Tag Archives: rookie

How To Get Faster

23 Thursday Mar 2017

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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

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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!

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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

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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

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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

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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!

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Anglesey Coastal 2016 – Rounds 9 & 10

20 Wednesday Jul 2016

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Anglesey Coastal 2016 – Rounds 9 & 10

https://i1.wp.com/www.fastbikesmag.com/wp-content/uploads/2010/04/Anglesey.jpg

Despite being so far away, the drive to Anglesey circuit is pretty special in itself.  The A55 ‘coastal road’ takes in the beaches, but the A5 winds its way through the breathtaking beauty of Snowdonia National Park.

If you still have anything left in you, you arrive at Anglesey circuit, where we were on the Coastal Circuit featuring ‘The Corkscrew’ – the Welsh equivalent of its namesake at Laguna Seca.

A few drivers had been testing on the Friday, but due to time and budget, we were going to learn the track in Qualifying on Saturday morning and aim low for our first races outside England.

Glenn had done some extensive work on overall car set-up, improved 2nd gear selection, and in theory I’d have the Sheane at the best it had ever been.

Qualifying

Catching the weather out for once, the pack of Formula Vee’s rolled out onto an unscheduled dry circuit.  I got my mandatory 3 laps in to qualify for the race, on what was a surprisingly slippery track, and then tried to tag onto the back of more experienced drivers.

I’d walked the track in advance, and was amazed at how much banking was in turn 2, and thought I’d fly around the first half of the lap taking full advantage.  As it turned out, I was pretty useless in most corners, but did seem to be able to nail the right-hander coming onto the long back straight and make up time.

Second gear was much easier to get, but still not perfect, so was still fighting me around the tighter corners, and then it was amazingly difficult to get the line right from there, through The Corkscrew, and around the rest of the lap.

I’d said I was aiming for the top 20, and would be starting from 18th and 17th on the grid for the races.  Knowing I could pull back seconds in certain corners, and the car was also very skittish, I was pretty happy with this.  I believe it also made me the fastest of those who’d never turned a wheel on the circuit before!

Race 1

In contrast, the rain had come well before the first race, leaving the track very wet but drying rapidly as the sun scorched its way over the surrounding sea.

I got an average start, but played it safe around the first few corners, staying on the back of a huge pack of cars down the long back straight.

As we all came to the very hard braking zone, Alex Jones dived up the inside of the pack on the wet line, unsurprisingly losing it on the brakes and spearing into Martin Snarey.

As the entire second half of the grid bore down on them, the pinball effect took out Sam Engineer in his new car, and everyone took avoiding action to try and get around the spinning cars blocking the whole track.

I had my own problems, however, as by this time I was at maximum braking heading towards Alex, and as I turned the wheel that tiny bit more the traction broke completely!  I prepared for the collision, but somehow slithered out of harms way.

Caught out a little by still being alive, I was in 3rd gear for the tight right hander, and despite a valiant attempt to powerslide around when the rear broke loose, I spun slowly off the track.

Luckily for me (not so much for Martin and Sam) the race was red-flagged, and I was able to retake my original grid position for the restart.

After another average start I latched onto Craig Bell and Colin Gregory, but after a few laps they edged away leaving me in a familiar scrap with David Leniewski, John Hartin and Neil Aldridge. I came onto the pit straight to find Colin facing me in the middle of the track, and as I dived to the left for yet another close call, David went right and John also snuck through on the fast line for the first turn.

I used my favourite corner well again, taking the fast right-hander onto the back straight as fast as I dared, and got passed them both again on the drag up the hill.

I pulled a small gap and held that, but couldn’t catch Craig, eventually coming home 4th in class – just missing a podium again – and 12th place overall.

Adam Macaulay did the inevitable to get his first win in the UK championship, with Paul Smith following him home in 2nd after being unable to make it 9 wins from 9 races this year.  Ian Jordan took 3rd place – wait… 3 Sheane’s on the podium?  Who needs those £30,000 brand new cars, eh?  Garry Newsome, another legendary driver from the Irish championship in a guest appearance won the B class – of course in ANOTHER Sheane (run by Peter Studer)!

