First Cerbera Trackday!!!
Discussion
Ok, its been a few days since now, so im just about calm enough to type properly. 
As I mentioned before, I planned to take the Cerb on track for the first time in my hands at Croft race circuit in somewhere ridiculously north. I had been putting a trackday off for ages as to be perfectly honest, the thought of damaging my baby was absolutely terrifying; credit to my Dad, he did his best to talk me into it and I finally agreed to join him for the day with some tuition... The day was split into six sessions, alternating between myself and dad with three sessions each, the instructor (details to follow) was in the passenger seat throughout.
I'll start with the race drivers book of excuses before explaining further, this is both to save face a little and to let you know just how new I am to the whole driving a rocket game; hopefully it may well inspire some of you vastly more experienced owners to bite the bullet and go on a trackday yourselves. Right, Im young. This makes me foolish and not particularily aware of my own limitations. Granted, im a little bit of a wuss having had a big car crash (40mph+ roll) a year ago and the Cerbera scares me just thinking about it - but generally, im not exactly captain cautious with things. Next; experience, in terms of driving the Cerbera quickly, im limited to a single WET run up harewood hillclimb and err, thats all folks. For low speed stuff, I've mostly done an industrial estate and a field or two in Le Mans.
To make matters worse, my daily driver, and the only car I have constant use of is a Smart Car. Rear wheel drive, yes, powerful? err no. Its also LHD and has the rather ponderous and fool proof gearbox that I've grown to just about bare. As far as track experience goes, im limited to a single trackday and a fair few runs at Bruntingthorpe in the aforementioned Smart car, so again, a complete newbie. For the skim readers: 21, limited rwd experience, never really driven the Cerb hard in the dry, never really driven the Cerb for more than 10miles total before, used to LHD and not used to a clutch.
Sounds disasterous doesnt it? Certainly seemed that way as I crawled onto track for three sighting laps... Unfortunately the noise limits meant we were running silencers, but even so, I could barely hear myself think about how scary it all was just pootling round. I had my Dad in the passenger seat for this part and gave a very nervous commentary, momentarilly dabbing the throttle for the briefest of kicks in the back. With three laps up, it was time to pit in and get the instructor on board, at this point I was absolutely terrified, but rather glad I could return to an empty track. Luck wasnt on my side, amongst the noise testing and various ditherers in my way, my attempt to get through the pit lane was tediously long and as a result, cut my session short to one outlap, a single lap and then an in lap.
Without a moments thought, the red mist of being held back had settled a little and we were waved back onto the track, terrified, I gave the throttle the tiniest of squirts in first and then up to second just before the first corner - the outlap was slow and ponderous, I'll go straight into the second lap as a result. Concentrating only on my lines and making sure I kept on the tarmac, I shakily negotiated the braking zone on the start finish straight , then the first sequence of corners and settled sheepishly into hawthorns on a steady throttle - this is a long sweeping corner that at the time the car felt uncomfortable with. Out of hawthorns there is a terrifying yet wonderfully satisfying sort of chicane, one where the first lap felt pretty steady and allowed a confident sharp throttle down moment onto the back straight. At this point, I'd like you to bare in mind that I hadnt really ever had the chance to experience full throttle in second or third... what I can only describe as an absolute eruption of torque fired the car forward at a rate that I simply hadnt experienced from the drivers seat before.
I can safely say this was the first big grin moment of the day, although approaching the middle/top of third, I got a very very cold feeling and a sickening feeling that I was totally out of my depth, my grin leaving with it. My instructors comments were incredibly helpful and accurate to everything I was doing and this allowed me to lift momentarily and regain my composure before negotiating the kink - something I didnt really have to do again during the day. Deep into the braking zone for tower, it occurred to me how bad the brakes are on our Cerb. As is usually the case with it, halfway between services the brakes start to judder - something cured by roughing them up a bit, nevermind, they were still strong and effective. Tower at first was a very slow and awkward turn, I didnt feel comfortable and nor did the car, still, my line was acceptable, yet again allowing for the monster AJP to fire forward into the esses.
Those unfamiliar with croft will not know quite how tricky the jim clark (apologies if I have corners wrong, I have no circuit map to hand) esses are at speed, especially in a car with a reputation like the Cerbera's, more so with a complete buffoon at the wheel. I messed up my turn in and completely unsettled the car, the following turn necessitated a slightly odd bit of steering work and a dab on the brakes in panic... this luckily settled the car a little and allowed me to continue through and up to the next corner. Barcroft itself is the final quick corner to negotiate, the trio on that particular straight feeling like threading a thread through the top of a needle. Barcroft is the scary one as far as im concerned. As a spectator, its the one you see with a wall should you mess things up. Dare I say it, on track it was always the corner that I wanted to try and negotiate quicker, I cant say why, but it was one I had difficulty turning in too soon with and trying to "cut" - I found it strangely appealing. First proper lap through wasnt too bad, and indeed I had little concern for the corner throughout the day.
Braking hard, changing down with a heel and toe movement (something I do in every car, have done for years now, dad doesnt I dont think, but I prefer the smoothness it affords) then turning in to the sunny in and sunny out sequence was again a part of the track I really quite liked, the first attempt at which went suprisingly well, although I only held a steady throttle through and could have used less steering through sunny out, it felt good. Again, picking up the throttle more gently this time, the car still in third, it occurred to me just how quickly the thing revs. The AJP8 really is a snarling monster of an engine, seriously scary in its delivery yet at the same time, you just want to burst into manic laughter... or atleast you do before you realise your instructor has just said braaaaaaaaaaaake. Panic over, the Cerb settled into the start of complex reasonably well, my line leaving much to be desired, but the cars ample grip covering my mistakes.
Out of complex I was perhaps a little too hasty with the throttle, the car felt awkward once more and meant for a complete hash of a final hairpin corner... something I struggled with, as im too eager to get on the power and messed up my down change atleast four times during the day by slotting fourth instead of second. Again, the AJP roared at me that it had things covered down the straight as each gear slotted home, revs hungry for more and creating the sense that everything else in the world had become irrelevent.
With the chequered flag waving, I took the cool down lap as its meant to be taken, slow as hell, but using the time to refine my lines and talk to my incredibly helpful instructor. Pulling into the paddock, I again spent more time discussing faults with him. In a nutshell, I was too abrupt with my inputs. The lines were generally good, but in order to get the best from the car, everything needed to be alot smoother - and alot quicker. With the de-brief over, I handed over to Dad, and reflected on the first short session.
I'll continue in another post as my internet explorer is struggling for some reason, for those who are still reading this and havent been bored to tears, my thanks - I will put up part two as quick as I can type it. Please forgive any mistakes, as mentioned above, I really am a complete idiot when it comes to most things in life.
As I mentioned before, I planned to take the Cerb on track for the first time in my hands at Croft race circuit in somewhere ridiculously north. I had been putting a trackday off for ages as to be perfectly honest, the thought of damaging my baby was absolutely terrifying; credit to my Dad, he did his best to talk me into it and I finally agreed to join him for the day with some tuition... The day was split into six sessions, alternating between myself and dad with three sessions each, the instructor (details to follow) was in the passenger seat throughout. I'll start with the race drivers book of excuses before explaining further, this is both to save face a little and to let you know just how new I am to the whole driving a rocket game; hopefully it may well inspire some of you vastly more experienced owners to bite the bullet and go on a trackday yourselves. Right, Im young. This makes me foolish and not particularily aware of my own limitations. Granted, im a little bit of a wuss having had a big car crash (40mph+ roll) a year ago and the Cerbera scares me just thinking about it - but generally, im not exactly captain cautious with things. Next; experience, in terms of driving the Cerbera quickly, im limited to a single WET run up harewood hillclimb and err, thats all folks. For low speed stuff, I've mostly done an industrial estate and a field or two in Le Mans.
