• Home
  • About Me
  • Race Results
  • Videos
  • Pictures
  • Contact Me
  • 2019 Race Dates
  • Sponsors & Supporters

James Cater Racing

~ Realising the childhood dream…

James Cater Racing

Tag Archives: motor racing

Snetterton 300 – Rounds 13 & 14

29 Thursday Sep 2016

Posted by jamescaterracing in Formula Vee, Racing, Uncategorized

≈ 1 Comment

Tags

750 motor club, formula vee, joovuu, motor racing, oil, podium, racing, snetterton 300, trophy

Snetterton 300 – Rounds 13 & 14

sjn20photography20fvee-83wm2002_zpsbbpfffn8

We had a new engine sat on the bench for next year, so with the disaster at Silverstone it was easier to salvage all the internals from the wrecked engine and get next years engine in the Sheane early.

Glenn did all the work in time for us to have a non-running car on display for the SPEAR (Sue Pike Equine Animal Rescue) charity open day. I’m not sure rescued animals would have fully appreciated a running engine, anyway, but the day went well with dog and horse shows and lots raised for the great cause.

However, when small children are jumping in and out of your racing car all day long, they apparently want to flick every switch in sight, and be warned if you have a brake bias adjuster in your cockpit at such events… I’ll come back to that point later…

A lot of other drivers either tested the day before the race at Snetterton, or took advantage of a 30 minute session at the start of the day on Saturday – unfortunately our preparation meant we could only be loaded up and on our way (very) early on Saturday, and so couldn’t test the new engine.

Qualifying

Knowing so many others were already warmed up and dialled in to the circuit, I opted to try and tag onto one of my usual sparring partners whilst using the bits of track information I’d gained from playing Project Cars, watching YouTube videos, and reading track guides.

The sun was shining and the track grippy and warming up as we headed out.

It’s surprising how well you remember a track you haven’t been on for a year, and it doesn’t take long to drop into the groove – however, you have to make sure you get 3 laps in to be able to qualify for the race, and with such a long lap this is half the session!

To make things worse, just as I was on my second lap and starting to push now the tyres were getting warm, the red flags came out to stop the session.

I didn’t see any of it, but Neil Aldridge had put a wheel on the grass on the exit of a corner, getting it sideways, and Bill Stanier had nowhere to go as he came off the corner behind. It looked like a pretty hard contact with both cars badly damaged and out for the day, but both drivers were unhurt.

wp_20160924_12_00_18_pro_zpsuseqqji1

The clean-up meant we sat in the pit lane for 20 minutes before we were finally let out again – but as this was only for another 2 laps I’d barely got up to speed again before the session ended. This wasn’t too terrible timing for me, as when I came into the pits for the red flag the car was stuck at 2,000rpm. Glenn checked it over and worked his magic with the spanners, and I still managed to get out on track with everyone else.

I tagged onto David Leniewski, sneaking past him but not able to shake him, and held him up twice at the hairpin as I struggled to find 2nd gear again (it was fine before!).

I was trying to get a bit of a move on, throwing the car into a few corners, but for some reason it didn’t feel like I was going very quickly.

After my 11th place overall finish last year, I was a bit disappointed to qualify 22nd and 21st for the races, but given the circumstances and lack of track time figured it wasn’t too bad.

The engine was making a few funny noises but the throttle problem wasn’t anything major. All my suspension settings seemed ok with the time I’d had, so I left it all the same, thinking any improvement would be more likely to come from me for the race.

Perhaps more seriously, I had Dolly Parton’s “Jolene” stuck in my brain, and was sure there’d be 3 seconds a lap improvement if I could just get the damned tune out of my head!

Race 1

race20120001_zpspshlyxnf

They lined us all up on the grid extremely closely, so I knew straight away it would be tough to find any sort of gap even if I got a good start.

The lights went out, and I blasted away with another great start, but then had nowhere to go. Finding some space around the outside, I made up 5 or 6 spaces on my second attempt, but then got hung out around the outside of the first turn as most of them got back up my inside.

