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Irish Vee Festival – my view

18 Wednesday Jul 2018

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Topgear ieThe 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.

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bill crash zoom

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 17th 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 16th 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!

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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.

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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.

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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!

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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!

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Brands Hatch – How it looked from my seat (Race 2)

08 Tuesday May 2018

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jh 1

And then came the crash…

Race 2

My usual start took me forward a few rows and the car felt good, although still lacking power.

I was still in ‘safety’ mode so not trying anything daft, and I’d got myself into a pack of about nine cars, so that took a bit of restraint. I’d taken to dropping to third gear for Paddock as the engine seemed to handle the revs ok, and I was still getting that flat spot in fourth.

Neil Aldridge had an absolutely terrible lap and dropped right from the front of our pack and I had a great run on him into Paddock around the outside.

As I’d committed, Vaughn Jones cut from the outside line to the inside to make a move on the cars ahead, and spun on the inside of the corner just ahead of Neil.

I saw all of this and moved another cars width to the left so that I was right on the edge of the track and Neil had plenty of room to also move left as Vaughn’s spin took him across the track.

Unfortunately Vaughn either clipped Neil or he had to dive left more to avoid him, and I was directly alongside and going past.

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Neil sideswiped me wheel to wheel, causing us both to spin with him now in the gravel.

I could hear his throttle fully open as he slammed into me again, his airborne rear wheel ripping a hole through the aluminium side panel inches from my head, this hard impact sending me off at a tangent across the track to the infield.

crash c

I was on the grass with the engine still running, looking very carefully at my right rear wheel where it felt like the main impact had been.

I knew the front would be bent, so wasn’t paying much attention to it as I eased the car forwards, and it was heading in a straightish line. I cruised up to Druids and was starting to think I could crawl around and pick up points, until I dabbed the brakes and the car slewed left and over the gravel.

I knew it was race over for me, and remembering how they’d red flagged qualifying when Bill Garner pulled off at that exact spot I was eager to get the car to a safe place where they wouldn’t stop the race.

I pointed left towards the marshal post and a group of marshals there were signalling crossing their hands in front of them in the ‘no’ gesture, so I pointed to the right, to the infield of the hairpin to a dirt road that would take me behind the barrier.

I should note that all this time I couldn’t see behind me, as the crest of the road meant all I could see was the top of Paddock Hill, 300+ metres away, so there was no way I could make out any cars. Everything else was hidden in the dip.

Still pointing to the infield, I looked at the marshals who were pointing repeatedly to the spot I was looking to go.

point

I gave a jab of throttle and crossed the track and into the refuge area – but as I ran up the curb on the infield I saw the pack stream past me in my mirrors. Close. VERY close.

I was fuming.

You can hear me, dripping with sarcastic rage, say “I don’t think they should have told me to do that!”, before getting out and stropping around a bit, moaning to the spectators about what had just happened.

SJN Photography miserable

A red flag came out for Neil and the marshals came over to help me.

I asked why they’d told me to cross the track when the leaders were that close and they told me they’d been saying “No – don’t go!” and were actually pointing to the approaching pack of cars and not telling me to go…

So we’d simply miscommunicated – not surprising as there are no pre-arranged hand signals between us, and, as demonstrated here, it could all be misinterpreted. I shouldn’t have used the marshals as my eyes when I couldn’t see – they already do a hard enough job and I shouldn’t have assumed we were on the same wave length.

It’s definitely not their fault, and do a brilliant job keeping us safe.

I also realise that this incident will look Very Bad to everyone, and on the TV coverage, so wanted to at least get my side of things across! Another lesson learned, and luckily no harm done.

I’ll do a separate damage report, but we do still hope to make Croft.

Thanks for sticking with this very long write-up!

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Brands Hatch – How it looked from my seat (Race 1)

08 Tuesday May 2018

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Well at least this one will be longer than the Croft report. I will also look at some of the more controversial moments that I may have got myself involved in.

I entered the race at the last second, and at that stage the engine wasn’t actually back together again! We’ve used bits from the new engine that was nearly built up – but that means we have a few mis-matched bits and had to go with a ‘safe’ setting with lower compression and other compromises.

