(click here for part one)
I've won a race or two before, but I've never had a reception like this.
In the paddock, people are shaking my hand, clapping me on the back, kissing my cheek (I think that was my wife, but you never know with this lot) - before James guides me out of the melee and points the microphone at me. This time I'm even less coherent, but I don't really care. Moments like this don't come around too often.
A little later, Marianne hands me a bacon buttie as more cheers erupt from the pitlane. BRKC regular Jordan Donegan has followed my first ever heat win with his own - arguably more impressively, since he managed it from third on the grid. Great stuff. It seems to be turning into a day for the underdogs.
The championship leaders - Hackett, Boutens, Brierley, Endean, Spinnael - are there or thereabouts as you'd expect. But there are one or two surprising names near the sharp end of the leaderboard. James Fitchew is having a superb day, as is the often unlucky Daniel Truman. Ed White looks to be delivering on his early promise. And from the outset I've noticed Oli Nitch-Smith setting impressive laptimes; he, too, looks destined for the B final. Liam Brierley has been on a vertical learning curve since his baptism of fire in the BRKC a year ago, and is improving in leaps and bounds - though we all wince as he unceremoniously bundles Alex out of the way on track. I'm sure Alex deserved it.
Sadly, it's not a great day for the girls. Rhianna has had an up-and-down time - including a scary crash which sent her under the tyres at the exit of the middle hairpin - and is out of the A-final. Annelien has been very fast ever since she first took to the track on Saturday afternoon, but hasn't managed to convert that speed into points. I haven't had a chance to follow her progress on track, but know from experience that it doesn't take a lot of bad luck to send you tumbling down the order.
With buttie devoured and tea downed, it's time to clear my brain for heat 17. I'm sixth on the grid for my final heat, and though a second win is a tall order, I'm still riding the high of my earlier triumph. As we roll out of the pits I spot the familiar red, white and Saltire of Ryan Smith's helmet; Josh Overhill is there too.
I'm on the right hand side of the grid, on the racing line - which can be a slight disadvantage at the start as drivers to your left hang you out to dry in the tunnel - but I'm away cleanly, and slot into position as we brake for the hairpin. The driver behind is very quick on the exit, and gets alongside as we shoot over the bridge - but I have the line for the corkscrew, and regain my place. For a lap, the order stays static; up ahead, Ryan is harrying someone - Josh, I think - and I close down the gap.
The next sequence of events is a little hazy. I think that Ryan overtakes into turn 1, decides that he's gained an unfair advantage, and moves to give Josh his place back. Either way, I approach the first hairpin to find them side-by-side, with Ryan waving Josh through. Surfing what is now a wave of over-confidence, I put two wheels on the grass and barge past the pair of them - realising half way through the move that I'm going to run out of space at the apex.
Sure enough, there's a scrape on my left bargeboard, but less than I feared - and as we exit the second hairpin all three of us are still facing in the right direction. But it was a marginal move, particularly on Ryan; if I'm at risk of a penalty I have a couple of corners to give him the place back. I decide that it's legal and stay put; as Ryan and I cross the finish line, nose to tail, the warning board is out - but no penalty. Chris Powell seems to be pointing at Ryan which surprises me.
Ryan certainly isn't happy - I can tell that much from the gentle and not-so-gentle rubbing of my rear bumper - and I don't blame him. He's quicker - I'm hanging on by my fingernails just to keep him behind - but to his great credit, he doesn't try anything silly. Like putting two wheels on the grass, for instance... I keep my nose in front and cross the line fourth.
Back in the paddock, I find Ryan and apologise. At this point I've no idea that I've inadvertently trampled on his race weekend twice: I only discover that much later. Our first coming together was pure racing incident, but the second... there's a fine line between fair and unsporting, and with hindsight I feel I've crossed it. I should probably have given him back his place, but there's nothing I can do about it now except learn from the experience and move on.