Sam Engineer must have got an absolute flyer as he passed me into the hairpin – but now Dolly Parton had gone, and I got my head back in the game.

I passed Sam on the brakes into Agostini, locking the front wheels up all over the place as I pushed harder than I had been all day, and I remembered the brake bias adjuster, and all those inquisitive hands twisting it as they sat in the car. I made a mental note to tip the balance back towards the rear as soon as I got chance.

Jamie Harrison also had a bit of a lock-up in front of me, with Andrew Cooper sandwiched between all the tyre smoke somehow keeping out of trouble.

I tucked into Cooper’s slipstream down the straight, slipping through on the brakes into Brundle, chasing down Harrison to go down his inside into the hairpin. It seemed I had found the sweet spot with my brake balance again!

race20120r20006_zps9zobwlg0

I also decided to take the hairpin in 3rd gear, rather than trying to find 2nd, as I couldn’t see a massive difference between the two.

I tried to tuck in behind a James Harridge as he worked his way back up the grid after a spin, which lasted all of 20 seconds – but did pull me onto the back of Darren Lomas.

Making use of a good exit onto the finish straight, I held onto his tow to get around the outside before we got to the first turn, and then tried to hang onto the rapidly disappearing Harridge hoping the horde of cars behind would trip each other up.

Alex Jones must have also gone off somewhere, as he passed me into the chicane, and I could see Lomas, Cooper and Harrison all very clearly in my mirrors again.

To my surprise, I was also catching European karting champion Harry Webb – who must have been suffering some problems – as Harrison overtook Lomas in my mirrors and piled on the pressure.

As I powered out of the hairpin I saw a thick line of oil (Alex Jones had hit Craig Bell, damaging his oil cooler) on the racing line all through Palmer corner.

It was one of those spills that was impossible to avoid, as at some point in the corner you had to either brake or turn on the oil. All you can do is adjust your line to minimise this, and hold on for the ride!

I got through alright with Harrison still on my tail, but could see that Lomas had dropped right back.

With the hard-braking into the next corner at Agostini, I had to make the choice to either slow down and risk Harrison overtaking me, or go for it and risk being the first one to spin off into the wall.

Being a bit of an idiot, I quite enjoy sliding around on oil, and managed to keep the nose at the right end of the car. As I slithered over the exit curb I saw a flash of blue and yellow as Harrison went off backwards – not hitting anything, but being unable to restart and so ending our battle.

race20120r20013_zpsvtt5n7dz

Going into Hamilton – a small lift or even flat out but only one line through – was always going to be an interesting experience, but I somehow held that one, too, after several stages of lurid slide!

I could see Bell pulling onto the grass after the next corner, so was pretty sure that was the end of the oil, and got the hammer down, braking a little earlier and shifting a few rpm sooner knowing I now had a considerable gap over Lomas, with nobody within my sights ahead. There’s no point crashing out of a sure thing, but you also don’t want to lose your rhythm and slow too much or make a mistake.

The last lap board came out and I knew I just had to manage that gap and keep it safe on the oily bits, still getting it pretty sideways but virtually crawling around Hamilton successfully back onto grippy tarmac.

Driving out of the last corner towards the finish line I realised I must be well up the pointy end of the B Class, and began to suspect I was in the top 3!

race20120009_zpspbl0zzj4

A quick count of the cars in the holding area confirmed the B class was won by Jack Wilkinson with James Harridge 2nd – and some newbie called James Cater had finally fought his way to a trophy!

Race 2

Phew – that was long, wasn’t it? Fortunately (for you, the reader – not me) this one will be a lot shorter.

I made up a couple of places off the line but got blocked again and had to lift right off.

Within a few corners I’d edged past David Leniewski and caught the tail of Darren Lomas and Mark Egan, so all was set to resume the scrap with the big group before the oil in the first race.

On the second lap Jamie Harrison (after a terrible start) passed me down the back straight, followed a few corners later by Andrew Cooper.

