Anglesey Coastal – Qualifying & Race 1


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Arriving in Anglesey on a sunny Friday afternoon, there weren’t many places I’d rather have been!

After the long but beautiful drive through along the Welsh coast, and past the mountains of Snowdonia, we arrived early enough that Ben Miloudi kindly let me jump in for the last test session of the day – something I haven’t ever done since my first race!

I was going easy on the car but still managed to get comfortable on a quick pace, so would be dialled in for once as soon as I hit the track the following morning for qualifying, assuming the car felt good after the Croft problems…


I was able to get straight on the pace, and the car felt good. The test session had given me my confidence back and I knew I could trust Glenn’s work as usual.

I was able to push the car safely, losing the front a few times but without any drama on what was one of the most grippy tracks I’ve ever driven on!

I qualified 20th and 17th – but this really didn’t do it justice, as the first 25 cars were covered by 5 seconds and first 20 within 4! All the fast guys were out and on it – including Graham Gant coming out of hiding for the first time this year to grab pole!

In B class, the usual aliens – James Harridge and Jack Wilkinson – were way up the front, but the rest of us were all packed together with very close times. Tim Crighton had done excellent to head the best of the rest putting his Scarab a few rows ahead, but everything was set for an epic B class battle.


Race 1

With the sun still beating down on us (for once!!), I took it a bit too safely on the start (not wanting a repeat of Croft!) and let a few cars past me, tucking in behind Vaughn Jones, Martin Snarey and Dave Leniewski.

With 2nd gear selecting perfectly this year, I drove out of the tight Rocket corner and took Vaughn on the inside of the next turn, hassling Snarey over the line before making a move on the exit of my favourite corner – Church – and holding him off down the back straight as I set my lights on Leniewski.

I wasn’t making much progress on him for a few laps, and there was still a pack flashing left and right in my mirrors, until Leniewski went oil surfing through Turn 1 and spun. I squeezed past and Snarey just stayed clear as well, but it gave me enough clear track to pull a gap.

Unfortunately I found the same oil on the very next lap, getting very sideways but holding it. I did smile as I came out of the banked hairpin and looked across to see Leniewski do exactly the same thing again! The ol flags finally came out after that, so we were all a bit more tentative through there for the rest of therace, but at least there was no damage done!

Meanwhile, I’d seen James Harridge pulled off the track with more engine problems, Tim Crighton and Jack Wilkinson were well ahead somewhere, and then I felt a pang of excitement as I realised the car I was catching was Colin Gregory, who must be 3rd in B class.

I caught him quickly, selling him a dummy around the outside at Church before cutting back inside and using his tow to blast past down the back straight.

Snarey soon joined the party, with the dark shape of Ross Price looming in the background.

Gregory dived up the inside of me on the brakes into the banked hairpin on the last lap, and I again cut back, this time taking the inside as we were both flat into Church.

With wheels inches apart, I again tucked into his slipstream and got that extra boost to pass down the back straight, this time driving defensively whilst watching Snarey trying everything he could to get past Gregory.

I punched the air as I crossed the line, picking up the final B Class podium trophy – but above all bringing the car home alive and untouched after a great scrap and pushing as hard as I ever have!

I’d finally got the car so on edge that one end or the other was moving in almost every corner, so I knew I was driving well.

Again, the overall result of 14th doesn’t really do me justice, as I was less than 3 seconds per lap off the winners (Pete Belsey) time, so well up there!

And other than gripping the wheel through the first corner harder than the Incredible Hulk, I was pretty relaxed about it all!

After a meal in the cafe and a twilight track walk, I was feeling good about the second race…


Missing pictures!


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As you may have noticed, many of the pictures from this website have disappeared.

This is because the ‘free’ Photobucket account I used have suddenly decided that I have to pay them £400 per year or something daft!

Rest assured I’m migrating all the pictures to a reputable free hosting site and then I’ll have to relink them all from there… This may of course take some time, so sorry for the look of the site and blogs until then!

If you have any suggestions for free picture hosting sites that aren’t a rip-off feel free to share them!

The other RTV cars


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Glenn has a pretty impressive collection of Formula Vee cars stretching right back to the first ever UK Vee race in 1967!

Click here to view pictures and info on this fine stable, and see what we plan to get back on track!

If you would like to see your company or brand on these cars, please get in touch and we can agree a package that’s right for you!  You can contact RTV in the Contact section at the top of this page, or come and meet Glenn and James at any of the races or shows.

Remember Croft? Race 2


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A new day, and the sun was shining once more. I was starting from a decent position but wouldn’t really find out what the car would do until I hit the first corner at race speed – not great when the brief was yet again to try and keep the car safe.

On the warm-up lap I gave the car a bit of a slide into the second turn and could tell straight away that things weren’t right. Added to this, the steering wheel wasn’t pointing straight, so my thumbs and stuff were in the wrong places.

