More drama, as the scrutineers had decided to check and seal our gearbox, and the only chance we could do that was right before the second race. I headed to the infield garages, taking all my kit and planning on going straight from there to the grid, if we could still make it in time.
As I pulled into the garage the skies opened big time.
Racing was cancelled for a while as we had hail, the tunnels flooded, the pit lane became a waterfall/swimming pool, and other assorted skallywag behaviour came from the sky.
This was, of course, because it saw me driving to the collecting area and thought the Vee race was about to start!
Eventually it settled a bit, my gearbox was sealed, and I took to the wet grid to try and salvage something from the weekend.
Race 2
I spun the wheels a fair bit off the line, so had to get back off the throttle and didn’t make my patented rocket start – but it was still fairly decent and I didn’t lose out much and was right on the back of a big pack.
Andrew Crighton got a storming start and slipped past and I thought he’d be a pretty decent car to follow for a few laps to drag me up to pace.
I got a monster slide out of Druids which I held but I lost ground on the pack ahead. I could see the red and white of Andrew Cooper behind me but still had a bit of breathing space. With all the spray it wasn’t a bad place to settle in for a while and get some laps in.
I was having to be very definite when changing to 3rd and 4th gears, but other than that the gearbox was holding up and it seemed that the days gremlins had finally gone.
I eased the brakes on nice and early for Paddock Hill bend at the end of the first lap, and instantly locked up the rears.
I was on a slightly high line and figured I’d just hit a bit of track that was more slippery. I became very aware of the wall straight ahead which was now very quickly looming closer, and gave a couple of quick pumps of cadence braking which didn’t seem to help anything.
I realised I was crashing.
I really didn’t want to hit that wall, so got right off the brakes and flung the car to the right, then got lightly on the brakes to trail it in, not thinking I could make the corner in a million years, but preferring to spin it into the gravel over the crest of the track where I wouldn’t hit anything solid.
The back end inevitably swung around, but to my surprise I caught it with opposite lock. Oh wow, I thought – I might make this!
I was still headed for the edge of the track so eased it over some more and then the Brands Hatch camber took over as I went over the crest and I had no space for a correction, this time…
More gravel spewed over me and I realised I’d stalled and was reaching for the starter button before I’d even stopped moving, as my instincts kicked in. I was only a few feet into the gravel trap, so thought I could roll it out and get back on the black stuff.
The engine didn’t fire up, so I gave the starter button another press and this time just got a clunk.
My mind flashed back to the earlier spin and the lumps of gravel I saw down the carb trumpets. I also thought we hadn’t had the battery on charge all day, and there were several long delays to the start where I’d had to switch on and off. There can’t be a lot left in the battery after that?
(A quick note here – we don’t run any sort of charging circuit on the car. It’s what I’d call a “total loss system” on a bike. Stripping the charging components out saves a lot of weight, and you don’t need it. I haven’t asked too many questions about the Vee version, but I assume it’s the same idea.)
The other option, of course, is that the engine had seized. That might explain the strange rear lock-up I’d had (I was locking the fronts everywhere else so don’t see why the rears would lock up there?). Or I’d taken in gravel when I tried to restart the car…
So once again I was towed back on the Wagon Of Shame and left to reflect on how much mess gravel makes, and how I’d paid £450 for maybe 2 competitive laps. Ouch.
James Harridge had another theory about both my spins and that the cause was the same. I’d been holding 4th gear through Paddock Hill, which is fine in the dry, but with the reduced wet speed I should really have been dropping to 3rd for it. This means I’d have been getting pushed by the 4th gear inertia as the engine braking would be a lot less than if I’d slammed it down to 3rd.
For the qualifying crash, although seemingly totally different, being in 4th on the exit meant that when the back end started to lose traction and I reduced throttle input, the engine wouldn’t have reacted as quickly as if I was in 3rd, resulting in the spin that I should really have been able to catch.
I can see his point – probably more for the qualifying spin than the second one, but still a bit of an ‘accident waiting to happen’ brought on by me. Who’d have thought cruising around a little would end up causing more problems than pushing?
Now I’ll spend a lot of time cleaning the car up – time I can only see as wasted as Glenn and myself should be spending time getting the Ray and Scarab out on track.
It’ll be a huge job as that car is absolutely covered and even after being trailered back home 200 miles there are many kilograms of gravel STILL inside and all over the engine. Once that’s looking better we can crank the engine by hand and find out if it has died or not.
Fingers crossed – if the engine is stuffed then I might be out for a while, and definitely won’t be driving the awesome Croft at the end of the month…
The track was almost dry as we took the green flag lap, but all the help we’d had in the paddock was suddenly in vain, as I tried to change to 3rd gear and just got crunching noises and revs. 4th was also AWOL.
Brands Hatch GP is not a 2nd gear circuit, and so rather than taking my grid space (by this time I’d managed to find reverse or 2nd gears) I dove into the pits.
I managed to get 3rd gear back by desperate gear lever wiggling and selecting, and so made a pit lane start a good 30 seconds behind everyone else.
The rain started as I made my charge to catch the pack, but I was going well!
Alex Jones must have thought I looked comfortable in qualifying, so he stuck it in the gravel at Paddock Hill and brought the Safety Car back out.
Perfect. I could make all the time back and get on the back of the chain for the restart!
I caught a silver car driven by returning driver Peter Cann, who seemed to be going slowly as the rain came heavier. I pulled up inches behind him and gestured wildly for him to floor it and catch the back of the pack, but he didn’t speed up.
I thought he might not know you can speed up to catch the back of the Safety Car chain, so was fuming! I got alongside him down the pit straight and pointed GO GO GO!!! but he just let me by him. I knew I couldn’t pass, so had to let him back through and tuck in behind.
I’m not mad at Peter, and to be fair I could see that his car was a massive handful on every bend. He did come over to me after to apologise, and I was absolutely fine with that, as he was going as fast as he could. It was just unfortunate and very frustrating!
