Category Archives: Racing

Getting Kitted Out

03 Wednesday Jul 2013

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Getting Kitted Out

Some of you have asked me what I’ve done about racewear, and how much I’ve paid.

The Lottery winner miracle still hasn’t happened, yet, and so I’m still on a tight budget.  This has meant a compromise between buying top-quality brand new kit for safety, and taking the second-hand gamble to get stuff cheaper.

I went to the NEC National Motorsport Show early in the year, with the aim of trying on things like a race suit so I had an idea of size, and hopefully grabbing some bargains.

The ‘bargain’ thing didn’t really happen.  Instead, after going in with the idea to buy a budget 2 layer race suit, I made the mistake of trying on a good quality 3 layer suit on one of the stands…

The quality oozed through in every aspect of the suit, and even the feel.  The suit I instantly fell in love with was up for an absolute bargain of £300 – but this was way over my budget, and by some miracle I managed to resist the temptation to buy it.

What I did decide, was that I was going to spend more money on a 3 layer suit rather than a 2 layer suit.  There is a simple reason for this: if you wear a 3 layer suit, it becomes optional to have nomex underwear.  That will save £100+ straight away.

Whilst a nomex race suit IS important for safety, it’s not providing you with active protection like bike leathers do.  Unless you catch fire – and then you want every penny you have invested in it!

I’d been watching and bidding on loads of suits on Ebay, and just missed out on one before it ended unsold.  I emailed the seller to see if the suit wa still for sale – it wasn’t, but as it turned out he did have a few others for sale.

After a brief flurry of emails, and finding out exactly who this ‘Martin Byford’ fellow was, we agreed a price of £120 for one of his old suits.  It’s a 3 layer Sabelt suit.

My fiancée made the final choice between two suits, because she said one of them ‘felt lucky’.  As it turned out, it’s the suit that Martin Byford won the Renault Clio Cup with in 2007! 

Sabelt 3 layer suit, modelled by my beautiful fiancée!

The downside is I look like I’ve just fell out of the Clio Cup – the upside is that this should terrify fellow open-wheeled racers!  I need to look into getting patches to cover up the worst of the sponsors…

I did pick up some cheap Sparco gloves from the NEC show – I figured gloves will wear, so best to buy these new.  I can also upgrade to better ones when I have more cash.  They did keep my hands warm driving on Winter roads, though!  £40 from Demon Tweeks.

I won a pair of fairly tatty OMP boots from Ebay for around £25.

It doesn’t seem all that clear whether boots and gloves have to conform to regulations, but I made sure all my kit meets the 2000-8856 standard, just to be sure.

I’m considering borrowing Glenn Hays helmet (if it fits!).  It does irritate me having to buy a car helmet.  I really should be upgrading my bike helmet, as that is getting old, now, but of course motorcycle helmets don’t meet car regulations!

As an aside, the reason for this is firstly that car helmets must have nomex lining, and also because a car helmet has to be able to withstand multiple impacts such as smacking against a roll cage on every corner.  A bike helmet is built to withstand one big impact and is then scrap.

Hedtec and V2 do good quality helmets for around the £150 mark, so I’ll be getting one of these for now, if needed.  If you’re interested, I’m also looking at around £3-400 for the latest AGV bike lid, but bear in mind I’ll be wearing thsi every day and travelling much faster!

I had my beady eye on balaclavas next.

I was going to spend as little as possible here, but thinking about it, decided to shell out for a 2 layer one.  The more expensive ones also have an extra cooling function which may well be made up nonsense.  I do get hot, however, so figure I may as well go for it.  £40 to £50 should get a Sparco one with ‘X-Cool’ coating.

Looking on Ebay, I found one for £15 that had ‘only been worn once’, put my bid in, and won it!

So, the running total so far, for some top quality kit at bargain prices:

  • Sabelt 3 Layer Race Suit: £120
  • Sparco gloves: £40 (bought new!)
  • OMP boots: £25
  • Sparco 2 layer balaclava: £15

The bad news is both Formula Vee racers are still in bits, due to other aspects of life getting in the way, and my debut at Rockingham International is off.  It’s a setback, but it’s only that.  I could have made the extra effort but it would mean jumping straight onto the track with championship contenders when I’ve never even sat in the car before… So I’m planning on at least one test to get the feel of the car first.

