The loneliness of the long distance club racer
Discussion
Once the weight has been taken out of the E36's they're very fast, as are the E30 M3's... The pace of the 944 S2's is pretty impressive too, but it's a shame no one else is running Turbo's. But that just makes me want to do it even more!!
I've got to take a bit more weight out of mine and fit a cage and extinguisher, but I've recently sorted the suspension and have replaced a load of stuff to keep it reliable. A larger oil cooler is also on the list. Here it is from a speed event earlier this year:
It's a lot of fun on circuit as its so well balanced and likes to move around a bit. It should be ideal to hustle against the 70's and 80's 911s...
I've got to take a bit more weight out of mine and fit a cage and extinguisher, but I've recently sorted the suspension and have replaced a load of stuff to keep it reliable. A larger oil cooler is also on the list. Here it is from a speed event earlier this year:
It's a lot of fun on circuit as its so well balanced and likes to move around a bit. It should be ideal to hustle against the 70's and 80's 911s...
I am a solo outfit no more! This time my cousin joins me for an early morning faff with the trailer and I brief him en route on his duties for the pitstop. A light fog is beginning to burn off the lovely Brands Hatch indy circuit as we arrive but conditions are still greasy for quali.
It’s nice to see my Pistonheads post about the Silverstone race reprinted in the club programme, although sadly the recorded 45th position remains inked for eternity as I had been rather too late to discover the timing error. Never mind, I was still dead chuffed to see my name in print.
This time only the thundering 4.5 litre Tuscan and a V8 M3 are in the same class but there’s some tasty machinery in Class B just shy of the 3.5 litre cut off for the class including a Ferrari 355 Challenge, an Evora, the usual contingent of M3s and a menacingly wide-arched Seat Cupercopa touring car. A chat with one of the pit crew managers reveals some eye-popping budgets at the pointy end.
Quali is a tentative half hour of pottering, as is de rigeur for the gentleman amateur. I struggle to get the front tyres hooked up on the damp tarmac of this relatively low power circuit and play with a few different lines. I am, ahem, 15th on the grid out of 20 and surrounded at the back by Pumas and Clio Cups. Hangs head in shame.
Even if the rest of my skills have withered and died, I'm still able to channel my inner Usain Bolt at the lights. The safety car peels into the pit lane, one eye on the gantry, heart pumping out of my chest, lights out and hit the hyperdrive. Yes I know this Millennium Falcon is the fastest hunk of junk at this end of the pack but was the whole grid asleep just now? The next few seconds are an adrenaline rush I can barely recollect, and those few seconds alone are enough to make the whole thing – the rain, the breakdowns, the soul-destroying logistics, the cost – utterly madly life-affirmingly wonderful.
I’ve punched a hole down the middle of the grid and then swerved round the outside of the midfield for the entry into the blind, downhill and probably best corner in the world, Paddock Hill Bend. I’m up five places by the braking zone and am about to rear-end the gorgeous Ferrari which I think ought to be my natural rival for the day. Yeah yeah I know, back in the day the 996 Cup used to fight for track space with the 430 Challenge cars but humour me; Cobalt’s a road car, OK? That’s my story and I’m sticking to it.
I’m inhaling a heady cocktail of petrol fumes in the wake of the Ferrari but it’s actually quite pleasant. The sights, sounds and especially smells of motorsport are part of the joy. In the distance beyond the brow of Hailwood Hill, the Tuscan and a couple of M3s have already disappeared. No point worrying about them. Damn these hatchbacks are quick into the slow corners – we play a bit of a bungee rope game. I gain with traction out of quick corners and long straights, they pull back on the tight direction changes. After a few laps I’m starting to find my groove and pull away.
(so fast, I appear to have warped the time/space continuum
As we approach the window for the mandatory pit stop, I’m starting to believe I might keep at least a couple of Class B cars honest. I’m in 9th place which is better than I’d hoped. But I feel a slight vibration so when I pull in for my stop, I shout at my cousin to get the wheel wrench and proceed to check all four wheels so as not to repeat the disaster at Rockingham. I needn’t have bothered. Perplexed rival pit crews and marshals shake their heads watching this idiot driver dash around his car checking 20 wheel bolts. I probably waste around a minute and a half but I’d rather be slow than dead. The vibration is most likely marbles (of the rubber kind, as I’ve clearly lost those in my head) and I needn’t have worried.