After an eternity we got green flags and I shot past, knowing there wasn’t much hope of making up places but willing to give it my best shot!
It was all going well until I suddenly couldn’t get it into 3rd gear again.
I crawled around the rest of the lap making more gear changes than if I were doing the Monaco GP, before pulling into the pits to retire.
The cause? One tiny little nut had come loose on the gear linkage! At least I’d be out for the second race – but then the marshals were telling me I had to go up to see the Clerk of the Course…
I went up to the office an announced exactly what I thought I’d done – pulling alongside Peter Cann and gesturing him to catch the Safety Car – and was told I was right.
Unfortunately they wanted to do it all to the letter of the law, and with no scope of understanding I was told the timing line said I’d overtaken under the safety car and I would have a 20 second time penalty applied.
I pointed out the race was actually still on, at that point, but even the fact I’d retired didn’t sway them. And it would be applied to the results of that race.
Ok then…
James Harridge had a bearing failure on his engine and failed to finish, and a similar time penalty applied to Craig Pollard (for just as daft reasons) meant Adam Macaulay took the win, followed by Ben Miloudi and the returning James Clennell.
Jack Wilkinson won B class in 4th place overall, with Jamie Harrison and Andrew Cooper shredding my second championship place I’d had coming into the race.
Despite the ridiculous entry fee (£450 just to get in the gate!), as soon as I saw we were getting a rare chance to race on the full circuit, I knew I had to do it.
I thought it might also serve as a much-needed escape from stresses back in the ‘Real World’ away from racing – but as it turned out, it hasn’t helped much at all!
We opted to make the 3-4 hour journey down to Brands on the morning, already knowing it would be a very tight and hectic day ahead.
Within 30 miles the trusty VW Camper van started making a worrying rumbling sound all of a sudden. A quick check delayed us as we looked camper and trailer over to try and find the source, and after a few more miles we pulled in again to check the wheel bearings weren’t about to fall off… half expecting to have to turn around and go home.
Luckily Glenn left the engine running as we got out, and it was soon obvious that the camper had blown something on its exhaust. Happy we wouldn’t die, we carried on.
With light traffic the rest of the way, we made it there on time easily, and thought our luck had changed. We were wrong.
Qualifying
True to form, the heavens had opened as we blasted out of the pit lane for everyone’s first ever lap of the full circuit.
It was instantly obvious that it was really slippery, with everyone sliding around all over the place. I followed Ben Miloudi through Clearways on a big armful of opposite lock, then we were both sideways on the power most of the way down the pit straight as there was just no traction to be found.
The inevitable happened, and with cars off the safety car came out (still better than a red flag!) as the marshals cleaned up.
I felt pretty good with the car, but the excellent wet set up I’d found for Oulton wasn’t working for me at Brands. To be fair it was probably just too wet for anything to be of much use.
The track, however, was fantastic! I’ve said before that Brands Indy is my least favourite track, but I do like the old GP section. I lose my favourite flat-out Surtees corner, but the new version is good an challenging, as is the new angle of attack for Clearways over the crest. I’m sure both would be even better in the dry!
Anyway, the safety car… 750 Motor Club don’t normally use a safety car, so being with MSVR for the day was a good chance to see how it works. For the most part it’s great, as it keeps you moving and out of track, but I will come back to this later with some things that aren’t so brilliant.
I never actually saw the safety car itself, as the group I was following didn’t catch up to it before we saw green flags.
I got back on the pace, and a very quick Christian Goller slithered by I followed him through Paddock Hill and then got on the throttle a little bit harder and sooner down the hill, and the back started swinging around.
I made a huge correction on opposite lock but then the rear bit again and fired me sideways into the gravel trap, ripping my nose cone to shreds and showering me in gravel as I stopped just shy of hitting the tyre wall backwards.
I tried to drive out but that was hopeless as I was virtually buried. I even had gravel on the inside of my visor! I switched off and jumped out, marvelling at how covered the car was.
I’d also taken a quick look inside the carb trumpets, and could see lumps of stone there waiting to get into the engine, so I had to wait until the session ended to be towed back on The Wagon Of Shame.
Of course, the rain stopped just as I needed it to clean the car off!
I need to give a special mention here to Chris Whitehouse and Vinoth Kumar who did an excellent job of cleaning the car up, and also to Dave Jordan for the loan of a vacuum cleaner to get gravel out of the car – without them we’d have no chance of making the start of the race, so it was hugely appreciated, and yet another display of the Vee crowd pitching in to help!
Covered in mud, I used my biker skills to create a workable nose cone out of duct tape, and got to the assembly area just in time…
Oh, and despite all the drama I’d somehow still qualified 18th and 16th for the races!
James Harridge took pole by about 4 seconds from Ben Miloudi and Steve Ough.
It was all a bit close to make it – but finally, on Thursday evening, Glenn fired up the Sheane and we knew we had a car to race on Saturday!
Of course there was still a lot of prep work left, and that meant getting up stupidly early on Saturday morning and heading up to Cheshire for a very rushed race day.
Rolling the car off the trailer, it was great to be back amongst the Formula Vee paddock. It’s a long Winter off-season, but as soon as you meet everyone again it’s as if you’ve never been away! And it was good to see some of the new drivers this season, as well as a few faces returning to Vee after a break.
After the mandatory new driver briefing, scrutineering, and getting signed on, I found I wasn’t feeling very nervous about it all.
We’d gone back to using the engine from early last year that we knew was good (albeit with the same internals as the other engine), so although we had confidence in having more power, we’d had no time to test anything – in fact only a few months ago I’d thought my racing was pretty much over as Glenn wouldn’t be able to work on the car or have any time for racing, due to sickness in the family.
With all that in mind, we were taking the reluctant but sensible approach of using the day as more of a shakedown run. The brief was to ease the car in, get a feel for driving again after the Winter break, and above all to keep everything safe and out of trouble. If that all went ok, then I’d see if I could pick up a few places by working on getting the power down earlier – but realistically, with so many having tested at the track the day before, we would treat anything inside the top 20 as a bonus.
