© David Galpin

Going into qualifying I was quietly optimistic that we would have a good session. Despite managing only 20-laps in testing on Wednesday after the clutch seals went, I have always enjoyed the Brands Hatch circuit and was looking forward to the first real weekend after winning at Mallory Park. However, my session was interrupted by a plug lead which had worked its way loose (creating a misfire) but after I rejoined I did a time good enough for sixth on the grid. This again was not quite what I had expected but considering it was another broken session, I was content none the less.

I was anticipating the races would be quite close – Brands Hatch is a difficult circuit on which to overtake for any category. After getting a decent start, I tucked in behind Cormac O’Neil in fifth place and followed him closely for the opening laps. I was slowly losing his tow but there was a breadth of air opening between myself and the following car of Adam Quartermaine. I felt faster through Paddock, Druids and Graham Hill but I wasn’t 100% sure where exactly I was losing out. Upon reflection, this suggests it was straight line speed.

At around lap seven, my engine temperature rose considerably to 100 degrees. Being conscious of possible serious damage I began short shifting gear changes to keep the revs low and generally driving slower. I was aware that if I was to DNF this weekend, my championship would be over. After a couple of laps at this speed, Quartermaine had closed up and was now looking to pass me. I held on for as long as I could, now with water temperature spiking at at almost 110 degrees but Quartermaine inevitably passed on the start and finish straight.

It was only two further laps before the race was stopped due to an accident at Clearways and I coasted my way back to the pits to finish seventh overall.

© David Galpin

After examining the car we were at a loss as to what had caused such severe overheating. This new Scholar engine has always run hot and has never delivered the power it promised. Since Anglesey we have been trying to cool it down having tried new radiators, holes in bodywork, water wetter and everything we could think of. The radiator cap seal was broken, perhaps this was causing the water system to de-pressurise (at which point water would boil at a lower temperature)? This was changed as a precaution before race two.

The grid for race two was determined by the finishing positions for race one and I would start on the fourth row. I made another decent start and formed the back of a seven car train to the lead, behind Quartermaine, O’Neil and Parr. After a couple of laps and a few failed opportunities to get past, Quartermaine ran wide on the entry to Paddock and I slipped up the inside to move up a place. There was now a brief gap up to O’Neil which I managed to close fairly quickly. Malvern was leading but appeared slower than those chasing and Butcher, Grady, Parr, O’Neil and myself were all nose to tail behind him. Whilst I felt faster than the cars ahead of me, I couldn’t see an opportunity to make a pass – I would lose ground between Clearways and Paddock but then catch back up before the exit of Graham Hill.

The next time around, O’Neil spun on fluid whilst turning into Graham Hill Bend and I moved up to fifth position. At this point it was clear that the overheating had returned. Once again, I backed off to try and let the engine cool for a couple of laps but before long I was shown the Black and Orange flag for a mechanical problem and forced to retire to the pits. The Clerks felt that the fluid on the circuit was from my car and whilst I do not know if this was the case (it felt more like oil on the track not water to me), if it was, I can only apologise to those it affected. Had I finished the race, there was an opportunity for at least a podium as championship contenders (and race leaders) Butcher and Malvern finally had their inevitable championship collision at Graham Hill Bend on the penultimate lap.

And so that signalled the end to a very difficult, frustrating day. It is hard to imagine that there isn’t now lasting damage to the engine (piston rings and head gasket) and so if it was bad before, it is now worse. Our first Scholar engine lasted just 50 miles before the crankshaft broke and destroyed the block and now this one has been down on power and overheating right from day one. It really is heartbreaking considering Rory Butcher also runs with a Scholar that even Alan Wardropper admits is “exceptional” when it comes to horsepower.

For me, it is a shame for we are now no longer able to win the Midland South Championship. I have to admit, whilst I realise that in some ways it is due to circumstances (the Pembrey National rounds were cancelled and replaced by the Brands Hatch Midland South rounds becoming National, plus the Donington Park race being cancelled) it is a shame that in the Midland South Championship there are fewer non-National rounds than there are National (5:4). Effectively, that has unintentionally put bias towards competitors who score well at National meetings but don’t enter stand alone Midland South rounds.