We were up at 4am and made the start of qualifying, though!

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Qualifying

For once it didn’t start raining as the Vee’s lined up to go out – in fact the sun scorched down all weekend.

I had to ease the engine in so was taking it easy to get my mandatory three laps in, and these were also my first laps in the car for six months (I think we can discount two sodden laps at Coombe).

Before I could do that, the session was red flagged with a car pulled off at Druids. I was also noting that a lot of people out there were driving as if it was the last lap of the race, throwing it around both sides of the slower cars and having a whinge when they didn’t disappear – in short, I was waiting for a big accident…

And on the restart it came. Dave Wallis had lost it at Clearways, and with James Clennell left unsighted behind another car, he ploughed into him.

I had the very surreal and almost cartoonish experience of coming around Clearways to see their cars on each side of the track, and two wheels rolling up the centre of the track on their own. Unfortunately I had some camera issues meaning this footage was recorded over – but take my worked for it when I say it was WEIRD to see! And a bit scary…

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I didn’t like the look of Clennells car – a lot of chassis deformity, but thankfully he and Dave were both able to walk away. Dave commented to me that if that was in the sidecar he’d raced last year, that might not have been the case for anyone involved… Which is why I chose to race with four wheels instead of two!

My car had been smoking, and we found a fixable oil leak. The engine seemed ok but not particularly sharp, but I found that getting back on the throttle to turn into Paddock Hill I got nothing. I described it as a flat-spot in the rev range that we can probably attribute to the new heads not being delicately tuned to the length of the carb manifolds.

Solution for the race? Either drop it to third gear (risking high revs), or go into the corner a lot faster in fourth gear.

So only one option, then!

Race 1

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I made a great start and blasted through a few rows. This is where things can get a bit awkward, especially if you’re trying to keep out of trouble, as you’re now right in the thick of the first corner bottleneck, and if you make a great start you can be around cars that will lap much faster.

If you back off too much you get hit by those charging behind you, but if your ‘ambition outweighs your talent’ (as Stoner said) then you can take out half the grid…

I backed off more than I normally would and lost a few places into Druids.

Things settled and I was in about a seven car group, although I was towards the back still feeling things out with my car.

Everyone around me was racing hard but fair, and despite the number of us swapping and changing, I think we all trusted each other not to do anything daft. This is where you get some great racing, and you’re also not slowing each other up.

I let what seemed to be the entire field plus half the Locust grid up the inside of me into Druids as I was focusing a bit too much on keeping it safe.

Then Bill Garner starting dropping all of his oil over the track. My visor (oh, that reminds me you’re still waiting for my report on my anti-fog modifications – stay tuned for that!) was covered and it was like a wake coming out the back of the car.

Rory Melia was ahead of me when Bill overtook him going into Paddock Hill, and I could see as soon as Rory hit the brakes he lost it on the oil. I thought I could ease on the brakes and nip up the inside before he spun, but the instant I touched my brakes the back end swung around like I was on ice.

I stood on the brakes to lock everything up, but I was travelling directly backwards and all I could see in both of my mirrors was Rory directly in my path. I let off the brakes a little to get some steering back and managed to get some angle so I didn’t clatter into him, and as a bonus still stayed out of the gravel trap.

Alex Jones had an interesting view of this as he was directly behind us, and we part to let him through the middle just in time.

spin back view

Tom Roper wasn’t quite so lucky, but managed to slam on his brakes to avoid me, now almost stationary in front of him as he came over the blind crest.

I wasn’t getting any lights from my dashboard to restart, so let the car roll down the hill and tried to bump start it, but even this was to no avail. Finally, just as I hit the rise up to Druids I tried the starter again and it fired in a cloud of black smoke, and I blasted off to chase down Vaughn Jones in his Spider.

I instantly felt that all was not well, and I seemed to be losing power all the time, with the engine sounding rougher and rougher by the lap. And I’d already lost a lot of time and many places…

To spice things up, at least one other car was also dumping all their oil onto the track. I remember for a few laps there were three distinct lines of oil through Surtees – the flat-out left hander – and you basically had to pick one of them and see if you could hold on!

