Tag Archives: learning

Markers vs Feel

01 Saturday Jun 2019

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

≈ Leave a comment

Tags

, , , , , , ,

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

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

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

brake turn

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

But that’s not the only way…

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

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

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

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

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

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

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

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

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

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

kart

My View of Croft – Race 1

04 Monday Jun 2018

Posted by in Formula Vee, Racing, Uncategorized

≈ Leave a comment

Tags

, , , , , , ,

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

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

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

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

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

IMG_20180527_142243

 

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

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

Qualifying

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

q pic 02

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

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

q pic 01

Race 1

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

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

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

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

race 1 004

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

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

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

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

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

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

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

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

SJN 1

How To Get Faster

23 Thursday Mar 2017

Posted by in Formula Vee, Racing, Technique, Uncategorized

≈ Leave a comment

Tags

, , , , , , , , , , , ,

How To Get Faster

Once you get a feel for the car that you’re racing – and that part is just down to getting laps in the seat – you’ll probably find that you have to have a bit of a think about how to get faster.

At first, it’s all your brain can take to be able to actually control your car at high speed, and try not to exceed the limits. This soon becomes a subconscious act, and you’ll find that you’re able to think about other aspects of driving – and here’s where you can improve.

In my experience, the most important things to work on:

Racing line

https://i1.wp.com/www.driftingstreet.com/images/racing-line.gif

Learn the racing line. The racing line will effectively straighten out every corner, allowing you to carry more speed through them. There is a natural line to most tracks that you’ll get a feel for quickly, but there are lots of exceptions where the racing line will be different because of bumps or the camber of the track. Playing games may miss out some of these things, but watching onboard videos and following other cars around will help you, here.

And it leads neatly into the next thing…

Use all the track!

r120004_zpsvbs3hhtq

If you’re ever more than a few millimetres away from the edge of the circuit, then you could have done it faster.

It’s amazing how even experienced racers will drive like they’re scared of the edge of the track – often sitting a foot or more away from the edge before turning into a corner.

If you concentrate on being as close as you can to the edge of the track, and follow the racing line, it will open the track up massively. Everything will feel less rushed, and you’ll be able to carry more speed everywhere. A few inches really can make all the difference!

Braking points

https://s-media-cache-ak0.pinimg.com/originals/bc/f0/a1/bcf0a13a075a17bdcc6abe0fa9e205df.jpg

This is the main thing I watch videos for. I want to know exactly where the fast drivers are slamming the anchors on, so that I have a reference point to do the same. Consistent braking is the key, here, because you need to spend time working on it to be able to brake at the maximum.

And I should say that I’m talking about straight-line braking – once you’ve got this down, you should brake even later and trail brake up to the apex of the corner. Not everyone trail-brakes, and I suspect a lot also trail brake without knowing they’re even doing it…

Getting the power down

http://www.globalserve.net/~trauttf/Gilles/Gil_Vill.jpg

This one is actually between straight-line braking and trail-braking. If you’re on the power early, you should be able to carry more speed down the next straight. You should get the power on early enough that it carries the car right out to the very edge of the track on the exit – if you’re exiting the corner 2 foot away from the curb then you could have got the power down earlier, and done it faster.

This is also the safest way to go faster. if you go slowly into the corner but are fast coming out, it’s better (unless you’re racing another car that will stuff it up the inside of you and do a block pass!). If you go into a corner too fast you’ll just crash, run wide, or naturally have to exit the corner slower to stay on the track, so this is a far riskier way to get faster.

If you go in nice and safely and then get on the throttle, you can get off the throttle again if it all goes pear-shaped, or save it with some opposite lock (or drift it around on the power and look like a proper hero!).

“Slow in, fast out” is a great mantra.

Break it down

bryantphoto20003_zpso4iiikcj

Once you have all this, you’ll find you’re not doing it on every single corner. There will always be some corners that you’re slower in.

Take one corner at a time, and work on it. This is where testing helps a lot.