This was a shame for me, as I’ve done maybe as many as 200 laps of Oulton on 600cc sportsbikes, and so know it better than any other track. And the reason I was there that much was because I absolutely love the track! Still, the last time I was there was about 7 years ago, and I didn’t know how that could be translated into driving the car…
Qualifying
The track was cold and damp as I rolled out of the pit lane, dropping down towards the familiar sight of Cascades. I steadily eased the throttle on from mid-corner and heard a popping sound, followed by rattles and tapping.
Worse still, the car didn’t slew out of the corner sideways under power, as I’d been provoking – I’d lost all power.
I couldn’t see smoke in my mirrors, and pressing the loud pedal didn’t seem to make anything worse, so I quickly eliminated the horror of a blown engine from my mind – my initial thought being I’d popped an air hose off, before I realised Vee’s don’t have any air hoses! Was it yet another snapped engine stud?
If you don’t do 3 laps of a circuit then you don’t qualify to race, and you’re going home. As I cruised around the rest of the lap listening and watching the car very carefully, I figured the problem wasn’t getting any worse, and so I’d try and crawl around to get the 3 laps in, and then bring it in and hope Glenn could work his magic in time to get us out for a race.
I spun once in the Hislops chicane as I tried to keep up some kind of speed as I followed the racing line – but realistically I didn’t have the power to learn anything at all from the track as I limped around on 3 cylinders trying to keep out of everyone’s way. I was locking up on the brakes everywhere, someone else had thrown oil over the track, and I had absolutely no feel for the car.
If the gate at Lodge had been open I might have just drove straight out and gone home. As I drove in through the pits and back towards the garage, the revs suddenly shot up and I quickly killed the engine before it blew completely. Another problem?
A quick look over the car found the left rear sparkplug had torn itself out, along with all the thread.
Glenn said it was fixable at the trackside if he could find someone with the tools, but making the first race in less than 2 hours was unlikely. Disaster.
As I embraced the depressing realisation, whilst seeing my name on the time sheets in 26th and 25th places for the races, Alan Harding and the AHS crew swarmed over to my car and got to work with helicoils and inserts, and before I knew it they’d done their thing and fixed the issue!
It never fails to amaze me how even rivals in the Vee paddock will jump to help you in your hour of need. For how fiercely competitive AHS are, they’re always willing to help save your day at a moments notice, and I owe them a huge thanks for that!
So it looked like we’d make the grid – however, we still didn’t know what cause the throttle to jam open, and it wasn’t happening again when we fired it back up. It was either fixed or it would happen again – looking to the skies we now had another problem…
Rain was pounding down from the black skies…
Race 1
As we’d found out absolutely nothing in qualifying, we were re-setting and using this as the shakedown run, hoping everything with the car was now ok. With nothing to lose, I went for a radical set up and softened the dampers more than I ever have before, as I like it pretty stiff.
With the monsoon it was unlikely we’d get a great deal from this session, either, but after Croft I have learned to love the rain. I wasn’t going to take any chances, but part of me had confidence that I could claw something back from the day. If I could stay out of the inevitable carnage that was about to happen, and keep it out of the barriers myself…
The start lights went out and I rocketed off the line despite the wet, angling for a narrow gap along the pit wall, and making up 3 or 4 rows before getting blocked in and having to brake well before the first turn.
Blinded by the spray, I stayed tight to the inside at Old Hall, aware of something happening to the left of me, but more concerned with finding my own way through .
I believe Steve Ough and Adam Macaulay touched wheels, causing all kinds of drama as Adam spun off to the outside, and an unlucky Rickard Rainbow, who’d already taken to the grass in avoidance, was a passenger as he t-boned Adam hard.
Both drivers were ok – the cars not so much so. They weren’t going to race any more today.
My heart sank a little as the marshals called everyone back past me to the original grid positions, but as the race restarted I made a carbon copy start, diving past everyone again along the pit wall.
I settled into a paced cruise that I normally use to feel out a new track, but seemed to still be passing people without trying.
Coming down towards the Hislops chicane I hit the brakes and it was so slippery the front wheels locked instantly, and despite frantic cadence braking I couldn’t find any grip to pull the car up. I bounced straight across the grass along with a few others who’d done the same, Darren Lomas spinning off in front of me just before Knickerbrook.
I carried on with what felt like a bit of a Sunday drive, still making really good progress on the treacherous track – I was loving every second!
Braking into Hislops again alongside Steve Ough, and I did the same again, with Steve alongside me bouncing over the grass. We both slithered around Knickerbrook and I was able to out-drag his Dominator up Clay Hill towards Church. In fact all through the session I was having to lift off the throttle behind people when I didn’t think I could make a safe, clean pass.
That second excursion had lost me a fair few places, and I assume it might be frowned upon to overshoot the same corner on 3 consecutive laps, so made sure I was braking stupidly early and gently for that one for the remaining laps.
Others were still having problems as conditions worsened, however, and David Leniewski spun to the inside at Shell as I caught Jamie Harrison and a 4 way battle with them, Mark Egan and Andrew Cooper.
Another mistake from Dave at Hislops let me through, as I chased down Jamie Harrison for 11th place, bearing down on him 2 seconds a lap faster on my charge, but unfortunately the chequered flag came out after only 4 laps.
Jamie, me and Dave were all covered by just 4 tenths of a second at the line!
I had absolutely no idea where I’d finished, but had enjoyed it all immensely. If I’d known Jamie was actually 3rd in class at the finish I’d have got more aggressive about things, but I had no idea how far up the grid I’d climbed! You can see on the video how much I was lifting off the throttle, still cruising, rather than stuffing it up the inside.
Don’t get me wrong – I was trying to go quickly, but I was still driving more as I would in qualifying. What I’m not sure of is if I was just naturally fast there because of my bike track days, or if the more relaxed approach brought the extra speed?