I caught Vaughn as I neared Druids, and just caught a glimpse of the leaders right behind me (what happened to the blue flags??). I let Daniel Hands**? and Graham Gant through up the inside, taking a wide line in, and seeing Graham seriously sideways on oil and headed for the tyres (well held, that man!), decided to cut back for a late apex.

Here’s the moment where some say I knocked off the nosecone of another car:

I overtook Vaughn down the Cooper Straight and then still managed to stay stupidly wide, risking putting myself off and losing the position I’d just made to allow another two leaders to have the inside line into Surtees, all of us sliding three wide on the oil.

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I don’t think some of the faster cars realise just how much effort we put into getting out of their way, and we often get sarcastic comments about “not looking in your mirrors”. Sometimes what they actually want is for you to disappear, but we still have to turn into the corner at some point as well, and if you’re so great a driver why do you expect us to be able to use less track than you? Remember that the MSA rules tell you to stick to your normal racing line and it’s up to the car behind to find a safe way past you – imagine if we all just stuck to this? Then we’d see some proper moaning.

Anyway, rant over…

I crossed the line a sorry 20th with the engine sounding awful. Speaking to Glenn we were ready to just put it on the trailer and take it home, rather than risk more engine damage, but he decided to have a look at compression readings.

This was down to what we expected, but a fair bit lower on two cylinders – still not really enough to explain the problem, though, so he checked the valve clearances as a last hope.

We found one had become very tight, and one very loose, so after a quick adjustment that seemed a likely culprit. We headed to the Kentagon for a meal and some banter with the other drivers, and were happy to give it a crack for the next day.

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Looking back at my 2017 season

28 Sunday Jan 2018

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pic r2 003

It’s only now that I’m looking back through my camera footage (as I make the compilation video) that I realise what a terrible first half of the season I had!

I’ll post my long edit video first for those who don’t want to read my long edit blog:

And I also must thank my sponsors JooVuu for supplying the best action cameras and accessories from a UK company, and Primrose Hospice who have been there and helped several people close to me in the last few years.

So what happened to me in the 2017 Formula Vee championship?

Oulton Park International

OK, so I drove really well at Oulton Park, but as I left the pit lane in qualifying my engine spat out a spark plug with the thread still attached, leaving me trundling around to qualify at the very back. If not for that, I’d have undoubtedly got my first class win, and quite possibly done the double.

I love the track and have done hundreds of track day laps on bikes, so it didn’t really surprise me that I was quick there. When I was on a charge with the recovering Dave Leniewski at the end of race two, we were about two seconds a lap faster than the cars ahead of us – even getting in each others way – and the speed I closed in on Jamie Harrison into the final corner I actually put two wheels onto the grass and was going to put all four off and pass before the braking zone before Common Sense kicked in!

I still think I could have pulled it off, too…

Brands Hatch GP

So from that high of my first ever second place trophy, we went to Brands Hatch for an amazingly expensive and rare go at the full GP circuit.

In terrible conditions with relentless rain, I lost the back on the exit of Paddock Hill in qualifying, correcting the slide no problem… but then the rears hit the outside camber and it launched me into the gravel so fast I got my first taste of how big an accident you can have there. Luckily I stopped before hitting the wall, and Paresh Kumar and Chris Whitehouse both helped massively getting the tonnes of gravel out of EVERYWHERE to get me out with seconds to spare before the start of the race.

With the rain still pouring, I had gear selection issues and started from pit lane, and under a first safety car experience, I found myself trapped behind a struggling Peter Cann who couldn’t catch up to the main pack as his own car was handling like a nightmare. I got in Trouble for pulling alongside him to motion him to catch up – which was a bit harsh, if you ask me!

And then a circlip on the gearbox popped off leaving me to retire, stuck in second gear, anyway…

Race two saw me lose it going into Paddock Hill as I locked the rears (still wet) and put it straight back into the gravel.

It took weeks to strip the car and clean and get all that gravel out. It was terrible.

