Club Racing in a Barge and other Stupid Decisions
Discussion
An update not wholly about the cars-
Firstly, the Mazda is fun in the cold and wet. Definitely going to get me in more trouble than the TVR, all the RWD fun and none of the fear is a deadly combination!
Secondly, I'm buzzing about karting at the moment! I scooped the CCKC on countback after a dead heat on points, I was trailing all year but a strong final round made the championship a distant possibility, all to play for in the final. Fastest lap put me on pole, with my championship rival starting 5th and needing 3rd to guarantee himself the victory. I made myself a comfortable gap and nearly gave myself whiplash trying to find out what was happening behind! He made his way up to 4th and that's how it stayed, and I was number-crunching all the way to the paddock trying to work out what the result was when it was announced that we were even on points after 6 rounds and 300+ points scored. An agonising wait followed whilst a finals result countback was done, and finally the result came in- I did it! We got an open-top parade lap of the circuit, and anybody who was attending the Combe Action Day will have heard my waffle over the tannoy
For the championship to finish dead level shows how competitive it is, its only lawnmower engine karting but it really is proper racing!
Victory in the CCKC granted me free entry to the British Rental Kart Championship, which looks like an awesome event. Anyone on PH competing? Give me a shout! I've never been to Formula Fast before so I went down last week for some practice.. Acquitted myself fairly well!
I shan't get too smug because it's going to be an entirely different kettle of fish once 27kg of ballast goes on the kart...
I'm also hitting the endurances hard this year.. The Wisemen are of course making their annual pilgrimage to the Daytona MK 24hr, this year running one Sodi and one DMAX team. I'm in the DMAX, and we're in it to win it boys!
In addition to that I'll be racing a Prokart in both the Teesside 24hrs and the 24hrs of Le Mans (not that one, the karting one!). Both new experiences for me so it's all looking very exciting.
Strategy planning already well underway....
Also, keep your eyes peeled for a smelly green TVR taking part in either the Javelin Sprint Series or TVRCC Speed Championship in 2019.. I'm not fully decided yet! If you're familiar with either please do feel free to let me know what you think-
https://www.pistonheads.com/gassing/topic.asp?h=0&...
- here ^^^
Ta for reading! Mike
Firstly, the Mazda is fun in the cold and wet. Definitely going to get me in more trouble than the TVR, all the RWD fun and none of the fear is a deadly combination!
Secondly, I'm buzzing about karting at the moment! I scooped the CCKC on countback after a dead heat on points, I was trailing all year but a strong final round made the championship a distant possibility, all to play for in the final. Fastest lap put me on pole, with my championship rival starting 5th and needing 3rd to guarantee himself the victory. I made myself a comfortable gap and nearly gave myself whiplash trying to find out what was happening behind! He made his way up to 4th and that's how it stayed, and I was number-crunching all the way to the paddock trying to work out what the result was when it was announced that we were even on points after 6 rounds and 300+ points scored. An agonising wait followed whilst a finals result countback was done, and finally the result came in- I did it! We got an open-top parade lap of the circuit, and anybody who was attending the Combe Action Day will have heard my waffle over the tannoy
For the championship to finish dead level shows how competitive it is, its only lawnmower engine karting but it really is proper racing!
Victory in the CCKC granted me free entry to the British Rental Kart Championship, which looks like an awesome event. Anyone on PH competing? Give me a shout! I've never been to Formula Fast before so I went down last week for some practice.. Acquitted myself fairly well!
I shan't get too smug because it's going to be an entirely different kettle of fish once 27kg of ballast goes on the kart...
I'm also hitting the endurances hard this year.. The Wisemen are of course making their annual pilgrimage to the Daytona MK 24hr, this year running one Sodi and one DMAX team. I'm in the DMAX, and we're in it to win it boys!
In addition to that I'll be racing a Prokart in both the Teesside 24hrs and the 24hrs of Le Mans (not that one, the karting one!). Both new experiences for me so it's all looking very exciting.
Strategy planning already well underway....
Also, keep your eyes peeled for a smelly green TVR taking part in either the Javelin Sprint Series or TVRCC Speed Championship in 2019.. I'm not fully decided yet! If you're familiar with either please do feel free to let me know what you think-
https://www.pistonheads.com/gassing/topic.asp?h=0&...
- here ^^^
Ta for reading! Mike
Great effort mate! Bet you were buzzing with a finish like that 
As someone who's karting experience is limited to a handful of stag-dos, I've a lot of respect for anyone who can drive one competitively. There is clearly some secret to driving them quickly that has so far eluded me- I always seem to find myself being overtaken despite my foot being flat to the floor. I've convinced myself they must take a look at my small stature and load my kart up with ballast...
As someone who's karting experience is limited to a handful of stag-dos, I've a lot of respect for anyone who can drive one competitively. There is clearly some secret to driving them quickly that has so far eluded me- I always seem to find myself being overtaken despite my foot being flat to the floor. I've convinced myself they must take a look at my small stature and load my kart up with ballast...
Quick update to this thread for anyone still reading-
TVR has been laid up for a few weeks whilst I strip down the interior. I need to replace the heater blower which is a pig of a job on its own, but the tear down has revealed lots of problems which need sorting. This is going to be a long process, but it should go back together in much better shape and with much more attractive colours (that's the plan).
The little Mazda snapped a rear spring the day before its MOT
New springs and dampers on and a bit of fettling later, we had a clean bill of health (no rust!)
We've had THE SNOW since my last post, I tried to go out for a sensible serious journey in the Mazda but I just wasn't able to stop it from going round in circles over and over and in this yard and in that car park and that retail park and....
Work and life means that the wheels don't stop turning for me during the snow. Both the Mazda and the Alfa plowed on regardless amongst the empty streets and 4x4s (when traction fails... RWD wins!)
The Alfa Romeo has been and continues to be bloody brilliant, I've had to make a fix to the reverse light which had a corroded connector that wasn't commercially available and had to be pilfered from a car being broken for parts.. Other than that, nothing to report bar another service and some glow plugs (not required, just peace of mind). 131k down, 22k of which are mine.
I've done a few myriad karting events, made a good start to another season of CCKC, currently leading. Had a s
t time at BRKC, sick as a dog all weekend.. Less said about that the better. Winding up now for another Daytona 24hrs, two Wisemen teams again- one Sodi, one DMAX. Twice the fuel calculations to do
With any luck this will be my last year of rental karting. ARDS is booked for May and I'm planning to go play with the big boys. I'll keep the thread posted with how it plays out.
Also got some camper news! It's had new guttering, roof seals, roof gas struts, interior lighting, sound system and we're currently installing a leisure battery and making decisions on all the circuitry depending on what will be fed by leisure/running battery/240V. I'm afraid I've got no pictures which is surprising really given how many bloody hours I've put into the thing! Hopefully it should be back on the road within a couple of weeks- I can't wait! It must be over a year since I last drove it.
Lots to do, no time to do it in, no skills to get it done with... As per.
Mike
Edit: WHY ARE MY PICTURES SIDEWAYS
TVR has been laid up for a few weeks whilst I strip down the interior. I need to replace the heater blower which is a pig of a job on its own, but the tear down has revealed lots of problems which need sorting. This is going to be a long process, but it should go back together in much better shape and with much more attractive colours (that's the plan).
The little Mazda snapped a rear spring the day before its MOT
New springs and dampers on and a bit of fettling later, we had a clean bill of health (no rust!)
We've had THE SNOW since my last post, I tried to go out for a sensible serious journey in the Mazda but I just wasn't able to stop it from going round in circles over and over and in this yard and in that car park and that retail park and....
Work and life means that the wheels don't stop turning for me during the snow. Both the Mazda and the Alfa plowed on regardless amongst the empty streets and 4x4s (when traction fails... RWD wins!)
The Alfa Romeo has been and continues to be bloody brilliant, I've had to make a fix to the reverse light which had a corroded connector that wasn't commercially available and had to be pilfered from a car being broken for parts.. Other than that, nothing to report bar another service and some glow plugs (not required, just peace of mind). 131k down, 22k of which are mine.