These are all the things you can do that can gain big chunks of time. There are a lot more smaller things that will chip away at those last tenths, and to be honest, even after a year and a bit of racing, I’m still not at a level where these smaller things are worth too much worry.

There are also the things that will make you smoother but not necessarily gain any time – heel and toe, anyone?

And so we’re nearly ready to kick off the 2017 season at Oulton Park on 01 April! I say “we” – my car still has no engine, but as I’ve said before, it wouldn’t be the start of the season if we weren’t still working on the car at midnight the day before the first race!

Good luck to everyone this year – let’s keep it safe and give everyone a great show of racing!

Online Racing: Steering wheel upgrade

22 Thursday Sep 2016

Posted by in Products, Technique, Uncategorized

≈ 1 Comment

Tags

, , , , , , , , , ,

Online Racing: Steering wheel upgrade

I’ve posted before about my first experience of iRacing – online simulation racing.

Although I am still playing iRacing, it’s not as much as I’d like to, as it does take a fair bit of commitment, time-wise.

However, the biggest change here came when I upgraded my steering wheel and pedals, upgrading to a Logitech G920 state-of-the-art wheel and pedals set!

OLYMPUS DIGITAL CAMERA

This was very expensive. The last generation wheels still sell on Ebay second hand for upwards of £160 – and the G29/G920 costs around £400 to buy new!

When I had decided that I may as well spend the kind of money you’d spend for a practice day on a wheel, I saw a G920 on special offer for not much more than a second-hand G27 wheel, and so bit the bullet.

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

I also paid about £30 for a stand for it all, so I could set it up, sit and use it on the couch, and then put it all away again when I wasn’t using it.

Cars that were previously undriveable on my old controller suddenly felt great with the force feedback and weighted pedals.

I’d tried Project Cars before, and couldn’t even survive a lap – but now all of a sudden that game was back on.

And the way that the tyres behave on Project Cars is much more realistic. It lets you drift the cars around more, and the Formula Rookie (Formula Ford) car is closer to a Formula Vee than the Skip Barber racer on iRacing.

hqdefault

Project Cars also has a fair number of tracks that we use in real life – Snetterton 300, Silverstone International, Brands Hatch, Donington Park, Cadwell Park, Oulton Park…

The gear ratios of the Formula Rookie are way out compared to the vee – especially the first 2 – but still useful for getting a feel of things.

With the new G920 the difference between driving a single seater and a classic touring car is profound, with the heavy, stable and direct feel of a Formula car pretty well mimicked, and the relative floaty, unresponsiveness of a saloon car a very clear difference.

At the moment, the quick way that I can set up a few short races on Project Cars is winning over the hour or so minimum you need for iRacing – but I’m not going to cancel my membership.

2015-06-22_00003_zps9nvzrmdv

I also made a demo video to try and show it in action:

Half way through my first season

13 Wednesday Jul 2016

Posted by in Formula Vee, Racing, Uncategorized

≈ 4 Comments

Tags

, , , , , , , ,

Half way through my first season

It strikes me that this year we’ve been battling against the odds. If it’s not bits on the car breaking, mistakes, or my own self-doubts, it’s food poisoning or technical infringements!

I have to justify this stuff to the press and sponsors, and sometimes it seems hard to answer the same questions.

I think what a lot of people don’t realise is that racing is all about being on the edge. It’s a very fine line between blowing up your engine and not giving it enough revs and losing out, or lightening a component which then breaks under stress.

Driving as fast as the Formula Vee drivers do is totally alien to me – and I’m not known for taking life slowly. To lap at a respectable pace for a track day will see you way down the back of a Formula Vee grid. To get my brain to make the jump from flinging it into a corner going over my own abilities (and then hopefully catching up and controlling it), to doing that 20mph faster like the front-runners do, is a massive struggle.

Already I’m half way through my first ever full season racing, and it’s only now I’m starting to shake the vague nagging voice telling me I’m not good enough to be out there racing. What most people may see as pretty poor results, to me, have been massive in letting me see that I CAN get there, and I am on the way.