Race 2

I knew I could gain huge chunks of time around the track – especially into the banked turn 2 by braking much later into it.  As the car had also been a bit loose I added another click to stiffen the rear shocks.  Hopefully this would keep the car stable mid-corner and on the exit…

Martin Snarey had repaired his car with the help of the great Formula Vee crews in the paddock, although I thought he may suffer from The Fear a little bit after his accident.  Fantastically, this wasn’t the case, and set up a great battle!

 Even better was the scorching sun and clear blue skies, and a bone dry and grippy track.

Another mediocre start saw Craig Bell flying around me as I got stuck into him and Colin Gregory once more.  I cut back off the banking at turn 2 and powered passed Colin and held it alongside Craig down the straight, with Colin all over the back of me as we all caught Martin Snarey.

Craig blasted passed Martin in the 2nd gear right hander, and then Colin came passed me and Martin through the Corkscrew. 

Smelling blood I also took advantage of Martin’s lapse and went around the outside through turn 1, closing back up to Colin as we slung it around the banking.

We came up to ‘my’ corner again, and I pinned it, showing the penalty we’d got at Mallory for illegal restrictors meant nothing as I rocketed out of his slipstream and pulled out 6 or 7 car lengths by the time we hit the brakes!  My Sheane was running good!

Unfortunately I then ran a bit wide, letting Colin right back up to me but then Tim Probert, charging through after starting from the pits, gave me a bit of reprieve as I watched them scrapping it out behind me for a few laps.

With little point holding Tim up, I left the door open into the banked turn, but then I cut back as he slid out wide, holding onto him down the back straight but ultimately finding the limits of the Sheane’s power against one of the fastest cars on the grid.  He disappeared into the distance and that was the last I saw of Mr Probert!

Colin was also back with me, and also passed me easily when I missed 2nd gear, and followed Tim off up the track, and I had no answer for him.

Martin Snarey was now also tapping his nosecone on the back of my head, but thanks to some great advice between the races from James Harridge, I managed to get enough of an advantage through the corners I was good at, that Martin couldn’t quite find an opportunity in my less-good turns.

I gave the car every ounce of my skills for the rest of the race, at last meeting my objective of pushing the car hard into every single corner.  There was still, no doubt, more to be had, but I’d got the car on opposite lock, powerdrifting with total confidence, catching the spin into a few corners as I pressed on.

It was easily the best I’ve ever driven in terms of how in control of the car I was.  Maybe I’ve finally clicked and got that kind of oneness with the car I get on my motorcycles?

With my muscles screaming at me I wrestled the car around with the white Sheane filling my mirrors, and didn’t even see the chequered flag – only realising it was all over by how fast I’d caught Colin into the next turn.

I’d thoroughly enjoyed it all and had no idea where I’d finished – all I knew is that I felt like a Racing Driver!

Paul Smith got his 52nd all-time win, with Adam Macaulay picking up an excellent 2nd place after James Harridge was given a time penalty for exceeding track limits.  Dave Hughes brought it home 3rd for Bears, with Harridge classified 4th overall but again leading home the B class to regain his championship lead.

I also have to thank the Vee Centre for holding the annual BBQ on Saturday night – an amazing way to get to chat to all the other drivers and crews with a beer and burger.  I found it a massive help socially last year, and again got nattering to a few I hadn’t had the chance to before.

Oh, and I came home 6th in class and 16th overall.  Proof that sometimes your position doesn’t really matter all that much.

I just can’t wait to get out there again so that I can refine what I’ve finally found, and start chipping away at that time gap to the leaders…

Videos:

Race 1

Race 2

Half way through my first season

13 Wednesday Jul 2016

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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!