I've done a few myriad karting events, made a good start to another season of CCKC, currently leading. Had a s
t time at BRKC, sick as a dog all weekend.. Less said about that the better. Winding up now for another Daytona 24hrs, two Wisemen teams again- one Sodi, one DMAX. Twice the fuel calculations to do With any luck this will be my last year of rental karting. ARDS is booked for May and I'm planning to go play with the big boys. I'll keep the thread posted with how it plays out.
Also got some camper news! It's had new guttering, roof seals, roof gas struts, interior lighting, sound system and we're currently installing a leisure battery and making decisions on all the circuitry depending on what will be fed by leisure/running battery/240V. I'm afraid I've got no pictures which is surprising really given how many bloody hours I've put into the thing! Hopefully it should be back on the road within a couple of weeks- I can't wait! It must be over a year since I last drove it.
Lots to do, no time to do it in, no skills to get it done with... As per.
Mike
Edit: WHY ARE MY PICTURES SIDEWAYS
Edited by CanoeSniffer on Monday 15th April 10:54
The JTD is the fiat engine thats in mk5 astras also. Great to remap and go well. Friends just sold his after many years. Fitted bilstein suspension, eibach arbs and was bloody quick. Lapped the Nurburgring in under 9:30 in the end!
here is one of the laps but otherwise fantastic cars.
https://youtu.be/G7NAyqAFvBE
here is one of the laps but otherwise fantastic cars.
https://youtu.be/G7NAyqAFvBE
Anybody who has dropped into this thread will know that I love to waffle, and oh my goodness have I got some waffle to get through with this update! I suppose the boring stuff is easiest to get through first:
Alfa
Is now bearing scars unfortunately. I was unfortunate enough to meet the worlds wieldiest flatbed coming the other way in a tiny lane in Herefordshire. Other driver was a complete 3.14-key who, after trying to drive off, finally admitted responsibility after a lengthy and unpleasant confrontation- but knew full well that he was off scot-free because insurance companies are robbing bds who will take money off you fault or non-fault regardless. So I've got no recompense and a nastily scarred GT. I've since had a good go with the T-cut but most of the damage is here to stay. bd!
I've had some more contortionist work to do replacing the sidelight bulbs (and subsequently holders), changed the tweeters to improve the ICE, other than that it's been faultless still.
TVR
I took a break from disassembling the TVR to, um, re-assemble the TVR. I'm attending the TVRCC trackday at Cadwell Park next Friday so the car had to go together enough to be trackworthy, which meant battery, seats, dash and gauges back in- still in the old spec unfortunately as I've not had the time to renovate the bits I'd taken out. The only change is the installation of my new dash panel with new clock bezels and rubbers, and I'm delighted with how it looks- no doubt the stty old one was the worst thing about the interior so getting that out and a presentable one in has made a world of difference. I'm not quite convinced that a colour change and leather resto isn't still required, but to say it's the only change so far it's made me much happier with the interior.
I've had the car out and about for the first time in a couple of months to find any bits I need to do before the trackday, and I knew I was going to love driving the car again but I wasn't prepared for just how fantastic it was. The noise, the feel, the shove in the back- what a car
Engine service next week, fluids filters leads and plugs, and I think she'll be stunning at Cadwell- time to put some 500s in their place
Bay window camper and MX5
Camper is edging closer to being back in commission, most of the leisure battery wiring is done and it's just a few tidying up jobs left. The MX5 has picked up the TVRs weekend driving slack since its been off the road and been great fun, nothing exciting to report but just a superb little car. Had one mystery immobiliser problem but like all proper dramas, wiggling wires and pretending to know what I was looking for soon sorted it!
Now to the daft stuff....
MAN M2000 18T car transporter
I bought a lorry! Here it is-
It's bloody huge, especially in a market dominated by 7.5 tonners, but hopefully the specs will explain my thinking. Firstly, I've got my Category C, so going above 7.5t was never a problem. What I was after was a home-from-home for race weekends, some heated accommodation space with power and lighting, and a healthy sized garage to store and transport a race car in. What we have here, from front to rear:
The truck is a 7-litre straight 6 turbodiesel with a 6-speed manual gearbox. It's got 590,000km on it so it's just about finished its running-in period
In the cab you'll find two air-suspended seats with storage everywhere, a sleeper cab with diesel heater, rockin' custom sound system with a head unit that does everything (don't underestimate how important this is when doing 56mph for hours on end!), a permanent live reversing camera, and most importantly of all a dual-tone air horn that can be heard from space
Moving back to the box, it's split into two sections- the first being a simple briefing room area with seating for 4 across a table, 240V sockets and cupboard and drawer storage across the near side wall. There's also a 240V electric heater which works a treat and 12V LED lighting.
Moving further back, to the business end! The rear of the lorry is made up as a workshop with facilities for transport, tool storage, work bench with vice, 12V electric winch, tie-downs, enough tyre racks to support a season of F1, racking and storage for anything and everything, 12V LED lit throughout, and at the very back is the real party piece- a full-length 1.5t tail lift.
Underneath the box there are belly lockers the full length to complete the mega-storage arsenal, hatches for access to air tanks, diesel tank and running batteries, and a locker containing the 270cc petrol 240V generator with tank and circuit breakers.
The lorry also came with a ma-HOOSIVE awning which is the full length of the box and makes up as a double garage, there's also plastic flooring for the entire surface area of the awning. I don't have any instructions for this, just many many bits and pieces so it's going to be good fun trying to work out how that goes up! It's probably more than I'd ever need and a gazebo would suffice but it's custom-made for the box so it's definitely got to stay with the lorry. There's a 240V fridge in the garage, though this will be going as its way bigger than I'd ever need and is awkward to store things around and get tied down securely for the road. I think that about covers it but I may have missed something as there's rather a lot of kit on this old tug!
I picked up the lorry on the Friday of the Daytona 24 hours weekend and drove it straight to Milton Keynes to meet the team. We got to the circuit early to set up 'camp Wisemen'.
Our little site played host to the traditional Friday night BBQ and piss-up, and the briefing room was perfect to discuss last minute strategy adjustments as the rain encouraged the team into the light and warmth of the truck. Speaking of warmth- the generator was an unknown quantity which hadn't run for several years, luckily we've a four-stroke kart mechanic in our arsenal who only needed it to look at it in a certain way before it burst into life and we had a full complement of power. Once we'd had our fill of beer and whiskey we turned in, I crashed in the sleeper cab which was heavenly comfortable
Practice was on Saturday, and with several new drivers between our two teams it was all about getting the lads acquainted with the circuit. Me and my mate Seb took the lead with keeping the 2-stroke team on track, with that in mind we put the new lads out for extended stints and were surprised to find that we were bang on the pace throughout the team. The excitement ramped up and up as the practice session wore on and we consistently mingled with the top 5 on the timesheets. We were up and running like a well-oiled machine by the time I went out for practice, I saw the chequered flag on the session and returned to the pit lane to find a bunch of cheesy grins waiting for me. Right at the death and no doubt with the best track conditions, I'd set the fastest lap in the whole session!
It was a big confidence boost, but of course you take nothing for granted- and it's just as well we didn't. After having an excited discussion about who shouldn't take quali (I was pretty certain that Seb's composure and consistency was a better fit than my lap speed during the high-pressure 10 minutes), I was bundled into the kart with weight adjusted to account for fuel. And I totally fked it. I felt good as we sat waiting for the clock to start counting down, but the session was delayed for a moment.. And more.. And more.. And the spots of rain started appearing on my visor. By the time the pit lane went green I was frantic, trying to find space on my out-lap whilst getting heat into the tyres- I was certain that with the rain coming down the first lap set would surely be the one that counted. As it turned out I was wrong, I had space for a couple of fast laps which I wasn't entirely happy with but found myself finding traffic wherever I didn't want it as track conditions refused to deteriorate and other teams went faster and faster. I didn't need to be told on return to the pit lane that it wasn't what we'd hoped for, I didn't even ask where we'd qualified- it was a long 24 hours ahead, and I was taking the first stint.