What I did learn there was that I’d crashed by not pushing. Leaving it in fourth gear for Paddock meant I had less engine braking than when I’d normally drop to third. This meant rather than my rear wheels slowing me and stabilising the car, their momentum pushed the rear on… The physics all make sense in hindsight – and I was only leaving it in fourth because I was trying to keep everything safe and in ‘survival mode’ to just finish in the terrible conditions…

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Croft

I put it all behind me for a sunny Croft, where I always go well but am usually hampered by being unable to get second gear out of the hairpin. Not this time, though, as we had all four definite gears!

After a sensible qualifying I shot off the grid (something I’ve been getting a name for this year!) holding a tight line through the first corner. With 15 cars right up my exhaust pipe, I was then pretty committed to staying inside through turn two, but Mark Egan didn’t see me and cut to the apex through my front left wheel as I got hit from behind trying to brake a little more to avoid the inevitable…

Race over with my first contact-induced DNF. I still say Mark should have left me racing room as I had nowhere else I could possibly go (other than block-passing him), but it was also a ‘racing incident’ so I couldn’t really blame him, either.

And as the marshals pushed me off the track with a snapped steering arm flapping in the breeze, it also started to rain on me. Yeah, thanks.

Going out for the second race I could tell instantly that the car felt all kinds of wrong. The steering wheel wasn’t straight, for a start. A red flag saved me from dropping back further in the field, and I convinced myself I was just being a wuss, and the car was fine.

On the restart I ignored the handling issues and gave it everything, closing down Colin Gregory at the fastest part of the circuit… but as the steering wheel wasn’t straight, when I straightened the car up ready to brake into Sunny In, I’d actually put my left rear onto the grass just as I hit the brakes hard.

This was an amazingly fast spin that wasn’t entirely unpleasant as I mowed the grass to the inside of the track (seriously, I had grass get inside my damned helmet, somehow!?), but then realised I was going to go back across the track. Bill Garner did well to avoid me, but I’d blown it and was down to the back of the field again.

I scrabbled a few places back in the couple of laps we had, but it wasn’t great. Another lesson: If you think the car is doing weird scary stuff it’s probably not just in your head.

Anglesey Coastal

With Glenn Hay working his magic, the car was in top shape as we went to Wales.

And it did all feel good – I was in tune with the car, and drove the best I ever have done, under the sun, by the sea.

It was also some of the most entertaining racing as I diced first with Martin Snarey and then with Colin Gregory, and beating both to the flag.

I stayed right with the lead pack for the whole first lap in the seconds race, which was another first for me, but although still driving well was unable to keep Jamie Harrison behind me in the closing laps, as I missed a gear as we diced and then just couldn’t catch him again!

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Silverstone International

Another track where I’d normally go well, but in qualifying a faulty seal was leaking oil onto the clutch, resulting in much slippage. Some hasty bodge repairs got me out for the first race, but sadly didn’t hold and I had to crawl around to make the finish.

This did mean I had to try and over compensate in the corners, resulting in my most awesome video moment to date – a huge filthy great drift through Vale performed almost to perfection!

I had a brilliant fight at the end of the race with Martin Snarey, swapping places several times in the closing laps, and getting a great cut-back on the last corner, only to be foiled again as I was unable to get any power down and he beat me by just under a tenth of a second at the line!

A late night from Glenn, with help from James Harridge, Jake Hockley and Michelle Berry meant I started the second race with a fresh clutch. This sorted out the worst of the problems, but some slight clutch slip remained for the rest of the year – something we aim to fix by fitting stronger clutch springs.

The race went well, and I showed a fair pace and was running third in class for most of the race, after brief dices with Colin Gregory, Bill Stenning and Mark Lawton. All the time in my mirrors I was watching Jamie Harrison charging ever-closer, and thinking I’d covered the line well enough I slowed a little too much into Abbey, only to have him slide to the outside, blocking my exit and getting through in a terrific sneaky move, and knocking me off the B class podium by a tenth of a second!

Rockingham ISSL

Opting to save our tired car and not do the practice session meant I was at a disadvantage going into qualifying, but at this stage saving the car was more important, and I knew the track from bike trackdays. Or thought I did – except we were doing a slightly different layout!