To make matters worse, my daily driver, and the only car I have constant use of is a Smart Car. Rear wheel drive, yes, powerful? err no. Its also LHD and has the rather ponderous and fool proof gearbox that I've grown to just about bare. As far as track experience goes, im limited to a single trackday and a fair few runs at Bruntingthorpe in the aforementioned Smart car, so again, a complete newbie. For the skim readers: 21, limited rwd experience, never really driven the Cerb hard in the dry, never really driven the Cerb for more than 10miles total before, used to LHD and not used to a clutch.
Sounds disasterous doesnt it? Certainly seemed that way as I crawled onto track for three sighting laps... Unfortunately the noise limits meant we were running silencers, but even so, I could barely hear myself think about how scary it all was just pootling round. I had my Dad in the passenger seat for this part and gave a very nervous commentary, momentarilly dabbing the throttle for the briefest of kicks in the back. With three laps up, it was time to pit in and get the instructor on board, at this point I was absolutely terrified, but rather glad I could return to an empty track. Luck wasnt on my side, amongst the noise testing and various ditherers in my way, my attempt to get through the pit lane was tediously long and as a result, cut my session short to one outlap, a single lap and then an in lap.
Without a moments thought, the red mist of being held back had settled a little and we were waved back onto the track, terrified, I gave the throttle the tiniest of squirts in first and then up to second just before the first corner - the outlap was slow and ponderous, I'll go straight into the second lap as a result. Concentrating only on my lines and making sure I kept on the tarmac, I shakily negotiated the braking zone on the start finish straight , then the first sequence of corners and settled sheepishly into hawthorns on a steady throttle - this is a long sweeping corner that at the time the car felt uncomfortable with. Out of hawthorns there is a terrifying yet wonderfully satisfying sort of chicane, one where the first lap felt pretty steady and allowed a confident sharp throttle down moment onto the back straight. At this point, I'd like you to bare in mind that I hadnt really ever had the chance to experience full throttle in second or third... what I can only describe as an absolute eruption of torque fired the car forward at a rate that I simply hadnt experienced from the drivers seat before.
I can safely say this was the first big grin moment of the day, although approaching the middle/top of third, I got a very very cold feeling and a sickening feeling that I was totally out of my depth, my grin leaving with it. My instructors comments were incredibly helpful and accurate to everything I was doing and this allowed me to lift momentarily and regain my composure before negotiating the kink - something I didnt really have to do again during the day. Deep into the braking zone for tower, it occurred to me how bad the brakes are on our Cerb. As is usually the case with it, halfway between services the brakes start to judder - something cured by roughing them up a bit, nevermind, they were still strong and effective. Tower at first was a very slow and awkward turn, I didnt feel comfortable and nor did the car, still, my line was acceptable, yet again allowing for the monster AJP to fire forward into the esses.
Those unfamiliar with croft will not know quite how tricky the jim clark (apologies if I have corners wrong, I have no circuit map to hand) esses are at speed, especially in a car with a reputation like the Cerbera's, more so with a complete buffoon at the wheel. I messed up my turn in and completely unsettled the car, the following turn necessitated a slightly odd bit of steering work and a dab on the brakes in panic... this luckily settled the car a little and allowed me to continue through and up to the next corner. Barcroft itself is the final quick corner to negotiate, the trio on that particular straight feeling like threading a thread through the top of a needle. Barcroft is the scary one as far as im concerned. As a spectator, its the one you see with a wall should you mess things up. Dare I say it, on track it was always the corner that I wanted to try and negotiate quicker, I cant say why, but it was one I had difficulty turning in too soon with and trying to "cut" - I found it strangely appealing. First proper lap through wasnt too bad, and indeed I had little concern for the corner throughout the day.
Braking hard, changing down with a heel and toe movement (something I do in every car, have done for years now, dad doesnt I dont think, but I prefer the smoothness it affords) then turning in to the sunny in and sunny out sequence was again a part of the track I really quite liked, the first attempt at which went suprisingly well, although I only held a steady throttle through and could have used less steering through sunny out, it felt good. Again, picking up the throttle more gently this time, the car still in third, it occurred to me just how quickly the thing revs. The AJP8 really is a snarling monster of an engine, seriously scary in its delivery yet at the same time, you just want to burst into manic laughter... or atleast you do before you realise your instructor has just said braaaaaaaaaaaake. Panic over, the Cerb settled into the start of complex reasonably well, my line leaving much to be desired, but the cars ample grip covering my mistakes.
Out of complex I was perhaps a little too hasty with the throttle, the car felt awkward once more and meant for a complete hash of a final hairpin corner... something I struggled with, as im too eager to get on the power and messed up my down change atleast four times during the day by slotting fourth instead of second. Again, the AJP roared at me that it had things covered down the straight as each gear slotted home, revs hungry for more and creating the sense that everything else in the world had become irrelevent.
With the chequered flag waving, I took the cool down lap as its meant to be taken, slow as hell, but using the time to refine my lines and talk to my incredibly helpful instructor. Pulling into the paddock, I again spent more time discussing faults with him. In a nutshell, I was too abrupt with my inputs. The lines were generally good, but in order to get the best from the car, everything needed to be alot smoother - and alot quicker. With the de-brief over, I handed over to Dad, and reflected on the first short session.
I'll continue in another post as my internet explorer is struggling for some reason, for those who are still reading this and havent been bored to tears, my thanks - I will put up part two as quick as I can type it. Please forgive any mistakes, as mentioned above, I really am a complete idiot when it comes to most things in life.
Great to hear that you've got behind the wheel at last, look forward to seeing you and your dad out sprinting soon. 
Here's the circuit, if anyone's interested.
The TVR Speed Championship will be at Croft on Easter Monday if anyone wants to come along and support us. It's a hell of a long way from Kent, but I'll be there.
Tim
Here's the circuit, if anyone's interested.
The TVR Speed Championship will be at Croft on Easter Monday if anyone wants to come along and support us. It's a hell of a long way from Kent, but I'll be there.
Tim
Good post, you'll get the bug now & that'll be that
I can seriously recommend the Donington evening sessions for £99.00, great Cerbera circuit with plenty of run off & those amazing Craner Curves
In my opinion, with the roads becoming ever increasingly congested/dangerous, track days etc are the only true playground for Cerbs.
I can seriously recommend the Donington evening sessions for £99.00, great Cerbera circuit with plenty of run off & those amazing Craner Curves
In my opinion, with the roads becoming ever increasingly congested/dangerous, track days etc are the only true playground for Cerbs.