All I knew for sure is that I wanted more rain – the more the better – and then I’d show what I was capable of…
Race 2
Thankful of my blue iridium tinted visor, I rolled into the holding area under the burning sun, on the bone dry track, only 3 hours later. So THAT’S how it’s going to be, is it?
This would play directly into the hands of everyone who’d tested in the dry the day before, and I’d never been around a single corner in the dry in the Vee in my life, so for the second time that day had absolutely no idea where to brake, or how fast to take any corner on the circuit. Great.
Expecting everyone to just drive away from me as I struggled to learn the track, we once more opted to just bring it home safe, and get a feel of what the car was like in the dry.
Because I was so desperate for the rain, I even left tyre pressure and damper settings on the extra soft ones I’d used in the first race, still hoping the skies would open again to give me a chance.
For the third time in a row I blasted off the start and again tore past half the grid against the pit wall, having to hit the brakes behind John Hartin as he fluffed a gear change and I had nowhere to get by.
The problem now was that I was right in the mid pack, hammering down to Cascades, and not having an idea how fast I could go around the corner!
I chose the trusty technique of giving everyone a bit of room and then just braking when they did, then concentrated on getting on the power as early as I dared.
After following Hartin and returning Vee veteran Andrew Crighton around, slipping past Vaughn Jones and then Crighton just before Lodge, I got a good run and passed Hartin out of Lodge, then had a bit of a guess how fast I could get through Old Hall – straddling the curb precariously on the exit but managing to get it back on the black stuff still ahead.
I kept leaning steadily on the car – not getting out of shape and yet still seeming to carry a good pace. I bore down on David Leniewski who upped his own pace in return.
In hindsight we should have worked together more, but we did slow each other up a bit from there. Leniewski had the speed in the first chicane, whilst I was much faster in Island and the run up to Church. Unfortunately, sticking it up the inside in either of those places, especially as he defended, would likely have led to wheel contact and me cartwheeling off into trees and lakes.
Not the thing the way to end your first few dry laps in a car that was feeling good!
Despite slowing each other, we ripped into the gap to the next battle – Jamie Harrison and Neil Aldridge – and were soon swarming all over the back of them.
As we came out of lodge, Leniewski had a huge run on both of them, but I had an even better one on them all. Harrison jinked right to block, and I put two wheels on the grass, aiming to pass the lot of them on the green stuff down to Lodge, before my brain kicked back in and I abandoned the overtake.
Unfortunately, the chequered flag was out, and I didn’t get the chance to use my momentum… Again I had no idea where I’d finished as I came back in to the garages.
I went to speak to Harrison to tell him I would have had him, and was gobsmacked when I asked where he’d come in B Class and he said he’d won! I congratulated him and then suddenly realised that I must have been 2nd!
I was chuffed to bits to pick up my trophy (plus one for 6th in the Class B championship from last year), and I was actually half way home before Steve Bailey posted a Facebook message telling me I’d actually got the fastest lap in class for that race!
Not only that, but I was now 2nd in the B class championship and 11th in the overall standings!
I was buzzing about it for days afterwards – and what a present on my 40th birthday weekend?
So we’d gone from abject despair, barely getting around a damp track, to an amazing comeback drive in torrential rain, to an even better drive on a warm dry track – all in one day! My best results ever, and on my favourite track.
I was amazing to be back with the Vee crowd again, if the day was a bit rushed, and I can’t wait to get back out there on May 1st for the full GP track at Brands Hatch.
Brands is my least favourite circuit, so it should give us a good idea whether my Oulton track knowledge was what made me fast, or if we’ve got as good a car this year as I think.
I’ll also be announcing something else in a few days time, so watch this space!
Once you get a feel for the car that you’re racing – and that part is just down to getting laps in the seat – you’ll probably find that you have to have a bit of a think about how to get faster.
At first, it’s all your brain can take to be able to actually control your car at high speed, and try not to exceed the limits. This soon becomes a subconscious act, and you’ll find that you’re able to think about other aspects of driving – and here’s where you can improve.
In my experience, the most important things to work on:
Racing line
Learn the racing line. The racing line will effectively straighten out every corner, allowing you to carry more speed through them. There is a natural line to most tracks that you’ll get a feel for quickly, but there are lots of exceptions where the racing line will be different because of bumps or the camber of the track. Playing games may miss out some of these things, but watching onboard videos and following other cars around will help you, here.
And it leads neatly into the next thing…
Use all the track!
If you’re ever more than a few millimetres away from the edge of the circuit, then you could have done it faster.
It’s amazing how even experienced racers will drive like they’re scared of the edge of the track – often sitting a foot or more away from the edge before turning into a corner.
If you concentrate on being as close as you can to the edge of the track, and follow the racing line, it will open the track up massively. Everything will feel less rushed, and you’ll be able to carry more speed everywhere. A few inches really can make all the difference!
Braking points
This is the main thing I watch videos for. I want to know exactly where the fast drivers are slamming the anchors on, so that I have a reference point to do the same. Consistent braking is the key, here, because you need to spend time working on it to be able to brake at the maximum.
And I should say that I’m talking about straight-line braking – once you’ve got this down, you should brake even later and trail brake up to the apex of the corner. Not everyone trail-brakes, and I suspect a lot also trail brake without knowing they’re even doing it…
Getting the power down
This one is actually between straight-line braking and trail-braking. If you’re on the power early, you should be able to carry more speed down the next straight. You should get the power on early enough that it carries the car right out to the very edge of the track on the exit – if you’re exiting the corner 2 foot away from the curb then you could have got the power down earlier, and done it faster.
This is also the safest way to go faster. if you go slowly into the corner but are fast coming out, it’s better (unless you’re racing another car that will stuff it up the inside of you and do a block pass!). If you go into a corner too fast you’ll just crash, run wide, or naturally have to exit the corner slower to stay on the track, so this is a far riskier way to get faster.
If you go in nice and safely and then get on the throttle, you can get off the throttle again if it all goes pear-shaped, or save it with some opposite lock (or drift it around on the power and look like a proper hero!).