It’s everyone’s dream to get into a car and win right from the start. To play football and instantly be top goal scorer. It would be quite easy to see an 18th place result as a bit of a failure – until you realise that you’re actually the 18th best Formula Vee driver on the planet at that moment!

There’s nothing stopping anyone else from doing it – but you’re the one out there, and that’s pretty special!

I’ve been getting a great response to this blog, and from the emails that people send a lot of you are finding it interesting or useful, so I’m happy to try and help out.  The local press have been picking up my reports in the Bromsgrove Standard, with a lovely feature in The Village Magazine, too!

The support from everyone is still mind-blowing, but shows how many people want to be involved in motor racing, and get genuinely excited to see someone like me living his dream and enjoying every second of it.  It’s nice to be able to surround myself with so much positivity.

For the last half of the season, we’ll be looking at the gear selection problems to try and get second gear reliably.  There are still some modifications that Glenn wants to do to the front suspension to improve things, and at some point I’d like to get out my hand-me-down race suit into something newer (and less ‘snug’!) and have some of my own sponsors logos on there!  

Speaking of which, I hope to have JooVuu-X stickers on the car soon – check out www.joovuu-x.com for the excellent cameras I’ve been using.  There’s currently a special offer on them so if you’re after a dashcam there are no finer ones out there for the price!

Off the track it will be more analysis and reports, and I’ll be answering a few questions people have emailed that they want to see on here. 

I’ve also just upgraded my iRacing setup to a new wheel to see if that can improve things in the real world, so I’ll write some more about that!

In the mean-time, I’ll be getting my head in the game and “pushing very ‘ard” to get closer to the front of the pack!

Thanks for all your support, and I hope to see you out there!

How do you learn to race?

23 Tuesday Feb 2016

Posted by in Formula Vee, Racing, Technique, Uncategorized

≈ Leave a comment

Tags

, , , , , , , ,

How do you learn to race?

Is there really any such thing as ‘natural talent’? Can anyone just climb in a racecar and wow everyone else with their skills?

I don’t think so. At the very least, I KNOW that I certainly can’t!

I put in a lot of research before I began racing, and in a lot of ways it was that learning that fired my passion to want to race.

From an early age, most children (I’m not going to say “boys”, but writing this highlights another reason why girls might have a tougher start in the motorsports world) will play with toy cars, and watch motorsport on TV.

Then it will be the inevitable progression to video games.

Whilst this is all very fun, it’s actually teaching you a lot about the physics of how cars move, and with the games you’ll find you need to follow the racing line to win.

If you’re lucky enough, it’s around here that you’ll get to jump in a kart, and then spend the next 10 years learning race craft and driving first hand – however, if you’re like me that isn’t didn’t happen, and you’re at a definite disadvantage over all the child racers.

Then maybe you get your own road car, and learn the skills needed to drive a proper car. You may not be pushing the limits, but it’s all going into your ‘lizard brain’, where you don’t have to think about how to change gears, when to use the clutch, how to feed in the throttle etc.

Most potential racers will then do a few track days, honing those skills even more, and getting their brains used to driving quickly around a circuit.

Then there’s people like me. I did a handful of ‘arrive and drive’ kart sessions with no training or competition, rode motorbikes for 10 years (although bikes are great for sharpening reactions and getting into the mindset of improving skills), finally took my car road test around 5 years ago, and the first time I ever drove on a track was for the ARDS test!

I’ve done alright, considering – but what you won’t see from that CV is the hundreds of hours I’ve spent reading up on racecar physics, months of studying onboard videos in intense detail, and my mental preparation. It’s not easy, and there is no quick way, if you want to be serious about it all.

There are hundreds of educational racing books around. The grand-daddy bible of all of these is “Going Faster” by Skip Barber.

Another Vee driver – Ben Miloudi – kindly leant me this book when I first had the idea to race. I studied it like I was going for a PhD! Tyre slip angles, heel and toe, the grip scale, racing lines, sacrifice corners, and even what to do when it all goes wrong (clutch in and stand on the brakes!) are all in this invaluable book.

If books aren’t your thing, then there is also a cheesy 70s video version around – but, like most films, I found the book was far better!