The race was pretty terrible with everyone terrified of hitting the wall in the downpour. Everyone spun and went off everywhere, but I found myself ahead of Pete Belsey and Paul Taylor and doing ok – only to run very wide on the last lap and have to spin around to get back on the track. That was a bit disappointing as it would have been a great result, but at least I hadn’t hit the wall!

Race 2 was cancelled as even the safety car didn’t like the conditions out there – I would have still been happy to go out and have a crack, though!

Donington Park National

Surprisingly, despite the number of disasters over the season, it turned out I was a mere 1 point behind second in the B Class championship going into the last round. Jamie Harrison just had to make it to the grid in one race to win the title, which left me and Colin Gregory fighting for the rest of the podium.

My left rear tyre was down to the bone, the clutch slipping on every upshift, and the engine just very tired and down on power – but I decided that I could still do it!

After a safe qualifying session the first race was in heavy rain, and in the first few laps a few cars dumped oil all over the racing line. I opted to play it safe with cars going off everywhere, and thanks to Colin having a nightmare start ending on the grass and all sorts, I did just enough to stay ahead of him with no dramas.

Race 2 was dry, and it was calculated that on drop-scoring I was actually still 1 point behind Colin in the championship – so had to beat him again!

Nothing else out there mattered more than my mirrors after I’d made another good start and got ahead of him. I was managing my race nicely behind Mark Egan and Andrew Cooper, but then he caught me when I missed a gear shift, and went through along with Ross Price.

Kicking myself as they pulled into the distance, I was ok with nursing the car home to a safe 3rd place… but then something came burning up inside me and I decided I had to win!

I clawed Ross and Colin back in, and then we traded places in an epic battle – we were all fighting very hard and giving nothing away, but also all safe around each other. A proper battle.

As I lunged to the front of them I missed my braking into Clearways and as I managed to hold it all on the track they both came back through, but then almost touched wheels into the chicane. I’d stayed just far enough back to stay out of trouble but be ready to pounce, and out dragged them both up the pit straight.

Ross had one last attack into Redgate but had to go in far too hot, and I just let him sail by and then cut back under him on the exit. I got my head down and pushed hard, dropping them both off to a safe distance, braking early and softly into the final chicane to make sure I came out on top.

It felt like one of the greatest achievements of my life!

I realise it was only for 2nd place in a B class championship, but in my opinion if you don’t get excited by that then what are you even doing it for?

Then of course the bubble burst and I became the first driver of the weekend to get a time penalty for passing under yellows (despite many being called up and mine not giving me any kind of advantage) – which dropped me back so far in the race I lost everything to finish only 4th in the championship. Still not bad, but it does take the shine off things.

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Remember Croft? Qualifying & Race 1

26 Monday Jun 2017

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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.

 

Qualifying

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.

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

08 Monday May 2017

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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 – Qualifying (Part 1 of 3)

05 Friday May 2017

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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.

Qualifying

True to form, the heavens had opened as we blasted out of the pit lane for everyone’s first ever lap of the full circuit.

It was instantly obvious that it was really slippery, with everyone sliding around all over the place. I followed Ben Miloudi through Clearways on a big armful of opposite lock, then we were both sideways on the power most of the way down the pit straight as there was just no traction to be found.

The inevitable happened, and with cars off the safety car came out (still better than a red flag!) as the marshals cleaned up.

I felt pretty good with the car, but the excellent wet set up I’d found for Oulton wasn’t working for me at Brands. To be fair it was probably just too wet for anything to be of much use.

The track, however, was fantastic! I’ve said before that Brands Indy is my least favourite track, but I do like the old GP section. I lose my favourite flat-out Surtees corner, but the new version is good an challenging, as is the new angle of attack for Clearways over the crest. I’m sure both would be even better in the dry!

Anyway, the safety car… 750 Motor Club don’t normally use a safety car, so being with MSVR for the day was a good chance to see how it works. For the most part it’s great, as it keeps you moving and out of track, but I will come back to this later with some things that aren’t so brilliant.