Mallory Park 2016 – Rounds 7 and 8

16 Thursday Jun 2016

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Mallory Park 2016 – Rounds 7 and 8

Something I’d eaten the day before was not agreeing with me, and I worried that I wouldn’t survive the short journey to our closest track. I arrived at a damp and drizzly Mallory Park feeling very weak and wondering if I could get away with an open face helmet and Nomex Pampers!

Pushing the car up the hill to scrutineering I realised just how weak I was, with my heart nearly pounding out of my chest and sweat pouring off me.

Luckily, adrenalin works wonders for shutting down all of your bodies non-racing functions, and once I was strapped into the Sheane I felt much better!

Qualifying

The first few laps of qualifying were pretty much dry, which helped me learning the track. My previous bike trackday here wasn’t much of a help, as for that we used a chicane at the Esses and after the hairpin, but I at least knew to expect the blind crest on the exit of Gerrards.

I settled into the lines but was still struggling to find 2nd gear at the tight hairpin – getting around there was more trying to get a gear rather than any kind of technique to cornering.

I had a brief tussle with Andrew Cooper in his first ever race weekend (he’s going to be quick), and overtook him going into the very fast Gerrards corner on the inside.  A faster car came up behind me as I made this pass, so I held my inside line exactly as we’re told to do.

Apparently the more experienced driver wanted me to disappear somewhere or drive off ‘his’ track, as he came up to me after the race being sarcastic about my mirrors working. When I pointed out I was trying to qualify as well, and asked what I should have done, he walked off. Pretty bad form – it’s all very well criticising a new driver but if you have no answer as to what they should do for next time, you don’t do yourself or the sport any favours!

Despite the bad taste this left in my mouth (and I don’t just mean the sickness returning as the adrenalin wore off again!), I was pleased with the qualifying session. We’d come 18th, but I knew there was lots more to come from just about everywhere on the track.

The Z-bar had stayed attached, confirming that it wasn’t breaking at Croft due to the changes we’d made lowering the rear of the car, and so we should be able to dial in some faster set-up again.

Race 1

The light rain faded as we lined up on a now wet track for the race. I made a decent start, picking up a few places but being very wary of the concertina into the hairpin.

A few cars had spins early on, and Jamie Harrison had a huge opposite lock slide around Gerrards right in front of me that looked very impressive – well held!

I could see Jake Hockley and Colin Gregory with a few others in front of me, but then after some more shoddy gear changes at the hairpin I fell off the back of the group, and a couple of the earlier spinners recovered and went by.

I had another brief battle with Andrew Cooper before he pulled away out of the hairpin. With the bit of space I had, I was then able to concentrate a little more on that problem, and by the second half of the race I’d finally found a way!

I found that going from 4th to 2nd just didn’t work at all, but if I went to 3rd and then had a brief pause before selecting 2nd gently, it liked it a lot better.

I’d found that I was pretty quick into and around the Esses, especially when I trail-braked in, and although still way off the leaders, I was ok going into Gerrards, and through it, but despite having my foot flat to the floor on the exit the cars just ahead were still pulling away from me.

The car wallowed quite a bit through Devils Elbow, and I had to lift there to bring the back around on the adverse camber or the front started dragging me wide and upsetting the rest of the car. I’d been warned off making the front too stiff, but now think I was heading in the right direction, and need to firm it up again. If we ever get a proper dry race again, anyway!

Coming home 5th in class and 18th overall wasn’t too shabby as a learning experience, and it seemed I was surviving the weakness of the food poisoning!

Race 2

Starting from the same grid position but this time in 17th place (eh?? I just went where they told me to!), I was hopeful of getting another good start on the again wet but rapidly drying track.

The lights went out and I dropped the clutch quickly, but the revs were the only thing going anywhere!

I slammed the lever from neutral into first, as the cars behind missed me and shot off into the distance.

It wasn’t red mist that descended over me as much as a very focused calm, knowing I had some recovering to do.

