The decision to race this weekend was taken very late. Without being able to afford to test on the Friday preceding the race, our rationale for competing was to use the seat time as an extension to last weekend at Anglesey. And ironically, despite being a Silverstone ARDS instructor, I have never actually been around the International circuit. For these reasons, it was important to be circumspect about our prospects and concentrate on how the car and I perform, rather than an arbitrary result.

Sunday was a typically wet and greasy morning at Silverstone. The circuit has an unusually impermeable track surface which sees water remain for long periods even after rainfall has stopped. There is also a significant build up of rubber which rises to the top and leaves a greasy and challenging level of grip rivalled only by Donington Park in similar conditions.

Qualifying was an adventure to say the least. Conditions were at their worst for the day and I was heading into the unknown on a circuit I did not know. It was also the first time I had driven the car in anger under wet conditions. None the less, we qualified 5th and under these circumstances, this probably wasn’t a bad result.

Thanks to the Bookers for the use of their awning this weekend.

By the time of the race, it had stopped raining but with overcast skies and no wind the circuit remained wet. I made a decent start from the third row and was almost alongside the leaders heading into Copse corner for the first time. I lost out on the exit, getting very out of shape and rounded out the first lap in fourth position, narrowly missing an accident behind me into the Abbey hairpin for the first time.

After a few laps I worked out a way past Jim Morris for third position, getting a better exit from Luffield and going around the outside of the Van Diemen RF05 at Woodcote corner. From this point on, I pushed hard for a number of laps to put a gap between myself and the chasing cars and whilst I was able to keep a constant distance from the two leaders, I was not able to make any dent into their already substantial lead. At this point I decided to ease off a little bit, even though the conditions were improving, maintain the gap to the chasing cars and concentrate on bringing the car home. As the circuit began to dry in places, I realised I had no real reference points at all for braking, turning and cornering.

So after a long day, we ended with our first podium in Formula Ford and much more progress with the car. Every time we have been out on track, we have improved both the performance of the car and I am beginning to feel more comfortable in the category. Overall, both Ian Gough and Matt Shawyer were quicker this weekend but having tested on the Friday (in similar conditions) and having raced on the circuit before, I guess this is to be expected. Third doesn’t seem so bad.

You don’t find these at Monaco. Getting trophy from Peter Ritchie, Midland South Co-Ordinator.

The next race weekend is May 3rd at Snetterton for rounds three and four of the National Formula Ford 1600 championship. Personally, I am feeling confident for this weekend and I am optimistic that it will be first weekend we will be able to properly challenge at the front of the field and possibly even for a win.

Related posts:

1. Formula Ford: Silverstone Review
2. National Formula Ford 1600 at Cadwell Park: Review
3. Formula Vee: Pole Position, Fastest Lap and 2nd at Silverstone

The day was essentially a shake down for the car and we had a generally positive day, completing 45-laps with no major problems.

Find photos and video below.

Related posts:

1. Formula Ford (Duratec): Snetterton testing
2. Festival Fever: Day One
3. Formula Ford: Anglesey Preview

Testing: Friday

During testing on Friday we were making gradual progress with the car. Considering it was a shake-down test of a rebuilt car, my first full day in a Formula Ford (not for the want of trying, given the problems last autumn) and we could only guess at a setup, progress was never going to be rapid. However, we moved on with every session (in changing conditions) and by the end of the day we were a long way from where we needed to be but a long way from where we started.

The good news was that the car was running and proving predictable. As suspected, the gearbox needs a rebuild and I found myself having to physically hold the lever in gear at certain parts of the circuit (noticeably the Gooseneck and Charlies). My guess is that this could account for around one second per lap due to conscious thought and a lack of ultimate commitment in critical corners.

Qualifying: Saturday

For qualifying we put on a brand new set of unscrubbed tyres. These undoubtedly would take a few laps to come in but it made little sense to persevere with the tyres from the Festival. Although they were barely used themselves, the compound was seriously graining.

