Markers vs Feel

01 Saturday Jun 2019

Posted by jamescaterracing in Formula Vee, karting, Racing, Technique, Uncategorized

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braking, feel, formula vee, karting, learning, markers, skills, turn in

It’s been a while since you got any of the mad ramblings that go on inside my head, so as I’m still totally obsessed every second of the day, here are some more random racing thoughts!

I have said before that I rely on markers to get me around a circuit.

That is to say, I will watch onboard videos and read circuit guides so that I have an idea that I need to brake at the “II” marker board and then turn in halfway down the entry curb, get on the power just before the apex curb, and then let it drift out to the 3rd red stripe on the exit curb etc.

I will adjust the braking and turn-in points once I’m out there, depending on conditions, how the car feels and how brave I am, but for the most part it’s all “Point A to Point B” in my head out there.

But that’s not the only way…

I’ve asked other racers “Where are you braking?” – only to be met with a bit of a blank stare and confusion, before they admit that they don’t really know.

Whilst in racing terms, this answer normally means “I’m not telling you”, in this case it doesn’t, because these drivers do it all on ‘feel’.

This is still an alien concept to me, because even when I know a track and am just driving, I’m pretty sure I’m still subconsciously hitting those markers, because I certainly know about it if I’ve missed a braking point!

However, when I’m karting I do seem to drive most of the lap on feel rather than markers.

Now in theory, having a good feel (wha-hey!) should be faster, because you can always keep the car on the limit – but if you don’t have the natural talent to keep the car on the limit then you could be much slower because you’re braking far too early etc.

From karting sessions I am learning to feel the lateral g’s to know I should be able to carry more speed into a corner where my markers would tell me to brake, so it is slowly creeping into my collection of racing skills.

Doing it this way at my local karting track, I recently discovered that where I’d normally be braking and getting ready to turn, I can actually get back on the power before the corner and get around it.

Whilst skills aren’t always transferable from a kart to a Formula Vee, for me most of them are, as I’m still very much learning.

All I need now is to get back out there and see how I can make it work for me!

Do you race by feel or are you using markers? Or do you have another way?

Season prep update & 2018 compilation video

15 Monday Apr 2019

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compilation, problems, top picks, update, video

This weekend the Formula Vee circus descended on Brands Hatch to open the 2019 race season.

But you may have noticed that I wasn’t there…

Some of you will already know that Glenn’s brother Malcolm sadly passed away in February, leaving Glenn with a lot of slack to pick up for his business.

With his other brother also being in poor health, it means that he simply doesn’t have the time to do anything with the race car.

Add in a dose of other ‘life stuff’ getting in the way, we’ve had a discussion and decided to put all race plans on hold, for now.

I am still registered for the season, and you can bet that when the window of opportunity opens we’ll be diving through it with the same fire as always, and giving it everything!

I will still continue to give updates on here and on the Facebook pages, so please ‘like’ them to see what’s going on!

Until then, I did knock up a video with the main action from my 2018 season, so I hope you enjoy that. I do have another more technical video to post on the RTV blog where Gelnn talks through the engine problems that cut our season short last year, so look out for that, too!

Oh yes, and my top picks for the title this year?

James Harridge – He’s finally took the plunge and got a GAC engine, so with the reliability issues sorted and more power, his driving skills could make him a proper weapon this year! (note: shocking story here that stopped him racing at Brands – but I’m not going into that here…)

Craig Pollard – Still fired up after winning the title last year he should be full of confidence to repeat it in 2019.

Ian Jordan – He’s probably done more Vee races than the rest of the grid together (ok, that might be a slight exaggeration), and he’s always well up the front in the mix. I’d expect a few wins (note: updating this after the weekend to say that he won the opening round!)

Graham Gant – Proven to be very fast in what could be the best Vee on the grid. I’ve had him in my top picks for the last few years but he hasn’t done a full season – if he does in 2019 then he’s a major threat. He doesn’t seem to like the rain much, though… (note: yep – and he won the second race at Brands this weekend!)

Daniel Hands – He was strong before in Vee and hasn’t lost anything! He’ll be out to take it.

One to watch:

Christian Goller – he must have had horrendous luck, as he always seems to start from way behind me, and then just comes flying past during the race. If he qualifies well his true pace should surprise a few.

2018 Season Review

11 Tuesday Dec 2018

Posted by jamescaterracing in Formula Vee, Racing, Uncategorized

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2018, formula vee, Heritage Parts Centre, Primrose Hospice, review, season, UK

My 2018 racing season in the Heritage Parts Centre UK Formula Vee championship certainly had some ups and downs.

From blowing the engine on my out lap at Castle Combe in qualifying, being involved in someone elses crash at Brands Hatch, overcoming engine problems to prove I can still drive at Croft, flying to Ireland with broken ribs and concussion (after a motorcycle accident) to challenge for a class win at Mondello Park, and then random problems which ultimately led to me not racing in the last round of the season and being left with two scrap engines.

It was a definite uphill struggle all year long, but sometimes I managed to see over that crest. Sometimes I got to taste that joy of both victory and the unbelievable exhilaration that only comes with motor racing.

I could focus on my engine problems and pure bad luck and frustration – or I can remember going for the class win at Mondello Park, wheel to wheel with Bill ‘Wom’ Garner in a titanic scrap on the final lap! Or the way I overcame serious power loss at Croft to lead B Class Championship winner Andrew Cooper in the opening laps and still hang onto him despite it being a very fast power circuit.

However frustrating things were, I’m still doing the thing I only ever daydreamed about as a kid, and to me, dropping back through the field at Silverstone with the engine dying but still fighting hard to stay ahead of the pack – that’s the sort of victory many will never be able to understand.

Despite missing 6 races and not finishing 1 – so half of the scheduled 14 – I somehow ended up 6^th in class and 22nd overall. And more important than any stat is that I know that I have clearly improved and I’m a much faster and consistent driver and loving every second on and off the track!