We have persevered with our Swift SC94 and its engine all year and on reflection I think we have done well to achieve what we have. However, is it worth entering the Formula Ford Festival and Walter Hayes Trophy with the car in its present state? As it stands, it is hard to imagine achieving anything more than a top ten in either. I cannot afford an engine rebuild and our lack of testing this season has meant we never have fully addressed the cars handling characteristics. It’s frustrating because I feel I am driving well, better even than in 2007 but without the platform to show it.

Thanks again to everyone who helped me this weekend and those who came to support and spectate! Thanks also to David Galpin for the photographs!

© David Galpin

Related posts:

1. Formula Ford: Victory at Mallory Park
2. Formula Ford: Silverstone Review
3. Race Report: Brands Hatch GP (UK Formula Vee)

I think this would be a good opportunity to reiterate a previous post - the 2010 British Grand Prix isn’t going to happen.

Even before the circuit became unsafe, it very quickly became a bad day for us and a far cry from the euphoria of one weekend ago. We were served a technical infringement during scrutineering based on Formula Ford regulation 4.1, reading “Any device designed to augment aerodynamically the downthrust on the vehicle is prohibited, as are aerofoils, nose fins or spoilers of any type.”.  This was in relation to the one inch peice of floor forward of the sidepods (it can be seen in this photo). I do not intend to write much about this because in any case it was rectified, however, what I will say is that this floor has been on the car since 2004 and in that time has been raced by at least three different drivers. No competitor has ever protested the eligability of the floor and for these reasons I feel that is was unreasonable to prevent me from qualifying until it was removed. So, Nick Brown and Neil went to work on the floor with an Angle Grinder generously donated by Paul Mason. Thanks to everyone for their help with this.

We eventually made it out to qualify after the session had started and I managed five laps before the session ended. To makes matters worse, during this time I had no clutch for what turned out to be leaking clutch seals. And having never been around the Grand Prix circuit before and under the circumstances, qualifying fifth was not a bad result.

However, it was very wet and we had a lot of work to do to make it on the pace. Over the next couple of hours it continued to rain – sometimes hard, occasionally drizzling. At one point it even dried. However, before the main event Superleague Formula qualification had finished, the activities on track were suspended due to flooding on the track between McLean’s and Coppice. With our race scheduled late in the day (at 1745), we were told that a decision would be reached by 1700. Indeed it was and we were informed that Superkart qualification would be the first session to resume on track, followed by our race. We arrived in the collecting area, lined up on a dummy grid and waited to be released to the circuit. We waited for half an hour before we were told the day was cancelled. So here are my questions:

• After this exact same problem occurred during June at our previous Donington Park round, what steps were taken to rectify the issue and prevent it from occurring again?
• Assuming any were taken, why is it that these steps proved insufficient?
• What steps will be taken to reimburse the BRSCC for a second cancelled meeting?
• In turn, what steps will be taken to see that all competitors will be reimbursed for the significant costs incurred (not simply our lost entry fee) in attending a second meeting with no racing?
• What steps will the MSA/FIA take in ensuring that safety standards, in all weather conditions, are sufficient to justify their permit?

Related posts:

1. Formula Ford: Victory at Mallory Park
2. Race Report: Donington Park (UK Formula Vee)
3. Formula Vee: Pole Position, Fastest Lap and 2nd at Silverstone

Ever since Formula Vee I have been looking forward to racing in the Edwina Overend Trophy. I wasn’t able to do so in 2008 after my brief appearance at Cadwell Park and so I was pleased that this year it also included a round of the Midland South Formula Ford Championship.

I wasn’t too sure what to expect when we arrived as I was not able to test before hand. In actual fact, the last pre-race weekend test day I did was back in Anglesey. Anyway, I did a 10 lap shakedown in 2007 in the car (albeit with Brands Hatch ratios) and I was reasonably confident I could be on the pace within a few laps. We also had two qualifying sessions – the first for the Midland South race and the second for the Trophy race.