I picked a few off, then gained a couple more places when some mild carnage at the hairpin put some cars wide, my new-found 2nd gear abilities coming in handy, and then blasted up the inside of Tom Roper (another relative new driver who did have a few Vee races over 10 years ago, now returning in Peter Studers hire car) into the Esses. This seemed to wake him up a bit and he followed hard on my tail as I pushed up to another group of four battling cars – Colin Gregory, Jake Hockley, Jamie Harrison and Andrew Cooper.

I’d caught them quickly, but trying to get by a group of 6 cars fighting that closely wheel to wheel was easier said than done! It was 3 or 4 wide into every corner, and if you didn’t commit to a pass someone else would dive straight down the other side of you!

It’s the first time I’ve ever been with more than a couple of cars all lapping at the same pace, and it’s a Hell of a thing to experience!

Jake lost power coming out of the hairpin and fell off the group with a few laps to go, and I had few goes side-by-side in Gerrards with Andrew, both looking over at each other as we slid around trying not to take each other out but not giving an inch!

Tom came very close to my rear wheel as I backed out of a dive up the inside of Andrew – something I watched very carefully in my mirrors and was impressed he’d managed to avoid any contact as he also made a dive for it!

In the end I was about half a car length behind Andrew after a tense drag to the line – but sadly the result wasn’t to stand for me…

A number of cars in parc ferme after the race were taken apart for checks, and Dallas (in his 49th year scrutineering Formula Vee), found one of our restrictor plates was out of tolerance by a tiny margin. Despite the plate being stamped and certified, the rules are the rules, and this meant I’d be excluded from the race for a technical infringement.

This was a shame after what may have been one of my greatest driving performances – especially after racing so closely with a pack.  If the part wasn’t to spec, then it’s much better that it’s been picked up now than if I’d have been missing out on a trophy.  I could challenge the decision as I have no evidence that the tool used to check had been calibrated, but is it really worth the hassle?  I’m going to put my trust in the 750 Motor Club, and if it were found that the tool wasn’t accurate I’m sure they’d sort something out retrospectively.

Both races were won outright by Paul Smith, and after James Harridge dropped out with engine problems in the first race, there was nobody else able to challenge him.  That makes it 8 wins from 8 races this year for Paul!  Pretty amazing stuff!  Jack Wilkinson took both of the B class trophies on his return to Vee. 

Next month will see a visit to the Anglesey Coastal circuit in North Wales – a circuit I’ve always liked the look of.  If I can get on the pace straight away it could yield some good results for me!

 

 

Croft Analysis

31 Tuesday May 2016

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Croft Analysis

It’s amazing how a few poor results can affect you.

So far this season, things have not gone well.  I’ve been driving pretty badly, and combined with some car failures, I’d been questioning myself.  Questioning if I can afford to be doing this if I’ve got no chance against faster cars and drivers with bigger budgets.

There’s no question that the other Formula Vee racers are more skilled than me – even those that don’t have a background in trackdays and karting have more experience in Vee’s, more testing, or just have youth on their sides!

I’d been starting to enjoy the stuff in between races more – editing and processing videos, writing race/press reports, and the quest to find some sponsorship.  Learning to enjoy that is no bad thing, as it takes an ungodly amount of hours fo my time – but I’m supposed to be here to race.

When it was raining so heavily at Croft for qualifying, I was literally just following Tony Mitchell around for most of the session, eventually getting passed him but still just driving.  If Miss Daisy had been sat next to me she wouldn’t have even spilled her cup of tea.  Proper ‘meh’.

I’d lost any hope of testing out our all-new lower rear suspension mountings, or running in brand new brake pads for the first time.  What a waste of time…

I gave myself a bit of a shake after that, reminding myself of my Brands Hatch blog where I swore I’d push harder everywhere.

As if to try and break my spirit even more, the track was now bone dry for the first race, and so my first ever dry lap of Croft would be at full racing speed.

Except this time I was ready.

I knew that in theory Croft would suit me.  I’d watched video so I knew where to brake (although admittedly I’d watched James Harridges footage, which meant I’d know where to brake to get it ridiculously sideways and murder myself within three corners!), and now I could just about remember which way the track went.

