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James Cater Racing

~ Realising the childhood dream…

James Cater Racing

Tag Archives: silverstone

Praga R1S drive at Motorsportsdays Live 2019

02 Saturday Nov 2019

Posted by jamescaterracing in Racing, Uncategorized

≈ Leave a comment

Tags

experience, getontrack, gravel trap, motorsportdays live, praga, r1s, silverstone, vr motorsport

After sitting out the 2019 season, I’d pretty much switched off and was looking forward to getting out there again for 2020.

Browsing Facebook I saw that VR Motorsport were going to give out drives to experienced drivers at Motorsportdays Live, and so threw my hat into the ring. A few weeks later I saw a post where the team drew out the winning names, and mine was amongst them!

IMG_20191102_120439

First I need to speak about Motorsportdays Live. It’s a brilliant event held in The Wing at Silverstone, with loads of trade displays and offers for racers and people in the motorsport industry, or those thinking about doing trackdays or racing. It was a really good event, and you need to check it out and get down there next year for the third show of it’s kind!

The important bit for me, is that you can book a drive in a car around the International circuit, so you can actually try out a car before you commit to that race series, try a new car on track, take your own car on track, or just experience a drive in something amazing.

For me, that would be in a Praga R1S.

Praga-Global-660x365

I watched them racing in the Dutch Supercar series for the first time a few years ago, and loved them immediately. What’s not to love about these ‘superlight’ racers? A full carbon fibre monocoque, huge levels of downforce, less than 600kg and a stonking F3000 engine sat just behind the driver!

I dropped my race kit off and said a few hello’s with the VR Motorsport team, had a little wonder around the displays and paddock, and then before I knew it my 15 minute slot was coming up to get out on track with the LMP/TCR/BTCC/GT4/GT3/Prototype group.

Team boss Vincent Randall and all of the team were very friendly and welcoming as I chatted to them and had a mooch around the beautiful cars. If I’d got on the racing ladder 15 years earlier, something like the Praga would have been exactly what I’d be aiming for rather than going down the F1 route, so I still couldn’t really believe I was there!

Soon I was asked to get my helmet and HANS on, and I climbed in through the tiny window, sliding down into the carbon fibre seat to be faced with a cockpit slightly more modern than your average Formula Vee.

The first thing that struck me was that EVERYTHING is carbon fibre. The ignition, engine start button and a few others were up above the windscreen, along with a tiny switch to work the indicators (I never used it, although we were running trackday rules for overtaking with consent). It was all within easy reach in the tiny cockpit, and although some might feel a bit cramped I thought it was very comfortable in there.

OLYMPUS DIGITAL CAMERA

They clipped the steering wheel on, pointing out the paddle shifts at each side, a ‘neutral’ button for getting the car, err, into neutral, and a few balance adjusters that I had no interest in messing with. I knew there would only be a brake and accelerator pedal, but was surprised to be shown a clutch pedal that was hidden up and back from the these that would only be used to getting moving.

Vincent waved me and the sister car (the Praga R1T turbo with almost twice the horsepower), and I held the engine start button down and flicked the ignition switch, hearing the 2l Renault Sport engine roar into life behind me.

I held the Neutral button and the clutch and pulled the right paddle shift to engage first gear, and got a helpful push start from the team in the pitlane.

Unsurprisingly, the car revs to 7500rpm extremely quickly with the lightest brush of the throttle, so as I drove up the pitlane I found every tiny bump of the track surface was making life tough to hold the revs steady – not a problem as I hit the exit and everything smoothed out with more revs.

I short-shifted up a few gears before brushing the brakes nice and early into Village and almost stopping dead 50 metres before the turn-in point! Of course, you have no choice in these but to brake with your left foot like in a kart, so it’s always in the back of your head not to mash it like the clutch pedal with your big, goofy untrained left foot!

Turning the wheel the car moved more as if reading my mind than the steering input, absolutely rock stable and flat on the full wet tyres despite the damp track. Through The Link it felt unflappable with the direction changes, and I opened it up on the Hangar Straight and watched the digital readout climb with ease.