As we lined up for the formation laps I was able to establish by counting the rows that we'd qualified 16th. Oh dear- right in the mixer. The approach was clear, keep it clean and pick off what I could. I had the speed on most drivers around me, but it was tough going and I took a battering for the first 20 minutes and made little progress. By the time the field spread out enough to be more bold I was still mired in the low teens, but I put my head down and at the point I was called in for fuel (a sort of self-declaration as the kart made its first cough one corner before pit entry!) we lay in a net 9th.
The rest of the race is a bit of a blur to be honest, such is the way it goes. What I can say with certainty is that every driver for our team did themselves proud. I was one of three drivers who were taking 4 stints, totalling 6 hours in the kart, and I can say first-hand that it's brutal. But everyone dug deep and we never showed any weakness. Despite having the sanctuary of my sleeper cab I only allowed myself 90mins of sleep, I just had to be on the pit wall to support the lads on track overnight. The night stints were torturous- it was COLD. I knew it was cold when I was in the kart at 2am, but when I got out and saw the hard frost around the site I realised it was COLD. I left the truck open to both teams for the entire 24h, and it was magnetic. Getting out of the kart, sweating but freezing, just about limber but teetering on the edge of muscle failure, hands blistered and feet in agony through the windchill, tortured bodies found the strength to seek respite in our makeshift home.
When the sun rose to announce the arrival of Sunday, the DMAX team had made our way to 7th and some hard stints in the morning secured us 6th. The Sodi team were on the pace in the four strokes, but unfortunately a snapped axle in the early hours of Sunday morning killed their hopes. Sympathy mingled with joy for us as the flag fell on the Daytona 24 hours, there was a certain irony that the resilient and reliable Sodi squad had hit mechanical drama whilst the frail and unknown DMAX team had run flawlessly all weekend. 6th isn't a headline-grabber, but it's a stunning result for us and we were all proud to be involved in such a great team. We'll be looking for even better next year.
An unlikely racer
As maybe obvious with the purchase of the lorry, I'm taking the plunge and going club racing this year. I've been scouting ads for race cars for months, with the primary criteria being affordability and proven pedigree- I don't have the skills to build a competitive race car, so something with previous form was desirable. My VERY modest budget had left me in the territory of the Ford Puma and MGZR, either of which I'd have been happy to race, but despite looking at a few cars I never found 'the one'. I considered MX5s, MR2s and the BMW Compact Cup, but the real dream was a TVR.
The TVR Challenge was my model for an ideal race series to enter, it's going to be a friends and family affair for me so a friendly paddock atmosphere and enthusiasts, rather than competitors, racing was the target. I went to have a look at Mike Luck's old Class C Chimaera which is an awesome car, but I was struggling to make the money make sense and I kept returning to cheap'n'cheerful. It's all well and good having my perfect race car, but if I couldn't stomach the cost of running and repairing it then the object defeats itself.
There was one advert which I'd spotted early on and pretty quickly ruled out as it just didn't seem to make much sense- the ad was for a 1989 Jaguar XJ40, but didn't have much detail. I finally relented and started doing some digging. I found after some research that this was in fact Gail Hill's old racer, built by Cov Cats, and had some real history. A couple of phone calls and a viewing of the car later the picture became much clearer- the car left the factory as a 3.6 AJ6, but now has an XJR 4.0 AJ6 built a couple of years ago and with limited mileage under its belt, with a Sport intake manifold and custom exhaust manifold, running an Emerald K6 ECU- all the right bits for a car nudging 300hp. Despite being a big old tank, weight in race trim (minus driver) is likely to be in the region of 1400kgs, no flyweight but not as terribly lardy as I thought it would be. The combination of 20-car grids in the JEC and a big RWD muscle car was too irresistible for me, so as per usual I've gone and done the silly thing- here she is!
She runs like a dream, burbles away happily at 600rpm but yelps to 6000 with the merest mention of the throttle. The battery is fubar'd, and finding a tiny little lightweight number with 4.0-firing oomph isn't too easy but hopefully I should be picking up something suitable tomorrow. In terms of safety kit, I was surprised to find belts still in date til '21, so we're only an extinguisher service and a new seat away from being MSA-approved. The seat is mounted on runners, but even so won't run far forward enough for my little legs so that will need some adjustment. Other than general maintenance, I don't think I'll know what really needs doing until it's been on track so the first shakedown run is coming soon- I can't wait!
Fair to say that the decision to buy the BIG lorry has been justified...
I passed my ARDS in the week and my licence should hopefully be in the post, I was aiming to be on a grid by 2020 and it looks like I'm pretty well on target. The aim is to visit the JEC Saloons before the end of this racing year, learn what I can and then campaign next year, as well as dropping into the CSCC Modern Classics. Buzzing!
If any kindly soul wishes to rotate my pictures then you're more than welcome, I've just finished writing all this bks so I can't be arsed!
Cheers
Mike
Alfa
Is now bearing scars unfortunately. I was unfortunate enough to meet the worlds wieldiest flatbed coming the other way in a tiny lane in Herefordshire. Other driver was a complete 3.14-key who, after trying to drive off, finally admitted responsibility after a lengthy and unpleasant confrontation- but knew full well that he was off scot-free because insurance companies are robbing b
ds who will take money off you fault or non-fault regardless. So I've got no recompense and a nastily scarred GT. I've since had a good go with the T-cut but most of the damage is here to stay. bd!I've had some more contortionist work to do replacing the sidelight bulbs (and subsequently holders), changed the tweeters to improve the ICE, other than that it's been faultless still.
TVR
I took a break from disassembling the TVR to, um, re-assemble the TVR. I'm attending the TVRCC trackday at Cadwell Park next Friday so the car had to go together enough to be trackworthy, which meant battery, seats, dash and gauges back in- still in the old spec unfortunately as I've not had the time to renovate the bits I'd taken out. The only change is the installation of my new dash panel with new clock bezels and rubbers, and I'm delighted with how it looks- no doubt the s
tty old one was the worst thing about the interior so getting that out and a presentable one in has made a world of difference. I'm not quite convinced that a colour change and leather resto isn't still required, but to say it's the only change so far it's made me much happier with the interior.I've had the car out and about for the first time in a couple of months to find any bits I need to do before the trackday, and I knew I was going to love driving the car again but I wasn't prepared for just how fantastic it was. The noise, the feel, the shove in the back- what a car
Engine service next week, fluids filters leads and plugs, and I think she'll be stunning at Cadwell- time to put some 500s in their place
Bay window camper and MX5
Camper is edging closer to being back in commission, most of the leisure battery wiring is done and it's just a few tidying up jobs left. The MX5 has picked up the TVRs weekend driving slack since its been off the road and been great fun, nothing exciting to report but just a superb little car. Had one mystery immobiliser problem but like all proper dramas, wiggling wires and pretending to know what I was looking for soon sorted it!
Now to the daft stuff....
MAN M2000 18T car transporter
I bought a lorry! Here it is-
It's bloody huge, especially in a market dominated by 7.5 tonners, but hopefully the specs will explain my thinking. Firstly, I've got my Category C, so going above 7.5t was never a problem. What I was after was a home-from-home for race weekends, some heated accommodation space with power and lighting, and a healthy sized garage to store and transport a race car in. What we have here, from front to rear:
The truck is a 7-litre straight 6 turbodiesel with a 6-speed manual gearbox. It's got 590,000km on it so it's just about finished its running-in period
In the cab you'll find two air-suspended seats with storage everywhere, a sleeper cab with diesel heater, rockin' custom sound system with a head unit that does everything (don't underestimate how important this is when doing 56mph for hours on end!), a permanent live reversing camera, and most importantly of all a dual-tone air horn that can be heard from space
Moving back to the box, it's split into two sections- the first being a simple briefing room area with seating for 4 across a table, 240V sockets and cupboard and drawer storage across the near side wall. There's also a 240V electric heater which works a treat and 12V LED lighting.