With Dads session over and done with, it was time to have lunch and compare notes... I should say at this point, the trackday although far too short, was perfectly organised for a newbie (ran by Javelin) and allowed decent enough time for the Cerbera to rest inbetween play time. It seemed Dad had his fair share of things to work on too, which was encouraging for me as I was hopefully not too much of a gulf of ability away from him. He's very modest when it comes to admitting his abilities as a driver, but I hold him in pretty high reguard, especially since seeing how he has developed over the years of Cerbera ownership. Previous cars havent been particularily performance oriented so its been a huge leap to learn to get the best from the Cerbera, im very proud of him for it and can appreciate just how steep the learning curve is now.
Right, second session - I wont go through the whole laps now as it'll bore you, but I will concentrate on the key things I learnt and particularily good or obviously bad moments througout. Having taken time to consider my actions, it was time to put the improvements into pracitce. I'd set aside that I really wanted to be alot smoother with my steering inputs as a very minimum requirement for improvement. Out onto the track, I can honestly say the previous sense of fear was long gone. Yes, I was still slightly scared at times, but with the Cerbera I found that these brief moments are almost always followed by a childish giggle as the whole thing feels slightly illicit and you cant quite believe what you get away with.
Sure enough, my steering inputs on turn in were more considered during the second session. The effects of which could be felt massively through the car. The Cerbera is a car that in my opinion lacks steering feel, something that makes it seem nervous and darty - however, taken with two steady hands and pushed with correct smooth inputs, the depth of ability of the car really shines through. There is an art to getting it all just so - a balance between feeling and utilising the weight and allowing for it in each degree of lock results in a very settled car, so much so that I felt I wasnt really pushing it throughout the second session. Sure enough, I was still slow, but much quicker than earlier, much smoother - and much more confident. Its at this point where the grin becomes permanent, the mind relaxes and you wonder exactly how you've been enough of a fool to miss out on not doing this sooner.
With more appropriate inputs, and the car on your side, it was possible to really focus on getting the lines and braking right. I stand corrected on the brakes, though ours are a pain on light application, when you properly use them (I was merely dabbing them before) they bite, hard, and the levels of retardation are really superb. In the past few years I've been extremely fortunate to attand numerous "Vmax" days and as a result, can guage a cars braking performance against many extremely competent performance cars. In my opinion, the Cerbera is really high up the list in terms of stopping power, this is in part due to the brakes (standard on our car with the exception of TrackCars upgraded front disks) and probably also the weight. Lets not forget, this is still a relatively lightweight car at 1200kilos, compared to your comparably lardy Porker turbos and what have you. To say the brakes seem to be atleast on a par is a compliment, especially as the Porsche has the benefit of the most mangnificent testing and development of more or less anyone out there.
The session allowed me to get my line right for the esses and barcroft, each time approaching with a little more speed and I must admit, it felt all the better for it - the threading through the eye of a needle act led to an immensely satisfying feeling, with the set up to barcroft constantly appearing to egg me on more and more to push further. My instructor again, was fantastic at this point, his suggestions on dabbing the brakes at certain point to get the weight over the front wheels to settle the front of the car for barcroft probably saved me from being too overzealous early on. Equally impressive was the sunny in and sunny out combination, utilising his advice on taking off a few degrees of steering after sunny in and balancing the throttle with the slightest hint of acceleration really meant the Cerb was rock solid and ready to fire up the next straight. I could never tire of third gear in that car, foot to the floor and hearing every rise in its note blaring against the surroundings is just immense. I cannot put into words how much I loved it.
Complex, remained as its name suggests, a difficulty, my lines had improved, but I wasnt pushing the car, and it almost felt nervous because of it, a bit like when you're unloading the wheels with a lift, it felt like it was tip-toeing round at this point. Again, too hasty with my throttle inputs coming out of complex was an irritation, my instincts leaning too far towards the point and squirt that you'd usually associate with such a car and not enough on carrying through the momentum that I would normally do in say, my smart. This is perhaps the only failing of the Cerberas engine in my book - its simply soo good that you feel that all the speed is available by purely firing it down the straights. To assume so, is to do the chassis a great discredit, and means for slow progress. Again, I must stress, I was a moving chicane to most on track and although I havent yet noted it, I was very much so trying to be as courteous as possible to others on track by watching my mirrors and pulling over whenever safe to do so.
Leading on from this letting people past lark, I learnt something new about the Cerbera. It is quite simply, one of the quickest cars out there. As childish as it was, coming out of say, the hairpin, and indicating to let others past while throttling back was something I revelled. The sense of defeat that ensues soon disappears after they've past and got a few car lengths - this is the point where you put the loud pedal down and chew up said car lengths just before the braking zone. I didnt come across anything in our session that couldnt be reeled back in within seconds of AJP flexage. 
the esses before hawthorne, during the corner and the chicane exit felt far better, it was as if I was cutting out all the rubbish from earlier in the day and instead slicing through cleanly, each time allowing for more throttle build up througout hawthornes and getting on the power earlier and harder out of it, the kink on the main straight simply wasnt a concern, the car seemingly feeling like it was running slicks compared to earlier, with a far more stiffly sprung and rigid feeling. The stance of the car throughout the lap just felt that much better, that it allowed more confident use of all the controls and as a result, a not inconsiderable increase in overall speed.
It was all over too soon, I had an immense time in the second session and learnt alot. This time, with the chequered flag out, all I could think about was how little I wanted to get out of the car. It just seemed like such a challenging experience, yet infinately rewarding at the same time... I really can only think to describe it as a car that you'd ideally want to spend years with just trying to be more delicate with you inputs, delight in all its handling foibles/character and fire out of every corner on the earth with the merest hint of opposite lock - allowing the AJP to scream deep into the next braking zone.
Sure enough, once again there was more to learn, though a massive improvement was made in terms of steering and balancing the cars weight. I'd had little in terms of critism for the corner exit, although perhaps I was jumping on all the pedals a little too harshly when I perhaps should have allowed it to flow more. Smoothness certainly seemed to be the key, and something that I hoped to further work on in the third and unfortunately final session.
Again, Internet explorer is struggling, so I'll post part three seperately as soon as its typed... apologies, this computer runs a bit like a low production british sportscar and can be fragile at times.
Right, second session - I wont go through the whole laps now as it'll bore you, but I will concentrate on the key things I learnt and particularily good or obviously bad moments througout. Having taken time to consider my actions, it was time to put the improvements into pracitce. I'd set aside that I really wanted to be alot smoother with my steering inputs as a very minimum requirement for improvement. Out onto the track, I can honestly say the previous sense of fear was long gone. Yes, I was still slightly scared at times, but with the Cerbera I found that these brief moments are almost always followed by a childish giggle as the whole thing feels slightly illicit and you cant quite believe what you get away with.
Sure enough, my steering inputs on turn in were more considered during the second session. The effects of which could be felt massively through the car. The Cerbera is a car that in my opinion lacks steering feel, something that makes it seem nervous and darty - however, taken with two steady hands and pushed with correct smooth inputs, the depth of ability of the car really shines through. There is an art to getting it all just so - a balance between feeling and utilising the weight and allowing for it in each degree of lock results in a very settled car, so much so that I felt I wasnt really pushing it throughout the second session. Sure enough, I was still slow, but much quicker than earlier, much smoother - and much more confident. Its at this point where the grin becomes permanent, the mind relaxes and you wonder exactly how you've been enough of a fool to miss out on not doing this sooner.
