Far From Perfect: Round 1 Of The 2013 Club100 Sprint Championship

Round 1 of the Club100 Lightweight Sprint Championship was held on the 24th February at Buckmore Park in Kent. Here's my account of my day's racing.

Standing trackside at 9am with what felt like icicles forming on my face, I did begin to wonder why I'd exchanged hard earned cash to be here. Sprinklings of sleet and a stabbing wind made the near freezing conditions feel almost arctic. Many would have turned around, gone home and climbed back into bed. But not us racers, because as soon as we heard the bark of a 115cc engine and inhaled the smell of 2 stroke racing oil, all we wanted to do was go racing.

QUALIFYING

A succession of races from the various classes then led into the Lightweight Qualifying. The morning's bitter wind hadn't gone but at least the sleet seemed to have halted. Being the first time I'd sat in a racing kart for over 6 months, I felt a little apprehensive. To add to my concern, as I rolled out of the pitlane it became clear just how little grip was available to play with. But taking advice from the late Colin McRae, "If in doubt, flat out," so I was soon throwing the kart into turn one with a handful of opposite lock.

After a solid couple of warm up laps the kart felt good and grip increased, so I pushed on to see what I could do. Almost immediately I caught another kart and nosed alongside him. It turned out he hadn't noticed me and as a result fired me straight into the wall, my first "oh cock" moment of 2013! It was a fairly substantial impact that sent me piling into my own steering wheel, which I'm sure would have almost certainly bruised a rib or two had I not been wearing my rib protector. After confirming all limbs were still attached and that the kart was straight, I moved it into position to restart. As soon as I was rolling I had to forget about my impact and get hunting down that fast lap.

2 laps on I found some clear air and sliced through the corners, nailing my braking points and completing a smooth lap without any mistakes. Each one of my following attempts was hindered by traffic or yellow flags, so rolling past the chequered flag I knew that that lap had to be the one. To my suprise it placed me on Pole for the first race, with just under 2 tenths of a second advantage over 2nd place. Not a bad start to the day!

Racing towards the start line

RACE 1

Sitting on pole for the first race, I was a little confused as to why I was on the left side of the front row despite this circuit being clockwise. Failing to gain an answer it was then suddenly time to start and begin the rolling up laps. So cruising along on the outside of the front row (which I later found out WAS the wrong side, the grid in the pitlane did not reflect the actual grid!) we approached the start line and revs slowly began to rise. Screaming past the waved Union Jack we hurtled into turn 1, and as expected those on the inside were able to nose through. I exited turn 1 in 3rd but managed to squeeze back into 2nd through the infield. The following laps had me chasing down the leader, with there being several notable areas of the circuit where my pace was better than his.

Buckmore Park isn't the easiest circuit to pass on, with it's narrow width and flowing corners. But if you are going to pass, generally the easiest places are into turn 1 after stealing a tow up the hill, or in the tight infield with it's low speed hairpins. Unfortunately for me my Jack Daniels ribs addiction meant I was 7kg heavier than the minimum weight limit, so stealing a tow wasn't possible as my kart had to lug my pork filled butt up the hill. As a result, passing the leader in the first sector was much more difficult. But my confidence remained intact, as I felt I could bide my time, pull away from the chasing karts and then pick a clean spot to overtake for the lead.

As good as that plan seemed, it didn't account for one tiny problem; backmarkers. Our leading group of karts were soon to face the challenge of clearing lapped traffic; traffic that in some cases more closely resembled moving road blocks. Unfortunately for me, I caught several of these karts in sections where time was most easily lost. As a result my grip on the leader was loosened and he began to maintain a significant gap. To add to this, an early braking backmarker caught me by surprise into turn one, and despite my best efforts I was unable to avoid punting him off.

Caught by suprise: Punting off an early braking backmarker

This unfortunately was the final blow to my race, as the resulting penalty meant despite crossing the line in 2nd, I was relegated to 6th. Not what I'd hoped for, but there was always race 2 to redeem myself...

RACE 2

After my strong pace in the morning, I knew my target for race 2 should be to come out on top. So sitting P3 on the grid, a small amount of confidence had begun to brew behind my tinted visor. Rolling out of the pits I took extra care in making sure tyre temperatures were at optimum, to help avoid a repeat of the mornings poor start.