Moving further back, to the business end! The rear of the lorry is made up as a workshop with facilities for transport, tool storage, work bench with vice, 12V electric winch, tie-downs, enough tyre racks to support a season of F1, racking and storage for anything and everything, 12V LED lit throughout, and at the very back is the real party piece- a full-length 1.5t tail lift.
Underneath the box there are belly lockers the full length to complete the mega-storage arsenal, hatches for access to air tanks, diesel tank and running batteries, and a locker containing the 270cc petrol 240V generator with tank and circuit breakers.
The lorry also came with a ma-HOOSIVE awning which is the full length of the box and makes up as a double garage, there's also plastic flooring for the entire surface area of the awning. I don't have any instructions for this, just many many bits and pieces so it's going to be good fun trying to work out how that goes up! It's probably more than I'd ever need and a gazebo would suffice but it's custom-made for the box so it's definitely got to stay with the lorry. There's a 240V fridge in the garage, though this will be going as its way bigger than I'd ever need and is awkward to store things around and get tied down securely for the road. I think that about covers it but I may have missed something as there's rather a lot of kit on this old tug!
I picked up the lorry on the Friday of the Daytona 24 hours weekend and drove it straight to Milton Keynes to meet the team. We got to the circuit early to set up 'camp Wisemen'.
Our little site played host to the traditional Friday night BBQ and piss-up, and the briefing room was perfect to discuss last minute strategy adjustments as the rain encouraged the team into the light and warmth of the truck. Speaking of warmth- the generator was an unknown quantity which hadn't run for several years, luckily we've a four-stroke kart mechanic in our arsenal who only needed it to look at it in a certain way before it burst into life and we had a full complement of power. Once we'd had our fill of beer and whiskey we turned in, I crashed in the sleeper cab which was heavenly comfortable
Practice was on Saturday, and with several new drivers between our two teams it was all about getting the lads acquainted with the circuit. Me and my mate Seb took the lead with keeping the 2-stroke team on track, with that in mind we put the new lads out for extended stints and were surprised to find that we were bang on the pace throughout the team. The excitement ramped up and up as the practice session wore on and we consistently mingled with the top 5 on the timesheets. We were up and running like a well-oiled machine by the time I went out for practice, I saw the chequered flag on the session and returned to the pit lane to find a bunch of cheesy grins waiting for me. Right at the death and no doubt with the best track conditions, I'd set the fastest lap in the whole session!
It was a big confidence boost, but of course you take nothing for granted- and it's just as well we didn't. After having an excited discussion about who shouldn't take quali (I was pretty certain that Seb's composure and consistency was a better fit than my lap speed during the high-pressure 10 minutes), I was bundled into the kart with weight adjusted to account for fuel. And I totally f
ked it. I felt good as we sat waiting for the clock to start counting down, but the session was delayed for a moment.. And more.. And more.. And the spots of rain started appearing on my visor. By the time the pit lane went green I was frantic, trying to find space on my out-lap whilst getting heat into the tyres- I was certain that with the rain coming down the first lap set would surely be the one that counted. As it turned out I was wrong, I had space for a couple of fast laps which I wasn't entirely happy with but found myself finding traffic wherever I didn't want it as track conditions refused to deteriorate and other teams went faster and faster. I didn't need to be told on return to the pit lane that it wasn't what we'd hoped for, I didn't even ask where we'd qualified- it was a long 24 hours ahead, and I was taking the first stint.As we lined up for the formation laps I was able to establish by counting the rows that we'd qualified 16th. Oh dear- right in the mixer. The approach was clear, keep it clean and pick off what I could. I had the speed on most drivers around me, but it was tough going and I took a battering for the first 20 minutes and made little progress. By the time the field spread out enough to be more bold I was still mired in the low teens, but I put my head down and at the point I was called in for fuel (a sort of self-declaration as the kart made its first cough one corner before pit entry!) we lay in a net 9th.
The rest of the race is a bit of a blur to be honest, such is the way it goes. What I can say with certainty is that every driver for our team did themselves proud. I was one of three drivers who were taking 4 stints, totalling 6 hours in the kart, and I can say first-hand that it's brutal. But everyone dug deep and we never showed any weakness. Despite having the sanctuary of my sleeper cab I only allowed myself 90mins of sleep, I just had to be on the pit wall to support the lads on track overnight. The night stints were torturous- it was COLD. I knew it was cold when I was in the kart at 2am, but when I got out and saw the hard frost around the site I realised it was COLD. I left the truck open to both teams for the entire 24h, and it was magnetic. Getting out of the kart, sweating but freezing, just about limber but teetering on the edge of muscle failure, hands blistered and feet in agony through the windchill, tortured bodies found the strength to seek respite in our makeshift home.
When the sun rose to announce the arrival of Sunday, the DMAX team had made our way to 7th and some hard stints in the morning secured us 6th. The Sodi team were on the pace in the four strokes, but unfortunately a snapped axle in the early hours of Sunday morning killed their hopes. Sympathy mingled with joy for us as the flag fell on the Daytona 24 hours, there was a certain irony that the resilient and reliable Sodi squad had hit mechanical drama whilst the frail and unknown DMAX team had run flawlessly all weekend. 6th isn't a headline-grabber, but it's a stunning result for us and we were all proud to be involved in such a great team. We'll be looking for even better next year.
An unlikely racer
As maybe obvious with the purchase of the lorry, I'm taking the plunge and going club racing this year. I've been scouting ads for race cars for months, with the primary criteria being affordability and proven pedigree- I don't have the skills to build a competitive race car, so something with previous form was desirable. My VERY modest budget had left me in the territory of the Ford Puma and MGZR, either of which I'd have been happy to race, but despite looking at a few cars I never found 'the one'. I considered MX5s, MR2s and the BMW Compact Cup, but the real dream was a TVR.
The TVR Challenge was my model for an ideal race series to enter, it's going to be a friends and family affair for me so a friendly paddock atmosphere and enthusiasts, rather than competitors, racing was the target. I went to have a look at Mike Luck's old Class C Chimaera which is an awesome car, but I was struggling to make the money make sense and I kept returning to cheap'n'cheerful. It's all well and good having my perfect race car, but if I couldn't stomach the cost of running and repairing it then the object defeats itself.
There was one advert which I'd spotted early on and pretty quickly ruled out as it just didn't seem to make much sense- the ad was for a 1989 Jaguar XJ40, but didn't have much detail. I finally relented and started doing some digging. I found after some research that this was in fact Gail Hill's old racer, built by Cov Cats, and had some real history. A couple of phone calls and a viewing of the car later the picture became much clearer- the car left the factory as a 3.6 AJ6, but now has an XJR 4.0 AJ6 built a couple of years ago and with limited mileage under its belt, with a Sport intake manifold and custom exhaust manifold, running an Emerald K6 ECU- all the right bits for a car nudging 300hp. Despite being a big old tank, weight in race trim (minus driver) is likely to be in the region of 1400kgs, no flyweight but not as terribly lardy as I thought it would be. The combination of 20-car grids in the JEC and a big RWD muscle car was too irresistible for me, so as per usual I've gone and done the silly thing- here she is!
She runs like a dream, burbles away happily at 600rpm but yelps to 6000 with the merest mention of the throttle. The battery is fubar'd, and finding a tiny little lightweight number with 4.0-firing oomph isn't too easy but hopefully I should be picking up something suitable tomorrow. In terms of safety kit, I was surprised to find belts still in date til '21, so we're only an extinguisher service and a new seat away from being MSA-approved. The seat is mounted on runners, but even so won't run far forward enough for my little legs so that will need some adjustment. Other than general maintenance, I don't think I'll know what really needs doing until it's been on track so the first shakedown run is coming soon- I can't wait!
Fair to say that the decision to buy the BIG lorry has been justified...
I passed my ARDS in the week and my licence should hopefully be in the post, I was aiming to be on a grid by 2020 and it looks like I'm pretty well on target. The aim is to visit the JEC Saloons before the end of this racing year, learn what I can and then campaign next year, as well as dropping into the CSCC Modern Classics. Buzzing!