With more appropriate inputs, and the car on your side, it was possible to really focus on getting the lines and braking right. I stand corrected on the brakes, though ours are a pain on light application, when you properly use them (I was merely dabbing them before) they bite, hard, and the levels of retardation are really superb. In the past few years I've been extremely fortunate to attand numerous "Vmax" days and as a result, can guage a cars braking performance against many extremely competent performance cars. In my opinion, the Cerbera is really high up the list in terms of stopping power, this is in part due to the brakes (standard on our car with the exception of TrackCars upgraded front disks) and probably also the weight. Lets not forget, this is still a relatively lightweight car at 1200kilos, compared to your comparably lardy Porker turbos and what have you. To say the brakes seem to be atleast on a par is a compliment, especially as the Porsche has the benefit of the most mangnificent testing and development of more or less anyone out there.
The session allowed me to get my line right for the esses and barcroft, each time approaching with a little more speed and I must admit, it felt all the better for it - the threading through the eye of a needle act led to an immensely satisfying feeling, with the set up to barcroft constantly appearing to egg me on more and more to push further. My instructor again, was fantastic at this point, his suggestions on dabbing the brakes at certain point to get the weight over the front wheels to settle the front of the car for barcroft probably saved me from being too overzealous early on. Equally impressive was the sunny in and sunny out combination, utilising his advice on taking off a few degrees of steering after sunny in and balancing the throttle with the slightest hint of acceleration really meant the Cerb was rock solid and ready to fire up the next straight. I could never tire of third gear in that car, foot to the floor and hearing every rise in its note blaring against the surroundings is just immense. I cannot put into words how much I loved it.
Complex, remained as its name suggests, a difficulty, my lines had improved, but I wasnt pushing the car, and it almost felt nervous because of it, a bit like when you're unloading the wheels with a lift, it felt like it was tip-toeing round at this point. Again, too hasty with my throttle inputs coming out of complex was an irritation, my instincts leaning too far towards the point and squirt that you'd usually associate with such a car and not enough on carrying through the momentum that I would normally do in say, my smart. This is perhaps the only failing of the Cerberas engine in my book - its simply soo good that you feel that all the speed is available by purely firing it down the straights. To assume so, is to do the chassis a great discredit, and means for slow progress. Again, I must stress, I was a moving chicane to most on track and although I havent yet noted it, I was very much so trying to be as courteous as possible to others on track by watching my mirrors and pulling over whenever safe to do so.
Leading on from this letting people past lark, I learnt something new about the Cerbera. It is quite simply, one of the quickest cars out there. As childish as it was, coming out of say, the hairpin, and indicating to let others past while throttling back was something I revelled. The sense of defeat that ensues soon disappears after they've past and got a few car lengths - this is the point where you put the loud pedal down and chew up said car lengths just before the braking zone. I didnt come across anything in our session that couldnt be reeled back in within seconds of AJP flexage.
the esses before hawthorne, during the corner and the chicane exit felt far better, it was as if I was cutting out all the rubbish from earlier in the day and instead slicing through cleanly, each time allowing for more throttle build up througout hawthornes and getting on the power earlier and harder out of it, the kink on the main straight simply wasnt a concern, the car seemingly feeling like it was running slicks compared to earlier, with a far more stiffly sprung and rigid feeling. The stance of the car throughout the lap just felt that much better, that it allowed more confident use of all the controls and as a result, a not inconsiderable increase in overall speed.
It was all over too soon, I had an immense time in the second session and learnt alot. This time, with the chequered flag out, all I could think about was how little I wanted to get out of the car. It just seemed like such a challenging experience, yet infinately rewarding at the same time... I really can only think to describe it as a car that you'd ideally want to spend years with just trying to be more delicate with you inputs, delight in all its handling foibles/character and fire out of every corner on the earth with the merest hint of opposite lock - allowing the AJP to scream deep into the next braking zone.
Sure enough, once again there was more to learn, though a massive improvement was made in terms of steering and balancing the cars weight. I'd had little in terms of critism for the corner exit, although perhaps I was jumping on all the pedals a little too harshly when I perhaps should have allowed it to flow more. Smoothness certainly seemed to be the key, and something that I hoped to further work on in the third and unfortunately final session.
Again, Internet explorer is struggling, so I'll post part three seperately as soon as its typed... apologies, this computer runs a bit like a low production british sportscar and can be fragile at times.
Dads session seemed to take an eternity. As did his de-brief... the insturctor was full of praise, which spurred me on - not that im competitive, not at all. Anyway, with the new need to improve further and hopefully not be too outclassed by my father - I jumped in the driving seat once more and readyed myself for the final session.
In this session it was important to be more gentle with my throttle and braking inputs initially, and I was determined to do the Cerb a little more justice in the corners with a bit of luck. The out lap was curious, it was the first time I'd been stuck in traffic on the day and I decided to let it all go and give myself a bit of clear track. Not a bad move as it turned out, as with most of the day, I had space and this allowed for me to be alot happier about pushing things, knowing if I made a hash of it - I'd only damage my pride... ah, and perhaps the car. I have to admit now that despite the first sessions musings on how close all the walls seem to be, the thought of even leaving the track had long since left my mind. This is in part due to the excellent instruction I had during the day, the confidence installed in me as a result of it and a massive amount down to the car.
The press, and infact, most of PH, seem to have the idea that the Cerbera is a beast that cannot be tamed. The reality, or atleast in my experience of a Trackcar road-biased set up Cerbera, seemed far different (cheapest dampers out there although well judged overall set up, naturally you can expect nothing less from Trackcar, whos hard work on the car has made it such an immense weapon.) The Cerbera is a car that is difficult to *master* - this became apparent during the third session. However, it is not a difficult handling car. Far from it, infact - I was amazed at how much grip, poise and traction was available. The lack of feedback through the steering wheel really didnt matter too much as the rest of the car feels and reacts just as it should. If anything, steering inputs in the Cerbera were the key to making sure it was settled, and it soon became obvious that no matter how clumsy under braking or accelerating, a relaxed and appropriate bit of steering would allow the Cerbera to just shrug it all off.
The speed was building, I could feel more confident in the whole car with every lap, and I'd realised I had started to really even remotely push it at certain points of the track. If I had maintained this rate of improvement or even close to it, I was certain that the Cerb had the potential to be one of the quicker lapping cars within say, three more sessions. Again, the instruction was top notch, and the car deserved the driver improvement. With every aspect of speed building, accelerating harder but smoother out of corners had just felt great. I distinctly rememeber the first time I went through hawthornes quickly, maintaining the steering angle and feeding on the power as much as I dared the car felt like it was tucking in - not losing grip, almost gaining grip - it carved through as you would on a set of skis through snow - immense. I ended up so quick through there I wussed out on the exit and dabbed the brakes, much to my instructors amusement!
I found that these switching corners between right and left really didnt trouble the Cerbera, perhaps this is mostly down to TVR's lowish weight (a porsche 997GT3 is a good 200kilos more lets not forget) and also more to do with the Cerberas wheelbase, which allowed for any movement to be well telegraphed, more importantly, easily collected/dealt with. Again, every straight was just bliss... The AJP8 is an engine I had already held in high reguard, but riding every lb ft of torque as the nose lifts slightly and it just squats down to fire forward is simply one of those experiences in life that people need to tick off. There are more powerful and smoother engines out there, but im yet to find one with such a spine tingling mix of a strange yet addictive delivery and the noise, oh my god the noise. Even with silencers its pure evil. Infact, I felt the silencers were unhappy to even be there, such is the beauty of the AJP's bark. Its the three headed dog, in harmony, down three megaphones with plenty of flem and a grenade going off for every pop and bang.