So when those lights went out I just went for it.

Now, up to this point I realise I haven’t sounded like my own biggest fan.  I do have self-confidence, and have proved I can drive quickly at the end of last year.  More importantly, when you flip that visor down nothing else matters.  Nothing.  When I’m staring through my blue iridium tint I can win, and I’m there to win.

I still hesitated slightly before dropping the clutch and feeding the revs up, and the biggest gain I had over the rest was changing up to second, then to third.

In second I knew I’d got a bit of a blinder, because I was already a few rows forward, and everyone else was looking slower.  I simply drove through a hole up the middle of the grid, lifting off briefly as I thought I’d maybe stolen enough places, then getting back on it and diving to the outside to pic up a few more positions.

I just figured I’d do whatever the car ahead of me did, and trust I had the skills to hold onto the car.

When we came to the Jim Clark Esses I knew everyone said they didn’t lift off, and so I just kept my foot in and trust Glenn’s suspension work would help.  It felt great getting through easily, and then taking the first two flat-out right handers the same!

The brakes must have bedded in despite the wet qualifying, because they were sharper than they’d ever been.  I looked through the corners and pressed on, seeing cars in my mirrors but nobody close enough to make a move.

Then I hit the hairpin, and cars streamed passed as I tried to find second gear.  That’s something I have to work on, because I lost masses of time!

After that I just kept pushing a little harder everywhere.  There is a big twitch where the weld on the anti-roll z-bar at the back snapped, and I dropped two wheels over the drop of a large curb, which pitched me back across the track in 4th gear flat out.  I thought I was going to spin but caught it so fast, still keeping the loud pedal pressed down, that Darren Lomas behind me barely made up any time.

Of course I didn’t know that the z-bar had snapped until after the race, and so just kept going, and despite the flying Alex Jones also getting passed me as I fished for second gear at the hairpin again, I came a respectable 13th.

I knew I could take big chunks out of my time, but that wasn’t to be, as we had some of the worst race conditions ever seen for the second race…

I’d also been revving the car higher, and although Jake Hockley in his much newer GAC was able to pull away on the straights, he wasn’t pulling away all that much.  I have found that as I hit around 7000rpm the needle on the gauge starts doing all kinds of funky stuff except stay still and tell me what revs I’m pulling.  I was estimating 7400rpm for my gear changes, and the car seemed happy with that.

Anyway – between races we got one of the AHS crew to re-weld the z-bar, and were ready to go.

I’d hyped myself up for the wet.

I knew it was totally pointless driving like I had in qualifying.  I wanted to use the dreadful conditions to get the car moving around a bit.  In the wet you obviously reach the limits of traction much sooner than in the dry – but when the car does let go it does so more progressively.  If you’re fast enough you can catch it and get the balance and drift.  In theory, this will happen in the wet exactly as it would in the dry, but be more controllable.

I hit the brakes about 4 times before we reached the first corner – because all I could see was spray from the 20 cars ahead, didn’t know if I’d be pushing my face up against their engines at any second in a surprise inspection, and couldn’t actually see the edges of the track to know where the corner was!

I knew people ahead would spin off, and sure enough some cars appeared out of the spray at funny angles through the first chicane and I picked a way through as best as I could.  My tighter line may have taken me passed someone under yellow flags, but as I couldn’t see more than 6ft away and didn’t even know which way any of the cars around me were facing, or if anyone was following me, I think I’d be forgiven for that one.

Feeding in the power down the next straight the puddles were tearing at the steering wheel and the rears were spinning up at the same time, making things ‘educational’.  As I gently eased the brakes on I could barely see if my wheels were locked up, and as I was aquaplaning anyway it was just plain weird.

I cadence braked whenever I knew my wheels were locked, but to be honest that’s not as obvious in those conditions as you’d think.

There were huge puddles on the inside of some turns, but already I was starting to enjoy myself.  I even started dropping my front wheel into some of these puddles to help me turn the car!