I never actually saw the safety car itself, as the group I was following didn’t catch up to it before we saw green flags.

I got back on the pace, and a very quick Christian Goller slithered by I followed him through Paddock Hill and then got on the throttle a little bit harder and sooner down the hill, and the back started swinging around.

I made a huge correction on opposite lock but then the rear bit again and fired me sideways into the gravel trap, ripping my nose cone to shreds and showering me in gravel as I stopped just shy of hitting the tyre wall backwards.

I tried to drive out but that was hopeless as I was virtually buried. I even had gravel on the inside of my visor! I switched off and jumped out, marvelling at how covered the car was.

I’d also taken a quick look inside the carb trumpets, and could see lumps of stone there waiting to get into the engine, so I had to wait until the session ended to be towed back on The Wagon Of Shame.

Of course, the rain stopped just as I needed it to clean the car off!

I need to give a special mention here to Chris Whitehouse and Vinoth Kumar who did an excellent job of cleaning the car up, and also to Dave Jordan for the loan of a vacuum cleaner to get gravel out of the car – without them we’d have no chance of making the start of the race, so it was hugely appreciated, and yet another display of the Vee crowd pitching in to help!

Covered in mud, I used my biker skills to create a workable nose cone out of duct tape, and got to the assembly area just in time…

Oh, and despite all the drama I’d somehow still qualified 18th and 16th for the races!

James Harridge took pole by about 4 seconds from Ben Miloudi and Steve Ough.

I love Donington Park – but it hates me!

21 Monday Mar 2016

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I love Donington Park – but it hates me!

So far at Donington I’ve managed 3 corners before the engine seized in my first ever Vee drive, qualified badly after a spin losing my fastest lap plus my last one, caught a few feet of air in a crash and demolished my wrist in the first race, and then ran out of petrol whilst flying in the second race.

So this year had to yeild a bit of luck, right?

I’ve never done the National track layout before, so studied many hours of onboard footage to find braking and turning points, and decided to dial them right back to get my required 3 minimum safe laps in to qualify.

I cruised out onto the track, easing back into things as I tried to get a feel for some of the changes we’ve made to rear ride height on the car over Winter, and to just generally get my head back into driving a racecar.

Straight away I was moving past people not yet even thinking about getting my tyres up to temperature on the out-lap. I came onto the back straight and as we approached my newly learned braking zone, Ian Buxton passed me, I hit the brakes nice and early to follow him through the chicane, but as soon as he slammed on his brakes in front of me I knew I was in trouble.

Maybe he’d got his tyres and brakes up to temperature, but I could tell there was no way I was possibly going to stop before I smashed into the back of him. I was at that ‘floaty’ point on the brakes – after exceeding traction but before locking up (which is where you want to be on a fast lap on the limit) – but maximum braking is pretty useless when your overall traction levels are about half what they should be.

I threw the car to the right hoping I could pull it up before he came across on the racing line, or hoping he’d run wide himself, but Buxton didn’t stand much chance and my left front hit his side, spinning him around as I carried us both deep into the gravel trap… Not even one lap completed.

Understandably, he wasn’t impressed, and probably assumed I’d made a crazy dive down the inside. As I undid my belts I heard footsteps pounding through the gravel towards me.

Ian had a bit of a (well deserved) shout at me and then stomped off where the marshalls led him to safety. I got out and took my helmet off (this might not be the wisest move under the circumstances!) and tried to diffuse things with an apology as we waited for the snatch vehicle to drag our cars out of the gravel.

When they did, both cars looked relatively unscathed, other than being full of gravel. In hindsight, I should have jumped back in and got back on track to try and get the laps in to qualify, but didn’t think of that.

I drove the car back and legged it up to race control to see what I could do about getting the laps in so I could race, and they said I could follow the course car around during the lunch break, and then be allowed to start from the back of the grid for both races.

I went back down to the garage to pick gravel out of the poor pebble-dashed Sheane and then heard my name over the tannoy being called back up to see the Clerk of the Course. Uh-oh.

Remembering school time visits to the Headmasters Office, I slunk into the room and was asked to explain what happened.