Deeper into every braking zone I went, with more trail braking going on and alot less steering still, allowing for the car to settle into an almost rear led corner entry and utilising the transition between the trail braking, settling the cars stance mid corner and feeding the throttle to move the weight over the back is something that cannot be explained. The feeling is incredible though, and when done just right - is such a buzz that you start to giggle with absolute satisfaction. I managed it once at tower and the resulting extra speed down the next straight and into the esses was scary. Truly, when mastered, this car really punches above its weight - something that sums up every aspect of the Cerbera in my opinion, it is just so much more than the sum of its parts, or the quoted figures and its this pushing of your every expectation that just leads it to get under your skin.
Complex, a corner previously messed up on, became a testing ground for entry speeds - I wasnt even close earlier, yet again, trailbraking and even getting a sniff of understeer meant I could carry atleast 10mph up on previous best attempts without it feeling like it was even troubling the blackpool bomber. The following hairpin was becoming alot easier, with an extremely late turn in and increasingly earlier and smoother throttle input - the car simply flew through this section.
My braking into cleavaux was, regretably, pathetic - bigger balls needed througout, again a case of underestimating the car - on each subsequent pass through it I felt I'd not done it justice - still, concentrating on keeping my lines neat for hawthornes was easy and led for far more controlled and quicker progress. The feeling of the back left hand wheel just tucking in and the car adopting a consistant, perfect angle of attack ready for the right left switch was mesmerising. I loved every second of every corner, if only I could have stringed together a lap of perfect ones it'd fly.
It was at this point I realised I'd reeled in a far slower car, an Mx5 to be precise, I held back a bit and decided to wait for the main start finish straight - the driver was obviously, like myself, a novice and I thought a snarling Cerbera 4.5 in imposing and suggestive light blue and half bare fibreglass front end was possibly going to be a little unsettling. Even so, holding back was difficult. One point, which sums up the power of the car to me was when I came out of sunny out and thought "christ im approaching him a bit quick" only to lift off the throttle and realise I was barely feathering it... cue the next overtaking opportunity and MASSES of power as the blue missile screamed past the little mx.
Unfortunately, the chequered flag came out again, I'd improved my harsh pedal work a little, but not enough, but more importantly I'd got a taste for even approaching getting the best from the Cerb. I wanted more. I really felt gutted to pull into the paddock, the debrief being nicely brief, I just basked in the feeling of cruel inevitability that it was my last session. Watching dad drive out for his last session only made things worse. In my head I was attacking each corner, watching as the Cerb went round - thinking about how I'd be off the brakes at certain points and how I'd take a slightly different line. It was infuriatingly frustrating. I honestly cant say that feeling has left me even now. I loved it all so much that I just cant wait for the next opportunity to get on track. Im still grinning, dont get me wrong, but I've found a new addiction... and the depressing reality of a lack of funds/ availability of the car over the coming months is hitting me hard. I cant go cold turkey... I need another hit!!!
Overall, I'd say the Cerb is a fantastic track car. Something I never thought I'd say. Yes, its ridiculously overweight for a dedicated trackday toy, and its not the last word in steeringfeel - but christ it has something. Im not entirely sure what it is about the whole combination, but the balance between the chassis, braking and straightline performance is intoxicating. Then times that intoxication by 8 with the AJP's delivery and mannerism (pace/sound/feel/even the seemingly slightly delicate workings of it) - its just one hell of a package. For what is essentially a road car, its astonishingly good at shrugging it all off.
I know I keep using the marque as a benchmark, and it is out of respect for them - but if comparing it to say a porsche 997GT3, it makes a compelling case for itself. Im pretty sure the porker would be easier/quicker on the tighter stuff, but I doubt it'd match the character/install as much fear and I'd even go so far as to say it could be more costly. A cup tyre shod 997GT3 is meant to be £1k a trackday in terms of wear, the Cerb, perhaps due to its simple construction, weight and tuscan racer heritage seems to just lap it up. Granted, the diff made some odd noises on the way back (settled again since?!), but its been on its last legs for the past 25,000miles - the brakes, tyres and all other aspects of the car showed very little wear considering the abuse it got. The only minor issue that occurred was the smell of burnt oil after one session (ahem, mine... ) - which for a 70,000miles new Cerbera isnt bad going at all in my book. Probably foolish of me to compare the two, but I couldnt help but think about it on the drive home.
I now love the car more than ever. I cant wait for the next opportunity of a trackday and I also love croft even more (fantastic circuit!) Right, thats enough from me, those who have yet to venture out on track - whats your excuse? You've all got more experience than me, more money (student) and trust me, its worth making time for... so
ing do it. I wish I had done earlier, and im 21!!! - so get one booked sharpish. Who knows, I may well see you there and show you how slow it can really be done!!
I LOVE THAT CAR!!!
In this session it was important to be more gentle with my throttle and braking inputs initially, and I was determined to do the Cerb a little more justice in the corners with a bit of luck. The out lap was curious, it was the first time I'd been stuck in traffic on the day and I decided to let it all go and give myself a bit of clear track. Not a bad move as it turned out, as with most of the day, I had space and this allowed for me to be alot happier about pushing things, knowing if I made a hash of it - I'd only damage my pride... ah, and perhaps the car. I have to admit now that despite the first sessions musings on how close all the walls seem to be, the thought of even leaving the track had long since left my mind. This is in part due to the excellent instruction I had during the day, the confidence installed in me as a result of it and a massive amount down to the car.
The press, and infact, most of PH, seem to have the idea that the Cerbera is a beast that cannot be tamed. The reality, or atleast in my experience of a Trackcar road-biased set up Cerbera, seemed far different (cheapest dampers out there although well judged overall set up, naturally you can expect nothing less from Trackcar, whos hard work on the car has made it such an immense weapon.) The Cerbera is a car that is difficult to *master* - this became apparent during the third session. However, it is not a difficult handling car. Far from it, infact - I was amazed at how much grip, poise and traction was available. The lack of feedback through the steering wheel really didnt matter too much as the rest of the car feels and reacts just as it should. If anything, steering inputs in the Cerbera were the key to making sure it was settled, and it soon became obvious that no matter how clumsy under braking or accelerating, a relaxed and appropriate bit of steering would allow the Cerbera to just shrug it all off.
The speed was building, I could feel more confident in the whole car with every lap, and I'd realised I had started to really even remotely push it at certain points of the track. If I had maintained this rate of improvement or even close to it, I was certain that the Cerb had the potential to be one of the quicker lapping cars within say, three more sessions. Again, the instruction was top notch, and the car deserved the driver improvement. With every aspect of speed building, accelerating harder but smoother out of corners had just felt great. I distinctly rememeber the first time I went through hawthornes quickly, maintaining the steering angle and feeding on the power as much as I dared the car felt like it was tucking in - not losing grip, almost gaining grip - it carved through as you would on a set of skis through snow - immense. I ended up so quick through there I wussed out on the exit and dabbed the brakes, much to my instructors amusement!