Driving A Car On A Race Track

06 Thursday Jun 2013

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Driving A Car On A Race Track

Note: This blog was first published 21 October 2012.

“So what was it like to drive a car on a race track?”

Well, I wish I’d had more laps!

Two days after my ARDS test, I’m sat here watching the British Touring Car Championship and my adrenalin is going mental.  How can fate put me on a racing track for the first time (in a car) and then say “Well, actually you might get another go next year at some point.”?

Very frustrating!

It was essentially a road car I was in at Silverstone.  I didn’t know that they’re supposed to be pretty rapid cars until afterwards – 2 litre turbo with 225hp.  One of the hottest Hot Hatches around.  I thought it was a bit slow…

I had a Hell of a lot to take in, and many things to adjust about the way I was driving.

I made sure I was trying to use every inch of the track – keeping right to the edge on the corner entry, getting two wheels up over the curb on the apex, and then drifting out with two wheels over the exit curb where it was safe.  The racing line is where you will make up most of you time, especially on a damp, greasy circuit like it was all day long.

I know I could make up a few seconds a lap straight away on the brakes just by braking later and harder.  I could make up more seconds by pushing harder in the corners, as I had more traction to go.

But that’s where I’m kind-of in unknown territory!

I have no comparison.  I know it’s advised to go at 80% of your ability on the test, but where was I?

50%?  100%?

As I’ve never done it before I have absolutely no idea.  Thinking about it, nobody else overtook me all day – apart from two sideways Nissan 350z’s driving by those super-fast Playstation 3 Nissan GT Academy geeks.  I did try to hang on to the back of them but I just got a bit more ragged, and as soon as we hit Hangar straight their 125hp more took them well away.

https://i0.wp.com/wot.motortrend.com/files/2012/01/Nissan-GT-Academy-370Z-Oversteer.jpg

I overtook some of the others, but that doesn’t really tell me much because I don’t know how hard they were pushing.  I didn’t get a chance to actually follow anyone around, which is a bit of a shame.  Or a good thing?  Who knows!

One thing I am well impressed with, is that when the time came to string my test laps together I instantly dropped into The Zone.  A huge calm came over me, and I was totally relaxed and focused.  Even my breathing was perfect and normal – not hyperventilating or holding my breath at all.

That bodes very well for the future.  If I CAN drop into that state at will, then it means I can think clearly and feel everything that’s going on, rather than feeling rushed and having get by purely on reactions.

I’m hoping the actual feel is much better in a Formula Vee single seater.  I expect it will all feel much more accurate and less detached than a hot hatch, and I think I’m ready to have that.

Compared to a riding a bike on track… I don’t want to say driving a car is ‘easy’… but it’s far less busy.  Because I’m used to having to brake from 170+mph and deal with acceleration of 0-60 in under 3 seconds, plus having massive forces working against your whole body the whole time, actually getting a car around a track is far less challenging.

Of course, getting a car around a track faster than 30 other people will be a whole new ball game, and the difference between a respectable pace and pushing right to the performance limits will be massive.

I know now that I can at least string some solid and consistent laps together, and that’s a huge relief.

It’s a base.

I’m looking forward to seeing what kind of balls it takes to jump off that base, and what kind of rush it gives me!

https://i0.wp.com/homepage.eircom.net/~goconnor/Fvee1/driver.jpg

Taking The ARDS Test – This Is It!

05 Wednesday Jun 2013

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Taking The ARDS Test – This Is It!

Note: This blog was originally posted 19 October 2012.

Read Part 1 for the morning part of the day here: https://jamescaterracing.wordpress.com/2013/06/03/taking-the-ards-test-the-morning-preparation/

After lunch was where it would all matter.  I’d expected to have a LOT more laps in the car in the morning to get used to it, but apparently not!

We all went into the classroom, watched the ARDS video to refresh ourselves, and immediately took the written test.