Despite my tyre warming efforts, accelerating up to the start line it immediately became clear that my kart wasn't going to co-operate as I'd hoped. Opening up the throttle I watched the surrounding karts creep forward  as my engine struggled to pull itself into the power band. As a result I fell back from the leader into turn 1, and was edged wide by fast accelerating karts behind. Falling back into 5th I was frustrated that my confidence had turned to desperation as I watched the leading pair edge away.

I was lucky to sneak back into 3rd after the pair ahead ran wide in turn 8. From here I began to regain hope that I could draw in the leaders and chase that win I so wanted. But this hope was short lived as I battled sluggish straight line speed, and almost immediately fell back to 4th after being out dragged into turn 1. To add to my misery, whilst chasing 3rd place I got greedy on the kerb of Cafe Curve, throwing me out wide and costing me time.

Pushing hard: Despite my best efforts I couldn't catch the leaders

From here it was a race of damage limitation, with the leaders out of reach and unimpressive straight line speed meaning I was chasing points rather than trophies. Pushing as hard as I could I still lost another place, eventually crossing the line in 5th. (Somehow this turned into a 4th after the race - most likely due to a kart ahead receiving a penalty).

Despite the potential shown after qualifying pole, I ended up leaving Buckmore Park empty handed. The only thing I had to show for my weekend was a very sore back thanks to my morning impact (tyre walls aren't as soft as they look!) Nevertheless, it felt great to get back out racing. Lets just say I'm looking forward to proving myself at Round 2.

For those of you who'd prefer a video, here's my onboard footage of Race 1:

Round 2 of the CLUB100 Lightweight Sprint Championship will be at Bayford Meadows in Sittingbourne on the 14th April.

Need To Tame The Racing Itch? Limited Funds? Arrive And Drive Karting Could Be The Answer

Being one of the many victims of motorsport's tendency to eliminate those without a thick wallet, I've become a bit of an evangelist for affordable racing. So in the following post, I want to mention what I think is one of the best value for money racing championships in the UK.

Motorsport is a rich mans game. All the way from the 9 figure budgets of F1 teams down to the hundreds spent each weekend for club kart racing, drivers are often restricted not by their talent, but their wallet.

A season in a professional championship like British F3 can cost something in the region of £400,000. Even at rookie level a championship like the Mini Challenge Club Class can easily cost in excess of £10,000 per season, and that doesn't include the cost of repairs after a visit to the barriers.

Motorsport can be very expensive

But racing addicts do not despair, there do exist some far more affordable ways to get out racing in some fully fledged competitive championships.

Kart racing is amongst the most affordable form of competitive racing, and thankfully is also one if the closest, driver focused forms too. You might be thinking karting is for kids, but remember every single driver on the current F1 grid cut his teeth in karting. Some still do in the off season, with non other than 2009 F1 World Champion Jenson Button saying "there is no purer form of racing than karting." So it's not something to be dismissed before having a go in a 'proper' kart first.

Jenson says karting is the "purest form of motorsport."

One of the easiest ways to do this, is in 'arrive and drive' championships. They exist in great numbers across the nation, but perhaps one of the most competitive of them all is Club100. This championship uses machinery that has little resemblance to your average fun fair lawn mowers. Instead these karts are powered by full racing TKM Extreme engines, as used by British Championship drivers in TKM Extreme Super 1. Of course these Club100 engines are no where near as highly tuned, but they still offer some exhilarating performance characteristics that take skill to manage. Being direct drive they cannot start from a standstill, but once rolling they can achieve a 5-60mph sprint in something around 6 seconds. And they'll keep on accelerating up to about 75mph, which I can assure you feels much faster when you're sat an inch off the tarmac, bumper to bumper with some aggressive budget racers.

Both ex pros and novices can compete in full Club 100 grids

Add this impressive machinery to a field of proper racing enthusiasts, including some ex National level drivers and single seater winners, and you have a championship that offers some of the closest racing in the UK. Competing on circuits also used in the British Championships, you could be forgiven for thinking this championship will resemble the money pit that is modern motorsport. But in actual fact you can compete on each race day (comprising 2 rounds) for just over £160, which in motorsport terms is an absolute bargain. With 3 levels of championship, each tailored for different experience levels, ex pros and beginners alike get to mix it with drivers of the same level. Endurance and sprint championships also suit different driving styles. And with 16 of 22 rounds counting, there's flexibility to minimise travel costs and avoid racing at the inevitable couple of events located too far from home.