If you were wondering where I was for Snetterton, basically the oil leak that stopped me doing the last race at Donington turned out to be an insert for an engine stud that had come out. As this meant we couldn’t use that engine case, we swapped all the internals into a spare case, only to find that case needs to be line bored as the main bearing was warped, and the barrels couldn’t be shimmed up evenly as that surface has warped, too. So whilst we have two scrap engines at present, we should be able to recover at least one.

For 2019 I’ll be hitting the season at full blast after a few improvements to the car, and fully intend to win my class, as well as stick it in the overall top 10 on a regular basis as I push myself even harder.

It’s a roller-coaster of a ride, but what’s better than throwing both hands high in the air and yelling “faster!”?

Thanks for all of your support this year, and for reading my (sometimes very long) ramblings!

Special thanks:

Primrose Hospice for their amazing service, and allowing me to proudly carry their logo on my car and help their promotion.

Glenn Hay for heading up Racing Team Vee and for the use of the car.

My beautiful fiancé Julie for putting up with my sacrifices to go racing and my total obsession with it.

The Bromsgrove Standard and Craig Gibbons for publishing my race reports.

Donington Park 2018– My View

18 Tuesday Sep 2018

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donington park, my view, overtaking, Primrose Hospice, race report, trophy, video

After coming away from Silverstone with more piston problems, we were left with a few hard decisions for the rest of the season:

Quit and prep the car ready for 2019
Put a new piston and barrel set on, and risk the exact same thing happening (or worse), or
Totally strip the engine down, rebuild with part run-in pistons (as we had no testing time we couldn’t use a new set), and risk running out of time!

We’re not quitters, but we’re not stupid, either, so went for the latter option with some long hours for me and even longer for Glenn!

We made it, driving down on the morning for the one-day event, and the sun was even shining enough for me to make use for my customary sun cream.

Qualifying

I still had to be a bit gentle for a few laps to run the engine in, and with the maximum of 32 on the grid (with several reserves also waiting in the wings) that was always going to be a bit risky.

For Silverstone I’d made a change to the front anti-roll bar that shouldn’t have worked at all, but weirdly it had, so I left it. Even weirder, now it chose to do what I’d expected it to do, meaning I had some horrible understeer going on! At Old Hairpin and Coppice especially I was having to really wrestle the front end in – easily fixable, and the balance of the rest of the car was great, so I was still happy.

Unfortunately the number of cars on track led to inevitable yellow flags out for cars that had gone off. This meant the only flying lap I managed to get in was red flagged into the chicane, leaving me in a disappointing 21^st and 17^th for the races.

As most other had the same issue, this would mean a fair few of us were out of place, so I had some work to do in the races to get back up there!

More worryingly, we had been leaking a bit of oil, which we didn’t need at all.

Race 1

I got off the line fairly well, but then got boxed in behind Vaughn Jones. I’d still made up a few rows and could see Bill ‘Wom’ Garner and Andrew Cooper just ahead, so we had the first 4 Class B cars that close into the first corner, and changing positions all through Old Hairpin and up the hill.

Alex Jones went to the outside of Vaughn around McLeans, and I had a good enough run to outbrake both of them, sailing through on the inside and setting my sights on the orange car of Sam Engineer ahead.

As we hit the brakes for the chicane I could see all sorts of nonsense kicking off ahead.

Colin Gregory had spun and was stationary sideways across the track, and Rik Lanyi spun in avoidance, also ending up sideays just as I was turning into the first part.

With no clear route through I scrubbed as much speed as I could before abandoning it altogether and flicking my car to the left, away from the carnage but over the gravel trap and raise ‘sausage’ curb.

After getting a bit airborne I landed facing the right way on the start straight, t back on the power – miraculously, everyone else made survived the spins without any contact, and so everyone continued!

It had shuffled the field a little, and now the orange car ahead was Ed Lowndes, with Sam behind me.

I pulled the same move as the previous lap on Ed, my front right locking slightly but still sticking the car up the inside on the brakes. I held him behind me for the next lap as I tried to get on the back of Wom, but then Ed got a great slipstream to get ahead through the chicane, and Sam followed him through on the next straight.

I now had the two Bears cars of Alex and Richard Waddingham looming in my mirrors so figured I may as well just go for the orange cars instead of worrying about defending.

Sam pushed Ed hard into Redgate, but I knew they’d both left their braking too late and let Sam slide from the inside line, cutting Ed off, and then I cut back on the normal line and was alongside Sam at the top of the hill. Not seeing me, he moved right for the kink, putting me on the grass and forcing me to brake (something he did apologise for afterwards).

I didn’t let it phase me, and got a much better run through Old Hairpin to overtake Sam up the hill, then driving hard to pull out 2 seconds by the next lap, chasing down Wom who was also getting a move on in the distance.

I’d also noticed the infamous black and white flag with the number 18 next to it – I’d been exceeding track limits, so also knew I had to tidy things up and stay well away from the green bits on the other side of the curbs. I knew I’d been taking a few liberties and cutting corners to the maximum, but wasn’t entirely sure if I was being warned for that or my excursion through the gravel trap at chicane.

Suddenly a red car appeared ahead – I could see that Tim Probert had a few bits of his car flapping around that shouldn’t be, so assumed he’d gone off or tangled with someone (I could see after he had a huge ding to his trailing arm). And like a shark I tasted blood in the water!

I hung onto the tail of him for a few laps, almost sticking my McLeans overtake on him before he finally seemed to gather himself together a bit and start to edge away.

By this time I was well clear of anyone behind, so it came as a bit of a surprise when I saw the white Sheane of Colin Gregory closing in. I took Old Hairpin pretty well, thinking I may be able to hold him behind me even though his (ex-Adam MaCaulay) is faster overall, but he flew past me up the hill doing about 20mph faster!

It was crazy! I just threw a hand up and had to watch him disappear – although he almost overcooked it into McLeans! I miss my old scraps with Colin, but will have to find a good bit more to get back on level pegging with him, as he’s on it this year!