The first section was all about knowing the flags, and stating which flag you’d expect to see in a given situation, and whether it would be waved or stationary.

Easy – except I had problems remembering if a red flag would be waved or stationary or whether it mattered!  And then brain fade about the ‘mechanical failure’ flag as to whether it was black and orange or black and yellow!  ARGH!  

The rest were very obvious multiple choice questions, such as:

Your car is on fire.  Do you:
Pull over by a crowd of spectators.
Stop in the middle of the track.
Pull over near a martials post so they can use their fire extinguishers to put out the fire quickly and safely.
Jump out of the car and dive in a nearby toilet.

It took about 15 minutes to do the test, then we split into the same groups again – mine was first out on track as the others headed off to rag a Caterham with bald tyres around for some more skid control.

Back in the 2.0 litre turbocharged Mégane Renaultsport 250, and I’d decided to slow everything down.  The track was still wet and greasy (did I miss that excuse out before?), so I braked nice and early (and pretty lightly) and went back to one of the best ways to ride a bike fast on track – make sure you’re inches from the edge of the tarmac and concentrate on hitting the inside curbs in the right place.

https://i0.wp.com/www.thelatestcars.co.uk/img/uploads/product_1966_img_top_630x387.png

Doing this and being conscious of progressive braking without any lifting off and on again, I think I was going immediately faster than the morning session.

I’d become familiar with the track – apart from one moment trying to take a left hairpin on a fast right sweeper!  Meh!  I stayed on and corrected it without disaster… Good job, too!  There was no £20 damage waiver available, so we’d be liable for all damage to the cars!

I was feeling much better as we came back in for the short break as my instructor took the other pupil out for his laps.

Back in the car and Neal talked me around a couple of laps before telling me he was going to shut up and let me get on with it as he marked me.  I had to string about 5 laps together flawlessly.

A calm came over me and I went totally relaxed, breathing steadily.  In the zone 100%.

I braked into the first corner and slipped it straight into bloody 6th gear again for the exit!  NOOO!!!

I didn’t let it rattle me and sank straight back into the rhythm.

They say you should drive at around 80% of your ability and concentrate on being smooth.  That wasn’t working so well for me earlier, and I’m totally sure those assessed laps were by far my fastest of the day.

There was a Ferrari and Aston Martin out on track driven by people on ‘Experience Days’, and they may well have been surprised as my little Mégane sailed past them!

https://i0.wp.com/s4.acorneplc.info/content/img/product/main/silverstone-ferrari-10152128.jpg

I even overtook a few others in my group, with a rather lovely shimmying drift as I passed around the outside of someone on a fast sweeper – I watched the instructor out the corner of my eye hoping he hadn’t noticed!  I kept it all controlled, though, so figured I’d be ok with that one!

After a few laps he told me to pull in and head back to the Experience Centre, and started marking my score sheet as we sat outside.

I could see a lot of A’s mixed in with a few B’s as he graded everything from mechanical sympathy to gearshifts to lines.

He then had to tick a few boxes, and delayed for a lonnng time over one as he mulled it over, eventually ticking that, too.

He told me I’d passed, but not to tell the others as they might not have theirs yet, but put an advisory on my sheet that I would benefit from further training even though I had passed – something I totally agreed with.

I felt a bit emotional sat in the car.  I mused that I might even shed a tear after my first race win!

Then I remembered I didn’t know if I’d cocked up on the written test, yet…

At least the pressure was off, and I had a good laugh booting the Caterham around for the rest of the afternoon as the others did their track test.

Arriving back after that we all got our results, and I think most of us had passed!

I even got a Novice sticker (yellow background with black diagonal cross) to put on the back of my car next year!  Not bad for £400!

So I am now an Officially Licensed Racing Driver – something I’ve dreamed of since I was around two years old!

I’m also fully aware that I’m at the bottom of a very steep learning curve.

But this is going to be fun!

Like a ‘P’ plate – but faster!

Taking The ARDS Test – The Morning Preparation

03 Monday Jun 2013

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Taking The ARDS Test – The Morning Preparation

Note: This blog was originally posted 19 October 2012.