As I sat on the grid psyching myself up, I looked down to find my magical rev sweet spot to get another demon start. What I found was the turned wheel was hiding my rev counter!

I looked back up and the start lights had already gone out and I’d missed it!

I recovered fairly well, but with the random handling I stayed well wide through the first few corners so I didn’t end up hitting anyone else as I worked out what the car was doing.

The car didn’t want to turn in at all, and then the understeer snapped from no grip overall to oversteer and back to understeer seemingly at random through the corners.

I was dropping backwards down the grid and couldn’t seem to do anything about it!

Sam Engineer spun off causing a red flag – then we were held for ages before being put back in some weird grid order where I dropped back even further. Then Tim Probert caught fire a little bit, and we had to trundle around on a third slow green flag lap.

In between wondering if I’d catch fire, whether the engine would blow up in the heat, and if I could get the car to restart for the 37th time they moved us 20 yards forward, I told myself that the handling was all in my head, and I needed to give myself a slap.

I got a much better restart, and was all over the back of Colin Gregory for second in class (Jamie had already blown by me in the first start as I struggled) as I threw the car at the track as best as I could – not happy but not giving up!

I couldn’t take any of the usual corners flat out, and needed a big lift to get the front turned in through Barcroft, still missing the apex by a few feet.

This put me slightly wide on the exit, and as I straightened the steering wheel on instinct ready to brake hard from flat-out, I forgot a crucial thing…

Straightening the steering wheel with the repairs meant I was actually steering slightly to the left.

This put my left rear wheel just onto the grass as I slammed the anchors on, and the back wheels made my best overtake of the day on my front wheels. I was suddenly on the grass, backwards, on the right hand side of the circuit and the air pressure even opened my visor and I did what I could to stop taking Colin out as he turned right into Sunny In.

I changed the angle of my spin enough to miss him, but there was no way I could stop the car coming back across the track. Luckily we’d been pulling away, and Bill Garner was next on the scene with some nifty avoidance as he locked up and managed to avoid me as I rolled along the outside of the track trying to restart.

Crisis averted, I was now dead last and trying not to succumb to the red mist.

I locked up into the hairpin then got back in control and dropped back into the zone as I gave chase to Ian Rea.

I was still hammering an unpredictable car as much as I could, but had to dial it back a few notches as there’s no point crashing when you’re at the back anyway…

I slipstreamed past Ian out of the chicane and chased down Martin Snarey and the 6 car chain ahead.

It was taking an agonisingly long time in my head to make any progress, but I clawed past Martin on the start straight, and as I closed on Peter Cann saw Vaughn Jones spin up ahead.

Before he had chance to recover back to speed I squeezed around him almost on the grass and then the short 3 lap restart was given the chequered flag. I salvaged a 17th place finish, but had been expecting top 10 at a track I love and the car is suited to, so it was hard to get too worked up about.

It was an exciting race overall, but still a total disaster for me in the big scheme of things. Hence why I haven’t had the motivation to write this up (or the time!) until now.

As Anglesey approaches, I’m in a slightly more positive frame of mind again. If Real Life allows me to, I’ll prep better for this one, and approach things the same as I did for Oulton.

Hopefully this will be the one where I can show off the cars true potential. I’m at least going to try and enjoy it!

Remember Croft? Qualifying & Race 1


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Sorry that this blog has been so long coming! Unfortunately the major dramas that make up Real Life came into play, and my usual best escape of racing failed as that all turned out disastrous, too.

That said, it was brilliant getting away for a few days to hang out with the other Vee drivers. I know a few of us have some huge things going on away from racing at the moment, and hope the distraction of racing helps them as much as it does me.

After 6+ hours on the road, we arrived (early for once!) at Croft – one of my favourite circuits from last year. After the many hours spent fixing (and de-gravelling) the car since Brands Hatch, the brief was to keep the car safe and just get some points back on the board.



I hadn’t done the sort of prep that I should have – watching videos, playing simulators etc – so started somewhat steadily in qualifying. When you’re not 100% sure where to break and turn in on every single corner, it’s amazing how much it adds to your lap times.

The car felt good, but then someone dropped oil around half of the lap on the fastest section all the way back to the finish and a few cars had spins.

As ever, I’m enough of an idiot to enjoy a bit of oil, but obviously with oil down from the 2nd or 3rd lap this meant all those who’d practiced the day before got much faster laps in before the track was ruined. I actually put my quickest lap in on my final lap, despite lifting off to let Adam Macaulay and Ben Miloudi through on flying laps – so at least knew I was doing something ok!

I did lose the lap before with a huge minger of a drift that turned into a spin, though…

I qualified a mediocre 17th and 16th – but with James Harridge blowing another engine and Jamie Harrison losing all power this still put me 2nd in class right behind Colin Gregory for both races. The first class win was in sight!