And then I saw the chequers, bringing it home 14^th overall and 3^rd in class behind Wom and Cooper.

The scrutineers pulled me and a few others in to check the chassis was all matching their spec drawings, which was new to me, but again my worries were more with the excess oil from the filler cap. This was likely related to being held for a long time yet again on the grid – occasionally everyone seems to forget that you can’t do that with aircooled cars!

Race 2

I was confident I could knock at least a second off my lap times, and this time I was starting ahead of Cooper and a few rows back from Wom.

As I chatted to my sister Michelle in the holding area, her boyfriend Mark Russell, who was helping out, noticed a pool of oil in the right side air scoop.

I flipped my mirror to have a look and knew it was over. Glenn had a quick look but there was nothing he could really do with that much time – a push rod tube had sprung a huge leak. I told Michelle to let one of the marshals with a radio know that one of the reserves could jump in to race, and we pushed the car back to the trailer.

I wasn’t even too angry about it (yeah I might have given the steering wheel a quick jab before I got out, but that doesn’t count!) – I think this year we’ve hit such bad luck it really didn’t surprise me!

As it happened the rest of the Vee’s only got a few laps in before a red flag – then with some car mistakingly following a retiring car into the pit lane rather than stopping on the grid for the restart, the race was cancelled. I bitterly thought that the car would have probably lasted long enough for me to finish!

In hindsight we should have just binned the old pushrod tubes and stuck a new set on with the rebuild (they’re fairly cheap), but it’s not something we’ve had before so didn’t know.

It’s yet another blow to my championship, but we’re still hanging around in 4^th place going into the last round of the year. We debated bothering to go to Snetterton, but other than a 15 minute fix the car is ready, and I still need to see if my improved driving is enough to fight it out with Cooper – even though he is out of reach for the B Class win.

I have a feeling Wom will be a bit handy around Snetterton after many kart laps but then me and Jamie Harrison have scrapped it out there, too, albeit in the 300 track and not the 200. Vaughn Jones has shown very good improvement through this year and so he’ll be in with a chance of tying up a championship podium, too. And will James Harridge return for the last race?

It’s set to be a good one just for the Class B battle, but you can guarantee I’ll also be scrapping it out wheel to wheel with Sam, Ed, Rik and any of a host of others!

And that’s just around me – no doubt there will be more awesome 5 way battles through the whole field, and what’s been an amazing Formula Vee season that’s been turning a lot of heads in the motorsport world.

Come along and see the best UK single seater race series – and don’t forget to drop by and say hi at Snetterton on October 13^th.

Silverstone 2018 – My View

23 Thursday Aug 2018

Posted by jamescaterracing in Formula Vee, Racing, Uncategorized

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engine, my view, Primrose Hospice, race, report, silverstone international

With my rib on it’s way to healing, you can imagine my joy when lower back pain from my motorcycle accident took over! Thankfully, the reclined race seat position actually made it the most comfortable I’ve been since the accident, rather than putting me in pain again.

Having fixed all the gear selection issues after Mondello, and having straightened the trailing arm, I went out to qualify with the car feeling good, just stiffening the dampers slightly on the dry track.

Before entering the holding area, we were subject to a sound check. This is normal, but they kept us waiting for about 10 or 15 minutes with engines running – this is A Very Bad Thing for air cooled cars and it seems to be impossible to get the message across to the marshals that they can’t do this with Vee’s! The two cars ahead of me were cooking and smoking, and I was restlessly checking my mirrors for any signs that I was overheating. This could well have a bearing on what happened next…

Qualifying

I built speed steadily and was feeling very relaxed and in control – the Sheane was taking everything in it’s stride and I was giving a slight lift into Abbey and building up to taking it flat.

Coming down the Hangar Straight, the engine note changed and all the power disappeared just before I lifted off to get o the brakes. I switched off instantly, cursing as I let the car coast all the way back around and into the pit garages.

Fearing a bearing failure and seized engine, a compression test showed the front right cylinder had no pressure at all, and all the rest were down about 50 on what they should be…

With just two hours to go before the race, Glenn Hay did his thing to replace the piston and barrel, hoping that would at least get us back out there. Unfortunately we ran out of time, but were confident that we’d be on the grid for the second race the next morning.

The curse of Silverstone strikes yet again!

By way of consolation, I learnt I’d been running 14^th for most of the session, and only dropped to 18^th in the final laps, so I knew I was up to speed with the rest of the grid.

Race 1

Staring at my empty grid spot from the top of The Wing, at least I knew I could look forward to watching some great racing. Sam Engineer was the stand-out driver, as he was right on the pace and challenging Andrew Cooper!

I figured if he could do it, I could get into that little scrap myself, and with James Harridge not racing that could still mean a class B win if I could take Cooper!

That was my target set for the next day…

Race 2

Overnight rain had left the track greasy. Just after I arrived at the circuit, marshals started shouting for us to get ready, as they wanted to send us out an hour early.

I pointed out that a few drivers hadn’t actually arrived yet, and the decision seemed to change to wait until after the church break. I’m too nice, sometimes!

There was a dry line on the warm-up lap, and I made sure to work my tyres hard. Rooting for rain, I’d softened the front anti-roll bar. It should have been taking a gamble if it stayed dry – as it turned out it did stay dry, but the car coped just as well with my compromised settings.

When the red lights came on I was completely focused on them. My whole world was just waiting for those lights to go out.

They did, and I passed six cars into the first turn with probably my best start ever!

John Hughes and Alex Jones snuck past, and Sam Engineer spun ahead, separating the pack as we took avoiding action. I was right on Coopers tail, exactly where I wanted to be, and poised to go for that class win.

I could tell I was a little down on power (we hadn’t done anything about the other cylinders), but I was driving well enough to keep me in touch in the twisty bits, so thought I could still make a move.

As I skittered through The Link onto Hangar Straight for the second time I knew I was in trouble. As I changed up to 4^th gear Cooper shot away, and Jamie Harrison simply drove past me.