Qualifying

First qualifying was exploratory, refreshing myself of the circuit and working out where we were on setup. The consensus was: we were too soft, struggling for traction at the hairpin and the brake pedal was a bit too long. Anyway, I set a time good enough for 2nd on the grid, two tenths off Ed Moore.

For second qualifying I went out with a brand new set of brake pads (thank you Nick Brown!) and these took six or seven laps to bed in. For the remainder of the session I didn’t get a particularly clean lap and I wasn’t able to get within 2 tenths of my previous time. However, I qualified third, behind Quartermaine and Moore.

Race 1 – Championship race

Just as we were preparing to leave for the assembly area for race one it started to rain – much like it did at Silverstone. It was enough to unsettle your nerves about staying on dry settings but not enough to justify a change to wet. We decided to stay on dry settings even if the circuit was damp at the start of the race.

I made a good start and was able to go to the outside of Moore into Gerrards for the first time and gain the lead. Conditions were damp and it was very difficult to tell at this point how hard to push, how the braking zones would be and where the grip was. I told myself that the circuit wasn’t wet, driving as close to normal as I could and I was consecutively over a second per lap quicker than anyone else at the start. On around lap five the conditions were improving and I think I was a little slower to react to the change than the chasing cars. I lost a bit of time passing a back marker and by the half way point of the race Moore had caught me, with Quartermaine and others in close succession.

At this point I knew that for what ever reason I wasn’t as quick as Moore but could hold on if I defended correctly. I decided to go to the inside at Gerrards, the Esses and the Hairpin and forget about lap times. As Moore became closer, the chasing pack behind caught him making it a close, four car train. Moore got alongside me on every straight, at times his wheels were actually in front but as I had the inside line I could just run deeper into the corner and hold the position.

With only a few laps to run Quartermaine got past Moore at the Esses and I had a few car lengths gap. Quickly after, I saw Moore spin on the exit of the Hairpin and I knew at this point the race was mine and I was elated at taking my first lights to flag victory in Formula Ford.

Before I had even unbuckled my belts in park ferme Ed Moore had lifted my visor and promptly told me that in the next race, he would put me into the wall and break my legs. He then continued for some time with an onslaught of similar profanities until I left back to the paddock. All I will say on the matter is that to me, for a driver of Ed’s calibre, experience and maturity to feel he has to act in this manner is somewhat pathetic and the respect I had for his achievements is sadly lost.

Race 2 – Edwina Overend Trophy

After a short break, it was time for the Edwina Overend Trophy race. By this time the circuit was dry but it remained overcast and dim.

Starting from third position I made a decent start but had nowhere to go in order to make a pass and I slotted in behind for the run around Gerrards. I stayed very close to the second place car of Quartermaine. I struggled to get alongside him on the straights but felt I was probably stronger on the brakes. Conscious that Moore was getting away at the front I dived down the inside at the Hairpin on lap two and made the move up into second position. At this point Moore had a two second gap and I set about trying to reduce it.

For the next fifteen laps I pushed as hard as I could to try and catch Moore. We exchanged lap times and I reduced his lead to just over a second before I lost time behind a number of back markers. Unfortunately, I could never make up the time I lost at the start and I finished 2nd but did take fastest lap in the process.

So, I got my first win – not the trophy race I wanted but a good result none the less. The entry was not great but to beat Ed Moore at Mallory Park in race one and then later to be faster than him to take fastest lap is a good indication of our improving pace. I think that despite the win, Mallory Park has proved to me without doubt that we are very short on engine power (and I will blog on this more over the next few weeks). I think that Moore had about 5 car lengths on me on every straight and it is costing me between 5 tenths and 1 second per lap. I think this also accounts for our relative performance in National races.

My next outing is this Saturday at Donington Park for the rescheduled Midland South race from earlier in the year. It will be another tough meeting with no testing, having never been around the Grand Prix circuit before qualifying. Finally, thanks in advance to Nick Brown for the brake pads for the coming weekend!