I spent the majority of the session on my own, evaluating what changes we made in the morning and overall, the balance was slightly worse on the new tyres as compared to the old. After about 12 minutes I found myself properly in a rhythm. The new tyres were working and I was on a quick lap, but unfortunately I came across three backmarkers in the Hall Bends and had to back out of it. Qualifying was cut short and I didn’t get another opportunity.

We ended up 9th for race one. Not exactly stellar but knowing there was more than a second in the gearbox and car in general, I’’d suggest 5-6 tenths in the setup (after only a shakedown, that is no surprise) and still time in me to be gained from more seat time – it could have been worse.

After a debrief, we decided that a solid top ten finish would be a good result for the weekend and anything else would be a bonus.

Race 1: Saturday

Whilst the weather tried its hardest to make the track fully wet – which would have suited me – by the time we made the grid it was an almost entirely dry circuit with the exception of the section between the Hairpin and Barn where the trees shadow the circuit. Being unfamiliar with the car and tyres we made a “compromise” on setup which with hindsight probably wasn’’t the right decision. In fact, it reintroduced a problem I experienced on Friday at the Hairpin in which the front would quite suddenly push outwards towards the last third of the corner. In reflection, we might have benefited from increasing front droop.

Anyway, getting off the line I made a reasonable start. Alongside me, Barry Linley made a poor getaway and I pulled behind Josh Benson in seventh for the opening lap and on the back of the leading train. Into the Hairpin and the front “push” finally got the better of me and I ran slightly wide on the exit giving Linley an overlap into Barn. From that point on I gradually lost the back of the train, having lost time in a couple of places thanks to the gearbox disengaging third in the middle of corners.

It became a lonely race. I could still see the battle from sixth to second ahead but I had no way of getting to it. Likewise, I had no pressure from behind.

On the final lap, on the exit of Park corner, that loneliness became despair. The engine went and with a chorus of grinding metal it was obvious the crank had broken and I no longer had a fresh Scholar engine.

After returning to the paddock, we packed up and left the following morning, well in advance of the scheduled second race.

What Next?

That’’s the problem. If we look at the positives, we can deduce that with just under a full days testing, the car is not a million miles away from where it needs to be with a dire gearbox and imperfect rear geometry (a story for another time). It was my first days testing and first real weekend in Formula Ford and I do now properly understand the difference in technique required to be competitive, something I did not to the same extent before. And with all of this considered, we were running solidly within the top ten of a National round and I think we now know how to get to the front.

But the negatives are against us. We’’ve been seriously on our back foot all year (financially) and if I’’m honest – it is hard to see how we can continue with the original programme of events. Reality, it seems, can be cruel.

Related posts:

1. National Formula Ford 1600 at Cadwell Park: Preview
2. Race Report: Cadwell Park (UK Formula Vee)
3. Formula Ford: Victory at Mallory Park

On December 18th, our hard work was recongised by Autosport magazine by naming me the Number 1 Club Driver of Year. It may not be a McLaren Autosport BRDC Young Driver of the Year nomination (and believe me, I tried), but it really was unexpected and I am most honoured to receive such an accolade.

To win the UK Formula Vee Championship is not to be underestimated. It is the largest single seater category in the country, with 79 registered competitors in 2007. And with an average age within the top six of just 21 (the same as British Formula Ford) it is arguably amongst the most competitive too. I’m proud to have ended the three-year reign of the Jenvey-built JenVee, to have become champion on a miniscule budget having missed three rounds and also to have never finished off the podium.

There was some really great racing too, most of which was captured by my 4Kam on-board camera and can be relived on the Media page. My favourites: Brands Hatch, Cadwell Park and Mallory Park.

I only wish that 2008 promised as much. Formula Palmer Audi is looking unlikely and with no money, I have very few options for the year ahead. I still have the kind use of Alan Robinson’s Swift FF1600 but even for that to become competitive, it would require a cash investment.

One thing is for sure, I must continue to win because in motorsport, underfunded drivers are common; Champions, less so.

Related posts:

1. MSA British Race Elite: My Application
2. Festival Fever: The beginning.
3. Festival Fever: Review