OLYMPUS DIGITAL CAMERA

Braking a bit lighter and deeper into Stowe the Praga simply ate it up without any drama – probably my first time experiencing the power of downforce from the multitude of wings, planes, splitters huge diffuser. Some heavier braking and back down to 3rd gear for the complex showed the car was equally stable using its mechanical grip at slower speeds.

My biggest fear had been for Abbey. I know how fast I can (and how fast I can’t!) get through there in a Formula Vee, but in the damp, with wet tyres, a lot more speed and downforce I had no idea. I gentle dab of the brakes and again the Praga was on rails, asking to be pushed harder to get the full 3g’s of cornering capability from it.

Over the next few laps I steadily built up speed, amazed at the speed I cold carry into the turns and through it without the car so much as shaking it’s tail, and putting a bit more pressure on those huge brakes as I felt them out to see what their limits were.

I hoofed it through Abbey and finally the tail twitched and it all got sideways, but even then I simply caught it with a touch of opposite lock and the car was back on friendly terms with me, barely even raising my heart rate.

It’s tough to describe the handling, as it’s so good it does everything perfectly, and simply goes wherever you want. There is no drama. You can feel it’s just a brilliantly designed car that works perfectly in the twisty bits. I’d love longer in the car to push closer to those 3g forces…

Unfortunately, I never got to see the chequered flag for the end of the session…

As I came around Stowe one lap chasing some of the other exotic machinery, with a McLaren GT3 behind me, I had pushed the car a bit harder and carried a fair bit more speed through and down to the complex.

I was watching my mirrors as I hit the brakes, and this was the first time I managed to exceed the braking grip, locking up the front tyres.

I’m no stranger to driving cars without ABS, and after a fair bit of practice in the Vee I know to modulate the pedal to get the grip back. Using my right foot.

I think the problem with the Praga was that my left foot just doesn’t have the same kind of ‘feel’ for doing this, and once I’d lost it I couldn’t recover it. In hindsight I should have probably just turned in and tried to make the turn, and the car could well have been capable of it – or at least given me the chance to sort it all out after…

But the car sailed straight on, surfing the gravel at a speed that definitely did get my heart rate up as the solid red and white wall got closer and closer as I uselessly sawed at the wheel to try and get some movement to the right to miss it. Luckily I stopped short.

There is only one real chance at Silverstone to find a gravel trap – and that is on entry to the complex. If this first lock-up had happened anywhere else on the track I’d have been fine, run wide, and carried on my merry way knowing to be a bit more careful.

Sat there, not believing what I’d done, my racers brain kicked in and I went to restart the car – not that there would be much chance of getting out of the gravel without help. To make things worse, the car was absolutely dead. I had no power at all as I tried every combination of the ignition and starter button without getting so much of a flicker.

IMG_20191102_121633

The session ended and I was unceremoniously dragged out by a tow truck, with my first question to the marshals – “How much damage is there? Have I ripped the front end off?” – luckily proving to be overly pessimistic as there was no damage from my little excursion.

I insisted on helping to clean the gravel out to help turn the car around for the next session, but sadly the car still didn’t have any power for some reason. I don’t think this was directly from anything I’d done – the thinking was that the problem may have been compounded by a marshal hitting an external reset button, triggering a complicated restart sequence.

Despite the somewhat unfortunate ending to my session, I loved everything about the Praga R1S, and if my budget (or sponsorship) ever allows I would definitely look to drive one. At the very least I’d love to get some more time in the car to experience how amazing they are again.

A massive thank you to Vincent Randall and VR Motorsport for giving me this opportunity to drive one of these awesome cars – it really is a dream come true, and I can’t apologise enough for my mistake.

The team treated me really well, and even after the Praga was towed back in they took it all in their stride and never tried to make me feel any worse about it. I’m looking forward to watching VR Motorsport stick it to the Brabham at Brands Hatch next weekend, where the rules are allowing the Praga to use full power for the first time. **EDIT** VR Motorsport have now decided to run in their Class 1 configuration due to concerns over finishing with the allowed fuel and feel that it’s more respectful to the championship for the final round. Make sure you cheer them on!