I was driving much harder through the corners – for example, where I was dabbing the brakes hard into the first turn in the first race, in this one I was just giving a small lift… and yet I just couldn’t hang with anyone!

r220r2003_zps1i0t1sqs

I managed to retake Cooper and stay ahead for a lap until he re-passed me and pulled out a little, and then he managed to hold that gap until the finish. I was clearly missing something, and think we’d lost some engine power.

Alex Jones somehow came from behind me once again (I don’t know how he keeps getting behind me like that!), but other than that my mirrors were empty.

I brought it home a fairly lonely 18th (perhaps appropriately for the final race of the season?) and 5th in Class B, but did enjoy the drive!

After the flag a mixture of lack of concentration and “I wonder if I can take the corner like THIS” into the first turn meant I clipped a high part of the curb and ended up all kinds of out of shape on the grass on the exit. My main thought was that if I spun after the flag I might get into Trouble with the Clerk of Course, so that motivated me to save it somehow as I bounced wildly over the mud!

But nobody saw that bit, right?

I think hitting that curb bent something, as the car was pulling left as I came in – oops!

Up front was titanic as ever, with Paul Smith winning a controvercial photo finish over Dave Hughes, and Adam Macaulay a tenth of a second back from them!

wp_20160924_17_35_18_pro_zpsmetbtriq

So I have my first B Class podium after so many 4th places, and I’m chuffed to bits!

No doubt I’ll do a year review – but for now I’ll be looking forward to getting back on track for the Vee Festival at Brands Hatch on the last weekend of October. It’s cracking value for track time, and I hope a lot of UK cars turn out for it, because I know the Irish will come over in force again!

How to race for £3000 per season!

19 Tuesday Jan 2016

Posted by jamescaterracing in Formula Vee, Racing, Uncategorized

≈ Leave a comment

Tags

£2000, £3000, budget, cheapest, costs, fees, formula vee, funding, motor racing, race fuel, racing, sunoco

How to race for £3000 per season!

One of the main things you’ll learn about motor racing is that, much like the other ‘M’ word (Marriage), if you mention it, the costs for everything go up.  So it’s best to try and ignore what you’re spending on it.

A few of you have commented on my claim to have a budget of £2000 to do a season of Formula Vee – and rightly so, because if you add up all the entry fees that alone comes to just over this figure!

Last year, I came into the UK Formula Vee championship very late, and only did the last 3 rounds.  Added to this was a bit of testing, plus the non-championship Vee Festival.

So, the long and short of it is that it will cost more than £2000 to race for a season, but with a few large assumptions, it can be done for not much more than this.

The main assumptions are that you have your own car, you’ve already got a set of Hoosier tyres, you’re not testing, you don’t break the car, and you’re not actually attending every round.

The way the championship is scored means you drop your worst two scores, assuming you have attended and finished every round – because of this a lot of drivers with tight budgets will miss a round because it’s too far away or they don’t like the track.

The point I’m making here is that you can race in Formula Vee on a fairly small budget – but most people in the series don’t.

If you’re testing at tracks it’s great, and highly desirable when you’re new to it all, but you CAN turn up and learn learn the track in qualifying – as I have done for the most part.  I would love to be able to test, but I simply cannot afford to, both in cash terms and time off work.

Whilst I’m spending £30 per race weekend on Shell V-Power straight from the pump (and isn’t it great that fuel costs are still down?!), a lot of the other drivers are using full-on Sunoco race fuel for £300 per weekend!  Whilst there should be some advantage to the higher octane fuel, I’ll just point out that I’m beating people using this fuel – so there’s no way I could ever justify spending this!  Or to look at it another way, if I had that money I’m 100% sure it would be better spent on a test day hammering around a circuit.  Once I’m familiar with all the circuits this might change, but to a rookie there is no magical go-faster add-on you can buy that will help you win – you need time in the car!