I saw a cloud of oil smoke in my mirrors as changed back to 3^rd, but it hadn’t been the same power loss as in qualifying, so I decided to stay out and see if anything got worse. I didn’t seem to be losing much oil, but Mark Egan had also gone through as I concentrated on whether my engine was about to grenade itself or not.

I locked up the front tyres into the complex as I tried to claw them back in, and was right on Egan’s exhaust until we got back on the power, when he just started edging away and then I caught him up again carrying more speed through Abbey and hanging onto the back of him, Jamie and Cooper as we hit Hanger straight for the third time.

That was then the engine really went off a cliff, and I lost at least 2 seconds on them and Ed Lowndes caught, passed and gapped me, and Colin Gregory who wasn’t even in my mirrors tried to dive up the inside!

I held firm around the outside, sort of good to have last years sparring partner back wheel to wheel, but he still got ahead by half a length before we had to brake for the complex.

I stayed with them again until Hangar, and then had to admit it was futile.

My mirrors were clear (although I knew that wouldn’t last) so I decided to short-shift up to try and save the engine, and limp it through to the finish to pick up whatever points I could. Maybe my speed through the corners could keep me ahead? I knew I should be at least 2 secs a lap quicker if I could improve Stowe, so could have fun trying!

It took a good few more laps for Dave Leniewski to catch me, but then he shot past on Hangar straight in a battle with Richard Waddingham. Again I could stay with them on every other part of the track apart from anything using 4^th gear – so I carried on pushing on the bendy stuff in the hope they’d tangle themselves up and I could nip by…

That didn’t happen, and my prayers for a red flag somewhere went unanswered as well, with a horde of white cars growing ever closer in my mirrors, led by Vaughn Jones.

I noticed the smoke increasing as well, now every time I got back on the throttle, and by the last lap I was leaving a trail of smoke all the way around – I still had full oil pressure and hadn’t seen any flags for me, so figured it was just cooking off on the engine.

I crossed the line just holding 18^th place overall, and 4^th in class, and I don’t think the car had another lap left in it! I switched off well before the end of the lap and coasted into the pit lane.

So a bit of a disaster, but I guess I saved what I could. It’s a shame I couldn’t show what I could do, as I felt I was driving the best I ever have, and the car was handling great.

As I write this we’ve been through all the emotions, from ending our season to mad scientist style planning to keep things going.

We found the same piston had picked up again, and huge chunks of piston had crumbled away, and at least one more piston and barrel were scrap – but really all of them are done for. A section had also snapped off another piston ring.

After a very long discussion, we decided that if we just put new pistons and barrels on the same could happen again, and in addition we knew bits could well be clattering around inside the engine. Is it worth risking another set for something that could just happen again in qualifying? No.

So the only real option was for us to get the engine out, strip and clean everything, and then hope we have time to get it all done and back in for Donington Park on 2^nd September. But then that means if we use new parts we have no chance at all of testing to run them in, and again risk expensive failure.

That meant hunting around to try and scavenge some pistons, and now we’re just in the parts bath and rebuilding race. Then there are problems with the VW Camper, an injector leak on the Freelander, and whatever else the world is throwing at us this week to stop us getting the car on track!

It’ll go right down to the wire, but Glenn says we can do it, so we’ll be there!

We’ve got 2 rounds left for our luck to change, and we’re going to do our best to force that to happen! See you at Donington…

Irish Vee Festival – my view

18 Wednesday Jul 2018

Posted by jamescaterracing in Formula Vee, Racing, Uncategorized

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carnage, crash, formula vee, formula vee festival, irish festival, mondello park, race report, racing

Topgear ie The format called for three heat races, with every car racing in two heats. Then a ‘Last Chance’ race before the fastest car gridded up for the Grand Final, which would decide if the UK or Irish cars were fastest from almost 50 total entries.

Festival Heat Race 1

There is a bit of a fear amongst the UK Vee racers that some of the Irish are more willing to ‘make contact’ on track. Having taken careful note of their steel wheels my plan before dropping the visor was to play it safe – as soon as my world turns blue irridium, it’s a different story, though!

Starting from a random tenth place, I made up four places before the first corner, and then to my dismay couldn’t get second gear again! I’d tested it on the short slow run to the holding area, but I guess race speeds changed things…

The UK cars definitely had the legs on the 1600cc Irish, but their cars pulled much better out of the corners. This made things very interesting, but without being able to get off the corners at all I was just a sitting duck as they all dived up the inside as I swung wide to keep the speed up.

I dropped steadily back down the order (picking up a few places as Stephen Morrin had a spin with another car getting caught up) until Bill Garner put in his inevitable appearance as we got a three car scrap on the go with Nicholas Mulhall.

With Bill getting bulked behind Mulhall on the start straight, I passed them both into the first turn, but then my tighter line meant the car wouldn’t pick up off cam. They both came past me as I hung onto the back of them.

Bill was in front going into the Esses but Mulhall went for the inside of the right hander, over the curbs in a move that was never going to be on, and tangled wheels with Bill.

Bill’s car was catapulted up into the air, going almost totally engine over nose and actually having all four wheels off the track in that position momentarily. Somehow he slammed back down the right way up and I was left avoiding them both as Mulhall carried on.

I chased on, both of us putting a wheel off the track and almost heading into the pit wall, and then we weirdly took the chequered flag on the next lap as if we’d won!

With neither of us sure what had happened, we had a very awkward lap where I was sneakily trying to edge closer to Mulhall to take the place, and him realising exactly what I was doing and flooring it away until we got back around to take a definite flag!

That left me in 17^th place of 22 runners, but I was really reaching the point of exhaustion by now. I guess not breathing properly was taking its toll…

Festival Heat Race 3

Starting from 16^th in this one would make it all much tougher.

The first lap was all a bit rowdy, so I made sure I had space and found I had gears again but the positioning of the lever is very tricky to set up, and wasn’t quite at the sweet spot.