With the heats complete, the circuit falls silent as Chris and his team work out the grids for the six finals. My name lies 14th on the leaderboard with 23 points from my three heats; that should put me fourth on the grid for the B final. We crowd around the clubhouse wall as Chris pins up the lists. Sure enough, I'm fourth - and clock the name in fifth with sinking heart. Michael Weddell. Again. That's the second time this year that I've had the blue-clad Scot hunting me down in the final. There are a smattering of local experts - James Kimbley ahead of me in third, Oli Nitch-Smith behind Michael in sixth - plus a couple of unknown quantities. Even before Rhianna wins the C final and progresses to the back of the B final, I know I face a huge battle to hang on to my fourth place.
The first four finals - F to C - fly by, providing their usual entertainment. After his torrid run through the heats, Alex finally turns his day around with a dominant win in the D final - setting a scintillating 33.507 second lap in the process. I watch and cheer and try to ignore the chill in the pit of my stomach.
But as we roll out of the pits for the final time, I'm ready. I've occasionally battled to keep my focus over an entire day of sprint racing, but there's no such problem today. The tingle is there. I know what to do.
The start is even more crucial than usual: Michael has weight, youth and talent on his side. If he gets his nose in front, nothing less than a miracle will stop him disappearing into the distance.
The light blinks green and we're away; I sweep across to the left, shutting the door into the tunnel, and get a smooth run through the hairpin and corkscrew. Michael is a couple of metres back as we lift for turn 1; ahead of me, James is a little sideways at the exit and I sense an opportunity. He takes the defensive line up the straight towards the hairpin; I go left with half a notion of repeating my Wall of Death move from earlier on - but James jinks back towards the racing line as he brakes. I dart into the gap, Michael right on my bumper, and squeeze James wide at the apex. It's probably the best pass I've made all day.
Unfortunately, Michael has found his way past James as well, and still hounds me as we start lap 2. Just ahead, polesitter Sam Joseph and Russell Endean are battling tooth and nail for the lead, but I'm too busy dealing with the threat from behind to pay much attention - until I encounter Sam beached on the kerb at the first hairpin. Endean leads, and I'm second.
The laps are inching by in split-second beats; Russell is slowly pulling away, but I'm driving the sprint final of my life. One tiny slip will throw it away, but all that practice is bearing fruit: always quick in the hairpins, I've finally dialled out my vulnerability through turn 1 and the corkscrew. Michael ducks, dives, nudges, occasionally gets his front bumper alongside my rear wheels - but he can't find a way past.
The chequered flag waves for Russell, two seconds ahead; as Michael and I cross the line nose to tail, I'm punching the air for the second time today, and simultaneously breathing a sigh of relief. For the first time ever, I will stand on a BRKC podium.
Back in the pits there are more congratulations, another kiss - I could get used to this - before we line the pitwall for the main event. Having won the B final, Russell progresses onto the back of the grid for the A final. He joins no less than three other heavyweights - James Fitchew, Anwar Beroual-Smith and the impressive Ed White. It's a new record: the first time four heavyweights have made the A final. Russell is on a roll and has a real shot at the heavyweight win; beside me his girlfriend Sophie is practically hopping from foot to foot. "My heart's going about a million beats a minute..."
Lee Hackett is in his customary pole position, with Connor Marsh - who has looked blisteringly quick all weekend - behind him. We're getting used to seeing Sean Brierley near the sharp end; he starts third. Dan Truman is in his second consecutive A final, the Belgians Boutens and Spinnael are there, as expected... and aside from the heavyweights, there's a surprising name on the grid: Chris Brookshaw. Chris was a consistent points scorer in 2012, but his 2013 season got off to a slow start. His results are improving exponentially though. 65th at round 1, 36th at round 2, A final at round 3...
We're expecting Lee to drive off into the sunset, but as they get underway it's clear that he has a fight on his hands: Connor and Sean are pushing him hard, and for the first five laps they're inseparable, slowly pulling away from the chasing pack. Russell gets off to a great start and is fighting his way through the field; Sophie can barely contain herself. The middle pack is locked in battle, at one point barrelling three abreast into the middle hairpin; but the driving is exceptional and everyone keeps it out of the wall.