If you’re hiring a car you’re going to be paying between £500 and £750 for anything competitive – but do bear in mind you can buy a car for £3000 and you’re probably going to do as well in that as a rookie as if you’ve spent £30,000 on a sparkling new AHS Dominator!

The great thing about Formula Vee is that you DO see people who are on a tight budget mixing it up with the more affluent drivers. I have the ‘honour’ of being one of the lowest paid drivers trying to race Formula Vee, and whilst that can be frustrating, it’s also very rewarding.

I don’t resent the ones with the big budgets – because whatever level of motorsport you do, you will always have teams with a bigger budget.  And how much more satisfying is it to beat them?

Of course there are then travel and food costs – we cut that down by taking a lot of Aldi food (maybe I should get them to sponsor me?) and camping over at the circuit in the trusty VW Camper van!  Others take tents or sleep in their car – those who can will drive back home or book into a B&B.

Another excellent thing about Formula Vee over a lot of other series is that it is, to some extent, gentleman’s racing. This means most drivers won’t go for silly moves to overtake you, and will do it safely. Of course that observation might change if you’re running in the leading pack, but it means you CAN put fears of being taken out to rest, and just drive and have fun. Nobody wants to crash, because that is expensive, and may well be your season over.

Perhaps equally importantly is that if it does all go wrong on or off the track, the other drivers and teams will do what they can to help you! We all want to be out there racing, and we want more people out there with us (as long as we can beat them)!

So, to revise my original claim with a bit more (reluctant) thought – you can race Formula Vee for a season with a budget of £3000. You won’t be able to be the best you can be, as you’ll have to worry about not crashing and barely testing (I have another blog about the cheapest ways I’ve found to test) – but that is still a Hell of a lot less than anything else you can do to race.

First test in a Sheane Formula Vee

09 Thursday Jul 2015

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

≈ Leave a comment

Tags

750 motor club, broken suspension, circuit, first time, formula vee, joovuu, llandow, mobius, motor racing, msa uk, onboard, racing, rookie, sheane, testing, training, video

First test in a Sheane Formula Vee 

After finally sorting out the seized engine, we booked in to test at Llandow circuit in Wales. 

We had massive problems finding somewhere to test that was suitable to our needs – I think I’ll do a separate blog about that and what we’ve found out, so that might make it easier for anyone else for the future! 

In short, though, Llandow were brilliant and laid back.  I had sent a few emails to Louise and Sharon, but basically they let us book up the day before, and were happy for us to turn up “around 11ish” and get three hours testing in. 

Aims of the day:

  • Check the engine runs ok 
  • Get the feel of the car 
  • Gain confidence in driving the car 
  • (personal aim) Not to spin, crash or kill the car! 

I didn’t really get a chance to be nervous after arriving at Llandow.  We basically unloaded the car, fine-tuned some things, and then I signed on, kitted up and jumped in. 

There was a brief moment of panic when I slowly let the clutch out (at my Silverstone driving experience they advised to treat the race clutch like a hill start – this was great advice!), only to find the car didn’t move!  I checked it was in gear, tried again, and still nothing… 

Then I remembered that the biting point on the Sheane is stupidly high off the pedal – unnaturally so!  I took my big stupid foot ALL the way off the clutch, and bunny-hopped it forwards a few times.  Doh! 

Just to rattle me even more, I then saw the light was red onto the circuit, so I had to stop again!  When it went green I stumbled away again, then crunched the hell out of the gearbox as I tried to find 2nd gear.  I couldn’t, and pulled off the side of the circuit, thinking I must look like the biggest rookie ever and that I’d be seeing a black flag waved at me soon… At least I was the only car out there! 

Several deep breaths and I found second gear, deciding to pull away in 2nd to at least get rolling, then 3rd and 4th as I eased onto the back straight with no problems.  I was easing the brakes on, and trying to warm the tyres whilst expecting the back to snap around on me like it did at Donington at every second, but after a few corners I realised that must have been the engine seizing that spun me, and all was now well.  I could concentrate on getting some heat into the tyres and brakes. 