I got caught out behind a car that seemed to be blowing his engine, and hung out a little around Bridgestone, but was still in the mix.

Coming around the first turn I could see dust being kicked up, and then cars were sliding everywhere coming off the left flick onto the straight. The car to my left locked up and got dangerously close (I couldn’t see the huge oil slick at that point), but I had a much bigger concern.

Ahead were cars at all angles, sticking out of a Beano comic-style dust cloud that was across the track and grass from barrier to barrier.

I couldn’t slam my brakes on as I’d have been clattered from behind by everyone, and so stuck my right wheels off the track with left ones on it, guessing what might be a clear line through.

The dust was so thick I couldn’t even see my steering wheel, and then sudden;y there were stationary cars sat both sides of me but I’d made it through!

Fully expecting a red flag, or at least for the survivors around me to be a little more careful after making it through, I two corners away from the carnage, turning into the Esses, when a car slammed into the side of me.

Spun onto the grass, I wasn’t happy, keeping the car going and then weaving to make sure I had all my wheels on and nothing was going to fall off. I was dead last.

I came around to the scene of the carnage to see the dust cloud gone and red flags out, but what looked like a bunch of new cars involved. I couldn’t really work out what was going on, but one driver was out of his car and aiding another who was still in his broken wreck in the middle of the track.

I believe that no red flags were out as the field came around again, and not even an oil flag. The cars that had missed the accident hit the oil full speed and went off, hitting a few of the already stricken cars… Luckily no people were seriously hurt, but a good few cars were….

I’d been hit by Jack Byrne – who at least did come and apologise after. As he said he just lost the front and it wasn’t some mad dive I put it down to a ‘racing incident’ and let it go. But look at where he hit me!

Could he have aimed for my ribs any better if he’d tried?!? Luckily the impact hadn’t rattled my rib cage and the trailing arm and my air duct had taken the full brunt rather than me.

And though I could have made the restart, the Last Chance, and the Grand Final, I chose to call it a day there. I’d survived without any more damage to my ribs and had pushed my body as far as I could.

It was a shame to have to cut the day early the discomfort was now overriding the fun for me, and I felt I’d more likely be a liability out there than taking the fight to the Irish.

Overall, it was a brilliant weekend at a a great little track that’s far more challenging than it looks. It was awesome meeting some of the Irish legends and the racers I’ve been reading about since before I started racing myself.

I’ll give the race winners and full accolades in my shorter race report on www.racingteamvee.com soon.

I hope I get to race there again some day, and it would be even better if I wasn’t chewing painkillers every few hours to try and get through it!

Massive thanks to all the Irish for having us, and to 750 Motor Club for giving us the opportunity.

Now I just have to get fit ready for Silverstone in August.

Thanks for reading!

Mondello Park Race 2 – my view

18 Wednesday Jul 2018

Posted by jamescaterracing in Formula Vee, Racing, Uncategorized

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formula vee, formula vee festival, gear problems, irish, mondello park, race report, racing, trophy

I was confident going into the second race, pretty sure I had more speed in me even as the day grew hotter.

I was still really learning the track as I went, and had noticed some of the Irish like Jimmy Furlong were taking were totally different in places to what any of us UK guys were doing.

Race 2

I got away ok, but Steve Ough, two rows ahead had stalled on the grid. I had to make a split second decision and threaded the needle between him and the pit wall armco barrier on full throttle. It’s probably best not to think about how I actually made it – I guess I’ve filtered through tighter gaps on my bike, though!

I was right behind Sam Engineer and Rik Lanyi and held a tight line to follow Sam out of the hairpin.

My Class B rival, and the car leading that class (with James Harridge out with engine problems) was Bill Garner – and he was just up ahead.

For the first time ever I dropped to second gear for Bridgestone, hoping to get more pull up the steep exit and onto the next straight.

A few cars ran through the dust causing everyone to bunch up again as I caught Sam into the final turn, and Rik dived down the inside and didn’t have to drive up and down the grass bank, as if taunting me!

I suddenly had bigger problems, though, as I was in fourth gear instead of second, the engine chugging away off cam and me going nowhere as I fished around for second gear.

By the time I got any gear at all I was only half way down the pit straight and the entire field had passed me and gone through the first turn. When I finally got there it happened all over again, and I lost even more time trying to find gears…

OK, then.

I knew I still had power, and third gear worked. I could just about get around in third everywhere, so decided to attack the empty track and at least try and catch someone before the end of the race.

Unfortunately things got worse as I then lost fourth gear, and then couldn’t find third again. I pushed on trying not to change at all, knowing it was pretty much all over…

Surprisingly, I did catch Rik (who had managed to spin at the last turn!) and then caught and pass ed Dave Wallis, who was struggling with the track.

With Sam Engineer limping it home with engine problems I was catching him hand over fist, with Rik also looming in my mirrors – I took at pretty futile last corner dive at Sam but would have needed just one more corner to pick him off before the finish.

This left me in eleventh place overall, bagging another second in Class B – proving it pays to push on even if you have major problems!

I could see straight away that a nut had come loose on the gear shift assembly, so also knew it was an easy fix. I’d pushed my body about as hard as I could with the actual racing still not hurting my broken rib any more, but with constant pain from whatever I did I was starting to struggle.

However, with the gear problem fixable for the Irish Vee Festival races the next day, and having dropped my lap times by more than two seconds, I decided to enter. I was never going to win anything, but it would be good to put in an appearance to show my support for the Irish lads.

With us missing out on the free BBQ by working a bit late on the car, we headed to the local ‘chipper’ for a very tasty burger, back to see the auction raising around 7000 Euros for Laura Lynn Childrens Hospice, and a few pints with the drivers and crews.

Incidentally, the night before we’d been to the local pub and had some amazing food there, too along with lively banter with racers and locals. And found you CAN get six people into a Nissan Micra hire car if you use the boot.