The videos that I did find worthwhile are the onboard videos from other Formula Vee drivers. From these, you can learn the track, listen for the gear changes, and see where to hit the brakes and turn into the corners. Whilst you need to study the videos from the front-running cars, I’d also highly recommend watching the slower drivers as well. You’ll then see WHY the faster drivers are faster – braking later, getting back on the throttle faster, braking less, lifting off through corners or staying flat… It’s not perfect, because most footage seems to disappear (get your vids on YouTube Paul Smith!!), has no sound or has dodgy picture quality. And before you take a Paul Smith approach into your first ever corner, do be aware that your brain will scream “HELL NO!!!!!”, so make sure your markers are somewhere between the faster and slower drivers!

It’s also important that you’re watching Formula Vee videos. If you learn a circuit by watching an AC Cobra blasting around the place, you’re going to be in for quite a shock at how differently you need to drive a Formula Vee car!

ambrose20motrosport20photography20brands_zpsqkn7mktq

Speaking to other racers can be a massive help, too – but do be aware that how they get through a corner in the pre/post race banter can be considerably different to what they do in reality! You’ll hear “Take that corner flat – don’t lift” quite a bit… Even if they are doing that, consider that they might have been doing it for 15 years and have the skill not to end up as a fireball against the pit wall – or they might just be a bit of a head-the-ball! So listen, but ultimately go at your own pace and push safely from there.

Glenn has been an invaluable source of information about how to drive – he’s got a championship win to prove he knows his stuff, and we’re happy to be both brutally honest with each other and realistic about what we should be achieving.

After these, the only thing left is to drive!  All of the above will help you to understand how to go faster, but as I’ve said many times, there is no substitute for getting laps under your belt!  Testing is expensive, but it’s pretty essential when you’re staring out – whatever experience and background you have.

If I had it my way, I’d do a test day at every circuit before race day, just to familiarise myself with it.  That worked for, umm, one track last year, and this year could well be the same story.

That could be where a driving simulator like iRacing comes in to help!  I’ll be posting a follow-up blog about that soon now that I’ve settled into it all…

ambrose20motorsport20phot_zpstowcdzsq

A big old soppy thank you blog!

10 Tuesday Nov 2015

Posted by in Formula Vee, Racing

≈ Leave a comment

Tags

, , , , , , , , , , , ,

A big old soppy thank you blog!

I’ve been holding off on a season review/thanks blog – mainly because I’m racing at the non-championship Formula Vee Festival this weekend at Brands Hatch! Also, I was kind-of hoping to be able to say that my wrist is better after the Donington crash, but sadly that is not the case…  And this will probably be the crappest post on this blog for most of you who read this stuff (and if you’re one of them, cheers for sticking with my ramblings!).

Anyway, I think I can now safely say that I have achieved my childhood dream.

I am a Racing Driver!

I have gone from playing with Matchbox cars on the living room carpet, to racing a full-on formula race car, and held my own out there, too! I have literally gone from no race experience – having never raced karts, raced anything at all, and not even done a car track day – to having a justifiable belief that I will finish in the top 10 of a national championship.

First and foremost I need to thank Glenn Hay – it’s been an honour and a privilege to have the help and support of a championship winner, and for him to even risk letting a total novice use his beautifully prepared Sheane has been amazing. He’s made sure I’m under no pressure at all, but in a way that’s made me want to get him even better results. He’s had to run around the paddock after me, push me and the car all over the place, and it’s 99.9% Glenn who’s slaved away on the car late into the night when I’ve had to admit I’m a bit of a mechanical numpty! I know he didn’t expect much from me as a driver, and the look on his face when I came into the holding area 11th at Snetterton was priceless!

I also have to thank fellow drivers Ben Miloudi for his advice and encouragement. Also James Harridge (who WILL be a championship winner!) for pre-race advice, braving the Silverstone Gestapo/Security to get me fuel, and race day chatter – and his mate Chris Kasch who I have a sneaking suspicion will also be on the grid at some point in the future. And Mike Oldknow and Nick Brown – who always race hard on track and have been big on advice!