“Slow in, fast out” is a great mantra.
Break it down
Once you have all this, you’ll find you’re not doing it on every single corner. There will always be some corners that you’re slower in.
Take one corner at a time, and work on it. This is where testing helps a lot.
These are all the things you can do that can gain big chunks of time. There are a lot more smaller things that will chip away at those last tenths, and to be honest, even after a year and a bit of racing, I’m still not at a level where these smaller things are worth too much worry.
There are also the things that will make you smoother but not necessarily gain any time – heel and toe, anyone?
And so we’re nearly ready to kick off the 2017 season at Oulton Park on 01 April! I say “we” – my car still has no engine, but as I’ve said before, it wouldn’t be the start of the season if we weren’t still working on the car at midnight the day before the first race!
Good luck to everyone this year – let’s keep it safe and give everyone a great show of racing!
29/30 July – Cadwell Park (non-championship 50th Anniversary Festival)
19/20 August – Silverstone International
9 September – Rockingham ISSL
30 Sept – 1 Oct – Donington GP
And so the 2017 season is fast approaching!
With the legendary Paul Smith leaving Vee in favour of the RGB championship, the battle for the top spot is the most open it’s been for a fair few years.
Martin Farmer is always a threat if he’s able to commit to a full season. Or sticking with Bears, Paul Taylor and Dave Hughes could finally make the impression they’ve been pushing towards for the last few seasons. Graham Gant is always a serious contender in his Worms Eye View car – with the ever-charging James Harridge improving his own home built Maverick and as hungry as ever.
Whenever John Hughes and Pete Belsey put in an appearance they’re straight on the pace, but then Steve Ough is making his return to Vee after picking up a few wins in the Crossle Sportscar in his time away. Ian Jordan must get some luck from his Superman t-shirt soon! Then there are Ben Miloudi, Tim Probert, Craig Pollard, Jack Wilkinson and Maurice Gloster always pushing up to the pointy end – if they can keep some more consistancy they could be in there, too.
Or will Adam Macaulay – the only other person to beat Smith last year – take the British title to add to his Irish success? He’d have to scrape in as favourite for this year.
We may not see Ian Buxton for a while, as his crash at Brands Hatch at the end of last year leaves him still recovering from a broken back, but hopefully he’ll be back on track soon. I think Harry Webb could have been up there if he tried a second season in Vee, but he’s pushing for bigger and better things, and I hope that comes together for him.
Or there are the real outsiders, either brand new to Vee this year, or those like myself – still learning and getting faster all the time, just waiting for everything to click into place. And we’re the underdogs, so everyone wants us to win!
Whatever happens, we’re sure to see a lot of great racing all through the pack – and that’s what always makes Formula Vee such a favourite with spectators and drivers!
Well, the end of 2016 was the end of my first full season – although the thing I wanted to do as a kid is still far from over.
I think I’ve come on a long way but am fully aware there’s still a huge jump to be made to get me consistently inside the top 10, and THEN I’ll still have to find something more to get in with the top boys!
I have the confidence in the car and my abilities to be able to push the limits, but still have to be conscious that it’s Glenn’s car and he’ll be the one doing 95% of the work to fix anything I break!
Testing would be a huge bonus, but my budget won’t really allow for that, so any progress I’ve made in 2016 has had to be done at very high risk in qualifying and in the races. This really becomes apparent with our wet set-up, at the moment, and I’d love to be able to get on track to be able to play around with suspension settings a lot more.
That said, I’ve consistently been the fastest or one of the fastest at a new track out of those who haven’t tested or raced there before, so I must be doing something right!
I may also try and brush up on my set-up understanding and knowledge by using computer games, so I can give Glenn even better feedback and try and find something big there.
I’m loving my little on track rivalries, and it’s been good seeing rookies come in the series and watching how they’ve developed, too.
I need to make sure I’m watching my footage back between races, as it’s no good identifying something I was doing wrong once I’m back at home and won’t be back at that track for a year or more.
We’ve had some problems over Winter that were looking like Glenn wouldn’t be able to even look at a race car, let alone prep it for racing, but recently we seem to be back on again. We both seem pretty confident that we can make the grid this year – which if you’d asked me a month ago wouldn’t have been the case.
This has meant the search for sponsorship has taken a huge knock, but I believe UK action/dash camera company JooVuu will be in partnership with us again in 2017, and we have another few exciting things in the pipeline with others. I realise we’ve missed the main window for getting the deals done, but it’s not over yet – and if you’re reading this and would like to find out what we can do for each other then please get in touch.
2017 should see the Ray out as well as the Sheane at some point, and hopefully the multi-championship winning Scarab will be out in either rolling or running form, too. Glenn will be having a look at remounting the front shock absorbers on the Sheane, and finding more power from the new engine.
It is becoming a bit more obvious that I’ve missed out on the years of karting or other racing/trackdays that most others on the grid have, and my learning potential is definitely limited by it. It’s hard to know how to claw back some of this disadvantage – but that will be the focus of this year. If I have the budget and opportunity I’d like to have a crack at drifting, some off-road/rally stuff, and some karting, as well as continuing to ask questions, research everything I can, and listen to other drivers.
If I can improve on the 6th place overall in Class B, that will be good, but I have no doubt the competition will be even more fierce this season!
There do seem to be a lot of new tracks on the calendar for 2017, which is bad as I can’t compare my performance to the last time, but good in that it knocks out the advantage some others may have. And I have done a few track days at some tracks on two wheels, so should at least know where they go and which corners I can get my knee down on!
I’ll look forward to seeing everyone back out there again, and let’s hope everyone has a great year!
When you first start racing it can all be a bit daunting when you become faced with the finer intricacies of getting through a race weekend.
As some of you will be reading this thinking of jumping in a Formula Vee for 2017, I thought you may find it useful.