I found that these switching corners between right and left really didnt trouble the Cerbera, perhaps this is mostly down to TVR's lowish weight (a porsche 997GT3 is a good 200kilos more lets not forget) and also more to do with the Cerberas wheelbase, which allowed for any movement to be well telegraphed, more importantly, easily collected/dealt with. Again, every straight was just bliss... The AJP8 is an engine I had already held in high reguard, but riding every lb ft of torque as the nose lifts slightly and it just squats down to fire forward is simply one of those experiences in life that people need to tick off. There are more powerful and smoother engines out there, but im yet to find one with such a spine tingling mix of a strange yet addictive delivery and the noise, oh my god the noise. Even with silencers its pure evil. Infact, I felt the silencers were unhappy to even be there, such is the beauty of the AJP's bark. Its the three headed dog, in harmony, down three megaphones with plenty of flem and a grenade going off for every pop and bang.
Deeper into every braking zone I went, with more trail braking going on and alot less steering still, allowing for the car to settle into an almost rear led corner entry and utilising the transition between the trail braking, settling the cars stance mid corner and feeding the throttle to move the weight over the back is something that cannot be explained. The feeling is incredible though, and when done just right - is such a buzz that you start to giggle with absolute satisfaction. I managed it once at tower and the resulting extra speed down the next straight and into the esses was scary. Truly, when mastered, this car really punches above its weight - something that sums up every aspect of the Cerbera in my opinion, it is just so much more than the sum of its parts, or the quoted figures and its this pushing of your every expectation that just leads it to get under your skin.
Complex, a corner previously messed up on, became a testing ground for entry speeds - I wasnt even close earlier, yet again, trailbraking and even getting a sniff of understeer meant I could carry atleast 10mph up on previous best attempts without it feeling like it was even troubling the blackpool bomber. The following hairpin was becoming alot easier, with an extremely late turn in and increasingly earlier and smoother throttle input - the car simply flew through this section.
My braking into cleavaux was, regretably, pathetic - bigger balls needed througout, again a case of underestimating the car - on each subsequent pass through it I felt I'd not done it justice - still, concentrating on keeping my lines neat for hawthornes was easy and led for far more controlled and quicker progress. The feeling of the back left hand wheel just tucking in and the car adopting a consistant, perfect angle of attack ready for the right left switch was mesmerising. I loved every second of every corner, if only I could have stringed together a lap of perfect ones it'd fly.
It was at this point I realised I'd reeled in a far slower car, an Mx5 to be precise, I held back a bit and decided to wait for the main start finish straight - the driver was obviously, like myself, a novice and I thought a snarling Cerbera 4.5 in imposing and suggestive light blue and half bare fibreglass front end was possibly going to be a little unsettling. Even so, holding back was difficult. One point, which sums up the power of the car to me was when I came out of sunny out and thought "christ im approaching him a bit quick" only to lift off the throttle and realise I was barely feathering it... cue the next overtaking opportunity and MASSES of power as the blue missile screamed past the little mx.
Unfortunately, the chequered flag came out again, I'd improved my harsh pedal work a little, but not enough, but more importantly I'd got a taste for even approaching getting the best from the Cerb. I wanted more. I really felt gutted to pull into the paddock, the debrief being nicely brief, I just basked in the feeling of cruel inevitability that it was my last session. Watching dad drive out for his last session only made things worse. In my head I was attacking each corner, watching as the Cerb went round - thinking about how I'd be off the brakes at certain points and how I'd take a slightly different line. It was infuriatingly frustrating. I honestly cant say that feeling has left me even now. I loved it all so much that I just cant wait for the next opportunity to get on track. Im still grinning, dont get me wrong, but I've found a new addiction... and the depressing reality of a lack of funds/ availability of the car over the coming months is hitting me hard. I cant go cold turkey... I need another hit!!!
Overall, I'd say the Cerb is a fantastic track car. Something I never thought I'd say. Yes, its ridiculously overweight for a dedicated trackday toy, and its not the last word in steeringfeel - but christ it has something. Im not entirely sure what it is about the whole combination, but the balance between the chassis, braking and straightline performance is intoxicating. Then times that intoxication by 8 with the AJP's delivery and mannerism (pace/sound/feel/even the seemingly slightly delicate workings of it) - its just one hell of a package. For what is essentially a road car, its astonishingly good at shrugging it all off.
I know I keep using the marque as a benchmark, and it is out of respect for them - but if comparing it to say a porsche 997GT3, it makes a compelling case for itself. Im pretty sure the porker would be easier/quicker on the tighter stuff, but I doubt it'd match the character/install as much fear and I'd even go so far as to say it could be more costly. A cup tyre shod 997GT3 is meant to be £1k a trackday in terms of wear, the Cerb, perhaps due to its simple construction, weight and tuscan racer heritage seems to just lap it up. Granted, the diff made some odd noises on the way back (settled again since?!), but its been on its last legs for the past 25,000miles
- the brakes, tyres and all other aspects of the car showed very little wear considering the abuse it got. The only minor issue that occurred was the smell of burnt oil after one session (ahem, mine... ) - which for a 70,000miles new Cerbera isnt bad going at all in my book. Probably foolish of me to compare the two, but I couldnt help but think about it on the drive home. I now love the car more than ever. I cant wait for the next opportunity of a trackday and I also love croft even more (fantastic circuit!) Right, thats enough from me, those who have yet to venture out on track - whats your excuse? You've all got more experience than me, more money (student) and trust me, its worth making time for... so
ing do it. I wish I had done earlier, and im 21!!! - so get one booked sharpish. Who knows, I may well see you there and show you how slow it can really be done!! I LOVE THAT CAR!!!
BCA,
Well done mate, sounds like you had a fantastic day at Croft. Must also say well done for posting such an excellent write up, this is the kind of thing I want to read about someone using a Cerbera for the use it was designed for, not something to just to drive to meetings and boast about rolling road bhp figures.
Ive had the cerb for nearly two years now and still a track novice, had a go at the Stig Challenge on the Top Gear track at Dunsfold which was good experience but my times were not great as it was a wet track and I had a couple of 360 spins but intend to have another go in the next few weeks.
Must say reading you review inspire a lot of confidence in what an accomplished bargain track tool it really is!
keep up the good work!
Well done mate, sounds like you had a fantastic day at Croft. Must also say well done for posting such an excellent write up, this is the kind of thing I want to read about someone using a Cerbera for the use it was designed for, not something to just to drive to meetings and boast about rolling road bhp figures.
Ive had the cerb for nearly two years now and still a track novice, had a go at the Stig Challenge on the Top Gear track at Dunsfold which was good experience but my times were not great as it was a wet track and I had a couple of 360 spins but intend to have another go in the next few weeks.
Must say reading you review inspire a lot of confidence in what an accomplished bargain track tool it really is!
keep up the good work!
Edited by spartacus on Thursday 29th March 18:17
TT Tim said:
Great to hear that you've got behind the wheel at last, look forward to seeing you and your dad out sprinting soon.
The TVR Speed Championship will be at Croft on Easter Monday if anyone wants to come along and support us. It's a hell of a long way from Kent, but I'll be there.
Tim
The TVR Speed Championship will be at Croft on Easter Monday if anyone wants to come along and support us. It's a hell of a long way from Kent, but I'll be there.