I held my hands up to it all straight away – said exactly what had happened, and reiterated that I wasn’t trying to be stupid and was still cruising around, as far as I was concerned, but cocked up.

Then they moved on to the events after we were in the gravel trap – and it became clear that they Do Not Want any fisticuffs or threatening at the track side! This was clearly big no-no, so make a big note of that in case you end up tangling with another car!

It wasn’t anything to do with Ian Buxton, and I fully understood (and deserved!) his reaction, and so made sure they understood that I wasn’t threatened or intimidated by him etc. He had a few words in anger – I wasn’t scared for my life – there was no harm done, as far as I was concerned. I was just glad I hadn’t killed his car or hurt him!

I heard them call Ian up to the office after me, and we were both allowed to race, so I think I handled it all ok for the both of us.

We then just had to do a Drive Of Shame behind a pace car for 3 laps at hot road hatchback pace…

Oh, and Ian absolutely stormed through the grid in race 1 to finish in 6th with the fastest lap. That probably helped smooth things over for when we did shake hands later in the day.

Although he did still quip that he could have won that if it wasn’t for me!

Fair point, well made, Ian. Sorry…

2015 Formula Vee Highlights Video

09 Wednesday Dec 2015

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2015 Formula Vee Highlights Video

Here’s all the action and moments charting the story of sliding into the cockpit for the first time, to blasting away from a race grid in a National championship!

Hope you enjoy it

You can’t believe how much work goes into videos like this – I had to go through every bit of footage, noting bits to include, train myself up on video transitions and stuff, spend hours compiling it all and getting it to fit, then scrapping so many cool overtakes that it broke my heart!  Then another few hours processing, checking, and uploading it!

A lot of work – but I loved it!

Feel free to comment with any suggestion, improvements, likes or dislikes!

Donington Park GP 03/10/15

07 Wednesday Oct 2015

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Donington Park GP 03/10/15

A year on from my first ever time sitting in the Sheane Formula Vee race car.

A year on from the disappointment of paying over £100 per corner to test, only to get 3 corners in before the engine seized, and it was all over.

Of course, I’ve managed 2 race weekends since then – and finished 4 races, so this time coming back to Donington was greatly different.

Qualifying

Leaving the holding area, I gave it a big hoof of throttle and did a big rolling burnout up the track which was completely planned and intentional and in no way an accident. Ahem. We were the first session out for the day, and it was a bit slippery, then!

Perhaps understandably, I was a bit tentative going through Old Hairpin, but as soon as I got through that, I started building my pace up.

I’d been watching a lot of YouTube videos to prepare. Not just the top racers videos, either – I’d also made sure that I watched the onboard footage from the slower cars, to try to understand what they were doing differently, and what my margin would be.

One thing I did notice was that almost everyone was changing down to 2nd gear for both hairpins – something that is still a problem, and I’m not sure if it’s me or the car that won’t allow it! I opted to stay in 3rd gear as long as I wasn’t losing too much time…

I had done a trackday here on a 600cc Kawasaki ZX6R years ago, so knew the layout of the track quite well from that. Both of these things helped me!

I latched onto the back of Tim Probert and Pete Belsey as they came past just at the right time, as I’d found some confidence.

Coming into Redgate, I made a slight mistake that I think resulted in a bit of a block pass on Patrick Leidke, who I’d just watched get very sideways around Goddards, and with a wave of apology put in a fast lap.

It was all to no avail, as I got back around to Goddards myself to push a little too hard and do exactly the same thing myself, spinning off backwards onto the grass.

As I readied myself to get back on the black stuff, Paul Smith came around, and I could see the chequered flag being unfolded ahead, ending the session and meaning I lost out on not only my fastest lap, but one more lap to improve further!

This left me qualifying 15th for race 1, and 19th for race 2 – but I knew I was a fair bit faster than all the cars around me on the grid!

Race 1

I was confident that if I could get past a handful of cars ahead without incident, I could drop back into my own pace and pull away. It’s easy to hit the back of a group and then settle in to their pace.