I’d invested in an inflatable mattress for the night to try and support my ribs, but didn’t really sleep as the slightest movement left me wide awake in agony, but I got enough rest to think I’d be able to have a crack at the Festival…

Mondello Park Race 1 – my view

16 Monday Jul 2018

Posted by jamescaterracing in Formula Vee, Racing, Uncategorized

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broken ribs, epic battle, injury, Ireland, last lap, mondello park, Primrose Hospice, race report, racing, scrap

As I flew through the air shouting a rude word at the car driver who’d hit me, my thoughts were already turning to Mondello Park.

My helmet slammed into the road, and then I was trying to pick my battered Honda VTR1000 up with the aid of a couple of people as I realised my ribs were broken. As they moved the bike out of the road I knew that with the race only a week away, I was in trouble.

Fast forward through a week of trying to play down my injuries, a random allergic reaction swelling both eyes shut, not taking pain relief so I didn’t build up a tolerance, and not even being able to climb into the Sheane Formula Vee, I helped Glenn Hay load up with my left arm still as weak as a kitten.

He headed off for the ferry and I had one more day for my body to recover before I was on a flight hours away from having to race.

I turned up the radio on the hired Nissan Micra as I crawled in traffic out of Dublin towards Naas on the N7, amusing the woman behind as I blasted Rick Astley at an uncouth volume because I thought it was funny.

Arriving at Mondello Park I ran up to sign on for the free testing, noting all the other UK Vee’s had driven 6 test sessions already, spoke to Glenn as I donned all my race kit, and dropped myself with only a slight scream into the driving seat, just in time to catch the last session.

I agonisingly tightened the six point harness and found the race seat gave me enough bodily support that I actually could work the steering wheel with just my arm muscles.

I rolled out of the pit lane, acutely aware that if my rib fracture was unstable, with my increased heart rate (around 170bpm at full race pace) and breathing, I’d soon find out if it would puncture my lung…

The run-up to Mondello had not gone smoothly at all. It seemed like one cost had been piled on the next – ferry prices and a mix-up with offers with some paying £800 (we got it for £260)… Then we found Ireland only has 95 RON petrol, so we would have to pay around 200 Euros more for 99 RON fuel to be delivered to the track… Then we found we all had to wear full fireproof underwear (thanks to Giles Groombridge and James Harridge for helping out with this)… Then we were told the ‘free’ festival races would cost another 100 Euros…

But we were racing at a new track, in a new country, and it was about time we gave some support back to the Irish racers who’ve raced with us in the UK.

Saturday was to be a UK championship round for us, with the Irish Vee’s having their own races for their championship, and then Sunday would be the Irish Vee Festival to raise money for the Laura Lynne Childrens Hospice, and where we would mix it wheel to wheel with the Irish cars in a series of heat races.

Now flash back once more to the test session – I heaved myself out of the car and took a few paces, swallowing down the pain. It was a very tricky circuit, but the important thing was that I’d be able to race. I expected to be at the back of the grid, but not too far off the pace.

Qualifying

I was on brand new tyres, and in even in the heat it was good to finally have some rear grip in the car once again!

I concentrated on trying different lines, watching what everyone else was doing, and trying to decide whether to use second gear at the three tight corners, or to keep it in third.

Of the 19 UK cars registered only 15 would make it to the grid, and predictably I’d qualified in thirteenth place. It’s probably also worth noting that it was all the quick drivers who’d made the trip over, and so I wouldn’t be gifted many places ahead of where I’d normally be!

I stiffened the front anti-roll bar to get some better turn-in for the slow corners, and decided I wasn’t going to enter the Festival races unless I knocked at least two seconds off my lap times.

Race 1

The lights changed very quickly, and I mildly fluffed the start but didn’t lose out too much.

I locked a front wheel and ran a little deep into the first hairpin, but recovered it well to still pass Sam Engineer on the exit, and suddenly I was looking at Bill Garner and the chance to take second in Class B from one of my usual rivals.

I ran over the edge of the curb on the very next corner and Sam slipped by me again as I twisted my brake bias dial a little more to the rear.

The car felt good and I stayed with Sam, diving to the inside into the first corner on the next lap and pulling a small gap as I concentrated on chasing down Bill.

The races were timed 15 minute sessions, which was great as you knew you were getting full track time, and could actually see the clock counting down by the start line.

I steadily increased the pace for the next few laps, but Sam was still with me and sticking his nose alongside, but I was drawing in my B Class target.

I saw Bill go in hot to Bridgestone, and as he slid wide I was alongside him on the exit and had the line into the Esses, where I knew I was faster.

I stayed in front for the next two laps, but he was soon onto my trick into Bridgestone – braking before the right kink then getting back full on the power for a moment before braking hard for the right hairpin – and was all over the back of me with the orange of Sam still there in the mix, too.

He got a great run onto the start straight, and although I covered the inside he had enough to sneak by under braking and cut my front off, gently tapping my front wheel with his rear as he went through (I don’t think he even felt it and it didn’t do much but turn my wheel slightly).

I chased on, with so little between our cars we were regularly alongside each other, sliding around and having a great scrap.

I still had a slight advantage through the Esses, and outbraked him into the final hairpin over the very tricky crest and seeing five minutes left on the clock.

I started swinging wide and onto some extra tarmac on the entry to Opel, screaming it in third now down to Bridgestone with the extra speed, but I couldn’t shake Bill, and Sam was only hovering just behind ready to take advantage of the slightest mistake.

Taking a very defensive line into the Esses and staying inside into the first hairpin were enough to hold Bill at bay, although it was slowing us both up. One minute left.

I came out of the last hairpin with relief, but then to my horror saw there was no chequered flag out!

It was the one time I’d stayed to the left, and I swore to myself as he edge up my right hand side down the straight.

We glared at each other as we approached the braking point, neither one wanting to give in.

Sliding into the corner, drifting through it and then kicking the back end out as we got back on the power, we were inches apart but not touching.

We were still locking eyes through Opel, twicthing the steering wheel to correct, and alongside all the way down towards Bridgestone with me on the outside line.