Be sure to follow them on Facebook and sign up to their website for news and offers.

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Driving A Car On A Race Track

06 Thursday Jun 2013

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

≈ Leave a comment

Tags

ability, ARDS, driving, formula vee, gt academy, learning, line, nissan, ps3, racing, silverstone, the zone, track craft

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://i1.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

Taking The ARDS Test – This Is It!

05 Wednesday Jun 2013

Posted by jamescaterracing in ARDS Test, Racing, Technique, Uncategorized

≈ 4 Comments

Tags

ARDS test, caterham, driving, exam, experience, Mégane Renaultsport 250, practical, silverstone, track, written

Taking The ARDS Test – This Is It!

Note: This blog was originally posted 19 October 2012.

Read Part 1 for the morning part of the day here: https://jamescaterracing.wordpress.com/2013/06/03/taking-the-ards-test-the-morning-preparation/

After lunch was where it would all matter.  I’d expected to have a LOT more laps in the car in the morning to get used to it, but apparently not!

We all went into the classroom, watched the ARDS video to refresh ourselves, and immediately took the written test.

The first section was all about knowing the flags, and stating which flag you’d expect to see in a given situation, and whether it would be waved or stationary.

Easy – except I had problems remembering if a red flag would be waved or stationary or whether it mattered!  And then brain fade about the ‘mechanical failure’ flag as to whether it was black and orange or black and yellow!  ARGH!  

The rest were very obvious multiple choice questions, such as:

Your car is on fire.  Do you:
Pull over by a crowd of spectators.
Stop in the middle of the track.
Pull over near a martials post so they can use their fire extinguishers to put out the fire quickly and safely.
Jump out of the car and dive in a nearby toilet.

It took about 15 minutes to do the test, then we split into the same groups again – mine was first out on track as the others headed off to rag a Caterham with bald tyres around for some more skid control.

Back in the 2.0 litre turbocharged Mégane Renaultsport 250, and I’d decided to slow everything down.  The track was still wet and greasy (did I miss that excuse out before?), so I braked nice and early (and pretty lightly) and went back to one of the best ways to ride a bike fast on track – make sure you’re inches from the edge of the tarmac and concentrate on hitting the inside curbs in the right place.

https://i0.wp.com/www.thelatestcars.co.uk/img/uploads/product_1966_img_top_630x387.png

Doing this and being conscious of progressive braking without any lifting off and on again, I think I was going immediately faster than the morning session.

I’d become familiar with the track – apart from one moment trying to take a left hairpin on a fast right sweeper!  Meh!  I stayed on and corrected it without disaster… Good job, too!  There was no £20 damage waiver available, so we’d be liable for all damage to the cars!

I was feeling much better as we came back in for the short break as my instructor took the other pupil out for his laps.

Back in the car and Neal talked me around a couple of laps before telling me he was going to shut up and let me get on with it as he marked me.  I had to string about 5 laps together flawlessly.

A calm came over me and I went totally relaxed, breathing steadily.  In the zone 100%.

I braked into the first corner and slipped it straight into bloody 6th gear again for the exit!  NOOO!!!

I didn’t let it rattle me and sank straight back into the rhythm.

They say you should drive at around 80% of your ability and concentrate on being smooth.  That wasn’t working so well for me earlier, and I’m totally sure those assessed laps were by far my fastest of the day.

There was a Ferrari and Aston Martin out on track driven by people on ‘Experience Days’, and they may well have been surprised as my little Mégane sailed past them!

https://i2.wp.com/s4.acorneplc.info/content/img/product/main/silverstone-ferrari-10152128.jpg

I even overtook a few others in my group, with a rather lovely shimmying drift as I passed around the outside of someone on a fast sweeper – I watched the instructor out the corner of my eye hoping he hadn’t noticed!  I kept it all controlled, though, so figured I’d be ok with that one!

After a few laps he told me to pull in and head back to the Experience Centre, and started marking my score sheet as we sat outside.