I wasn’t as aggressive as I should have been, allowing a few people to come past me in the first few corners, but by the back straight I was catching Alex Jones, and knew one of my strongest zones was the entrance to Foggies chicane.

I passed Alex just before the braking zone, but he was braking very late to try and defend his outside line. I turned in, but getting twitchy on cold tyres meant I’d made a rookie error and hadn’t dropped to 3rd gear. As I straightlined the chicane, clipping a cone, Ed Lowndes flashed between me and Alex and into the gravel, and my mirrors filled with carnage as cars spun.

I overcooked it into the Melbourne hairpin, went wide, and spun, rejoining right at the back of anyone left running.

Then the red flags came out as Patrick Leidke was beached in the gravel!

As I came back around prepared to start at the back, I was chuffed to bits as the marshals waved me back into my original place on the grid for a total restart. Let’s try that again…

I made another good start, passing a slow moving Jesse Chamberlain on the grass, and did exactly the same move into Foggies on Jamie Harrison – only this time I remembered to change gear!

I worked my way up to Steve Bailey, catching him down the pit straight quickly, but didn’t think I was close enough to dive up the inside.

I broke a few feet early and committed to running deep and turning late for a cut-back pass, but he ran very deep and stayed on the brakes without turning in. I locked up my front right wheel and then it slid into Steve’s rear left, launching me a few feet up in the air. I felt instant pain as the steering wheel wrenched my wrists around, and a blinding snap in my left shoulder.

I smashed back into the tarmac, damaging my front left wheel and smashing my left elbow into the chassis, as my head, neck and back also took some punishment. Perhaps more seriously, the car veered to the left as something Not Very Good had happened to the suspension/steering.

I crawled around the rest of the lap carefully, expecting something to break or at least the tyre to go down, but as I reached the pits only a few cars had come past me. I decided to stay out and try and pick up some points.

Every time I was on full lock out of Melbourne I could feel my left wrist grinding and cracking, but it wasn’t so bad on the rest of the lap.

Alex Jones came past me as I tip-toed down Craner Curves, and I could see a pack of cars behind me with Bill Stenning. Could I at least stay ahead of them?

Yes, as it turns out! I almost caught Alex again through my strongest section (McLeans to Melbourne) and then saw yellows on the exit where Tony Mitchell and Ed Lowndes had come together.

I limped it back in 18th place.

Race 2

We found a bent steering linkage was the worst of our problems, borrowing one from (I think) Sam Engineer, and Glenn set about trying to reduce the positive camber we now had on our front left wheel!

Starting from 19th in this one, I was careful through the first few corners as we had no idea how the Sheane would handle, but it was soon clear that I’d be able to manage the handling problems and do what I could.

I started charging through the field with a pass between Tim Probert and Martin Snarey into Redgate, then battling with Tony Mitchell before eventually shaking him off to attack Mike Oldknow and Jamie Harrison.

After nipping by Jamie into Melbourne, I nearly followed Mike straight on at Goddards, but just made it around to stay ahead.

Edging away from them, I saw the last lap board and gave Glenn a thumbs up, knowing nobody was going to catch me, but also seeing I’d need a few more laps to get on the next car that was in the distance.

Throwing it into McLeans I suddenly had no power.

My instant fear was that I’d blown the engine, but quickly realised, as a few cars streamed past me, that I was out of fuel.

I faltered through the Foggies chicane – two corners to go – before the engine died, and I had to pull onto the grass.

My first ever DNF. My second time being towed back to the pits at Donington.

Perhaps surprisingly, I’m not mad about the fuel cock-up. Sure, another £1 would have probably got me to the flag, but I showed that even with a damaged car (and wrist!) I could be fast. Jamie Harrison was 2nd in the B class championship, and is certainly no slouch, and this was the first time I’ve been faster than him!

I know I still have a lot to learn, and the car is much faster than I am. The positive to take away from an unlucky weekend is that I’m confident I can improve to be close to the lap times of B class Champion Jack Wilkinson, and that means I should be aiming at the top 3 of the B class for next year!

As long as I can keep all four wheels on the ground…

The videos:

Race 1

Race 2