“What experience do you have?”
“Loads of bike track days, and car skid control courses and, err, stuff.”
“What are you going to race?”
“Formula Vee, next season!”

That was the last moment I felt confident on the day of my ARDS test!

Luckily, not everyone there (there were about 18 of us) had done loads of car track days and stuff, so I wasn’t alone in my lack of experience, but then the instructors spent the next part of the morning basically telling us all we weren’t going to pass today.  I guess this was a good thing, as it knocked the cocky straight out of you.  Especially when you learn that Silverstone is the toughest place to pass the ARDS test (although this can also work in your favour as Race Stewards will look on you more favourably if blame needs to be apportioned for an on-track incident).

After a brief chat about the basics that we should already know (race lines, car physics, under and oversteer etc), we split into two groups – one group going off to the skid pan whilst my group were first out on the proper track.

The instructors were people I almost recognised.  If I could remember their names you’d probably know a few, too.  I clocked Ian Flux who I know from old Formula Vee and Tuscans but hadn’t seen him since I was tiny. He wasn’t my instructor, so no chance of favouritism there!

I got Neal.  If you know who Neal is, please let me know, because I didn’t get his surname, and the sheet he filled signed I never got to take home!  He was great, anyway!

So, I was literally one of the first to jump in the Renault Magane Sport test cars.  The six speed gearbox felt flawless, but, not being a car I’ve ever driven before the controls were a bastard.  The throttle was too sensitive, the brakes too sharp.  Heel & Toe was ditched immediately – I had far too much else to worry about.

We pulled out onto the Silverstone International circuit which I have never seen before in my life and began wishing I’d looked at on YouTube.  It is very fast, and not the simple 4 corner layout of the National track that I was expecting!

https://i0.wp.com/www.silverstone.co.uk/Global/Images/Circuit%20maps/Experience/Exp_map-southern.gif

So that’s all my excuses.  In the first session we did about 15 mins worth building up speed (instructor first for a few laps then me), and I realised I was In Trouble.

It was my first time EVER driving a car on a race track.  I went into 6th gear a few times when I wanted 4th, and was braking, coming off the pedal and then braking a bit more into corners.  I was feeding the steering wheel a little instead of keeping my hands at quarter-to-three.  My lines weren’t terrible, but transitions were ragged and nothing was very smooth.

There was no way I would pass unless I seriously got my act together.  And fast.

We had a second session for 15-20 mins and I was consciously trying to improve everywhere, plus looking through the corners and doing a respectable pace.

And I think pace was my biggest problem overall.  I have absolutely no frame of reference to what a fast car is on a track.

On a bike track day I’m busy all the time.  On the edge of my abilities, but not exceeding the bikes limits.

In a car it’s the opposite.  Because I’m used to thinking at 1000hp-per-tonne performance levels, cars are S L O W…

I had far too much time braking into corners.  I could have done some knitting and still made the corner.  The car felt so much slower that it almost felt like I was coming to a complete stop before the tight corners, and then waiting an eternity to get back on the power.

Once race driving is in muscle memory and I can do it all naturally without over thinking it all, this may well work to my advantage – but it was a major problem for me here.

Neil showed me a different way to hold the gear stick to improve my changes and stop getting 6th gear by accident.  Great, but this meant I had just a few laps left before the test in which to completely rewire my brain of how I’ve shifted gear on the roads for the last two years…

Next was the skid control, with the cars on cradles to simulate oversteer around a course of cones.  This was no problem for me, as I have done skid control in cars before, so was more a bit of fun getting it drifting.

Going into the lunch break I knew I’d improved a lot, but I still had a massive amount of work to do on my driving.

I put my chances of passing at 50-50.  60-40 at best.

I’d have to take 10 steps back and find a solid foundation to build on to have any more chance of passing the test today…

http://thinkingshift.files.wordpress.com/2007/12/10.jpg?w=584

Heel And Toe/Blipping On Downshifts

02 Sunday Jun 2013

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Heel And Toe/Blipping On Downshifts

Note: This blog was first pulished 15 August 2012.

The other morning I was chuffed to bits, having just used near-perfect heal and toe technique whilst braking for the end of the dual carriageway on my way to work!