Coming past the pits I braked progressively and changed to 3rd, then to 2nd just before I turned left… and just got lots of crunching again. 

Finding 3rd gear I kept it running, and decided to stay in 3rd and 4th for the rest of the session, as getting laps in the car was more important than lap times. 

I warmed everything up and after a few laps had found the line and (safe) braking points.    I pushed a little harder, raising the corner speed, braking later, and getting on the power harder and earlier, before the chequered flag called me back in. 

Second session, and I raised the bar even more.  Faster, later, more speed! 

I tried braking at the 100 yard board into the first corner, dropping to 3rd at the 50 before turning in, but, as I told Glenn after the session, “the front wheels were doing all kinds of crazy shit!”.  I could see both flapping around like a rabbits ears if you gave it a good slap (err, not that I ever have, or would advise doing this – that’s just the image it gave me at the time)!   

I thought this was just a combination of the bumps and crest in the braking area and me braking to the limits and locking the wheels a little (more on this later!).  I found braking 25 yards earlier and a little smoother seemed to fix the problem, and I could get Glenn to add more damping. 

I’d been discussing camber with Glenn on the drive to the circuit, and found exactly as he called it: more throttle in the corners squatted the car down and stabilised the rear.  This was the first time I’d felt the power of camber in action, and it felt good! 

Always wear a HANS device, kids!

The speed wasn’t intimidating to me at all – I’m used to 0-100mph in under 4 seconds on my bikes – but it also didn’t feel slow.  I had a feeling I’d enjoy the high-speed corners, hard on the throttle through the turn, and the two coming onto each straight were indeed my favourites!  The connection to the car was as close to riding a bike as I’ve found.  It’s still a fair way off, but far closer than I was expecting I’d ever feel on four wheels. 

It felt good, and it felt natural, as I improved gear change times and everything started to get into muscle memory.  My lap times for the session were consistently within the same second, even though I was still taking the complex in 3rd gear. 

I had a few twitches from the rear, but was making sure to push gently up to the limits. It was either Mansell, Senna or Skip Barber who said that if you spin you learn nothing, other than that you went past the limits, and you don’t need to spin to find the limits.  Glenn told me after that he was expecting me to spin, and wasn’t sure if I was taking it easy or being smooth and sensible! 

We added a click of damping to see what that did into turn 1, and did the 3rd session with me again raising the pace and feeling for the limits. I braked at the 100 yard board again, but the wheels still did their flappy thing, and I had to cadence brake to get it all back on the tarmac. 

I blasted out for the 4th session – with me forgetting to switch the camera on! 

I’m a bit gutted about this, because I was pushing to what I’d say was a ‘safe race pace’, and would have liked to see the onboard footage.  I was fully on the throttle and not touching the brakes until the 50 yard board on the back straight, dropping to 3rd just as I tipped into the chicane, then straight back on the throttle, hanging the right wheel over the grass on the inside all the way around the curve.  I was changing up to 4th on the corner exits onto both the straights just as I hit the curb, and giggling like a loon! 

The front was still playing up into turn 1, and Glenn waved me in for a closer look after  a particularly bad shake of the old bunny ears.  And we found this: 

Note the very thin metal plate where the shock mounting is welded on.  We thought my shoddy braking was the cause, but looking back over the video I can see it first moves around after that very first 100 yard braking attempt in the second session! 

When stationary, the mounting must have been moving back into place so we didn’t even spot anything when using the adjuster on the bottom of the shock – and although it’s clearly moving in the video footage, I couldn’t the top of the shocks from the drivers seat. 

So that was day over for us, but to be honest I’d got all I needed from the day, and was at the stage where I’d just be taking risks to shave tenths off my lap times – which is not what we were there to do. 