When you race at a consistent pace, you find yourself mixing it up with the same people every race, and not only does this push you to beat them, but it’s good to chat to them between races and share advice. With this in mind, more thanks going out to:

Martin Snarey. He’s been a massive help to me, and we seemed to have a pattern going where I beat him in the first race, and then he beats me for race 2. I thought I might break this by beating him twice at Donington but then I cocked it up and he beat me twice instead! I’m hoping he returns to Vee next year, because not only has he been a major motivator on track, but he’s a thoroughly nice chap who’s always got time to chat, and the same can be said for all his race-day crew.

Tony Mitchell. I think Tony is one of the two people I’ve had more dices with than anyone. Again, he’s a great bloke off the track (I may as well not say this, because all the Vee drivers and crew are!), and I fully trust him to push me and stick overtakes on me safely. At Snetteron I finished a few hundreths of a second behind him, so I won’t get much of a closer finish!

Bill Stenning. This is the other car I’m normally to be found scrapping with. I managed to catch him for a chat at Donington, but weirdly before that had hardly spoken to him. I will try and chin-wag with you a bit more in the future!

Steve Bailey. His Dad used to race with Glenn in the early days of Vee, and he’s been nothing but encouraging to me since I was spectating.

Jesse Chamberlain and Jamie Harrison who are both coming on leaps and bounds, and happy to share advice with me. Also to Alex Jones, Ed Lowndes, Pete Belsey, Tim Probert (who says he’s never seen me without a smile on my face!), Sam Engineer, both Paul Smith’s, Wes Burton, Jack Wilkinson, Ian Jordan, Steve Ough (especially for pointing me the right way at Snetterton when I got lost in the paddock!), Peter Studer and Martin Farmer (who I hope gets back on the grid full time for next year). Oh, and speaking of part-timers, Chris Wilshire who’s been at the trackside this year but hopefully will also get back out there with us – He’s another driver I’ve been harassing for years with questions, and poking around his Sheane to see what he’s got that we need!

Also Graham Gant and his mate (told you I’m crap with names!) who proper saved our lives at Silverstone when we’d worked through any chance to get food, and they brought us over a few slices of pizza and a hot coffee!

And the fellow n00bs I’ve shared race nerves and new driver briefings with: Oliver Williams (you’re far too young to be that fast!), Francis Twyman, Patrick Liedke, Jack Davies…

And of course Alan Harding whose magic transporter of tools has saved many stricken Vee drivers in their hour of need! I think he was the one who came through with a steering link to get us out for race 2 at Donington.

Dan from JooVuu – who has been a huge help in making sure I’ve got onboard footage of every race. It’s the best learning tool you can have, and their Mobius camera has been outstandingly reliable, and they’ve sent me anything I’ve asked for to help out or replace components!

There are others who I haven’t had much of a chance to meet, yet, but I’m sure I will!

Not to forget all the brilliant marshals without who none of us could do this, the officials, and the trackside photographers!

And to my gorgeous fiancée Julie Kimberley, who’s had to put up with my outright obsession with all things RACECAR for the last few years, and shown nothing but support!

Lastly, I also need to apologise to anyone I’ve missed here. Even more so, I want to apologise to anyone I may have unintentionally blanked at race meetings – I’m still completely overwhelmed by the whole scene, and this combined with a crap memory for faces, an even worse one for names and matching up the drivers when they’re not in their cars, adrenaline/stress-fueled pre-race blinkers, and my pretty shoddy social skills means I’ve undoubtedly offended a few. It is a massive task for me to be thrown in with over 100 brand new people (drivers and their friends/family/crew) and to try and get to know them all! That said, I’ll chat to anybody, so if you think I’m missing you out PLEASE come and say hello.

You’ve all made me feel really welcome as a new driver – and whilst I suppose that doesn’t matter away from the racing, it does make it all a much more enjoyable experience!