If any kindly soul wishes to rotate my pictures then you're more than welcome, I've just finished writing all this b
ks so I can't be arsed!Cheers
Mike
The tail lift was the main selling point of the truck for me, within a reasonable budget there aren't many full-length ones out there with a 1.5t capacity. Even so I was surprised that the Jag fits but it does!
I don't know the exact weight of the Jag but it was built for a 1350kg class and the builder tells me it was very close to that weight pre-race, so with somebody in the car we're close to the SWL of the lift, but within it. The lift has got plenty of power and doesn't struggle to get the Jag off the ground.
Living the dream I may be, and I know I'm a lucky boy, but budget is limited and provisions will have to be made for racing- the MX5 is being sold and the TVR SORN'd in the summer to keep my running costs down, for example. The race car and transporter combo cost me less than £10k which I think represents fair value, and I've been working hard to earn this for myself. Life is too short not to have a race car!
I don't know the exact weight of the Jag but it was built for a 1350kg class and the builder tells me it was very close to that weight pre-race, so with somebody in the car we're close to the SWL of the lift, but within it. The lift has got plenty of power and doesn't struggle to get the Jag off the ground.
Living the dream I may be, and I know I'm a lucky boy, but budget is limited and provisions will have to be made for racing- the MX5 is being sold and the TVR SORN'd in the summer to keep my running costs down, for example. The race car and transporter combo cost me less than £10k which I think represents fair value, and I've been working hard to earn this for myself. Life is too short not to have a race car!
This thread just keeps getting better!
Your truck looks great, and I can see why you went for the Jaguar after your TVR exploits!
RWD is getting harder to find these days, especially if you want a manual gearbox.
Have you got any entries confirmed for this season yet? It would be great to see your Jaguar in action!
Your truck looks great, and I can see why you went for the Jaguar after your TVR exploits!
RWD is getting harder to find these days, especially if you want a manual gearbox.
Have you got any entries confirmed for this season yet? It would be great to see your Jaguar in action!
RoadRunner220 said:
New to the thread, but I've really enjoyed reading it. It's even got me looking at classifieds for diesel Alfa GT Coupes !!!
Good luck with the racing, the CSCC is a great club and everyone was really friendly and helpful when I raced with them.
A GT 1.9 JTDM is a pearler of a car for wracking up the miles. There are plenty about for about £1500 with great spec and sensible miles. Good luck with the racing, the CSCC is a great club and everyone was really friendly and helpful when I raced with them.
OP love the thread. One of the best on here.
The diesel GT has been brilliant 
For me it was a combination of having a nice steer that was comfy, practical and economical- I was fully expecting a compromise on those factors but it's been excellent on all counts. Most of the idiosyncrasies I'm finding are in the layout of the electronics, bar that the build quality and ergonomics are excellent.
I need to pen a quick write-up on the TVRCC trackday at Cadwell, I'll get round to that when I get hold of some decent pictures.
As for the racer, I'm not booked for any races yet as I haven't even driven it in anger yet! I think I'm going to gate crash a track day or two first just to know what I'm dealing with and identify any glaring problems which need addressing, before moving on to test days and seeing if the combination of me and the Jag can yield some speed.
Two things which need addressing before getting on track for the first time are the tyres and the seat. The tyres are old R888s which are near the end of their life but may still be good for a shakedown- I'll need to make that decision as and when, I'll probably get a spare set of wheels with new tyres ready just in case I really can't get on with the old ones- but they should be fine. The seat needs replacing, which I'm shopping for- it's a Sparco on runners but even so I'm too short for it! There's one visible bolt hole's worth of adjustment left in the runner mounts so when I get some downtime I'll use those and see if it'll work, if not then I'll be starting from square one with regards mounting a seat.
Unfortunately I'm back into a fairly hectic work schedule for the meantime so progress shan't be too rapid.
For me it was a combination of having a nice steer that was comfy, practical and economical- I was fully expecting a compromise on those factors but it's been excellent on all counts. Most of the idiosyncrasies I'm finding are in the layout of the electronics, bar that the build quality and ergonomics are excellent.
I need to pen a quick write-up on the TVRCC trackday at Cadwell, I'll get round to that when I get hold of some decent pictures.
As for the racer, I'm not booked for any races yet as I haven't even driven it in anger yet! I think I'm going to gate crash a track day or two first just to know what I'm dealing with and identify any glaring problems which need addressing, before moving on to test days and seeing if the combination of me and the Jag can yield some speed.
Two things which need addressing before getting on track for the first time are the tyres and the seat. The tyres are old R888s which are near the end of their life but may still be good for a shakedown- I'll need to make that decision as and when, I'll probably get a spare set of wheels with new tyres ready just in case I really can't get on with the old ones- but they should be fine. The seat needs replacing, which I'm shopping for- it's a Sparco on runners but even so I'm too short for it! There's one visible bolt hole's worth of adjustment left in the runner mounts so when I get some downtime I'll use those and see if it'll work, if not then I'll be starting from square one with regards mounting a seat.
Unfortunately I'm back into a fairly hectic work schedule for the meantime so progress shan't be too rapid.
Okay, so I probably owe this topic a sizeable update. Where to start..? I dunno. Quite a lot has happened! Probably easiest to break it down by er, vehicle. Littlest to largest seems a fair way to do it.
Mazda MX-5 NA
So, you may recall that the Mazda was being sold to fund the racing. After all, it's a second or third car at best, I really don't need it, it's just not a necessary thing to own. A little fizzy four-pot, it's not my style, it doesn't really do anything that the TVR doesn't do better, definitely best to move it on.
Well, the time came, tax and insurance was up for renewal, the car was cleaned, spick and span ready for sale... And I couldn't do it. The bloody thing has got under my skin!
The dash shows 163,000kms now and I've had lots of jobs to do to bring it up to scratc- well, no, that's a lie, no I haven't, I haven't really done anything more than put petrol in it. Oh!
I did have to tighten a loose exhaust clamp, so y'know, the hours have been put in and my dedication has been put to the test. Oh the humanity!
TVR Chimaera
The TVR's last action was the TVRCC Cadwell Park trackday on the 24th May, and it had been laid up for a while beforehand so a bit of fettling was required to get her singing happily before the day of the (not) races. It didn't need much, soon the V8 was burbling away happily and the right fluids were getting to all the right places. It did throw up a small scare with a snapped fan belt on an exploratory run out the day before, but that was easily sorted and easily re-tensioned. Was I worried about getting to Cadwell? Not a bit. Because the TVR wasn't going to be driven there!
For some reason loading the TVR was a doddle compared to the Jag, in fact it looked a little bit lost in the back of the truck the big black MAN provided superb service, swallowing the Fosse Way and the hard yards to the North East with little fuss. We drove up the night beforehand and planned to stay in the truck overnight. At the circuit we met fellow stop-overs Peter (phazed) with his superb N/A powerhouse Chim, and the owner of a beautiful Tamora that had trailered up behind his camper.
I was in the back of the truck unstrapping the car when I heard a shout and poked my head out to see wisps of smoke emerging from beneath the Tamora. I grabbed my handheld extinguisher and ran over, but the bonnet cable had snapped meaning no access to the source of the fire. I emptied my extinguisher through the bonnet vents, under the car, anywhere I could think to try, but it was a lame effort and the futility became clear when the track security came over with a full-size bottle which was also emptied to no avail. Painfully we had to stand back and watch the flames take over. It was probably a matter of five minutes from the first sight of smoke to a full-scale inferno which totally overcame the car. We had to scramble to the other vehicles to clear the paddock, such was the intensity of the fire. It looks as though it started when the engine was fired to back the car off the trailer, and a fuel line let go. In retrospect it's clear from how quickly it developed that the car was a goner from the moment it started, but of course that doesn't make it any easier watching someone's P&J burn despite getting an extinguisher to the car almost immediately.
RIP the last TVR Tamora to be road registered in the UK.