Here’s the onboard footage from the 3rd session:


Results: 

  • The engine is strong and ran flawlessly.  I’d like another 40hp, but after 30 mins in any vehicle I’d tell you that! 
  • I got a great feel for the car, but some things need work – like changing into 2nd gear and clutch starts. 
  • I’m fully confident driving the car to the levels that I did. I know I was pushing close to the limits, but I also know I can push closer, and then I need to know how to go over that line and still keep it on the track. 
  • (personal aim) I didn’t spin, crash, and it appears I didn’t kill the car, either! 

 

A Shoutout To The Real Heroes

04 Saturday Jul 2015

Posted by jamescaterracing in Racing, Rules & Regulations

≈ Leave a comment

Tags

celebrities, doctor, Dr Gary Hartstein, Dr John Hinds, f1, inspire, marshal, marshalling, medics, motor racing, northern irish road racing, real hero, respect, rip, role model, thanks, trauma, true hero, volunteers

A Shout-out To The Real Heroes

With all the media assaulting us daily with ‘celebrities’ and reality TV stars, as well as sports personalities of dubious levels of morality, it’s sometimes easy to forget the true hero’s who walk amongst us. What we should be retweeting and sharing on Facebook are stories of people who actually make a difference to society in a good way. In motorsports, of course, the people we owe most to are the marshals and the medical crews. These people mostly do their jobs (without which we wouldn’t be able to partake in our hobbies) as volunteers.  Sometimes they’ll get a free bacon sandwich at the circuit, or even some lunch.  On very rare occasions they may get paid something towards replacing the money they pay out of their own pockets to help us to do our hobbies. Then they go out and put themselves inches away from the action, sometimes right in the line of fire, and it’s these brave souls who give us a helpful shove out of the gravel, or tow us back on the Wagon Of Shame! I read an absolutely fascinating blog from ex-F1 Doctor Gary Hartstein about trauma care in motorsport, and specifically dealing with massive blood loss.  He tells it like it is and I’d thoroughly recommend following his blog: A Former F1 Doc Writes It’s people like him who are the ones who come to help when we’re upside down, broken, and on fire. So it’s with some sadness that I saw one of the fast response medics from the Northern Irish road racing scene is no longer with us… Now, I don’t claim to know much about Dr John Hinds himself, but as I mentioned in my opening paragraphs, this is one of theose true hero’s – not just of motorsport, but in the lives of all of us.  I wish I had known more about him and his work. I wish I’d seen posts about him on Facebook every day of his life, and seen people recognising his value as a person.  I mean, just look at that picture!  Doesn’t that inspire you?  Doesn’t it make you proud that someone would be that selfless for the sport they love?  That’s what a role model SHOULD be! I found an excellent article from a few months ago about some of his work, which I’d recommend you all read to understand how much of a blow it is when we lose people like this: Flying doctor: How a medic is helping to make biking safer Rest in peace, Dr Hinds – and may there be many more following in your footsteps to continue your fantastic work. And thank you to all the marshals, medical crews and everyone who’s out there letting people like me live my dream.

ARDS Test: The Medical

26 Tuesday Nov 2013

Posted by jamescaterracing in ARDS Test, Racing, Uncategorized

≈ Leave a comment

Tags

ARDS test, check up, doctor, driving, formula vee, license, medical, motor racing, MSA, national b license, racing, test

ARDS Test: The Medical

***My apologies – it seems I never posted this blog on here!  This was from January 2013, and a very important step in getting your race license.***

https://i0.wp.com/www.clubmsv.co.uk/media/25224/go%20racing%20pack_248x165.jpg

The final piece of the jigsaw to be granted an MSA National B Race License is to book and pass the full medical checkup.

It is essentially the same as what you’ll need for top quality life insurance.  Most Doctors charge around £100 for this.

I did some searching around, and found others had paid a lot more than this, and some as little as £50!

On a recent first aid course at work, I asked the instructor on the off-chance he’d know someone who could do a good price, and as it turned out he did!  As a PCV license holder, he was subject to regular medicals, and used a Dr Hill based in the West Midlands area.