This championship can really force a driver to hone their skills, with all karts being (almost) identical, barring inevitable battle scars from earlier races. Kart consistency is amongst the best in the UK, so race results will almost always reflect driver ability entirely. And when it rains, there are no wets to find usable grip. Instead slick tyres are used in all conditions, so rainy days really sort the men from the boys.

Slicks in all weather - separating the men from the boys

But probably the best thing about this championship is the fact that it is an arrive and drive series, meaning as a driver all you have to worry about is driving. No maintenance costs, no place to store the kart is needed and most importantly, there are no bills if you bend it. In my opinion, there really are few better ways to race in a competitive championship at such affordable prices.

All things considered, I do want to emphasise that for many this Championship won't scratch all of the racing itch. With no chance of adjusting kart set-up and maintaining your very own machine, racers may feel a little disconnected from the whole experience. And more significantly, these are go karts and not cars on proper car tracks. But when you're counting the pennies and don't fancy entering a bottomless pit of service and repair bills, Club100 is the perfect answer to tame that racing itch. And for me it at least keeps me from taking out my anger on my poor little Clio....most of the time.

Taming the itch

I'll be racing in the 2013 Club100 Lightweight Sprint Championship this year, the progress of which you can follow on my Club 100 Race Days page. Round 1 is at Buckmore Park on the 24th February.

Mercedes-Benz’s W126 – An S-Class Act Three Decades On

Check out my first article on the Guild Of Motoring Writers Breakthrough Blogger award winner, Keith WR Jones' blog.

You can read it here - Mercedes-Benz 300 SE driven

Here's a little 80s themed video I made to accompany the article!

Circuit De Spa-Francorchamps. Why you should pay it a visit this year

Spa, a track that needs no introduction. Eau Rouge, La Source, Hakkinen vs. Schumacher...they all spring to mind when we think of this great track. Well they do for me, a life long Formula 1 fan who favours the 'original' tracks of the F1 circus. Amongst these modern, 'car park' layouts (Mark Webber's words, not mine), there remain a few classic, tree lined circuits that enable Formula 1 to cling onto its roots - excuse the pun.

The F1 calendar has changed drastically in recent years, shifting a large percentage of its calendar East to new modern tracks, designed to encourage overtaking and induce mistakes. Few tracks remain where tarmac was simply laid where it was practical to do so, creating winding corners, natural dips and undulations. As a result, an increasing amount of Formula 1 circuits are arguably becoming rather indistinguishable. The racing is fantastic there is no doubt about it, but many of these tracks lack the character and individuality of Monte Carlo, the old Hockenhiem and Spa, to name a few.

Car park like run offs

With Hockenhiem's layout being trimmed of its frighteningly fast straights, it has lost a large part of what made it special. Monte Carlo remains largely true to its origins but if you don't fancy clinging to a tree, ticket prices can only be described as astronomical. So Spa, one of the last remaining classic gems of the F1 calendar, is also one of few that offers a far more affordable chance to experience Formula 1 in it's natural environment. For this reason, I think that F1 fans of new and old should all experience this great circuit in the flesh.

And there's another reason too. Because 2013 is the last year F1 will use the naturally aspirated V8s that have been raced since 2006. These engines, smaller descendants of the monstrous V10s of the late 90s and early noughties, sound especially epic through the forests of Spa. Last year I visited Spa for the GP, and was absolutely blown away by the presence of the world's most advanced motorsport on one of the world's most beautiful classic circuits. Its not the volume, or even the speed of these high powered machines that affected me most, although both were equally astounding. Instead it was hearing those V8s sing into the distance, through the dense forest that inhabits the track. This experience, is something I think all car fans should get a chance to experience. One that no other sport can match.

A BTCC fan might tell you that one lap of a race has more action than an entire GP. A Moto GP fan may tell you their motorcycles reach a higher top speed. But neither of them can come close to F1 when it comes to that hair raising feeling an F1 engine creates as it echoes through the trees.

A Force India spits a blue flame

Of course, modern Formula 1 cars create much more than just an engine noise. There's the gearbox, banging through the gears at inconceivable speeds. It's something you not only hear, but see with blue flames popping out of exhausts and most strikingly, something that you feel like a sharp bass line in your stomach. There's the sound of 8 cylinders switching to 4 as drivers come off the throttle, creating a harsh and aggressive note distinctive to Formula 1. On top of that there's the smell of burning rubber and cooked carbon brakes. The orchestra of a Formula 1 car is not done any justice on TV - try telling a conductor his band sounds best through your stereo lounge set up. Witnessing an F1 car up close is something very special, and witnessing it in the theatre of Spa is just fantastic. And this could be the final chance to hear the naturally aspirated orchestra we have now, before forced induction engines are released onto track in 2014.

