© 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

Click here to view the embedded video.

Whilst technically my second time in a Duratec (the first being a short session in the ex-Callum MacLeod Mygale at Silverstone in 2007), it was my first full day and also the first time in dry conditions.

The most interesting differences between a newer Duratec Formula Ford and the Kent-engined cars I am familiar with is the different driving style required and greater physical demands that the substantially faster cars place on the driver (braking at almost 150mph for the Esses at Snetterton).

The sticky slick tyres give more mechanical grip, as do the newer and stiffer chassis but with around 55 more horse power they require a driving style more similar to an aero car than a Kent Formula Ford. Essentially this means a different style of throttle application and initial corner phase.

The cars are also much more physically demanding than a Kent and place more emphasis on forearm and upper body strength than I am used to. The Mygale in particular has a reputation for this as its mono-shock front end insists on substantially more front caster and in turn, this produces a far heavier steering wheel.

Ultimately, if we were to race in the championship this weekend and we were able to use a new set of tyres and brake pads, I would expect to qualify somewhere around the top ten. In such a competitive championship and after the first day, I am more than happy with that.

Once again, I would like to thank Linton Stutely and Tom Farquhar of Enigma Motorsport for the opportunity and wish them all the best for the remainder of the year.

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.

Click here to view the embedded video.

I continue in the AK Plant Hire Swift SC94 which remains a generous donation from Alan Robinson. The car has received an almost complete chassis-up rebuild here at home and thanks must go to Neil Paxton who has given up countless weekends to the project. Finally, the car is being prepared by Mark Dunham who will also oversee the start of the weekend, which begins on Friday.

Friday; effectively 72-hours away and pretty scary considering the car doesn’t have any bodywork fitted yet. Yes, this weekend is going to be somewhat ad-hoc.

If I’m honest, I don’t know what to expect from this weekend. The objective is to gain a benchmark of where we are with the car. If we get a good result in the process, then that is great.

There is still obvious room for improvement within the car. The gearbox desperately needs a rebuild but we couldn’t afford it. The rear end needs dismantling but we ran out of time.

All I can hope for is a trouble free weekend. Considering I wont sit in the car until the test day, if it is not reliable, it is going to be tough. However, this weekend is about the bigger picture – getting the car sorted for later in the year and when I hope to get serious.

The task was to sample the new Q-Tek sequential gearbox from Quaife, designed for the Porsche 996 GT3, at the Llandow Circuit 20 miles west of the Welsh capital.

Whilst it wouldn’t be appropriate for me to write too much on the subject at this point, it is fair to say that despite its somewhat intimidating demeanour, the 996 GT3 (and Q-Tek box) is amongst the easiest and is certainly the most pleasant car I have ever driven.

Read more about the test and the Q-Tek gearbox in a forthcoming issue of Racecar Engineering.

Thanks goes to Sam and Charles at Racecar Engineering and Peter, Phil and Mike at Quaife for the opportunity.

Update: http://www.racecar-engineering.com/community/raceblogs/227112/porsche-996-gt3-test.html.