Related posts:

1. Formula Vee: Victory at Mallory Park! (Video)
2. Race Report: Mallory Park (UK Formula Vee)
3. Formula Ford: Silverstone Review

This was the fourth straight race weekend I would not be testing the day before. As such, qualifying was my first opportunity to drive a Formula Ford 1600 on the National circuit and in regards to set up and gear ratios, we were running the same as at Donington Park (which ultimately didn’t actually happen).

Both Saturday and Sunday would be run as independent races – the Saturday had qualifying and a race for the North West Formula Ford championship whilst Sunday had qualifying and a race for the Midland South Formula Ford championship.

First qualifying on Saturday was marked by a slow puncture (caused by a faulty valve core). I qualified on row four, 7th on the grid.

When it was time to race, we were absolutely baking in the heat on what was the hottest day of the year. After making a decent start, I was quickly engaged in a race long battle with Matthew Parr and Neil Pattern for 5th position. I have to admit, this was the most enthralling duel I have had since 2007 and Formula Vee. We continually changed positions, twice or even three times per lap. The racing was hard, but fair. However, with about 4 laps to go, I started to be unable to shift into third gear and gradually lost touch with Parr and Pattern. I eventually retired to the pits on the last lap (unknowingly), crossing the line as I made my way to my pit garage.

Whist investigating the gear selection problem, we noticed we had a different and much more serious problem. It quickly became obvious that the clutch itself was slipping to the point it was no longer possible to pull away from static. Interestingly, there was no clutch slip during the race.

I was able to purchase a new clutch from Medina Motorsport and we all worked hard into the night to change the clutch. A really huge thank you to both Neil Paxton and my Dad who worked tirelessly to get the car ready in time for Sunday and to Justin Dawkins who helped us with the gearbox and initial diagnosis.

For Sunday’s race we again lined up 7th and on row four. This time I was a bit disappointed to have not qualified higher but after everything that had happened on Saturday, I was just glad to be racing. I had gone about 4 tenths slower in qualifying than I had during the previous race but I think that most of this I can be attributed to not really getting a clean lap. Of course, I cannot blame anyone but myself for this!

It is hard to believe but as we were sitting in the collecting area waiting to go to the grid, it started raining. It rained hard enough to warrant a change to wet settings but with barely two minutes before we were released to the grid, we opted to stay on dry settings.

The circuit was very greasy and as the rain fell it brought the previous weekends Formula One rubber to the surface. The wettest portion of the track was at Becketts whilst Copse, on the other hand, was just damp.

Off the line I made a good start and was up to fourth position on the first lap going into Brooklands. However, more bad luck presented itself as my gear linkage broke again (this time in a different place to Saturday!) and the linkage sat idle in my lap. It took me a lap or two in order to learn the technique but I realised that I could continue to drive but needed to physically hold and line up the gear linkage as I approached a braking area. Likewise, going up to the gears, I would have to pick the linkage up from my lap and move the rod forward and back in the hope I would correctly move the selector forks! I can think of one moment, driving through a wet Woodcote corner with one hand holding the linkage off of my lap and the other correcting lock as slid sideways through the turn.

I brought the car home in a respectable 6th, disappointed and frustrated with not being able to push to the maximum in conditions I enjoy. But none the less, it was a good result considering the circumstances, the bad luck of the weekend and how hard everybody had worked.

It is now time to leave the National Formula Ford 1600 championship as the next two rounds at Oulton Park and Knockhill, together with the final meeting at Mondello Park (Ireland) will be too expensive for me to compete. I will instead consolidate where we are in the Midland South Formula Ford 1600 championship (currently leading Class B) and concentrate on improving the car for the end of season trophy events. After contemplating the weekend, I think I can draw parallels between this season and 2006 when I had a difficult (and unreliable) year in my GAC Formula Vee. I kept my head and the following year I went on to win the championship.

My next race will be on July 26 at Mallory Park for the next round of the Midland South Formula Ford championship and the coveted Edwina Overend Trophy.