I wasn’t getting the power down as hard and soon as I’d have liked to, but I was pounding down the straights and braking pretty late into a few corners.  The wheels were still spinning up in 4th gear on the straights, then puddles ripped you sideways under braking, the car slithered straight on through the corner and then snapped to oversteer, then even more so as you got back on the power!  What a rush!

I was getting a move on when Ian Buxton overtook me (he was one of the first corner spinners), but unlike every other time he’s done that I realised he wasn’t disappearing – I was still on him and actually had to drop back a bit as I didn’t want to spear him into a corner again!

I knew it was treacherous braking into Tower, and so should have been braking much earlier with my new-found speed, but I either forgot where to brake or got too enthusiastic.  The wheels locked several times and I knew I’d have to run wide, so let off the brakes deep in the corner, ready to snap on the opposite lock to catch it for a spectacular drift, and something went *ping* and the back swung around.

I saw mud spray into the air as I hit the grass, and let the car spin 360 so I could get control in the right direction again, hitting the starter button and finding a gear to get me back on the black stuff.

But the ping had been the weld on the z-bar braking again – meaning the rear had dropped down and that lack of clearance beached me in the mud.

I tried rocking out in reverse before giving up and holding my hand up for the marshals to know I was stuck. 

I still had the engine running hoping for a push, but they pulled out the red flags to stop the race.  They said it was too dangerous, anyway, so don’t think the race would have carried on much longer either way… At least they did give me a push so I wasn’t towed in behind the Wagon Of Shame again!

So whilst it wasn’t great to end that way, psychologically the weekend was massive for me – in a very positive way!

I know I can still drive fast in the dry and hold my own – even on a track I don’t know, with a broken car.  And I know I can be properly quick in the wet.  I mean, I was 9th fastest when I went off, but was barely getting up to speed, and properly enjoying myself as I did so!

I didn’t think the weather was that bad!  My test last year on Silverstone National was a fair bit worse, so I’ve got that as my wet benchmark – and I survived that!

Mallory Park for the next race could be interesting, because I’ve done around a hundred laps around there on a Kawasaki ZX-6R B1H, but that was with the little bike chicanes in place.  And I could find gears at the tight hairpin.

One thing for sure is that I won’t be worried about it raining anymore!

Get on the edge!

18 Monday Apr 2016

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Get on the edge!

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Donington did not go well.

I’m still pretty disappointed in myself for not pushing harder, like I know I can.

I’m fully aware I’m still learning – but I’m not going to learn much without pushing the boundaries a bit!

For the next race I need to ask myself:

Was I on the limit?

Can I push harder in that corner? How about THAT corner? And that one?

Brake less – carry more speed through!

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I know my lines are pretty good, and I’m fairly consistent and smooth.

If you remember my first blogs I talked about the racing line being the most important basic. Not just that, but where you position your car on the track.

I try to stay as close as possible to the edge of the track – a lot of drivers will leave a good foot or two between them and the edge of the track. I know that this is a major thing to work on if you want to go faster. If you leave 2 inches between you and the edge of the track, it’s bad – one inch or less and you’re getting there.

It’s much harder to do this than you might think, but makes a massive difference, because you’re effectively opening all the corners out and making them easier. The thing I’m not doing is taking advantage of this to carry more speed through them!

So it’s easy for me to drive – but far too easy! I can and should be raising my corner speed until the car starts to move around, and at the moment it’s just on rails. My tyres aren’t starting to slide, and I’m not having to correct anything.

I was getting close to the mark around Coppice, feeling the back start to slide around on me in a balanced way, but last time out at Donington I was doing this around Redgate and occasionally in a few other corners. I need to be doing this in every single corner like I know I can do!

Last time at Brands Hatch, in the final race I was just doing this around Clearways and Surtees, but not really anywhere else. And you know when you are, because it feels GOOD!

Speaking of Brands Hatch… Less than 1 week to go… Glenn found that as well as the big bloody hole in the engine case, we’d been burning another (different) piston – which had made a mess of the cylinder head. We think it’s recoverable, but we do have a few tiny holes on the outside, but that shouldn’t affect the seal.