Unsurprisingly I didn't sleep too well that night, the acrid smell of burning rubber and fibreglass still hung in the air and I couldn't bear to imagine the feelings of the poor chap who'd lost his beautiful car. At 5am when the sun rose over the circuit I was awake, so I took a stroll around the circuit to see what lay ahead for the rest of the day to come. Cadwell Park is a fantastic sight, you can't appreciate the sheer undulation and steepness of the hills unless you're on foot. With the morning dew still hanging and a clear sky above, the track looked breathtaking. I'd never been round before, and I couldn't wait to take it on. I returned to the paddock to this poignant sight.
Soon the morning calm was disturbed by the rumble of V8s and the rasp of straight sixes, as the TVR armada started to arrive. By 8am the paddock was a beehive of activity, cars being prepared and old friends catching up over a cup of tea. We got the kettle on and the gas stove fired for some bacon sarnies. I'd elected for the Intermediate group for the track day; it was my first time at Cadwell Park and I was well and truly out-gunned with my breathless 3.9 RV8. I needn't have been concerned; the combination of decent Federal tyres and a great suspension set up saw me flying round Cadwell. Tuscans, T350s, Cerbs, 5.0 RV8s, they were all fair game. I may not have had the horsepower but I did have a big raft of V8 noise which made me feel like I was doing a million miles per hour as the car played theatrics across the kerbs and up the mountain. By the end of the day I'd talked myself into keeping the throttle pinned over the rise, for no other reason than to hear the revs rise as the weight came off the car and the rears span up. What. A. Circuit. Loved it!
I had a great day, the TVRCC did a superb job, and my little Chim knocked me for six yet again. Apart from some fettling with the throttle cable in the morning, it ran faultlessly all day- and when we went to open pit lane in the afternoon there weren't many cars circulating that were consistently faster. The whole experience reinforced two points for me:
1- I shouldn't underestimate my TVR! It's absolutely fan-bloody-brilliant, and I should never forget that.
2- Fire safety. I have to plead guilty to being lax. I've always carried my handheld extinguisher in the car, and it had made me complacent. For example, my Chim leaks fuel if the tank is full and you corner hard- 'yeah it's alright, I just won't brim the tank'- it's not alright. I'm not driving the car again until I know my fuel system is fully leakproof. My handheld extinguisher that had given me so much confidence, did st-all when up against a fuel fire. And it's only blind luck that I didn't end up learning that lesson the hard(er) way.
As for the TVR's future prospects, well, shame on me, it's laid up again. And I haven't so much as touched it since the track day. I hope I can be forgiven for this, as I have been rather busy- the rest of this post will reveal as such. What Cadwell revealed (or potentially caused, whatever!) is the dire need for exhaust manifolds, a new water pump, and new engine mounts. It's all part of the bigger picture plan for the mini-resto, the car is sadly SORN'd now waiting for me to start. And the interior, as my missus keeps reminding me, is 'all over the fking house!'
Alfa GT
Sounds funny. Needs a wheel bearing (or two). I had feared I had a driveshaft on the way out, as the nasty whining was accompanied by a rhythmical ticking from the left front, but closer inspection revealed this to be a pad wear sensor which had worked it's way loose and was kissing the wheel weights once every time round- so I sorted that, and whilst I was there, checked out all the front running gear for the source of the whine. Diff seems fine, it's not the gearbox, driveshafts look good- must be the wheel bearings. I've a mate with a 10 ton press so when I can borrow that from him I'll get it sorted.
Other than that, pretty good. 138k miles now, not bad for a frail little Italian. Engine is strong as an ox, though it smokes a little on startup- purely unburnt fuel, no trace of oil or oil level loss, so I suspect a leaky injector. Never fails to start though, so I'm unconcerned and I'll see to it when I have the time spare.
The only real mystery it's thrown at me- and this one really is a head scratcher- was a nasty vibration. And I mean NASTY. This damn oscillation would start at random times, normally 65mph or so when at a cruise, and once started would develop and develop until I was fighting to keep the car on the road- then disappear. It was totally random, couldn't be traced to a particular wheel, and seemed to be worse when it was damp. For a long time I suspected a wheel speed sensor on the blink causing one brake to bind and release rapidly, but I doubted that the Alfa had a TCS system sophisticated enough for individual wheel braking- further inspection made it all the more baffling, as there was no heat on the brakes when coasting to a stop after a particularly violent occurrence of the nasty bugger vibration. Tyre pressures or unbalanced wheels would have been the easy answer, but this was quickly dispelled.
The issue was only resolved once I removed- and this doesn't make ANY sense- the piggyback ECU. Many of my brain cells have been lost through the strain of trying to figure this one out, but I've given up on trying now. Whatever- it's solved, the ECU is gone, and the car now runs and drives as it should.
(Except for noisy bd wheel bearings).
the big black MAN
What an excellent bit of kit this truck is turning out to be. The storage, the lift, the tools, the comfort, the convenience- it's the best £6750 I've ever spent, I'm sure of it. That doesn't mean that it can't be improved though, and there are plans afoot. Many plans. See?
(The above is included purely as evidence that I do occasionally actually think about what I'm doing before doing it... just not very often!)
The results, so far, look like this:
And let me tell you it is COMFY! What's left to do now is to finish building a table with a sprung hinged fold-away leg, that clips into the far wall- then unhooks easily to be swung under and provide lateral support for the bed. The interior is only foam pieces covered in stockinette currently, these will be nicely upholstered to a pleasant finish. Then I can attack the cupboards, new doors and a bloody good clean will be followed by Lino flooring which will make the accommodation room more sterile and home-from-homey but can be lifted and replaced easily. Then it's mini fridge-fitting time, which will have a permanent residence within the cupboards and be powered by a switchable 12V/230V supply- a microwave will also find it's way in here, and if I'm feeling really glam, an electric hob. It's already feeling like my little race weekend retreat in there!
In terms of oily bits, the truck has been fine- not been touched. The running gear is beefy as st and doesn't need much tending. The only breakage so far has been the battery isolator which snapped in my hand a few weeks ago, so I ordered and fitted a totally new isolator system with better fittings which is much nicer to use and a lot more secure. The tail lift also threw a scare with a BIG hydraulic leak from behind it's two-way valve, I identified the fitting and got a spanner to it but couldn't seem to tighten it, so it was straight on the phone to a hydraulic fitter (and drag racer- but that's another story!) to get it seen to. Hydraulic systems are really simple to be honest, but when it comes to something this load-carrying on which I need total reliance that it will work without fail on every occasion, it's worth getting the big guns in I think. So my tail lift got a full inspection and fresh LOLER cert, and believe it or not it didn't need to be touched- my puny effort with a spanner had cured the leak! I was given advice to white lithium the runners to within an inch of their lives, but other than that the tail lift has a clean bill of health.
Jobs remaining are to spider chase the cab electrics to restore interior lighting (one light sorted so far, three to go) and the night heater which has a dead panel. With the way the weather has been recently that hasn't been a priority! It may also need a tyre soon, one of the twin rears is showing some age-related cracking.
I'll say it again because it's so true, this truck is a bloody superb bit of kit.
Racing
The real meat of this update....
...You'll have to wait for, as I've run out of time between shifts. Bugger! I'll revisit when I get a chance, but rest assured that this part is where the really exciting stuff is!
In the meantime, here's a tease...
Mike
Mazda MX-5 NA
So, you may recall that the Mazda was being sold to fund the racing. After all, it's a second or third car at best, I really don't need it, it's just not a necessary thing to own. A little fizzy four-pot, it's not my style, it doesn't really do anything that the TVR doesn't do better, definitely best to move it on.
Well, the time came, tax and insurance was up for renewal, the car was cleaned, spick and span ready for sale... And I couldn't do it. The bloody thing has got under my skin!
The dash shows 163,000kms now and I've had lots of jobs to do to bring it up to scratc- well, no, that's a lie, no I haven't, I haven't really done anything more than put petrol in it. Oh!