Arriving at the circuit
More and more people seem to arrive the evening before. The main advantage here is that you can (hopefully) secure a spot in the paddock with the rest of the Vee’s. This is especially important if you have the garages, as most of the time there won’t be enough space for all the cars. Oh, and you want to be finding out where you are by looking in the Final Instructions that will be mailed out with tickets, or published online about a week before the race.
If you are testing at the circuit then you may have to move after your test sessions have ended.
Once you’ve unloaded your car and got yourself set up (tent up, sleeping back in the bag of your car/van, camper set up) then there will be thre options for you: relax, have a walk around the track or get the car scrutineered.
I’d advise always getting scrutineered the evening before, if this is offered, as it give you a lot more time in the morning, and possibly a lie in!
At this point, if you’re doing it the Posh Way, you can head off to your hotel or B&B. Otherwise there will probably be a few other drivers mooching around the paddock pub or restaurant.
If you’re getting to the circuit on the race day itself, be prepared to find you can’t get anywhere near the rest of teh Vee drivers, and you have to set up camp next to a few bins and an ice cream van (not entirely a bad thing!). This will make life harder because you won’t be able to see all the other drivers disappear to some meeting, or be able to follow them when they drive off to the assembly area etc. Not then end of the world – but not advisable until you’ve done a few meetings!
Race Day!
Have a bit of a panic, now – but remember to try and enjoy it!
First off – have a look at the programme. The times your qualifying and race sessions start are pretty important – but there are actually a few more important things here.
Signing on – Sometimes you can do this the evening before, too. You need to show your race licence and sign a register, and then you get a programme and a slip of paper that you need to get your car scrutineered.
Check the times that you can take your car to the scrutineering bay. All classes are allocated slots so they can scrutineer the whole class together, and get you all done in time to get out on track. Stick to the time, and be prepared to stand around in the queue for ages.
If you’re hiring they’ll probably do all this for you, but the scrutineer will still want to check your helmet and race kit so make sure these are available.
When they check your car over they’re primarily making sure it’s safe to race, so will be checking bearings, fire extinguisher, dates on seatbelts and brake fluid, so you need to strip off all the bodywork and have a few spanners on hand just in case. If you’re using a camera you must have it mounted so they can check it’s in a safe position and all secure. They will also check things like your rain light is working, and possibly get you to start the car and then kill the engine with the kill switch.
They will also have a magical gripe list of stuff to challenge you on, so you might have to fight your case! I’ve been pulled up in the past for things like having a tinted visor and having someone else’s name on my race suit… Stay calm and polite and do what they tell you, or you might not be racing!
The first time they scrutineer your helmet you need to pay a small fee (about £2) for a sticker, too.
New Driver Briefing
If it’s your first time racing at a circuit IN THAT CONFIGURATION (and that bit is key), then you must attend a new drivers briefing. These are normally about every 30 mins for the first few hours of the day, and times will be in your final instructions. You can be fined for not attending this before you go out on track. They will tell you where you need to wait before you go out on track, where you need to go when you come back in, and other information and helpful advice/warnings. This is where it all starts to get real, and if the butterflies haven’t started yet, they will do here!
These are for all drivers from all series, so you won’t just be with Vee drivers.
Driver Briefings
These will only be for the drivers in your series, and you won’t have one of these at every race. They are generally to bring things like driving standards to the attention of your race series. They can be held or called for at any time of the day, so if you ever look up and notice all the other drivers have disappeared, ask someone! Also note that you may well have a new driver briefing AND one of these on the same day – you must attend both. Most of the time these will alos be listed in your final instructions, but be aware of flash meetings arranged by word of mouth.
Now things are flying along, and you’ll feel the buzz in the air!
Try to keep an eye on the programme in case the schedule is ahead or behind. You need to be ready about 30 mins before your qualifying session – as in strapped in and ready to go out on track, so make sure you’ve done everything you need to.
Again, if you’re a hire driver most of this will be done, and so you just need to make sure you’re ready to jump in the car and race! If you’re running your own car, or want to get a bit more hands-on, do these:
Fill up with fuel. This is easy to forget. If in doubt, just brim the tank – the chances are a few kg of petrol won’t be the difference between pole and last row. I once ran out of fuel when going for a best ever position at Donington because we adjusted a few things and forgot to compensate…
Check and adjust tyre pressures. Again very easy to forget. You’ll get a different answer whoever you ask – but Hoosier recommend 16psi in the front tyres and 18psi in the rear. As a base setting you won’t go far wrong with this. If it’s raining then you want more air in the tyres to open the grips up and help the tyres heat up a bit more. Some drivers go well into the 20s here, but if you’re around the 19-20 mark in the wet it won’t do you any harm. Tyre pressures are a black art, and if you’re new you won’t have a lot to gain here…
Adjust suspension settings. Another black art. Most of the suspension set-up is done the night before we put the car on the trailer – camber, castor, toe, rake etc and it’s all specific to your car and your suspension and weight distribution and driving style. It’s tough to even hint at a base setting here, so this is why you should have tested!
Other driver may help you out here, but be wary they might not know as much as you think, either!
These settings will pretty much stay the same on the car, unless we’re having some kind of issue, and it’s where Glenn’s experience comes in.
What we do adjust at the track are the dampers and roll bars. The Sheane only has one adjuster on the dampers for both compression and rebound – which keeps things simple, but isn’t ideal if, like me, you’d like to separate the two settings. The more expensive shocks with have separate adjusters to fine tune things more. Either way, the biggest quick change you can do with a Vee is with the dampers. In general, you want these softer in the wet, and the harder you have them, the faster your reactions need to be to catch a spin.
The roll bars front and rear should also be softened in the wet, but remember changing something at the front may well also change what the rear is doing. Get advice off an expert, if you can! Or play lots of video games where you can play around and learn what the settings do…
Noise Testing. Before you drive into the holding area, you’ll see a couple of marshals there holding strange long sticks and a clipboard. Stop near them and they’ll tell you to hold the throttle at three quarters or a specific RPM to make sure you’re not above the noise limits. At most tracks this will be about 106db, so if your silencer is any good you should be fine… if you’re over you may find you’re excluded from all the racing and putting the car back on the trailer. But no pressure!