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We used Shell V-Power from the same garage as when we burnt the last piston at Silverstone – so that seems to be the only common denominator, at the moment. We’re thinking maybe their ‘super’ unleaded, well, isn’t. It seems odd that it’s the same damage you’d expect to find if you used ‘normal’ low octane fuel, and yet using BP, Sunoco and Gulf super fuels, we’ve not had the problem.

I know for a fact (I tested it myself!) that Shell V-Power is the best fuel for my bikes, so I’ve got nothing against V-Power – just doubts about whether that’s what we were buying from that garage… And we’d be silly to stick with Shell until we know for sure what’s going on – so Shell is out for now.

The thing that’s going to take this one down to the wire is straightening the bent front beam. Luckily, it seems Glenn can do this without having to chop and weld pieces in, or make up a new bean with all our modified fittings… It’s a big job.

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We’re also wrapping our exhaust system – which with any luck might bring the volume down a few db’s. More importantly, this will increase how fast the engine can expel exhaust gasses by maintaining high temperatures in the exhaust itself. And, yes, I did have to look up the science behind that!

This was all looking very iffy for even getting to Brands, but I think we’ve got it in hand, and should be there.

If it’s dry, I will also be eager to use the new JooVuu X camera for the main footage – this truly is a quality camera, and on special offer from £92.24. I will be doing a full review shortly for using it both as an action camera and an in-car road camera. Go snap one up!

And my final plan for Brands Hatch will be to wear my new Fitbit for the weekend.  Any guesses what my heart rate will show during the races?

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How do you learn to race?

23 Tuesday Feb 2016

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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!

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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…

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“Just throw it into the corner, and sort out whatever happens afterwards!”

02 Wednesday Dec 2015

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“Just throw it into the corner, and sort out whatever happens afterwards!”

I’ve done 3 championship race weekends (plus one non-championship festival) on a very tight budget, proved I can actually drive a proper Formula Vee race car, and realised my childhood dream!

2015 has been a pretty good year in terms of my personal development.

I’ve had huge help from Glenn Hay who’s basically carried me along the way, but have also overcome my own fears, doubts and lack of skill along the way!

Since coming to my epiphany of how to drive a Formula Vee quickly at Silverstone in my first race (hence the title, “Just throw it into the corner, and sort out whatever happens afterwards!”), I’ve realised it fits quite well with my attitude on life.

Take that gamble.  Get off your ass and DO IT – and then deal with the consequences be they good or bad.

If you’re not pushing forwards into the unknown, well, you’ll never know what might have been possible for you.

I’m looking forward (bit of an understatement!!) to driving for Glenn next season, but am also acutely aware that I can’t really do this forever.

I still believe that it IS possible to do a season in Formula Vee for £2000, but I’m not sure it’s sustainable.

In my current job, that’s about all that I could spend.  One big crash and that could easily wipe out my budget.  Without Glenn to help me, I don’t think I’d have any chance of carrying on.  Even if I keep improving and do everything right, realistically, I can’t afford this.

The obvious next step is to find some sponsorship.

I have a lot of ideas, but am also realistic in what I think it’s even possible to get from sponsors in this day and age, and in a race series that’s far from the BTCC or F1.

I may reveal my methods if they yield some success, but for the obvious reasons of competition, this may be the one thing that I won’t be very open about on my blog.

If you read this and would like to help me or the team out in any way at all, from fees, parts, to just getting your hands on at race weekends, then please get in touch!

For 2016 Glenn will be stripping the excellent engine in the Sheane, remounting the front shocks, and then working at getting the Ray and his championship winning Scarab back together, too.

Why?

Because 2017 will be the 50th anniversary of Formula Vee in the UK!  We aim to have as many cars out as we can, and it should all be a huge year for Formula Vee, and for British racing!