I did have to tighten a loose exhaust clamp, so y'know, the hours have been put in and my dedication has been put to the test. Oh the humanity!TVR Chimaera
The TVR's last action was the TVRCC Cadwell Park trackday on the 24th May, and it had been laid up for a while beforehand so a bit of fettling was required to get her singing happily before the day of the (not) races. It didn't need much, soon the V8 was burbling away happily and the right fluids were getting to all the right places. It did throw up a small scare with a snapped fan belt on an exploratory run out the day before, but that was easily sorted and easily re-tensioned. Was I worried about getting to Cadwell? Not a bit. Because the TVR wasn't going to be driven there!
For some reason loading the TVR was a doddle compared to the Jag, in fact it looked a little bit lost in the back of the truck
the big black MAN provided superb service, swallowing the Fosse Way and the hard yards to the North East with little fuss. We drove up the night beforehand and planned to stay in the truck overnight. At the circuit we met fellow stop-overs Peter (phazed) with his superb N/A powerhouse Chim, and the owner of a beautiful Tamora that had trailered up behind his camper.I was in the back of the truck unstrapping the car when I heard a shout and poked my head out to see wisps of smoke emerging from beneath the Tamora. I grabbed my handheld extinguisher and ran over, but the bonnet cable had snapped meaning no access to the source of the fire. I emptied my extinguisher through the bonnet vents, under the car, anywhere I could think to try, but it was a lame effort and the futility became clear when the track security came over with a full-size bottle which was also emptied to no avail. Painfully we had to stand back and watch the flames take over. It was probably a matter of five minutes from the first sight of smoke to a full-scale inferno which totally overcame the car. We had to scramble to the other vehicles to clear the paddock, such was the intensity of the fire. It looks as though it started when the engine was fired to back the car off the trailer, and a fuel line let go. In retrospect it's clear from how quickly it developed that the car was a goner from the moment it started, but of course that doesn't make it any easier watching someone's P&J burn despite getting an extinguisher to the car almost immediately.
RIP the last TVR Tamora to be road registered in the UK.
Unsurprisingly I didn't sleep too well that night, the acrid smell of burning rubber and fibreglass still hung in the air and I couldn't bear to imagine the feelings of the poor chap who'd lost his beautiful car. At 5am when the sun rose over the circuit I was awake, so I took a stroll around the circuit to see what lay ahead for the rest of the day to come. Cadwell Park is a fantastic sight, you can't appreciate the sheer undulation and steepness of the hills unless you're on foot. With the morning dew still hanging and a clear sky above, the track looked breathtaking. I'd never been round before, and I couldn't wait to take it on. I returned to the paddock to this poignant sight.
Soon the morning calm was disturbed by the rumble of V8s and the rasp of straight sixes, as the TVR armada started to arrive. By 8am the paddock was a beehive of activity, cars being prepared and old friends catching up over a cup of tea. We got the kettle on and the gas stove fired for some bacon sarnies. I'd elected for the Intermediate group for the track day; it was my first time at Cadwell Park and I was well and truly out-gunned with my breathless 3.9 RV8. I needn't have been concerned; the combination of decent Federal tyres and a great suspension set up saw me flying round Cadwell. Tuscans, T350s, Cerbs, 5.0 RV8s, they were all fair game. I may not have had the horsepower but I did have a big raft of V8 noise which made me feel like I was doing a million miles per hour as the car played theatrics across the kerbs and up the mountain. By the end of the day I'd talked myself into keeping the throttle pinned over the rise, for no other reason than to hear the revs rise as the weight came off the car and the rears span up. What. A. Circuit. Loved it!
I had a great day, the TVRCC did a superb job, and my little Chim knocked me for six yet again. Apart from some fettling with the throttle cable in the morning, it ran faultlessly all day- and when we went to open pit lane in the afternoon there weren't many cars circulating that were consistently faster. The whole experience reinforced two points for me:
1- I shouldn't underestimate my TVR! It's absolutely fan-bloody-brilliant, and I should never forget that.
2- Fire safety. I have to plead guilty to being lax. I've always carried my handheld extinguisher in the car, and it had made me complacent. For example, my Chim leaks fuel if the tank is full and you corner hard- 'yeah it's alright, I just won't brim the tank'- it's not alright. I'm not driving the car again until I know my fuel system is fully leakproof. My handheld extinguisher that had given me so much confidence, did s
t-all when up against a fuel fire. And it's only blind luck that I didn't end up learning that lesson the hard(er) way.As for the TVR's future prospects, well, shame on me, it's laid up again. And I haven't so much as touched it since the track day. I hope I can be forgiven for this, as I have been rather busy- the rest of this post will reveal as such. What Cadwell revealed (or potentially caused, whatever!) is the dire need for exhaust manifolds, a new water pump, and new engine mounts. It's all part of the bigger picture plan for the mini-resto, the car is sadly SORN'd now waiting for me to start. And the interior, as my missus keeps reminding me, is 'all over the f
king house!' Alfa GT
Sounds funny. Needs a wheel bearing (or two). I had feared I had a driveshaft on the way out, as the nasty whining was accompanied by a rhythmical ticking from the left front, but closer inspection revealed this to be a pad wear sensor which had worked it's way loose and was kissing the wheel weights once every time round- so I sorted that, and whilst I was there, checked out all the front running gear for the source of the whine. Diff seems fine, it's not the gearbox, driveshafts look good- must be the wheel bearings. I've a mate with a 10 ton press so when I can borrow that from him I'll get it sorted.
Other than that, pretty good. 138k miles now, not bad for a frail little Italian. Engine is strong as an ox, though it smokes a little on startup- purely unburnt fuel, no trace of oil or oil level loss, so I suspect a leaky injector. Never fails to start though, so I'm unconcerned and I'll see to it when I have the time spare.
The only real mystery it's thrown at me- and this one really is a head scratcher- was a nasty vibration. And I mean NASTY. This damn oscillation would start at random times, normally 65mph or so when at a cruise, and once started would develop and develop until I was fighting to keep the car on the road- then disappear. It was totally random, couldn't be traced to a particular wheel, and seemed to be worse when it was damp. For a long time I suspected a wheel speed sensor on the blink causing one brake to bind and release rapidly, but I doubted that the Alfa had a TCS system sophisticated enough for individual wheel braking- further inspection made it all the more baffling, as there was no heat on the brakes when coasting to a stop after a particularly violent occurrence of the nasty bugger vibration. Tyre pressures or unbalanced wheels would have been the easy answer, but this was quickly dispelled.
The issue was only resolved once I removed- and this doesn't make ANY sense- the piggyback ECU. Many of my brain cells have been lost through the strain of trying to figure this one out, but I've given up on trying now. Whatever- it's solved, the ECU is gone, and the car now runs and drives as it should.
(Except for noisy b
d wheel bearings).the big black MAN
What an excellent bit of kit this truck is turning out to be. The storage, the lift, the tools, the comfort, the convenience- it's the best £6750 I've ever spent, I'm sure of it. That doesn't mean that it can't be improved though, and there are plans afoot. Many plans. See?
(The above is included purely as evidence that I do occasionally actually think about what I'm doing before doing it... just not very often!)
The results, so far, look like this:
And let me tell you it is COMFY! What's left to do now is to finish building a table with a sprung hinged fold-away leg, that clips into the far wall- then unhooks easily to be swung under and provide lateral support for the bed. The interior is only foam pieces covered in stockinette currently, these will be nicely upholstered to a pleasant finish. Then I can attack the cupboards, new doors and a bloody good clean will be followed by Lino flooring which will make the accommodation room more sterile and home-from-homey but can be lifted and replaced easily. Then it's mini fridge-fitting time, which will have a permanent residence within the cupboards and be powered by a switchable 12V/230V supply- a microwave will also find it's way in here, and if I'm feeling really glam, an electric hob. It's already feeling like my little race weekend retreat in there!