I could see a lot of A’s mixed in with a few B’s as he graded everything from mechanical sympathy to gearshifts to lines.

He then had to tick a few boxes, and delayed for a lonnng time over one as he mulled it over, eventually ticking that, too.

He told me I’d passed, but not to tell the others as they might not have theirs yet, but put an advisory on my sheet that I would benefit from further training even though I had passed – something I totally agreed with.

I felt a bit emotional sat in the car.  I mused that I might even shed a tear after my first race win!

Then I remembered I didn’t know if I’d cocked up on the written test, yet…

At least the pressure was off, and I had a good laugh booting the Caterham around for the rest of the afternoon as the others did their track test.

Arriving back after that we all got our results, and I think most of us had passed!

I even got a Novice sticker (yellow background with black diagonal cross) to put on the back of my car next year!  Not bad for £400!

So I am now an Officially Licensed Racing Driver – something I’ve dreamed of since I was around two years old!

I’m also fully aware that I’m at the bottom of a very steep learning curve.

But this is going to be fun!

Like a ‘P’ plate – but faster!

Taking The ARDS Test – The Morning Preparation

03 Monday Jun 2013

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

≈ 1 Comment

Tags

Biking, driving, international, life, megane, racing, renault, silverstone, skid, test, track day, Uncategorized and tagged ARDS

Taking The ARDS Test – The Morning Preparation

Note: This blog was originally posted 19 October 2012.

“What experience do you have?”
“Loads of bike track days, and car skid control courses and, err, stuff.”
“What are you going to race?”
“Formula Vee, next season!”

That was the last moment I felt confident on the day of my ARDS test!

Luckily, not everyone there (there were about 18 of us) had done loads of car track days and stuff, so I wasn’t alone in my lack of experience, but then the instructors spent the next part of the morning basically telling us all we weren’t going to pass today.  I guess this was a good thing, as it knocked the cocky straight out of you.  Especially when you learn that Silverstone is the toughest place to pass the ARDS test (although this can also work in your favour as Race Stewards will look on you more favourably if blame needs to be apportioned for an on-track incident).

After a brief chat about the basics that we should already know (race lines, car physics, under and oversteer etc), we split into two groups – one group going off to the skid pan whilst my group were first out on the proper track.

The instructors were people I almost recognised.  If I could remember their names you’d probably know a few, too.  I clocked Ian Flux who I know from old Formula Vee and Tuscans but hadn’t seen him since I was tiny. He wasn’t my instructor, so no chance of favouritism there!

I got Neal.  If you know who Neal is, please let me know, because I didn’t get his surname, and the sheet he filled signed I never got to take home!  He was great, anyway!

So, I was literally one of the first to jump in the Renault Magane Sport test cars.  The six speed gearbox felt flawless, but, not being a car I’ve ever driven before the controls were a bastard.  The throttle was too sensitive, the brakes too sharp.  Heel & Toe was ditched immediately – I had far too much else to worry about.

We pulled out onto the Silverstone International circuit which I have never seen before in my life and began wishing I’d looked at on YouTube.  It is very fast, and not the simple 4 corner layout of the National track that I was expecting!

https://i2.wp.com/www.silverstone.co.uk/Global/Images/Circuit%20maps/Experience/Exp_map-southern.gif

So that’s all my excuses.  In the first session we did about 15 mins worth building up speed (instructor first for a few laps then me), and I realised I was In Trouble.

It was my first time EVER driving a car on a race track.  I went into 6th gear a few times when I wanted 4th, and was braking, coming off the pedal and then braking a bit more into corners.  I was feeding the steering wheel a little instead of keeping my hands at quarter-to-three.  My lines weren’t terrible, but transitions were ragged and nothing was very smooth.

There was no way I would pass unless I seriously got my act together.  And fast.

We had a second session for 15-20 mins and I was consciously trying to improve everywhere, plus looking through the corners and doing a respectable pace.

And I think pace was my biggest problem overall.  I have absolutely no frame of reference to what a fast car is on a track.

On a bike track day I’m busy all the time.  On the edge of my abilities, but not exceeding the bikes limits.