My aim for 2016 will be more of the same. A steady improvement, and moving up the grid. I’ve proved that I can be quick even with a damaged car and injury, and I was still able to drive around these problems and get, for a total rookie, some pretty fine results!

I’ll be aiming to finish in the top 6 – especially on the tracks I’ve already been to. If I can afford to test before the races I’ll take full advantage so that I can hit the ground running. If I knock out my mistakes I can do well – if I can grab the car by the scruff of its neck and get confident with it at the limit, I can maybe surprise a few of the front runners!

I’ve had some support from JooVuu.com, and hopefully I’ll also be using one of their brand new JooVuu-X cameras. I’ve had a sneak peak of the prototype that arrived just too late for me to use at Brands, and it’s a proper quality bit of kit with loads of amazing features, and it should be huge for them. I’ll also be running multiple cameras where I can to capture all the track action!

Glenn is modifying the front shock positions, so that should also take care of anything I bent getting airborne at Donington, and then the car should be good to go.

Before that, the Vee Centre are holding their annual awards night this Saturday, with a lot of the drivers doing a bit of karting before! I’ll take a helmet camera for that, but with skinny kart experts out there I don’t expect to be winning anything there.

It should be fun, though!

A big old soppy thank you blog!

10 Tuesday Nov 2015

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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  

Post Race Analysis – Snetterton 300

18 Friday Sep 2015

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Post Race Analysis – Snetterton 300

Overall, I’m very happy with the weekend!  I brought the car back safe and well, didn’t take anyone else out, and got 11th place in the first race!  You may have noticed me punching the air when I saw the chequered flag, there!  It felt like I’d won!

For my second ever race weekend, that’s not bad going!

I am still playing it safe on track, because I don’t want to kill the car, and realise that I am still learning, and have a long way to go.  Don’t get me wrong – I’m pushing harder than I’ve ever pushed before, but as I’m doing that, it’s like I’m stretching my own limits, and I’m fully aware of how much harder I can use the car and still be beneath my own ragged edge.

At Snetterton, there is absolutely no doubt in my mind that I could be 5 seconds quicker per lap and still not be overstepping my or the cars limits.

I actually didn’t drive very well, and most of that is due to lack of preparation.  I simply didn’t study the track to know it well enough before I got there. Testing the day before as many other drivers did would have helped, of course, but we have a very tight budget to work to.

Watching my own onboard videos and seeing myself on the videos from other cars is a brilliant learning tool and very entertaining, but there’s no hiding your shortcomings, either.

My lines through the infield were a bit shoddy, and I should have been turning in much harder just about everywhere, lifting off less, braking later… The first corner alone I was pretty terrible at, and it’s exactly the kind of wing-and-a-prayer corner that I love and am good at!

I also wasn’t trail-braking enough, and I KNOW that that’s where massive chunks of time can be had!

And I love doing it!  That’s where I get a proper buzz of satisfaction from racing a Vee – being right on the edge, sliding it into a corner…

Tim Probert actually came up to me after having followed me in a race on track (before he pissed off into the distance!), and said “We’re going to have to teach you trail-braking!”.

This was backed up speaking to Paul Smith (note: He started dead last in race 2, having spent most of the night rebuilding his engine after killing it in race 1, and then was in the lead by lap 3!  Truly amazing stuff – and he clocked a 2:09 lap time to my best of 2:17!) who said it was weird being with us lot at the back end, as we were braking so much earlier into the corners.

I guess that easing into things this way and not going all-out is the sensible approach to be taking. I don’t want “my ambition to outweigh my talent” until I know for sure I have the practical skills to back up the theory that I’ve studied.

Donington Park is the next race and season finale on 3rd October. Again, we won’t be testing there before the race, but I know the layout well and have been on a bike track day there. It’s also my ‘home’ race, so there should be some people I know coming to watch – and qualifying and both races are all on the Saturday.

I’d like to get a top 10 result to close the season, but in reality this is the first track that all the other drivers will know very well, so it will be tough to get inside the top 20!

Whatever happens, I’m sure it’ll be a lot of fun!