In terms of oily bits, the truck has been fine- not been touched. The running gear is beefy as s
t and doesn't need much tending. The only breakage so far has been the battery isolator which snapped in my hand a few weeks ago, so I ordered and fitted a totally new isolator system with better fittings which is much nicer to use and a lot more secure. The tail lift also threw a scare with a BIG hydraulic leak from behind it's two-way valve, I identified the fitting and got a spanner to it but couldn't seem to tighten it, so it was straight on the phone to a hydraulic fitter (and drag racer- but that's another story!) to get it seen to. Hydraulic systems are really simple to be honest, but when it comes to something this load-carrying on which I need total reliance that it will work without fail on every occasion, it's worth getting the big guns in I think. So my tail lift got a full inspection and fresh LOLER cert, and believe it or not it didn't need to be touched- my puny effort with a spanner had cured the leak! I was given advice to white lithium the runners to within an inch of their lives, but other than that the tail lift has a clean bill of health.Jobs remaining are to spider chase the cab electrics to restore interior lighting (one light sorted so far, three to go) and the night heater which has a dead panel. With the way the weather has been recently that hasn't been a priority! It may also need a tyre soon, one of the twin rears is showing some age-related cracking.
I'll say it again because it's so true, this truck is a bloody superb bit of kit.
Racing
The real meat of this update....
...You'll have to wait for, as I've run out of time between shifts. Bugger! I'll revisit when I get a chance, but rest assured that this part is where the really exciting stuff is!
In the meantime, here's a tease...
Mike
Edited by CanoeSniffer on Thursday 29th August 20:53
Where was I? Oh yeah, racing.. Okay, well I suppose I'll start with karting.
Castle Combe Karting Championship
The last round is tomorrow, and, er, I've already mathematically won. I suppose that takes the pressure off! It hasn't felt like a particularly challenging year, though that's not down to lack of driving talent. Most rounds have been separated by hundredths and more often than not I haven't been the fastest man on track. I suppose things have just fallen my way! What it means is another year of BRKC, which I'll try and be a bit better prepared for this year. I won't pretend to be fully committed to it, but it's a good challenge so it's worthy of being taken seriously.
24 Hour Karting Series
So I've done two more 24 hour kart races since my last update; the 24hrs of Le Mans on the Circuit de Alain Prost, and the Teesside 24hrs in Middlesborough. I would be driving for SKA Racing in a rental prokart from Teesside's fleet.
The 24hrs of Le Mans was a baptism of fire. The kart we were issued was a bit of a dog, and we couldn't get near the pace- when it was running. We fought with numerous breakdowns throughout the evening and into the night, and in the early hours of the morning we finally gave in and decided to drop to the back of the field in exchange for a different kart. Lo and behold we were suddenly on the pace of the leaders, but it was too little too late and we weren't able to make much progress. The experience of racing abroad, on a spectacular circuit, was still quite something.
Teesside was much of the same. Our kart simply didn't have any pace, but at least it held itself together for consecutive stints. We had two teams, and although our team held the trump card (one particular driver who had been fastest in the same karts at Le Mans and was monstrously fast everywhere), we couldn't get near the pace of the other team in what seemed to be a slightly healthier kart. Undeterred, we ploughed on and some consistency and determination saw us still running competitively- the other team some distance up the road and fighting with the big guns. It all ended late in the evening with engine failure, the same fate befalling the other team in the early hours of the morning. Unfortunate, but it can't be helped. Teesside was a fantastic track, if a bit brutal with some nasty bumps.
If anything sums up our luck, it's managing to break the steering wheel- at BOTH races! 3h20m total driving with this was distinctly uncomfortable- but I suppose it's called endurance racing for a reason!
I've learned by now to take the rough with the smooth when it comes to 24 hour races. We seemed to have no luck at all this year, but both events were still wonderful experiences and I'll still have great memories of them.
The Jaaaaaaaag
The Jag has completed a decent shakedown period comprising trackdays at Castle Combe and Thruxton, testing a few different parts. It's now sitting pretty on 17x9 Wolfrace wheels with new R888Rs (as per JEC regs) and EBC brakes front and rear. This thing is a beast! It's a real wrestling match, but if you can hang on tightly enough it grips and goes far better than a big old barge has any right to.
Words can't really justify the amount of work that's gone into it. A few bits still need doing before this coming weekend, where I'll be racing in the JEC Saloons & GTs at the CSCC Thruxton Thriller (the 21st-22nd September). I'm dead excited! I can't believe I'm finally racing, and I'm so proud to have got the car together in time for it. If anyone is thinking of coming down, I've seen the entry list.. You definitely should. What a weekend it's set to be! In the meantime, the work continues..
For anyone using the book of face you'll find more detail on my racing exploits here:
https://www.facebook.com/mikeseabourneracing/?moda...
And some videos of the shakedown running (and any racing as and when I do it) here:
https://www.youtube.com/channel/UCIuJShtNatfh5RbsY...
Apologies for keeping it brief, but as ever time is at a premium. Hopefully I'll see some of you at Thruxton!
Castle Combe Karting Championship
The last round is tomorrow, and, er, I've already mathematically won. I suppose that takes the pressure off! It hasn't felt like a particularly challenging year, though that's not down to lack of driving talent. Most rounds have been separated by hundredths and more often than not I haven't been the fastest man on track. I suppose things have just fallen my way! What it means is another year of BRKC, which I'll try and be a bit better prepared for this year. I won't pretend to be fully committed to it, but it's a good challenge so it's worthy of being taken seriously.
24 Hour Karting Series
So I've done two more 24 hour kart races since my last update; the 24hrs of Le Mans on the Circuit de Alain Prost, and the Teesside 24hrs in Middlesborough. I would be driving for SKA Racing in a rental prokart from Teesside's fleet.
The 24hrs of Le Mans was a baptism of fire. The kart we were issued was a bit of a dog, and we couldn't get near the pace- when it was running. We fought with numerous breakdowns throughout the evening and into the night, and in the early hours of the morning we finally gave in and decided to drop to the back of the field in exchange for a different kart. Lo and behold we were suddenly on the pace of the leaders, but it was too little too late and we weren't able to make much progress. The experience of racing abroad, on a spectacular circuit, was still quite something.
Teesside was much of the same. Our kart simply didn't have any pace, but at least it held itself together for consecutive stints. We had two teams, and although our team held the trump card (one particular driver who had been fastest in the same karts at Le Mans and was monstrously fast everywhere), we couldn't get near the pace of the other team in what seemed to be a slightly healthier kart. Undeterred, we ploughed on and some consistency and determination saw us still running competitively- the other team some distance up the road and fighting with the big guns. It all ended late in the evening with engine failure, the same fate befalling the other team in the early hours of the morning. Unfortunate, but it can't be helped. Teesside was a fantastic track, if a bit brutal with some nasty bumps.
If anything sums up our luck, it's managing to break the steering wheel- at BOTH races! 3h20m total driving with this was distinctly uncomfortable- but I suppose it's called endurance racing for a reason!
I've learned by now to take the rough with the smooth when it comes to 24 hour races. We seemed to have no luck at all this year, but both events were still wonderful experiences and I'll still have great memories of them.
The Jaaaaaaaag
The Jag has completed a decent shakedown period comprising trackdays at Castle Combe and Thruxton, testing a few different parts. It's now sitting pretty on 17x9 Wolfrace wheels with new R888Rs (as per JEC regs) and EBC brakes front and rear. This thing is a beast! It's a real wrestling match, but if you can hang on tightly enough it grips and goes far better than a big old barge has any right to.
Words can't really justify the amount of work that's gone into it. A few bits still need doing before this coming weekend, where I'll be racing in the JEC Saloons & GTs at the CSCC Thruxton Thriller (the 21st-22nd September). I'm dead excited! I can't believe I'm finally racing, and I'm so proud to have got the car together in time for it. If anyone is thinking of coming down, I've seen the entry list.. You definitely should. What a weekend it's set to be! In the meantime, the work continues..
For anyone using the book of face you'll find more detail on my racing exploits here:
https://www.facebook.com/mikeseabourneracing/?moda...
And some videos of the shakedown running (and any racing as and when I do it) here:
https://www.youtube.com/channel/UCIuJShtNatfh5RbsY...
Apologies for keeping it brief, but as ever time is at a premium. Hopefully I'll see some of you at Thruxton!
Gassing Station | Readers' Cars | Top of Page | What's New | My Stuff