Vettel & Schumacher pushing at Spa

Now I'm not saying the 2014 engines won't sound amazing, I have no doubt in my mind that they will. But forced induction has a habit of quietening things down. So I say experience the fantastic orchestra we have now. Stand at the end of Kemmel Straight and listen to those V8s scream towards you at 18,000 revs, before feeling the gearbox shove down the gears. Walk through the forest in the middle of the track during a busy practice session. You'll be amazed how you're surrounded by nature but can hear nothing but high revving technology.

Anyway, that's enough of me trying to describe the sound in plain old English. From here on I'll let the videos do the talking. Turn up your speakers...

Screaming V8s up Eau Rouge:

Along Kemmel Straight:

Banging down the gears into Les Combes:

And one to show off the speed and phenomenal downforce an F1 car generates through Eau Rouge:

But remember...videos do F1 cars no justice!

BHP or Balance - my thoughts

The motoring world seems obsessed with numbers. Top speed, BHP and 0-60 figures are deciding factors for many car buyers, especially those looking for thrill and excitement. But should these numbers be priority when looking for a fun drive?

Picture the familiar scene. You're onto your second pint, whilst you and your pub companions are discussing the reason why their car is the most fun to drive. One says the kick up the backside of his torquey Focus ST is the reason it's most fun. Another claims his 'charged Jag's 0-60 sprint creates the most exhilarating drive. And the last is adamant his R reg Elise brings an unbeatable smile to his face through the 'twisties'. Then it's your turn to answer. Of course, your car is the most fun since you drive a car that encompasses all of those qualities in it's own way..don't you? We should hope so, because many would agree that for the ultimate driving experience, a combination of these strengths is required to form a capable, balanced car.

Let's take the previous generation of Vauxhall Astra VXR for example, a car I'm familiar with thanks to several spirited outings in one. There's no doubt, the car is stonkingly quick in a straight line. But throw in a change of direction and the front axle doesn't want to play. Under steer and torque steer really take from the driving experience. It's this imbalance of grip between the front and rear axles that will hamper a drivers 'fun factor'. We think going sideways is fun, but having a tail happy car that constantly oversteers damages driver confidence, making them nervous on turn in for fear of a spin. In short, it's not fast and it's not fun.

An understeering classic racer

For the ultimate driving experience, a car with a neutral balance is what we require, because ultimately a car with a neutral balance is under control. Rather than compensating for understeer, or correcting oversteer, the driver can place the car exactly where he wants. And if he wants a little sideways action, he's got the control to make it happen. This gives the driver confidence, and therefore is not only fast, but fun.

An oversteering Chevvy Camero

A car with a neutral balance will also have a wider window for being 'on the limit'. A driver may find that whilst reaching the limit of mechanical grip, the car begins to slide ever so slightly. These slides can be worked with to angle the car at an apex, or to drift towards the exit of a corner. It's here we find the Holy Grail, because these minute slides are where the exhilarating feel of the limit can be felt. And if you make a mistake, which with most of us being B-Road superheroes we inevitably will, there's more time to correct the car, and a smaller correction is needed. By widening the window of that limit, driving on it becomes easier and therefore more fun.

Controlled slide in a 60s Lotus F1 car

Hybrid Vehicles - Sustainably Unsustainable?

Hybrid electric vehicles are beginning to flex their green muscle in the face of conventional pure combustion engines. But are these popular hybrid muscles tarnished with a lesser known, unsustainable truth?

You don't have to be an motoring expert to acknowledge that sales of hybrid vehicles have increased significantly in recent years. Not only are there noticeably more manufacturers bragging about efficiency and reducing CO2 numbers, but there is also a substantial increase of vehicles circulating on our roads with electronic assistance. This increase is no more clear than in the US, the world's biggest consumer of hybrid electric vehicles, where sales of hybrids now contribute to almost 3% of all new car sales. This figure may seem insignificant, but in reality this represents over 322,000 sales in 2012 to date, an increase of over a quarter of a million annual car sales when compared to a decade ago. 