I called the number I’d been given, and spoke directly to Dr Hill (I’ll add his details below) – no nonsense, nice and friendly, and he offered me his first available appointment on a weekend.

This involved a bit of a trek to Shrewsbury, but getting somewhere closer to home would be a longer wait, and at least it’s a pleasant drive out that way.

And he said it would be £40!  Bargain!

So the day came, and off I headed, praying my urine sample didn’t leak in the car on the drive over (as it turns out, a can of Guinness exploded in my car on the journey, but I suppose it’s a more pleasant smell to put up with).

He prodded me about a bit, asked the important questions (about diabetes, epilepsy, non-motorsport related mental defects etc), listened to my heart and breathing, and did a full eye test for vision and colour blindness.

I’m pleased to say my eyes are perfect.  My blood pressure, on the other hand, wasn’t.

The first time he took the pressure, he’d been asking me about what I was racing and stuff.  I’m sure this might relax most people, but even typing about the chance to climb into a Formula racing car now gets my adrenalin going!

Ray Formula Vee chassis

Added to this, I’d woken up with The Lurgy.

So I had it recorded at 140/90 on the form – which isn’t ideal, but shouldn’t cause any problems.

The whole thing was done very quickly and efficiently, he stamped my ARDS license application form, and I was out the door within a very short time to go and find things to do in Shropshire on a Sunday when you’re ill.

I gawped at a few floods in the area and then went home to get the last parts of the form filled in ready for the New Year when I could send it off.

So it’s all in the post – practical and medical tests done and dusted, passport pic attached, and within the next week or so I should be sent out my first ever National B Race License!

In the mean time, the Motorsport International Show is on at Birmingham NEC shortly, so I shall hopefully get my race equipment cheap from there.

Then it’s time to talk about getting the Formula Vee booked in to a test day – and I can take to the wheel for the first time and see…

Who knows?  If I’m Senna or Slow!

Bring it on!

*** If you need a reasonably priced medical check, and are based close enough to the Wolverhampton/Shrewsbury/Kidderminster area, contact Dr Hill on 07802 690 896.

https://i2.wp.com/www.motorsportads.com/assets/products/13655-22645-85305.PNG

Read the other blogs in my ARDS license series:

Enter your email address to follow this blog and receive notifications of new posts by email.

Pages

  • 2019 Race Dates
  • About Me
  • Contact Me
  • Pictures
  • Race Results
  • Sponsors & Supporters
  • Videos

Follow me on Twitter

My Tweets
jamescaterracing

jamescaterracing

Racing in the UK Formula Vee championship.

View Full Profile →

Tags:

ARDS Test eracing Fitness Formula Vee karting Products Racing Rules & Regulations sponsorship Technique Uncategorized

Blogs I Follow

  • |Project-D|
  • Gavin Fury
  • Blonde On A Boat
  • SoberPunks
  • Racing Team Vee
  • BOOKS BY CRAIG LOCK
  • Need a P-time or F-time job?
  • mikeoldknow
  • The Ali Lowe Commentary
  • The OkiNinjaKitty Blog

James Cater Racing on Facebook

James Cater Racing on Facebook

Blog at WordPress.com.

|Project-D|

Lifestyle blog about racing, and other nerdy stuff

Gavin Fury

The Legend Of The Petrol Bastard

Blonde On A Boat

A girly and family themed nautical blog with money saving boating tips and ideas

SoberPunks

A sweary alcohol recovery blog written by a Yorkshireman

Racing Team Vee

Formula Vee Racing

BOOKS BY CRAIG LOCK

"The Writing Journey": The various books that Craig "felt inspired to write"

Need a P-time or F-time job?

mikeoldknow

A great WordPress.com site

The Ali Lowe Commentary

The view from the shed...

The OkiNinjaKitty Blog

Everything you want and need to know about life in Japan.

Cancel
Privacy & Cookies: This site uses cookies. By continuing to use this website, you agree to their use.
To find out more, including how to control cookies, see here: Cookie Policy