Related posts:

1. Race Report: Mallory Park (UK Formula Vee)
2. Formula Ford: Anglesey Review
3. Formula Ford: Brands Hatch Review

Going into qualifying, I was pretty confident that pole position would be a high 1 minute 14. The Formula Ford lap record (held by Peter Dempsey) was a 1 minute 14.8 and after dominating FF1600 in 2005, I think he is quite a reliable benchmark for performance. After the long 25 minute qualification session, I posted a 1 minute 15.1. This lap, my fastest lap, I set on my own and without a tow (slipstream or draft).

I have to say I was somewhat surprised that this was only good enough for sixth on the grid, roughly a tenth off Matt Shawyer and just under two tenths off Gough in fourth. Rory Butcher posted an astonishing pole position time of 1 minute 13.7 which is indecently fast for a Kent-engined Formula Ford and faster than slowest of last years Duratec Formula Ford’s (with 150BHP and slicks)!

So I’ve been trying to work out why this was the case. Firstly, conditions for qualifying and indeed the entire day were very good – there was an immensely strong tail wind down the long back straight. So much, in fact, that I was on the rev limiter over 100m prior to my braking point. Despite running what is considered a “Snetterton top gear” (21:24), if I was geared longer, I would have benefited from this tail wind. Second, my fastest lap in qualifying was set on my own, without the tow of another car. And for what ever reason that was, I find it hard to believe many others were also set on their own (and the fact these times were not replicated in the race would also suggest this).

Starting sixth on the grid, I was expecting to have a fight for a podium in the race. If Rory could indeed do 1 minute 13s or anything close, it is hard to imagine anyone staying with him. However, with only a few tenths separating 2nd to 6th, there was definitely a battle to be had there.

However, I never got the chance because after increasing the rev limit after qualifying (owing to the tail wind), it was incorrectly reset and cutting in at 6000RPM (about 1200RPM short of normal). So I pulled into the pits after the first lap. We reset the limiter and I went back out on track, albeit four laps down on the leaders. As the grid for race two was determined from the finishing order of race one, if I was classified as a finisher, I would at least start ahead of those who were not.

And here is where it gets interesting. During the race, the only person who was consistently faster than me (and not by much) was the eventual race winner, Scott Malvern. Consider the following five laps as an example:

I think that suggests a potential race that never was, considering I was again on my own and not pushing 100%.

Come race two, I was starting on the penultimate row of the grid after being classified as the last finisher in race one.

I made a decent start and got up into the top ten in the first lap. After battling it out in the “train” for one or two laps, I lost of few positions at Sear corner after my foot got caught under the bulkhead in the pedal box. Soon after this the safety car was deployed for an incident involving two cars which collided as I went around the outside of them into Richies.

After the restart I got stuck behind the train of cars which led all the way up to 3rd position and I struggled to make any real impact for the remainder of the race, eventually finishing 7th behind Matt Shawyer in 6th position.

This weekend was the first time I have properly raced wheel-to-wheel with other cars this year. And I think that what it did was highlight the deficiencies and relative strengths with our own car. Despite lapping as fast as I can on my own, caught in traffic, I was stuck, half a second to a second slower than normal. When I was behind another car, I simply did not have the straight line speed to pass, no matter how quickly I exited the preceding corner. I could pull out from the tow, only to have to pull back in shortly after. This tells me that our next focus for improvement has to be engine and I will start that tomorrow with a phone call to Scholar.

Chassis-wise, I think it is fair to say we have improved the car thus far and my outright pace relative to the winner in comparison to Anglesey is telling. I still do not think we have reached the optimum yet, the car continues to squat under power more than is ideal and is similarly dives under heavy braking (read: too much load transfer) but it is much closer than we have ever been before.

I like to be honest about my racing. When it came off the dyno after being rebuilt two months ago, my engine had 106BHP at 5800RPM. As it stands, I honestly do not think that is enough to win a) a national championship round and b) a one-off trophy event. And as both of these are my ambition, I now need to work out what can be done to rectify this situation.

Thanks to Dave Kilburn at Elite Photography for the photographs!

Related posts:

1. Formula Ford: Brands Hatch Review
2. Formula Ford (Duratec): Snetterton testing
3. Formula Ford: Silverstone Review (Podium)