By the time I’m back out, I’ve got a mountain to climb and have to unlap myself, thankfully now sans vibration. Oh well, overtaking is fun and the many clean dogfights up and down the field are testament to Classic Sports Car Club’s gentlemanly code of conduct. When the Tuscan bruises its way past me with a noise like Thor gargling oil, it leaves a smell of fumes more potent than the Ferrari. Here’s a clip from the pitwall:
Start/finish straight.
I’m really struggling with the Surtees/McLaren/Clearways complex. I’ve experimented a little on the lines during quali, but nothing seems to shake one particularly dogged Renault behind. He seems to gain a couple of lengths every time we enter McLaren. Why? What is he doing differently? And my entries into the terrifying Paddock Hill at turn 1 are consistent in their inconsistency. I just cannot get this right. Something to experiment with on a future track day I think.
By the chequered flag I’m 12th which I’m actually not unhappy about. Here’s the proof of a great day:
It’s been a fantastic learning experience and I’ve got much to build on for next season, not least my own skills. 3-4 races a season are not enough – time for some winter nets perhaps. And then there’s the dilemma – go full race car or enjoy what vestiges of road comforts still remain? I have the winter to decide...
It’s nice to see my Pistonheads post about the Silverstone race reprinted in the club programme, although sadly the recorded 45th position remains inked for eternity as I had been rather too late to discover the timing error. Never mind, I was still dead chuffed to see my name in print.
This time only the thundering 4.5 litre Tuscan and a V8 M3 are in the same class but there’s some tasty machinery in Class B just shy of the 3.5 litre cut off for the class including a Ferrari 355 Challenge, an Evora, the usual contingent of M3s and a menacingly wide-arched Seat Cupercopa touring car. A chat with one of the pit crew managers reveals some eye-popping budgets at the pointy end.
Quali is a tentative half hour of pottering, as is de rigeur for the gentleman amateur. I struggle to get the front tyres hooked up on the damp tarmac of this relatively low power circuit and play with a few different lines. I am, ahem, 15th on the grid out of 20 and surrounded at the back by Pumas and Clio Cups. Hangs head in shame.
Even if the rest of my skills have withered and died, I'm still able to channel my inner Usain Bolt at the lights. The safety car peels into the pit lane, one eye on the gantry, heart pumping out of my chest, lights out and hit the hyperdrive. Yes I know this Millennium Falcon is the fastest hunk of junk at this end of the pack but was the whole grid asleep just now? The next few seconds are an adrenaline rush I can barely recollect, and those few seconds alone are enough to make the whole thing – the rain, the breakdowns, the soul-destroying logistics, the cost – utterly madly life-affirmingly wonderful.
I’ve punched a hole down the middle of the grid and then swerved round the outside of the midfield for the entry into the blind, downhill and probably best corner in the world, Paddock Hill Bend. I’m up five places by the braking zone and am about to rear-end the gorgeous Ferrari which I think ought to be my natural rival for the day. Yeah yeah I know, back in the day the 996 Cup used to fight for track space with the 430 Challenge cars but humour me; Cobalt’s a road car, OK? That’s my story and I’m sticking to it.
I’m inhaling a heady cocktail of petrol fumes in the wake of the Ferrari but it’s actually quite pleasant. The sights, sounds and especially smells of motorsport are part of the joy. In the distance beyond the brow of Hailwood Hill, the Tuscan and a couple of M3s have already disappeared. No point worrying about them. Damn these hatchbacks are quick into the slow corners – we play a bit of a bungee rope game. I gain with traction out of quick corners and long straights, they pull back on the tight direction changes. After a few laps I’m starting to find my groove and pull away.
(so fast, I appear to have warped the time/space continuum
As we approach the window for the mandatory pit stop, I’m starting to believe I might keep at least a couple of Class B cars honest. I’m in 9th place which is better than I’d hoped. But I feel a slight vibration so when I pull in for my stop, I shout at my cousin to get the wheel wrench and proceed to check all four wheels so as not to repeat the disaster at Rockingham. I needn’t have bothered. Perplexed rival pit crews and marshals shake their heads watching this idiot driver dash around his car checking 20 wheel bolts. I probably waste around a minute and a half but I’d rather be slow than dead. The vibration is most likely marbles (of the rubber kind, as I’ve clearly lost those in my head) and I needn’t have worried.