I pushed Bill late into the kink, watching him sail past too late into the braking zone for Bridgestone as I cut back in tight, getting alongside him with my right wheels just kicking up the grass at the edge of the track.

At the Esses he wasn’t suckered into the same move quite so easily, but I still cut back and used my advantage to get a good run down to the final turn, both of us braking impossibly late, but me even later as I dived to the inside as I had done earlier.

This time I locked my right front just slightly, and Bill had to delay his turn in whilst I tried to gather it all up and get my own car turned. I let off the brakes and got straight back onto the power to drift tight up the inside, snatching full opposite lock and staying hard on the throttle.

I was at an obscene angle but I’d got through the corner, but then couldn’t wind off my opposite lock as the car was still rotating, rotating, and then I had a grass bank directly in front of me!

I floored it in second, blasting up the dusty incline and spinning the rear up again to do a full circle, a flash of orange parting the dust in my mirrors as I spun the car back around, down the bank, smashing my nose cone into the tarmac and still fighting the wheel with my foot in.

As I headed for the line Justin Chatten added insult to injury by just pipping me to the post as well!

I was mad with myself for a few seconds, but then the epic last lap sunk in and I had to hand it to Bill for a great drive and a battle I won’t forget!

That sort of scrap is the whole reason why I race, and when you’re involved in something that close it really doesn’t matter about your overall result, because it feels like a win either way.

As it happened, with James Harridge having engine troubles and dropping out, it turned out that last battle scrap was for the B Class win – so I couldn’t be too unhappy with a crowd entertaining second place!

Better still, my ribs were still in place, and with every painkiller I could get inside me, I just had to wait until Race Two to even the score…

My View Of Croft – Race 2

08 Friday Jun 2018

Posted by jamescaterracing in Formula Vee, Racing, Technique, Uncategorized

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750 motor club, best, control, croft, driving, formula vee, Heritage Parts Centre, Primrose Hospice, race 2, race report, technique, tyres, UK

Race 2

We all run Formula Vee with our ignition timing advanced. It’s a way to use all of the potential of higher octane fuels, and I’ve even heard some claim to be running more than 30 degrees advanced – but people in the paddock don’t always tell the truth for that kind of stuff, and even if they are doesn’t mean they’re sticking to the rules to be able to do that…

With the bodged-together engine since our old one died at Croft, we’ve been running less advance than normal. Using his vast experience, and with none of the right equipment, Glenn advanced us a degree or so to tap into a bit more bhp. Very risky, but I was getting slaughtered on the straights.

The car balance had help up fine, but corner exit grip was a bit iffy in places. The near-bald right rear tyre wasn’t helping, so I dropped the pressure a little on the rear to see if I could get it to dig in a little more without just overheating. A rear anti-roll bar would have been useful here, as a few clicks harder would have been good, but I was reluctant to change our rear damper settings as I suspected it was more the bumps upsetting that aspect of the car, and other drivers were saying the same.

All this aside, I knew everyone else would have made improvements or just learned the track better, so they would all be putting faster lap times in, relatively (technically about a second slower than Saturday, because of the heat).

The lights went out.

My plan was to latch on to Ian Buxton a few rows directly in front of me, and though we both started quickly, by the time I snatched second gear his car was already picking up it’s petticoat and giving it legs over mine.

I’d blasted past Bill Stenning and had Andrew Cooper ahead for second in class B as my target, when Bill Garner appeared on my left.

I held the inside and let the brakes off to ease up to the inside of Cooper around Hawthorne. He had to concede my better line through the chicane, although it pushed me wide on the exit, where I found air under my right wheels at the end of the curb, before manhandling it all back onto the tarmac.

Watching Cooper in my mirrors, I hammered it into Tower but the tyres didn’t quite have the heat in them to grip. The rears lurched into oversteer mid-corner, which I collected with a flick of opposite lock but this meant I had to delay getting on the loud pedal.

Cooper got the run off the corner and just had his front wheels ahead as we turned into the Jim Clark Esses – normally taken flat out with only one line through.

Cooper was throwing up all kinds of dirt from his outside line, and with him still just ahead, to avoid disaster for the right hand exit, I had to ease off and let him through. I tried to fight back on the inside into Barcroft, but he closed the door.

All this had definitely slowed us down (I hadn’t even changed up to fourth gear!), but luckily Garner had stayed behind (probably expecting us to crash) and I got on the throttle early into Sunny In and let the car slide all the way around onto the next short straight.

I had one last snap at Coopers heels into the hairpin but then he was edging away and I just sat back and tried to see exactly what he was doing, so that I could try and copy it.

My car felt like I could do anything with it. I was getting pretty out of shape in places, but there was never a moment where I though I might lose it… where I wasn’t fully in control, really. Something had definitely clicked in my head and I think it has a lot to do with confidence.

Although losing Cooper, I was also steadily drawing away from Garner in my mirrors (with a flash of Jamie Harrison before he encountered problems), but wasn’t cruising to maintain the gap as I was enjoying it all too much.

I remember going into Sunny In far too quickly, still trail braking and clearly overcooking it all, and just planting the throttle to bring the rear around as I drifted up to the edge of the curb on the exit as if nothing had happened.

And of course there was lots of opposite lock as I tried to get whatever was left of the tyres to do something out of the hairpin.

I’d been noticing my pit board, for once, too – I think the first time was when Craig Bell must have spun off, and I caught him onto the pit straight. My board read ‘P10’ so I was chuffed with that, and gave Glenn, Mark and Michelle and thumbs up!

Suddenly the red flags were out as I came into the complex, and I dived into the pit lane pretty sure they wouldn’t bother restarting the race.

Sure enough, the marshals waved me down pit lane and through into the holding area. There was nobody here to stop me, and I was first off the track, so I was a bit paranoid about getting a penalty, but if the gates were all open and nobody was there, surely that couldn’t do me for it?