Tim
Im afraid you wont see me sprinting just yet... Im massively happier about the idea of driving the Cerb, but the narrower hillclimbs and sprints are still too much of a terrifying concept. I'd consider doing track based sprints, but I'd like to improve a little more and could do with alot more time in the car. As stated, I've realistically spent less than two hours driving the Cerb *EVER* - which is quite a frightening thought as you can imagine for someone used to a LHD semi-auto car with about the same power as the Cerbs transmission losses!! I'll have to see how the next trackday goes... As for Croft on Monday; see you there!! Dads competing, and although im not sure he'll be able to match your pace/ commitment to the track, (I've seen the pictures on here
) he will be looking to improve on his previous bests. It'll be nice to see another Cerbera out there all the same, I look forward to seeing how well everyone runs and assessing how much progress has been made by Dad. cirvy said:
Good post, you'll get the bug now & that'll be that
I can seriously recommend the Donington evening sessions for £99.00, great Cerbera circuit with plenty of run off & those amazing Craner Curves
In my opinion, with the roads becoming ever increasingly congested/dangerous, track days etc are the only true playground for Cerbs.
I can seriously recommend the Donington evening sessions for £99.00, great Cerbera circuit with plenty of run off & those amazing Craner Curves
In my opinion, with the roads becoming ever increasingly congested/dangerous, track days etc are the only true playground for Cerbs.
Get the bug? I've bloody got it now!!
I'd love to do donington at some point, but at the moment I wouldnt want to venture out on track without tuition. I think dad feels the same with reguards to trackdays - and again, I'd need to be able to convince him to join me/ or at the very least drive me there in it... actually, I dont think he'd agree without driving the car too, who can blame him?!! It's going to be even worse watching at sprints and such now as I know just how fun it all is.
I completely agree with you on the road thing, I'd go further to say that in order to learn about the Cerberas handling traits you'd accelerate the whole process massively by going on track, even if pootling around like I did.
Right, now I just need to work out when the next possible opportunity to get on track is, convince dad that it'll be great and the car will just shrug it all off again! Actually, some input from the regular trackday go-ers would be nice here; what parts wear out noticeably, considering the extra strain on the drivetrain and bearings etc etc/ what parts are cause for concern with semi regular track use, perhaps two or three a year? Hopefully I'll be back out on track in the Summer...
If I can get the above sorted! 
Great write up. Great report Ben .. I know you were nervous beforehand but if it's any consolation even seasoned track day veterans get a bit nervous before the first run of the day, the ones that don't are usually the ones in the gravel by mid morning!
I remember my first track day well, also at croft (my favourite circuit by a very long way!! it's also about 5 miles from where my gf lives which helps lol) .. it was wet and I'd just gone past a car which had colin blower in it (he was instructing not driving it, i'm not that good!) .. then i spun right in front of them on the entry into the complex. CB reminded of the fact all the rest of the day, i felt about an inch high! Later that same day he took me for a passenger ride in one of the very first Tuscan SP6s which was nice
Barcroft is the only corner that really scares me, there's a lot to hit on the outside and very little run off. I often have a confidence lift going into there, the tasmin racers tell me it's flat but I'm sure some of them don't do it flat, it's just bravado and psychology. I followed and (eventually passed as he understeered off on the sunny out exit) pat smith in his turbo tasmin and I know he wasnt flat through there, he was on yokos and i was on 2 year old kumhos so he would have had more grip and i lifted as usual.
hawthorn is amazing in a cerbie, you can really play with the throttle through there, sadly the S is a determined understeerer there but at least it's settled for the straight-line through the chicane onto the next straight. It's maybe a straight line in a cerb if you use the kerbs, but i usually S bend it as the infield has a BIG bump and you would surely roll if you went off there so i try not to unsettle the car over the kerbs too much if i can avoid it. My sense of self-preservation (and lack of talent) kick in big time there.
Tower is awesome too, even the S drifts through there which with only just over 200hp and third gear is pretty fun I would imagine your cerbie is a hoot too. Jim Clarks always scares me a litle though, the infield looks a bit bumpy there, and as you're well into 4th gear it's not a good place to go off the black stuff methinks?
Then scary barcroft .. then sunny in and out which is not quite a double apex single curve but quite close, depends how wide your car is and how much kerb you're prepared to take i guess. I don't like riding kerbs so i take the tarmac route and smooth the exit onto the next uphill straight as much as possible.
Then the complex, have never stopped the S understeering through there, but the hairpin is tail-slide city of course and right in view of the spectators on the pit wall so you feel like a hero even at 20mph! haha, great fun, great circuit.
Pleased you enjoyed the day, hope you revisit croft sometime soon so i can maybe get along in the old S aswell, should be fun
best wishes, say hi to Jeff and send my love to the family.
I remember my first track day well, also at croft (my favourite circuit by a very long way!! it's also about 5 miles from where my gf lives which helps lol) .. it was wet and I'd just gone past a car which had colin blower in it (he was instructing not driving it, i'm not that good!) .. then i spun right in front of them on the entry into the complex. CB reminded of the fact all the rest of the day, i felt about an inch high! Later that same day he took me for a passenger ride in one of the very first Tuscan SP6s which was nice
Barcroft is the only corner that really scares me, there's a lot to hit on the outside and very little run off. I often have a confidence lift going into there, the tasmin racers tell me it's flat but I'm sure some of them don't do it flat, it's just bravado and psychology. I followed and (eventually passed as he understeered off on the sunny out exit) pat smith in his turbo tasmin and I know he wasnt flat through there, he was on yokos and i was on 2 year old kumhos so he would have had more grip and i lifted as usual.
hawthorn is amazing in a cerbie, you can really play with the throttle through there, sadly the S is a determined understeerer there but at least it's settled for the straight-line through the chicane onto the next straight. It's maybe a straight line in a cerb if you use the kerbs, but i usually S bend it as the infield has a BIG bump and you would surely roll if you went off there so i try not to unsettle the car over the kerbs too much if i can avoid it. My sense of self-preservation (and lack of talent) kick in big time there.
Tower is awesome too, even the S drifts through there which with only just over 200hp and third gear is pretty fun
I would imagine your cerbie is a hoot too. Jim Clarks always scares me a litle though, the infield looks a bit bumpy there, and as you're well into 4th gear it's not a good place to go off the black stuff methinks? Then scary barcroft .. then sunny in and out which is not quite a double apex single curve but quite close, depends how wide your car is and how much kerb you're prepared to take i guess. I don't like riding kerbs so i take the tarmac route and smooth the exit onto the next uphill straight as much as possible.
Then the complex, have never stopped the S understeering through there, but the hairpin is tail-slide city of course and right in view of the spectators on the pit wall so you feel like a hero even at 20mph! haha, great fun, great circuit.
Pleased you enjoyed the day, hope you revisit croft sometime soon so i can maybe get along in the old S aswell, should be fun
best wishes, say hi to Jeff and send my love to the family.
Trackcar, remind me never to try and follow you... I really liked barcroft, but christ - if I had managed the esses without a lift (doable on lightish throttle) and headed into barcroft without a lift in the Cerb, it'd be doing what? 120mph? SOD THAT!!! It'd be terrifying, my instructor kept telling me to just dab the brakes before it, although I have to admit I didnt really want to if I hadnt carried alot of speed through the Jim clark esses.
Like yourself I wasnt too fond of using the kerbs, but on the exit of hawthorns I tended to just lightly skim the inside (right) one, it made it alot easier to get more throttle down earlier, though im not sure I'd want to try it in the wet. Must admit, I tended to just settle the car through hawthorns, didnt really try to get it to step into oversteer slightly, it felt quite comfortable just hanging in - maybe next time?