By the time I’m back out, I’ve got a mountain to climb and have to unlap myself, thankfully now sans vibration. Oh well, overtaking is fun and the many clean dogfights up and down the field are testament to Classic Sports Car Club’s gentlemanly code of conduct. When the Tuscan bruises its way past me with a noise like Thor gargling oil, it leaves a smell of fumes more potent than the Ferrari. Here’s a clip from the pitwall:
Start/finish straight.
I’m really struggling with the Surtees/McLaren/Clearways complex. I’ve experimented a little on the lines during quali, but nothing seems to shake one particularly dogged Renault behind. He seems to gain a couple of lengths every time we enter McLaren. Why? What is he doing differently? And my entries into the terrifying Paddock Hill at turn 1 are consistent in their inconsistency. I just cannot get this right. Something to experiment with on a future track day I think.
By the chequered flag I’m 12th which I’m actually not unhappy about. Here’s the proof of a great day:
It’s been a fantastic learning experience and I’ve got much to build on for next season, not least my own skills. 3-4 races a season are not enough – time for some winter nets perhaps. And then there’s the dilemma – go full race car or enjoy what vestiges of road comforts still remain? I have the winter to decide...
Edited by Harris_I on Saturday 7th November 13:10
NJH said:
I always struggled with Surtees and the following complex, wasn't anything with lines just didn't carry enough speed into Surtees. Its a pretty much balls out corner in a lot of cars.
I too am carrying a lot of speed into Surtees and riding the kerb. The problem is the transition into McLaren. By the time I'm on the left of the curve into the right hander and braking hard for the right turn towards the apex, I'm already two lengths down. Any quicker and I feel I'll be in the kitty litter at the top. Can't work out if it's a rear-engine direction-change issue or my line/braking point.Swapped out the stinky Cobra race seat today for the originals and treated them to some leather cream. Not nearly as bad as Tilletts in a Caterham, but I still struggled and swore a lot. Strangely I discovered the Schroth harness on the passenger side has one Sabelt strap. Weird.
It feels so much better in here now. The Cobra was too high and hell on my lower back. The OEMs are just about the most comfortable seats I have ever sat in.
Next stop GT-One in Chertsey to prepare Cobalt for winter civilian duties.
It feels so much better in here now. The Cobra was too high and hell on my lower back. The OEMs are just about the most comfortable seats I have ever sat in.
Next stop GT-One in Chertsey to prepare Cobalt for winter civilian duties.
Funny you say that about Cobras. I have one in my race car and used to love the fit but last time I drove it I distinctly felt a lack of lower back support, its something pretty much all Recaro designs seem to have well nailed both their Porsche OEM seats and the ones like the sportlines in my Megane R26. If I keep the 944 race car I might well have to stump up the cash in the future for a Recaro race seat.
Our 944 Turbo racer has a Recaro SPG seat. The shoulde and back seat fit is superb. However, the thigh support is rubbish compared to the one provided by the Cobra Suzuka Pro that we have in the 928. Thus be careful when you buy a seat. You really must try it (the latter was a communique from the Department of the Bleeding Obvious 
Steve Rance said:
Do you have any data logging in the car when you are racing?
I think the CSCC discourages data logging (someone please correct me if I'm wrong), which I think makes sense for this level and budget of racing.That said I have a couple of devices gathering dust in the garage plus nowadays even the humble mobile phone can be gaffer taped to the dashboard and perform some basic logging functions. 1Hz is not a great logging rate although easily solved with an antenna if I feel so inclined.
This season was all about testing the car and learning to drive again by the seat of the pants. The car is behaving itself and will benefit from a couple of tweaks but I myself am not quite there. The next step is to use data, so I will be getting myself down to a couple of track days. The DL1 looks a bit intimidating to me at this stage, so I'll stick with a humble RaceChrono for now and see what I can glean from that.
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