I rolled back happily to our awning before getting out to shake hands and chat to the other drivers. It’s nice to see the respect we all have for each other after the races, despite how hard we race.

Oh, and I had my first ever trip to a real life podium for coming third in Class B, with a great trophy! And 10th place overall gives me my best ever result to date (not counting non-championship results), and it was earned the hard way rather than through attrition of the front-runners.

There is still loads of work to do before we go international and head to Mondello Park in Ireland in July, and I’m a bit gutted that it’s so long away, as I feel like I’ve unlocked something in me as a driver. I need to get back out there right NOW and try it!

With time to work on the car and address some of our issues, it looks promising for the trip, though – and at last I’m back in the championship with a strong chance of racking up points!

Bring it on!

My View of Croft – Race 1

04 Monday Jun 2018

Posted by jamescaterracing in Formula Vee, Racing, Uncategorized

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750 motor club, croft, formula vee, learning, onboard, Primrose Hospice, race report, racing

As I stood at the back of the trailer, being pelted by raindrops bigger than the umbrella I was hoping to shelter beneath, a river of water ran off the ramp and filled my entire ‘waterproof’ shoe within seconds.

It was like starring in a sad French film, so I shrugged, waiting for Glenn to bring back another wire to bypass the right running light – the latest in a chain of disasters that morning.

By the time our woes had been sorted, and we’d changed the battery on the Land Rover which had gone flat as we worked, FIVE HOURS had passed over our expected leaving time.

With our luck this season, it was hard not to get depressed. Plus, as we loaded the Sheane up the night before we saw the top suspension arm was bent. It had taken Glenn every spare moment to repair the damage we knew about from Brands Hatch (bent steering arm joint, holed side panel, side chassis tubes all caved in, bent rear axle tube etc) and so we’d be using the gutless and untouched engine we’d struggled with, only this time on a power circuit.

At least I got my first attempt at towing the car as I drove part of the way on the long trek to Croft in North Yorkshire through Bank Holiday traffic.

But when we got there, with the shadows drawing longer, it was sunny and dry! And that’s how it stayed for the weekend, as the Midlands suffered horrendous thunderstorms!

I’d found a last-second way to attach the brand new RTV gazebo to the trailer, and so we set about getting that up as Michelle and Mark arrived to help out for the weekend, and things were definitely looking brighter as the sun faded over the fields.

Qualifying

Expecting the car to try to kill me at the first corner, I was surprised to find it felt very balanced. It pulled slightly to the left, but I could live with that if it was willing to play ball in the twisty bits. Glenn had strung it all up and set it as it was, and so we’d pretty much compensated for the bits that were still bent.

For once, I started pushing a fair bit straight away and got a few slides from the car that were very controllable. Slowly scrubbing memories of last years top speed spin from my mind, and a very tense moment watching Martin Snarey spin in front but managing not to collect me, I qualified 14^th and 14^th for the races.

Not bad considering I still had absolutely no idea where to brake for a good few of the corners! All I did know was that I’d watched my footage from last year and knew I should be braking later and carrying more speed, well, everywhere.

Race 1

I stayed out wide on the first turn (memories of getting taken out on the inside last year!) but was on Coopers tail, when Bill Garner slipped up the inside. As soon as we got through the chicane he began easing away on the straight.

I closed in again around Tower and kept it pinned all the way to Sunny In – where Bill had had to brake hard to avoid the backwards me last year! This time I’d mildly locked my front right over the bumps and hung onto his tail as I took a tight line through.

I knew I had a great run but just wasn’t making any impression, and I could see cars all over my mirrors jostling for position behind me. I closed right up again into the hairpin, lighting up my tyres (I’ll come back to that later) as I got the power down and hoping he’d be one of the unlucky ones to miss second gear.

He didn’t, and again was eeking out time on the straight as my lack of power began to get frustrating… As he eased away into the complex again, I was a sitting duck as Jamie Harrison drove up the inside and was out of reach before I even had a chance to put up any fight. I recaught and tussled with him a little but couldn’t make it too much of a scrap.

As Dave Leniewski got alongside and passed unchallenged as well, I realised I’d have to seriously push it in the bendy bits and see what more I could reach for. A few things started to click in my head as I got the car sliding more, controlling it on the throttle rather than steering, but I still had a long way to go, and Sam Engineer and Mark Egan shuffled me back one more space at a time in the pack.

I knew I was much faster into the first corner and Sunny In than the herd of cars around me, but without the grunt to stick my nose alongside anyone I just couldn’t use it. Even when I got a great exit they’d soon pull it back and drive away again.

And, of course I had to keep it all clean to get some much needed points on the board. “Don’t spin” had been Glenn’s advice, and the lairy slides I was having might have been slightly at odds with that advice.

But I was learning all the time, and enjoying it, and eventually got Egan back (much to the amusement of our respected crews, who were stood watching after Glenn had helped solve a few problems with Egan’s Ray before the race!).

It’s hard to appreciate how difficult it can be to race in a tight pack. When you go for a move on one car, the cars behind you will take advantage as you get blocked, and sweep around you even as the disappointment of your own failed pass sinks in.

Following Sam through the flat-out back section, his car misfired and I had to brake (yes, not even just lift off!) for two crucial corners up to Sunny In, and on Sunny Out, putting myself out of position on the exit. Mark didn’t need an invitation, and drove past me at my weakest point on the run towards the complex.

I tried to find a way past onto the finish straight, but had no chance as I saw the chequered flag being waved up ahead. I’d been shuffled all the way to the back of our pack, but still finished a respectable 16^th and 5^th in class.

And now I had a few lightbulbs clicking on in my head…

James Cater Racing

~ Realising the childhood dream…

Category Archives: Racing

Markers vs Feel

Season prep update & 2018 compilation video

2018 Season Review

Donington Park 2018– My View

Silverstone 2018 – My View

Irish Vee Festival – my view

Mondello Park Race 2 – my view

Mondello Park Race 1 – my view

My View Of Croft – Race 2

My View of Croft – Race 1