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Taking The ARDS Test – This Is It!

05 Wednesday Jun 2013

Posted by in ARDS Test, Racing, Technique, Uncategorized

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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!

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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

Posted by in ARDS Test, Formula Vee, Racing, Technique, Uncategorized

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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

Posted by in ARDS Test, Racing, Technique, Uncategorized

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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

Posted by in ARDS Test, Formula Vee, Racing, Technique, Uncategorized

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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?