Qualifying
Get to the holding area nice and early – but not too early or you might be the first on track with nobody to follow. At most tracks they will let you out on track in whatever order you’ve arrived at the holding area.
You must do at least 3 laps to qualify for a race – so get these in before any heroics. If the worst happens go and see the Clerk of the Course as soon as you can, and they may be able to get you to follow the course car around for a few laps between sessions or over the lunch break. Take your best puppy-dog eyes.
Once the session is over you’ll come in off the track, guided by marshals, and either stop in parc ferme where nobody does anything, you chat to the other drivers, and then push your car back to your paddock place, or they’ll let you go straight back.
Timing sheets. Relax, and wait for the timing sheets to be published at race control. Most races are now covered by live timing that you can get to on the 750 website, so you may find your Mum is already ringing you to find out why you’re the slowest car out there!
Have a look at where you wil be starting from on the grid, and take note of which cars will be around you so you know where to line up.
Recheck tyre pressures and make any tweaks to dampers/roll bars, and remember to refuel!
Race 1
You need to go to the holding area again, but this time the marshals will line you up in grid order. When they give the signal, start up and follow everyone to the grid. Have a look to your side and try and find a marker to remember where your grid spot is – a post or advertising hoarding on the pit wall is a good one to look out for. The Vee’s will normally have a ‘Green Flag Lap’ – this means they wave the green flag and you all leave the grid and do one lap to warm your tyres and sight the circuit conditions, before returning to your grid spot.
This time look at the boards that are displayed from the start position. These boards say stuff like “3 minutes until start” but ignore that – it’s usually seconds between these boards and then you’ll see the red start lights come on.
Give the inside of your fogged-up visor one last wipe and set your revs, because those lights are about to blink out any second!
After surviving this you’ll then come back in, and much the same as after practice, you’ll either go to parc ferme, get sent straight back to the paddock, or if you’re really lucky be in the top 3 and have to stop somewhere in pit lane to speak to the commentator.
Race 2
This is exactly the same as race 1 – but check the time sheets as this time you’ll be gridded up according to your second best lap from qualifying.
Awards Ceremony
At most races, there will be a brief awards ceremony for A and B class, so try and attend and do some clapping and cheering! There may also be some information about ‘stuff’ relayed here, so it is useful to go along.
Then you load up, get out of there (or collect your card if you’re getting your rookie signatures done), and that’s it!
The rest of your day will be spent drinking water, going to the toilet, and finding out you can’t go more than 5 steps in the paddock before you end up chatting to someone else for the next hour!
Let me get this out of the way first: I don’t like Brands Hatch.
OK, so that’s not entirely true – but it’s my least favourite track that I’ve done so far.
There are some corners that I just cannot get right, and watching others going through them at twice the speed irritates me.
That said, I do like the non-championship Vee Festival that MSV kindly put on for us, and it’s great to see some random Vee racers entered, and to have the Irish racers come over (even if they are all the quick ones!). It’s also where I’ve scored my best ever 9th place overall result, as well as the next best 10th place.
At least this year was set to stay above freezing, be mostly dry, and so not carry with it the abject fear that I would freeze to death overnight in the camper van, like last year.
Arriving early on Friday, we got to watch a few of the Vee’s testing, and they seemed to all be on it straight away.
Our aim for the weekend was to try and survive in one piece, if possible, so we can concentrate on getting the Ray out on track for next season. We were also testing Tesco Momentum 99 super unleaded for the first time, knowing we were still down on power for reliability.
Qualifying
I tried to look after the car for this one, steadily upping the pace. With 3 races to go, and only the grid for the first one being decided on qualifying times, it was more important to stay safe.
I was settling into a rhythm despite the car feeling very sloppy, when Tim Probert dived into the kitty litter at Paddock, and we had red flags.
This was perfect, as whilst we were sat in the pit lane I asked Glenn to stiffen the dampers 2 clicks front and rear, and then I went out again a second faster straight away. Then I took another half a second off that.
Then the car jumped out of 3rd gear going into Clearways.
I thought I must have messed up the shift, and carried on – but then as I hit the apex curb at Graham Hill it popped out of 3rd gear into neutral again, when my hand hadn’t been anywhere near the gearstick since braking for Druids.
The following lap it jumped out again, and this time I couldn’t select any gears at all. I rolled towards the rear pit entrance and pulled off the track, thinking the worst.
When I was towed back into the paddock, Glenn also thought the worst, especially with the rhythmic clunking as we pushed the car.
I thought it was the end of the weekend, but Ben Miloudi stepped in and offered his spare gearbox – which would at least give us the chance to get out for the 2nd race the following morning. This is very much the spirit of Vee, and it’s rare that you’ll be left to retire if there is anyone else in the paddock who can possibly loan you tools, parts or experience to get you back out there!
With some relief, however, as Glenn began stripping the car down, he found the circlip had jumped off the end of the shaft (don’t ask me what shaft – just the one that sticks out the back!). The problem now became how to get the shaft out far enough to get the circlip back on.
John Bowles advised getting a lever into the gearbox and trying to hoof the shaft back from the inside, which after much heaving, hammering sockets, and head scratching eventually did the trick! Of course we still didn’t know WHY it had happened, or if it would just happen again…
No matter – we had just enough time to get it all back together (I’d have liked to do a few laps of the paddock to test it, but sadly time was that tight!), and we’d be able to take our 12th place on the grid for race 1.
Race 1
Everything felt good on the out-lap, and I was getting all gears well enough to make a go of it.
I made up a couple of places before the first turn, but it wasn’t too long before Jamie Harrison and Gavin Buckley (his first time trying an English Vee) came back past me. Hard as I tried to hang onto them, they carried on easing away, leaving me in a bit of a gap on track.
I took advantage of the track space, concentrating on braking less and throwing the car faster into the corners to try and carry more speed around.