I had decided that it wasn’t worth me learning the heel and toe braking technique, as I know far more racing drivers who don’t use it than who do.

As mentioned previously, I suspect it’s one of those big black clouds that people see as the near-impossible difference between us lesser mortals and Racing Drivers.

Either way, I figure this is worthy of a separate blog.

So what IS Heel and Toe?

Well, the basic aim is to blip the throttle as you shift down a gear, which will match the engine revs and result in a much smoother gearshift.  Because the revs are better matched between gears, you don’t get that jolt as the clutch takes all the strain of equalising the revs between gears, and so the tyres are also far less likely to lose grip as you downshift already on the edge of traction.

You need to brake using the ball of your foot below your big toe, so that half of your foot is over the throttle pedal, and as you press the clutch in and change down a gear, you tilt your foot so you catch the accelerator briefly, and then let the clutch out again.

Some keep the top half of their foot on the brake and twist their foot so they touch the accelerator with their heel – hence the name ‘heel and toe’.  I chose to use the side of the foot after watching some YouTube videos of how drivers like Ayrton Senna did things.  You can’t argue with the technique of the best racing driver ever!

It’s kinder mechanically, but also you get that sporty WHOM-WHOM-WHOM sound which sounds beautiful through a tuned exhaust.  Bonus.

On a bike it was one of the first advanced riding techniques I learnt, and I use it all the time as it’s now second nature, just like clutchless upshifting.  For the two-wheel version you simply whack it down a gear with your foot and quickly flick your throttle hand to match the revs.  Far easier than a car, it has to be said!

A few nights ago I got to have a proper play around tight, twisty lanes in rural Worcestershire, and got lots of practice in.  My success rate of using heel and toe jumped from around 2 out of 10 shifts at the start of the week when I first tried it, to a solid 8 out of 10!

Maybe I will have mastered it enough to use it in the ARDS test?

This morning I also had my first crack at it whilst wearing my Vibram FiveFingers.  Awesome.  They are PERFECT for it, because you have all the essential feel plus the flexibility!

It was, however, just pointed out by a cow-orker that driving barefoot is illegal.  I wonder how that would go if I got pulled over driving in the FiveFingers?

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ARDS Test Part 2: The Go Racing Pack

01 Saturday Jun 2013

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ARDS Test Part 2: The Go Racing Pack

Note: This blog was first published 06 August 2012.

I’ve now got my Go Racing Pack, and am preparing to book the test!

In the pack you get a DVD of what’s expected of you for the test, which goes over lots of regulations and flags you need to know for the test, and also a fair bit of first aid.  You get the ‘Blue Book’ of all contacts/rules/regs in the motor racing world along with some quick reference sheets for flags and handling techniques, a Demon Tweaks catalogue, and the application form itself.

Next step is to book up a day at Silverstone.

I have made a few observations along the way so far:

Although bike part prices are wayyy above car ones, when you get into car racing the balance shifts.

Car helmets? Unless you buy from overseas you’re looking at £300 for a cheapo, and most double that. Or in the thousands. Compare that to a bike lid that will do the job for £100…

And the flame retardant suits themselves? More than a set of leathers! You might scrape a cheap suit for £300, but just over £1000 seems to be about right – and that’s into custom-made super-leather jobbies on a set of bike leathers!

And then you need Nomex boots, gloves, and ideally a full set of fireproof undergarments head-to-toe.

Luckily, having just called Silverstone up directly, all you need for the test is comfortable clothing (as a lot of the day is in classrooms) and they provide an open-face helmet (so you can speak to the instructors and hear them yelling at you).  The may let me use my bike helmet, so I’ll take this along as well – mainly to try and sneak a bit of camera footage out of the day!

The other thing catching my attention at the moment is:

Heel & Toe

Every racing driver uses this technique, right?

Wrong, from what I can tell! I’m trying to find out from various sources exactly how many use it, and is it just the fastest drivers, and so far results are inconclusive.

I know championship winners who never use it, fo example.

I mean, I use the bike equivalent (blipping on every downshift), so it would make sense for me to learn heel and toe. Probably not for the test, but for the future, certainly.