Race 1

With another fast start I pushed a few places up the grid off the line, having to lift for a few slower cars but still making good progress.

I got ahead of Mark Egan up the inside of the first turn, but then into the sharp Turn 2 I knew I could either get aggressive and perform a really harsh block pass on Mark, risking taking us both out, or back out as safely as I could, making sure I could hold the tight line around the corner. This would mean Mark disappearing on the exit, but I could live with that for now..

Unfortunately, Mark then cut hard across to the apex, I assume having not seen me, and leaving absolutely no room for me.

I slammed on the brakes even harder and got a nudge from behind from Peter Studer – but it was already too late and Mark’s right rear wheel slammed into my front left.

This broke the steering link, and as my wheel flapped around like some sad, dying fish, I was at the mercy of the rest of the field as I veered across the track and off the side to retire.

I was not happy.

Then, just as I got out and stood at the side of the track, it started thundering. Yeah, thanks for that.

The car was carried back on a crane, and some hasty bodge repairs made ready for the next day. As we were making a start on it, Ian Rea spotted the impact had ripped the front beam off the chassis, stripping the thread and bolt holding it on.

Gary Richardson kindly helped get the set-up as good as we could, but with camber, castor and toe all a bit wonky (we had to try and even things out by re-adjusting the good side!) I could tell I might have to drive around the faults for the second race.

The Clean Up!


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At Brands Hatch, I spun off into the gravel trap at Paddock Hill bend. Twice.

Whilst the gravel traps are brilliant, and undoubtedly stopped the car meeting the tyre wall at high speed, it still has some major consequences.

When you see the BTCC cars spinning off and then rejoining, shaking off the gravel, what you’re not seeing is the hours spent stripping the car afterwards to get all the gravel out of it – not to mention the damage it does to panels and paintwork and sponsor stickers.

And it gets EVERYWHERE.

Even after scraping out piles of the stuff, after trailering the car home 200 miles there was still masses of the stuff. Kilograms. All over the engine, literally filling the engine bay, and everywhere in the cockpit, too.

Vacuuming gets some out, but there is still masses behind panels and stuck behind chassis tubing, and the only real way to do it efficiently is to totally strip down the car.

The original plan was to jet wash everything, but without one easily to hand James got out the sponge and soap and went over the car.

Then we drilled out the rivets and got the side panels off to get at the rest of it, cleaning up the rest ‘dry’ using an oily cloth and more vacuuming.

Next it was onto the rear of the car – Glenn found that he was unable to crank the engine over by hand, and so the engine had to come out.

Luckily, once on the bench we found a pulped lump of gravel was blocking one of the pistons, and once this was removed everything worked again!

After more vacuuming and cleaning of the engine bay, the car is now ready to start piecing back together – there’s still a lot of work to do (repainting chassis and suspension parts, removing and applying new stickers etc…) but we should have it at least running ready to get to Croft at the end of the month.

Brands Hatch GP – Race 2 (Part 3 of 3)


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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…

Brands Hatch GP – Race 1 (Part 2 of 3)


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Race 1

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.

Brands Hatch GP – Qualifying (Part 1 of 3)


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The legendary Brands Hatch GP circuit.

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.


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.

Primrose Hospice – Who are my newest sponsors?


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As you may have seen on Twitter and Facebook, Racing Team Vee have formed a proud partnership with Primrose Hospice for 2017!

Primrose Hospice is an independent charity supporting patients and families living with a life-limiting illness, across North East Worcestershire.

Their staff and over 450 volunteers are involved in a massive range of activities from supporting patients in the Day Hospice and Family Support Team to running fundraising events all year round.

With the main base in my own home town of Bromsgrove, the results of their help are well known to all my family and friends, and having recently witnessed how they helped my fiancée’s Dad come to terms with recovering from prostate cancer I knew I had to try and help out in any way I could.

The whole team is very positive and upbeat, and that shows with the strength and outlook it gives to their patients, too.

A unique thing I found on a visit is Trevor – the Therapy Dog. He wonders around the place making friends with patients and offering the kind of supporting ear that only dogs can. A brilliant idea, and you can follow his exploits every week on Trevor Tuesday on Twitter.


I’ll be showing my own support for Primrose Hospice later in the year as I jump out of a perfectly good air plane for a tandem parachute drop – so watch this space and please help me raise some much-needed funds!

You can, of course, donate directly to Primrose Hospice, and I’ll be setting up a facility myself, soon.

For me, this is a great chance to give something back to a charity I really believe in, and I hope you will welcome them aboard RTV. Their branding will be prominently on display on James’ Sheane Formula Vee car at the legendary Brands Hatch racing circuit this Monday along with existing sponsors JooVuu.

Please like and share and stay tuned for an exciting year!