I must have improved quite dramatically at Druids, and was turning in and getting back on the power much earlier at Clearways. Unfortunately, I just could not get a grip on Paddock Hill – braking far too much, too early, and getting the line wrong every time.
Graham Hill I felt like I was doing well, but for some reason was still a lot slower through there than everyone else, whatever I tried!
For all my pushing, the car was still like it was on rails, for the most part – so I clearly wasn’t pushing it hard enough!
I’m definitely getting faster, but until I’m drifting it in on the brakes, drifting through the corner, and having to fight oversteer on the exit in every single corner I know I still have to keep forcing myself to go faster. It’s a mind thing, now, because I’m pretty sure I do have the skills to be able to sort it out if it all goes pear-shaped, so there’s no reason why I can’t be pushing that hard.
Oops – rant over! Back to the race:
I hammered it down the start straight and saw red flags and lights everywhere, so eased off to about 80% as I went over the crest to drop down into Paddock Hill… which is where I suddenly saw cars sideways on the track right in front of me!
Ian Buxton had hit Charles Merrill as he went to lap him, leaving an unlucky Ian Jordan nowhere to go as he ploughed into Charles, ripping both cars apart and ending their weekend, but not injuring either driver.
Buxton wasn’t quite so lucky as he hit the tyre wall backwards hard enough to bend his flywheel – then being lifted off to hospital and cut out of his race suit with suspected back injuries. (Don’t worry – he was ok enough to be seen hobbling around on Sunday morning back at the track to watch the action!)
The race restarted for a 2 lap sprint to the flag before Paul Taylor lost it at Clearways and brought out another red flag and the result was declared.
Final position for The Cater Kid – 10th, alive and unscathed.
Not bad – but the realisation soon set in that Race 2 would be a reverse-top-ten grid. To spell that out – I’d be starting the next race from pole position at Brands Hatch!
Race 2
James Cater, on pole position to start a race at Brands Hatch.
Now that’s one for the scrapbook!
Ok, so it’s not earned by being the fastest – but don’t discount the fact that I was the 10th fastest Formula Vee at Brands Hatch on that day – so that’s still pretty special!
I’d spent the previous evening psyching myself up for the start. I knew that I could push the car more in the corners, and if there was any time to try doing that it had to be when I was starting from the very front!
I was confident that if I got a half-decent start I could lead the pack into the first turn, and then would throw it into Druids faster than ever and just go from there.
Stephen Morrin was on the front row next to me in the 1600cc Irish spec Leastone with smaller wheels, so he’d be into the first corner like a stabbed rat, but I still thought I’d have the edge.
I slept well after a celebratory pint of Guinness in the Kentagon, some fine banter, and a brief stint being dragged up to dance with a lovely marshal (Ginette?).
So I woke up to this:
Thick, freezing fog that was keeping the race track very far from the dry grippy perfection featured in my overnight self-motivation. Basically it was exactly the kind of conditions where I’d normally let someone past me just so I could follow them and let them crash first.
But I was still starting from the same spot that greats like James Hunt, Nikki Lauda etc had started from – and rather than being intimidating, it felt oddly relaxing to roll up to that start line. Like it was my home…
I was determined to get as much heat in my tyres as I could on the green flag lap, so weaved and stamped the throttle all over the place before stopping in front of the lights.
The red lights blinked off and I dropped the clutch – but bogged down as the revs I was holding hadn’t taken the crazy camber of the start line into consideration!
The car picked up again, but that had been enough for Morrin to charge past me into Paddock, and then on the exit Pete Belsey and Ben Miloudi flew out of nowhere around the outside before I got to Druids.
The quicker cars mugged me down to 6th place at the end of the lap, and over the next few laps the rightful order reasserted itself, and I found myself back in a lonely 10th – unable to hang with those in front, but well clear of those behind.
In fact, I’d been dragged around at a pace another second a lap faster, and so actually lapped those behind me!
The race was clean for the full distance, and I brought it home 10th – having used my time to control my breathing, concentrate on not gripping the steering wheel, and pushing for faster lines and corner speed.
Race 3 – The Final
Back down the grid to start from my last finishing position in the final, I gave a wave to my dance partner as she ran down the grid, and was prepared for another lonely race, unless I could get my claws into Jamie and Gavin who were lapping about a second faster.
With another fairly decent start I was surprised to see the blue Hawk (called Harry!) driven by John Bowles all over the back of me.
This spurred me on, as there was no way I was going to let anyone else get away from me, and I turned in some decent laps (there goes another half a second!) until I dropped him.
Luckily, I then carried on pushing hard, as I saw a red car on the grass at Graham Hill, and quickly took advantage by speeding past the recovering Gavin Buckley.
As he got back up to speed and caught me, the leaders caught us both, and we had to lift to let them through, but I stayed ahead of Gavin as he tried to dive up the inside into Clearways.
Already lining up a defensive line into Paddock, as we blasted down the start straight I saw the chequered flag being waved!
I’d stolen it just in time, as I’m sure I’d have struggled to keep him behind me for another lap!
And that resulted in a best ever overall result of 8th place!
Even better, although totally unofficial, it also made me the first B class car home, and so if the MSV Festival acknowledged the classes, I’d have also won the B class!
So all in all, it was a pretty good weekend, and very productive. Congratulations to everyone there – especially to the winner John Hughes. He drove so well all weekend there was never really a doubt he’d come out on top – even with his lack of time in a Vee this season! Results are all on the MSVR website.
Do I like Brands Hatch, now? Maybe a little more…
Next year is the 50th anniversary of Formula Vee racing in the UK, and there is talk of us using the full and very rare Brands Hatch GP circuit. Combine that with the potential to see 50+ Formula Vee’s entered, some big names on the grid (Ian Flux? Tiff Needell? Ash Sutton and Michael Epps from BTCC?) and a lot of media coverage, and we could be in for something epic!
Imagine if I can get it on pole for that, one way or another?