I’m looking forward to seeing you all out there next year, and this weekend if any of you are doing the Festival http://www.msvracing.co.uk/cars/calendar/2015.aspx  

Snetterton 300 Formula Vee – 12 & 13 September 2015

16 Wednesday Sep 2015

Posted by in Formula Vee, Racing

≈ Leave a comment

Tags

, , , , , , , , , , , , , , ,

Snetterton 300 Formula Vee – 12 & 13 September 2015

As soon as I’d slithered around the first few corners I was finding cars going much more slowly than I felt I could go.  All doubts gone as I dropped into the zone, I pulled out past them, opting to feel the track out at my own pace rather than take the safe option of following someone else.

After the torrentially wet Silverstone test day, I though I’d learned nothing – but maybe it had helped me.  I had a lot of confidence in the car, and it was only when a car spun in front of me that I panic braked, locked the front, put a wheel on the grass, and around I went.

It was no drama, and in the 5 laps I had to qualify, I spun another 3 times – still managing to clock the 15th best time of the 22 cars listed!

Above all, I found it great fun!  The times themselves weren’t worth much with massive differences making it a bit of a lottery, and I thought I’d most likely drop back in the dry for race 1.

After an ok launch the start line, I found myself up with the experienced drivers Martin Snarey, Tony Mitchell and William Stenning, when things settled down.  I was up to 11th on track but then started to drop down the order, as I wasn’t able to find much speed through the first corner and most of the infield section.

After losing about 4 places in one lap (I left it in 4th gear through the infield – doh!), I gave myself a mental slapping and watched the cars in front, braking later than wherever they were braking, and soon began reeling them all back in.

I swapped positions with Tony and Martin until they both got past me again. Tony went a bit wide onto the back straight, and I got a good exit to pull out of his slipstream and outbrake him (and nearly myself!) and made up a lot of ground on Martin.

The lap before I’d managed to get my front wheels alongside Martin into Coram, and this time I thought I’d see if I could complete the move. Getting a good run through the Bomb Hole, I closed in on Martin and seeing I had room kept it pinned in 3rd around the outside of him on the dirty line.

I caught him totally by surprise and flew past, skating sideways into the braking area and just about pulling it back into line to get around the left hander onto the main straight still ahead.

Feeling pretty chuffed with myself, I then saw the chequered flag was out!

I’d snatched an ecstatic 12th place – which then became 11th after Graham Gant was excluded for being under the weight limit. By far my best result, and more than I would have ever hoped for in my second race meeting!

Massive thanks to Tim Probert and the Vee Centre for organising the free BBQ on Saturday night, too – I got to relax and chat to a lot of the other drivers and their crews over a can of beer and great food. This kind of event is especially brilliant for us shy newbies, who struggle to match up names to faces and then match them all up again with the cars and helmets on track! I’m trying to get around all the drivers for a chat, but that’s almost as hard as the racing side of things!

Race 2 saw Snarey fly off ahead but left me in a battle with Wes Burton as I watched Tony Mitchell and William Stenning scrapping it out ahead.

I didn’t push anywhere near as hard as I should have at the start of the race, and although I was 5 seconds per lap faster, everyone else was even quicker!

Wes’s engine sadly blew as he slipstreamed me down the pit straight, leaving me trailing the two ahead.

I got up to a decent pace on the last lap, finally catching Tony and reaching the finish line 0.05 secs behind him to finish 17th overall of the 19 finishers.

This might look disappointing on paper, but I drove much better, and at that pace I should have been in the big gaggle fighting for 11th place again, if I’d gone harder at the start.

More importantly, I still enjoyed it and came away happy!

To keep this short(er), I’ll do another blog with my full post-race analyses.

ONBOARD VIDEO FOOTAGE:

Qualifying:

Race 1:

Race 2:

Driving A Car On A Race Track

06 Thursday Jun 2013

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

≈ Leave a comment

Tags

, , , , , , , , , , , ,

Driving A Car On A Race Track

Note: This blog was first published 21 October 2012.

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

Well, I wish I’d had more laps!

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

Very frustrating!

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

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

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

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

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

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

50%?  100%?

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

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

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

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

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

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

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

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

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

It’s a base.

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

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