I absolutely loved Tower, despite its really late turn in, it always seems amazingly open, this was the first place I really tried trail braking and it just seemed very comfortable - I think I got it absolutely perfect once in the last session - still makes me smile thinking about it.
Jim clarkes esses are interesting, I felt that as long as I could get a decent line into the first one, everything just fell into place - again here I tended to just hold throttle, possibly just lightly accelerating through... I could see that theres alot of speed to be made here just by being a little more brave, but as I've only had under 2 hours in the car, I decided to take things a little steady!!
Barcroft again is relatively nice if you're as slow as me, it didnt feel right dabbing the brakes into it, but I wasnt about to ignore the instructor (really must get the details off Dad, he was unbelieveably good!) I found the braking after barcroft quite interesting, again, it was dependant on the line through barcroft, I found by cutting it, I wasnt making it particularily easy to straighten up and brake. I got better throughout the day, but theres loads of room for improvement as with everything else... I loved the flow of sunny in and out, I found that it was quite a sharp turn in for sunny in, but then you seemed to just be taking lock off and playing with the throttle to get the best from it - something that felt incredibly smooth and balanced with the car (the same couldnt be said for my driving)
Complex was an interesting one, it was only in the last session that I realised how pathetic I had been through there all day long. Probably my biggest regret of the day was not carrying more speed through here all the time - I kept trying to make up for it by getting on the throttle early after the first apex, but it was a slow way of doing things - I'd have prefered to carry more speed (in hindsight) and start to bring the tail round a little before heading deep into the hairpin. I'll hold my hands up to this one and admit defeat, I never really came close to sliding the car through the hairpin.
A combination of brilliant instruction trying to keep things quick, a dirty track on the outside and a niggling doubt of the wall should things go a bit far kept me from pushing things too far.
Next time, next time... I must admit, your post gives me a very clear indication of why you're so bloody quick around there!! Give me a few more trackdays and I'll hopefully do the car a little more justice. Probably still wont get a look in on that pesky S though!! Definately up for another day at croft, just need to find the time/money/convince Dad - let us know when you're heading there in future and hopefully we can sort something out. It'd be good to see the S in action, and I'd like to see what you can do in the Cerb (I may have to get dad to sit in on that though and spectate for that one though, im a terrible passenger!!)
I'll pass on your reguards, all the best to you and your family too.
Like yourself I wasnt too fond of using the kerbs, but on the exit of hawthorns I tended to just lightly skim the inside (right) one, it made it alot easier to get more throttle down earlier, though im not sure I'd want to try it in the wet. Must admit, I tended to just settle the car through hawthorns, didnt really try to get it to step into oversteer slightly, it felt quite comfortable just hanging in - maybe next time?
I absolutely loved Tower, despite its really late turn in, it always seems amazingly open, this was the first place I really tried trail braking and it just seemed very comfortable - I think I got it absolutely perfect once in the last session - still makes me smile thinking about it.
Jim clarkes esses are interesting, I felt that as long as I could get a decent line into the first one, everything just fell into place - again here I tended to just hold throttle, possibly just lightly accelerating through... I could see that theres alot of speed to be made here just by being a little more brave, but as I've only had under 2 hours in the car, I decided to take things a little steady!!
Barcroft again is relatively nice if you're as slow as me, it didnt feel right dabbing the brakes into it, but I wasnt about to ignore the instructor (really must get the details off Dad, he was unbelieveably good!) I found the braking after barcroft quite interesting, again, it was dependant on the line through barcroft, I found by cutting it, I wasnt making it particularily easy to straighten up and brake. I got better throughout the day, but theres loads of room for improvement as with everything else... I loved the flow of sunny in and out, I found that it was quite a sharp turn in for sunny in, but then you seemed to just be taking lock off and playing with the throttle to get the best from it - something that felt incredibly smooth and balanced with the car (the same couldnt be said for my driving)
Complex was an interesting one, it was only in the last session that I realised how pathetic I had been through there all day long. Probably my biggest regret of the day was not carrying more speed through here all the time - I kept trying to make up for it by getting on the throttle early after the first apex, but it was a slow way of doing things - I'd have prefered to carry more speed (in hindsight) and start to bring the tail round a little before heading deep into the hairpin. I'll hold my hands up to this one and admit defeat, I never really came close to sliding the car through the hairpin.
A combination of brilliant instruction trying to keep things quick, a dirty track on the outside and a niggling doubt of the wall should things go a bit far kept me from pushing things too far. Next time, next time... I must admit, your post gives me a very clear indication of why you're so bloody quick around there!! Give me a few more trackdays and I'll hopefully do the car a little more justice.
Probably still wont get a look in on that pesky S though!! Definately up for another day at croft, just need to find the time/money/convince Dad - let us know when you're heading there in future and hopefully we can sort something out. It'd be good to see the S in action, and I'd like to see what you can do in the Cerb (I may have to get dad to sit in on that though and spectate for that one though, im a terrible passenger!!) I'll pass on your reguards, all the best to you and your family too.
jensena said:
Great Post BCA Post's on here have become so boring recently, so it's refreshing to read one like this. It inspired me, and I must get myself down to a track day soon.
Post's on here have become so boring recently, so it's refreshing to read one like this. It inspired me, and I must get myself down to a track day soon.Just dooo it!!! If you are at all concerned, or scared of the whole trackday thing, its well worth hiring a good instructor for the day. I believe ours was £150 for the day, which considering the amount learnt and time spent talking through things (both on track and off) - makes it a complete bargain. Honestly, it makes a huge difference to your confidence alone by just having someone in the car who knows the track/ braking points.
I'll get details as soon as Dad is back from work of who we used.
Hi Ben .. I'm a big girls blouse through barcroft, and tend to hug a tightish line to give me a bit of tarmac to the outside which gives me a confidence boost, it also means you can then brake diagonally across the track for sunny in instead of having to straighten up out of barcroft and braking close to the grass on the left. By coming into sunny in from diagonally off barcroft's "wimp line" it means you can stamp on the brakes and not fear going onto the grass if you ended up too far left in the first place if you overcooked a more correct line through barcroft. Works for me
trackcar said:
Hi Ben .. I'm a big girls blouse through barcroft, and tend to hug a tightish line to give me a bit of tarmac to the outside which gives me a confidence boost, it also means you can then brake diagonally across the track for sunny in instead of having to straighten up out of barcroft and braking close to the grass on the left. By coming into sunny in from diagonally off barcroft's "wimp line" it means you can stamp on the brakes and not fear going onto the grass if you ended up too far left in the first place if you overcooked a more correct line through barcroft. Works for me
Thats exactly what I did, but if I almost cut barcroft, I ended up having to tighten my line on the exit before braking... the wimp line works for me too!
Edit: If it makes any difference at all, the maddest of mad TVR drivers out there that I am aware of even lifts slightly there in his 380bhp(?) Griffith 5.2, then comes back to the paddock and moans to everyone about how much of a pansy hes been and that he still hasnt beaten his Cerbera time there (the record stood for years! - think he may have broken it since due to the stickier tyres now allowed, says alot about the Cerbs abilities though!)
Edited by BCA on Friday 30th March 14:21
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