In a car it’s the opposite.  Because I’m used to thinking at 1000hp-per-tonne performance levels, cars are S L O W…

I had far too much time braking into corners.  I could have done some knitting and still made the corner.  The car felt so much slower that it almost felt like I was coming to a complete stop before the tight corners, and then waiting an eternity to get back on the power.

Once race driving is in muscle memory and I can do it all naturally without over thinking it all, this may well work to my advantage – but it was a major problem for me here.

Neil showed me a different way to hold the gear stick to improve my changes and stop getting 6th gear by accident.  Great, but this meant I had just a few laps left before the test in which to completely rewire my brain of how I’ve shifted gear on the roads for the last two years…

Next was the skid control, with the cars on cradles to simulate oversteer around a course of cones.  This was no problem for me, as I have done skid control in cars before, so was more a bit of fun getting it drifting.

Going into the lunch break I knew I’d improved a lot, but I still had a massive amount of work to do on my driving.

I put my chances of passing at 50-50.  60-40 at best.

I’d have to take 10 steps back and find a solid foundation to build on to have any more chance of passing the test today…

http://thinkingshift.files.wordpress.com/2007/12/10.jpg?w=584

ARDS Test Part 2: The Go Racing Pack

01 Saturday Jun 2013

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

≈ 1 Comment

Tags

advanced, ARDS, ari vatanen, ayrton senna, cost, driving, group b, heel and toe, helmet, racing driver, silverstone, test

ARDS Test Part 2: The Go Racing Pack

Note: This blog was first published 06 August 2012.

I’ve now got my Go Racing Pack, and am preparing to book the test!

In the pack you get a DVD of what’s expected of you for the test, which goes over lots of regulations and flags you need to know for the test, and also a fair bit of first aid.  You get the ‘Blue Book’ of all contacts/rules/regs in the motor racing world along with some quick reference sheets for flags and handling techniques, a Demon Tweaks catalogue, and the application form itself.

Next step is to book up a day at Silverstone.

I have made a few observations along the way so far:

Although bike part prices are wayyy above car ones, when you get into car racing the balance shifts.

Car helmets? Unless you buy from overseas you’re looking at £300 for a cheapo, and most double that. Or in the thousands. Compare that to a bike lid that will do the job for £100…

And the flame retardant suits themselves? More than a set of leathers! You might scrape a cheap suit for £300, but just over £1000 seems to be about right – and that’s into custom-made super-leather jobbies on a set of bike leathers!

And then you need Nomex boots, gloves, and ideally a full set of fireproof undergarments head-to-toe.

Luckily, having just called Silverstone up directly, all you need for the test is comfortable clothing (as a lot of the day is in classrooms) and they provide an open-face helmet (so you can speak to the instructors and hear them yelling at you).  The may let me use my bike helmet, so I’ll take this along as well – mainly to try and sneak a bit of camera footage out of the day!

The other thing catching my attention at the moment is:

Heel & Toe

Every racing driver uses this technique, right?

Wrong, from what I can tell! I’m trying to find out from various sources exactly how many use it, and is it just the fastest drivers, and so far results are inconclusive.

I know championship winners who never use it, fo example.

I mean, I use the bike equivalent (blipping on every downshift), so it would make sense for me to learn heel and toe. Probably not for the test, but for the future, certainly.

I’ve said before about how driving a car is a bit boring as it’s all in slow motion compared to a bike.  Maybe this will liven things up a bit for me!

I’m enjoying watching old videos of Ayrton Senna and suchlikes working the pedals.  One thing to watch for, is if you’re learning from videos of Group B rally drivers, be aware that because of the filthy great primitive turbos they used, they’d often keep the throttle wide open as they braked.  This kept the turbo in the narrow sweet range when they got back on the power.

As a slight tangent to this, I recently learned that Ari Vatanen(?) drove the Lancia Delta S4 on the Portuguese GP circuit in 1984, and clocked a time that would have put him in 6th place at that years Formula One race!  Is that a sign of how awesome those Group B cars were, or how good their drivers were?

Do you use heel and toe in the car?

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