One reason for this increase can be attributed to the obvious expansion of hybrid vehicles available to buy. UK buyers are now faced with a large range of hybrid offerings, ranging from small hatchbacks, to 4x4s and now even supercars (Ferrari's F150 is the latest example of this). Focusing on the more affordable end of that spectrum, if we were to look back to the dawn of mass produced hybrid vehicles, we'd see some rather ugly attempts at futuristic design combined with poor quality interiors and sluggish performance. Thankfully, the case now is very different, and the market offers some more fashionable lookers that manage to hide their electric talents under the bonnet. These talents are also another major pull factor for drivers as they can represent massive savings in running costs.

If we ignore some rather astronomical figures achieved by 'hypermilers', who we can assume did little more than flex their little toe to accelerate, Honda's Insight hybrid can achieve an impressive 61mpg from it's electronically assisted 1.3 litre engine. It also still manages to reach 60mph in a whisker over 12 seconds, making it more than useful for the average journey. These impressive headline figures are matched by low tax brackets, with many hybrids sitting firmly under the tax exemption line of 100g of CO2/km.

Honda Insight

So surely hybrid electric vehicles have provided us with a fantastic push towards sustainable motoring, by  reducing emissions and improving efficiency in our road cars? You'd like to think so, but delving deeper into the workings of a hybrid electric motor, it becomes clear that there exist several sustainability issues. These issues could mean that in some ways, the hybrid vehicle is actually more costly to the environment than it's pure combustion engine predecessors.

These hybrid issues come in the form of rare earth metal; neodymium to be precise. Hybrid electric vehicle motors found in Honda's Insight and the worlds best selling hybrid, the Toyota Prius, require neodymium magnets to ensure they remain light and therefore as efficient as possible. But there's a catch; much like coal and oil, neodymium is a finite resource, meaning it will run out. Unlike coal and oil however, it won't last for another century. Neodymium demand is expected to exceed supply within the decade, and as a result it's extraction is becoming evermore desperate.

One of the world's biggest suppliers of neodymium is China. Locals outside the city of Baotou, close to plants processing rare earth metals such as neodymium, have watched their lake dry up and farmland deteriorate. This is due to the processes required to extract and process rare earth metals, generating radioactive waste and acidic water. It's no surprise to hear that much of the area's population have experienced ill health as a result, with cancer rates souring and life expectancy decreasing. This grim truth is a far cry from the futuristic, green credentials of hybrid car sales in the Western world. Perhaps one of the most horrid realities is the lack of knowledge of these issues from hybrid car buyers. Attracted by headline figures, and sometimes with good will to lower their contribution to automotive pollution, drivers can be innocently contributing to the destruction of distant landscapes and afar communities.

Lake turned radioactive wasteland in Baotou, China

Nevertheless, there is still hope; 2012 brought with it the news that Toyota has been developing a new 'induction' type electric motor that does away with the requirement for neodymium magnets. With it reductions to weight and cost could improve efficiency further. And remember, Toyota is the world's biggest seller of hybrid vehicles, therefore this could have a colossal influence upon the future of hybrid and even fully electric cars. But for now, only time will tell if the hybrid car can remove the shackles of rare earth metals, because as it stands they represent a substantial barrier to efforts for a more sustainable automotive future.

Make driving fun again...shrink the motor

There's something about having to really work a car that makes driving fun. Effortless cars are boring, cars that need to be wrangled are exciting. That's what's great about the latest generation of small engine city run-abouts, with low power but short and revvy motors. They're perfect in their natural environment - tight and twisty city streets.

Take the new Volkswagen Up for example. In its most basic spec it's got a 60bhp 1 litre engine that needs almost 14 seconds to hit 60mph. Not ideal when trying to muscle onto a motorway between 10 ton lorries, but more than capable on tight city back roads. And let's face it, you'd be lucky to hit 25mph on most inner city streets, with suicidal pedestrians and Chelsea tractors lining the road side. Having to work through the gears to ensure you have enough puff makes driving fun, almost like a scaled down sports car. Add this nippy fun to £20 tax and over 60mpg, and you get a ridiculously cheap run about representing some of the best value for money motoring.

In fact I think it represents such good value, that these run abouts are the answer to todays urban petrol head problems. Leave the sports car at home, keep it for a spirited country drive. Take the hatch to town. You'll love them both more for it.