a team owner. At least when you are driving you are in control of your own destiny, as it were. [Management] is more challenging from the viewpoint of finding the right race driver and test driver line-up, motivating all team members, pushing for that elusive first victory," he says.

Andy speaks proudly of the team's achievements in its inaugural season. "Pablo Arteaga drove the socks off the GP3 PF1-01 and PF1-01B in the IGP3C 2003. He will freely admit that Pino, his main rival for the Keyboard Championship, was the quicker driver. But Pablo was very consistent, to such an extent that I feel he broke Pino's resolve at the end of the season."

Pablo ended up 2nd in the Overall Drivers Championship too, behind Steve Elencevski. "That was a great moment for him and the team," says Andy. Amin Lladhon joined Phoenix F1 later in the year: "Amin came into the team when we were having difficulty fielding a consistent 2nd car. Pablo contacted him and he came in and did a fantastic job. It helped the team finish strongly at the end of the season. In IGP3C 2003, I think we achieved the maximum we could. I couldn't see us improving further. And strangely enough no drivers wanted to drive for us in 2004 apart from Amin (Pablo had decided he did not want to take part in a full season any more)."

IGP3C 2003.

Pablo Arteaga (Argentina) - Drivers Championship - 2nd; Keyboard Championship - 1st

Phoenix F1 (Great Britain) - Constructors Championship - 3rd

"Initial PF1-01 (GP3) [left] replaced by the PF1-01B (GP3) [right] mid season and this helped Pablo to take the Keyboard Championship."

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Meanwhile, Antonio Irisarri and Jan Kelder got the VWC team up and running with some solid drives in an underpowered car. "Of particular note was Antonio's Pole position at a wet Magny Cours - where BHP didn't matter too much," says Andy.

"Then, of course, both drivers had 3rd place finishes during the season. And Jan led several laps of the Spanish GP. They definitely helped make the Phoenix F1 name stick in people's minds, and helped the team achieve 4th spot in the Constructors Championship. In the F1VWC, it was definitely a big step from what should have been one of the bottom teams to being a top four team. We had a great atmosphere in the team in 2003, and that has carried over to 2004: drivers willing to share set-ups and ideas. It is always handy to have that kind of approach," he says.

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The top three in the Constructors was the next target for the team in 2004, but they have thus far found it difficult to live up to the underdog success of last season.

"We absolutely exceeded our expectations in the F1VWC and the IGP3C in 2003. For 2004 we had high hopes as a result of that, but it's looking like 4th in the Constructors will be ours again (barring no reliability issues). Having Antonio carry on into 2004 was a great boost. Hopefully he can finish the season strongly. Perhaps we aimed too high for 2004, but you have to aim high to ensure you progress. 2005 is going to mean a big push again," he explained.

"It has been frustrating seeing us fall away from 3rd in the Constructors. Early in the season we talked of challenging Mapes-VO for 1st, but that was too high a target to achieve in hindsight. Still, we have 5 races to go and the reliability issues that could arise may help us out."

But what matters most is that first win. "I am still hopeful that we can find that first win this season. With the likes of Daniel Wilkinson, Joe Consiglio, Kieran Ryan, and don't forget Antonio Irisarri, we have a very strong driver line-up. We just need to get that lucky break!"

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Andy's office features one of his own helmets on a table near his collection of top-three trophies. "The inspiration for the helmet, the colours orange, blue and white, are a good mixture that stand out. I wanted something original, and something that would indicate speed - hence the streak effect of the lines of different colours. It took me 10 hours to design," he explains.

Kelder - Melbourne 2003

Kelder flew team to Japan (Mt Fuji in background)

Irisarri - POLE! France 2003

Photo's of all the team's drivers out on the track in the PF1-01 and 02 adorn the wall (including shots taken when Jan Kelder, qualified pilot that he is, offered to fly the team and its equipment to Japan in a KLM 747 Cargo plane in 2003!). He brings particular attention to Joe Consiglio, who subbed for Phoenix F1 this summer and will return again at the Italian Grand Prix. There's no doubt who has impressed the most this season.

"It has to be Joe Consiglio," says Andy. "He doesn't drive for months, then turns up and nearly sneaks victory in Canada. It would be no secret to say that we are expecting great things from him in Monza, the scene of his maiden victory in 2003.

Mind you, my performance at the Simsoa unofficial test at Suzuka in the PF1-02 was quite good!!! Probably a close call between me and Joe then!!!

But there are still five races to go, and I'm expecting Daniel Wilkinson to come back refreshed and ready to challenge for victory too. And I'm sure Antonio can get a podium in 2004."

Graydon sets fastest time at unofficial test in Suzuka March 2004, PF1-02.

1m31.582 best. Nearly 4.5 seconds quicker than he set in October 2003 Qualifying!

Meanwhile, work continues on securing the 2005 driver lineup, with the aim surely on consistency. Renault will almost certainly be back as the team's works engine partner. "We have an option in our existing contract with Renault that means we can extend the deal if we finish in a certain position in the Constructors Championship. At the moment we are meeting that criteria. If this is the situation at the end of the 2004 season, then we will (as far as I'm concerned) have a Renault engine in the back of a Phoenix F1 in 2005," he says.

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As for the 2004 F1VWC Driver's Champion, "Now there's a question!" says Andy. "I personally would go for Mikko Jakonen provided he has no reliability issues. Rumour has it that EIRE have gone all out for BHP in the latest test, so Whiteman's bid could flounder. Then again, FinOz have being taking risks to get where they are now. Mikko and Mapes-VO look like they are in the best position with 5 races to go."

Continued in Part 4