I’ve said before about how driving a car is a bit boring as it’s all in slow motion compared to a bike.  Maybe this will liven things up a bit for me!

I’m enjoying watching old videos of Ayrton Senna and suchlikes working the pedals.  One thing to watch for, is if you’re learning from videos of Group B rally drivers, be aware that because of the filthy great primitive turbos they used, they’d often keep the throttle wide open as they braked.  This kept the turbo in the narrow sweet range when they got back on the power.

As a slight tangent to this, I recently learned that Ari Vatanen(?) drove the Lancia Delta S4 on the Portuguese GP circuit in 1984, and clocked a time that would have put him in 6th place at that years Formula One race!  Is that a sign of how awesome those Group B cars were, or how good their drivers were?

Do you use heel and toe in the car?

ARDS Test: Following My Childhood Dream To Be A Racing Driver

31 Friday May 2013

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ARDS Test: Following My Childhood Dream To Be A Racing Driver

Note: This was first written on 20 July 2012, when my journey first started. This is a new blog created to purely document my racing.

From my earliest memories, I always wanted to be a Racing Driver.

Well, that and a Bounty Hunter – and as I’ve been a Surveillance Operative/P.I. I’ve pretty much covered that one.  But didn’t get to shoot Bad Guys.

After riding sportsbikes for 12 years, and having blogged about the bike trackdays, you’d be forgiven for expecting me to be banging on about getting my bike racing license here – but no!  This is the ARDS National B License for four wheels!

I’ve only been driving cars for 2 years, but found straight away that I enjoy driving almost as much as riding a bike.

The thing is, I’ve crashed bikes and know it hurts!  Whilst I am pretty quick on two wheels (on road and track), I’m not going to push my limits into the kind of realms where I might be looking at actually racing.  Trackdays for bikes, whatever they try to claim, ARE racing, anyway!  You thrape the Hell out of your bike, try to be the fastest in every session, and the only thing missing is a trophy for anyone at the end.

I’ve never driven anything faster than a 14 year old Honda Civic Sport, but have done any advanced training I could grab, such as learning from Police/Pursuit trained drivers to a Skid Control course as soon as I’d passed my test.  I’ve done karting and am pretty fast there, too, but am under no illusions that drifting a kart will bear any resemblance to hammering a full-size car on a circuit.

I’ve grown up around the racing scene – namely the 750 Motor Club, as my Step Dad (Glenn Hay) raced Formula Vee single seaters.  He still owns several cars – one is being run currently by Rob Cowburn – but as he’s looking at racing again himself, and my sister Michelle Hay also passed her ARDS license a few years back he might run out of spare cars before I get enough cash to be able to try a race myself!

Doing a bit of research online, it seems first you have to buy the ‘starter pack’, which contains loads of useful info for the budding racing driver including a handbook of contacts for various ‘stuff’, a DVD to prepare you for the test itself, and the application forms.

The practical test and written test are done together on a half day course at just about every circuit, with most costing around £300.  That’s for a written test to show you can do everything safely and know the flags etc, and then you use their cars to hammer around a track and show the instructors that you can be trusted on track to not kill everybody around you.

It seems Silverstone also offer a whole days course for £400 – which includes all the above plus a lot more track time in the morning including more skid control training.  This option seems like a bargain for another £100 over the half day – especially as you get to use their Caterhams, rather than what appear to be things like Honda Civics and Peugeot Hairdressers at the other tracks.  I quite fancy a blast in a Caterham!

You also need to find a Doctor to give you a full medical examination – this is around £100 and I’m not happy about it!  Some people have told me you can get it done for half this, so it may be worth shopping around.

Assuming you pass all that, you just get the application forms back (there might be another fee here), and they send you your shiny new National B Race License in return!

And then the first step of the childhood dream is in motion!

I shall do a series of blogs about each stage of my application for anyone who’s also interested in doing the ARDS test, and if you have any more info or tips please feel free to post a comment!

You can get the initial pack from these two sites:

http://www.ards.co.uk

http://www.msauk.org/site/cms/contentviewarticle.asp?article=784