Inexorably, in his usual unhurried style, Lee begins to pull out a gap as Connor comes under increasing pressure from Sean. Finally, two laps from home, Sean makes a neat move into the first hairpin. And there they stay - Lee takes the flag ahead of Sean, Connor, Sam Spinnael, Ruben Boutens and Chris Brookshaw. We reserve a huge cheer for Russell, who has produced one of the drives of the day to fight his way up to 7th overall - and winning heavyweight!
I always stay for the podiums, but it's especially sweet to be part of the celebrations... I'm proud to accept my medal and take my place beside Russell and Michael. It's easily my best ever day in the BRKC, and I'm touched that people seem so pleased for me. Marianne takes the credit for bringing me luck; the flipside, of course, is that she's now essential at every BRKC round...
On this day of firsts, Connor Marsh adds another: his maiden podium. After a blip at round 2, Sean has re-established himself as a championship contender... but Lee just keeps on racking them up. There are some hugely talented drivers in this series, but to maintain this level of consistency despite the vagaries of circuits and rental kart fleets takes something very special. To quote Lawrence Hackett: "If I had a spare twenty million quid I could get him to F1..."
The champagne erupts, we scuttle away to avoid the fallout, and scatter our separate ways into the freezing night. Another great race weekend consigned to history; as ever, we owe its success to Brad and Becca, to Chris and his team, to James' commentary. It's immortalised in thousands of photographs, hours of video, a half-dozen driver blogs.
But we're already looking forward to the next challenge. Bumps, twists, the odd exposed tree root. More bumps... did I mention that it's bumpy?
To Matchams, then. I'm counting the hours...
Friday, 15 March 2013
Wednesday, 13 March 2013
BRKC round 3. Herefordshire Raceway, 9-10 March 2013 (part 1)
(click here for part two)
"My husband," says Marianne, "is so going to whip your arse."
I shut my eyes and briefly contemplate the wisdom of bringing my shy and retiring wife along to a BRKC event. The recipient of her comment - the unwhippably quick Russell Endean - gives me a 'do you know this woman?' look.
Nope, never set eyes on her before...
Marianne is no stranger to kart races, having put in some serious hard time at Teesside during the British 24 Hours over the past couple of years. But this is her first BRKC race and I love having her here, misguided confidence and all. I grin at Russell and we laugh it off. But, of course, I'm going to have a serious go at whipping his arse.
Wind back 24 hours. Saturday afternoon at Herefordshire Raceway is blustery and leaden, the circuit damp in places. But the weather can't dampen the mood. A cross-section of BRKC regulars and international visitors have gathered to kick off our race weekend a day early. It's such a pleasure to be back at this compact, tricky circuit with its postcard setting and wood-framed clubhouse, and I can't wait to get going in our 90 minute team endurance race.
I'm teamed up with the excellent Michael Weddell - a former A-final winner in the BRKC - and I'm counting on him to make me look good. We're up against some serious competition: circuit owner Chris Powell and one of his marshals; BRKC founder (and newly signed Peugeot race driver) Bradley Philpot with reigning BRKC champion, local lap record holder, and marshal Lee Hackett; the nearly-as-daunting combo of Kart World Championship superstars Ruben Boutens and Sam Spinnael. There's also Ted Monfils with Ruben's younger sister Annelien, BRKC returnee Andrew Bayliss with Ryan Smith, and a smattering of others including the Brierley brothers Sean and Liam, and local heroine Rhianna Purcocks with Tyler Mays.
I get off to an inauspicious start in practice; not known for binning it, I fit a visit to the scenery and a quick spin into seven minutes. Always tight and twisty, the circuit is also cold and greasy; our kart feels punchy enough but I'm struggling with the light steering and pronounced understeer. Luckily, Michael keeps it on the island and qualifies us a respectable 6th out of 10.
And there we stay. The rules dictate that we must make five pitstops, meaning six stints of 15 minutes each. We play it simple - Michael starts and we alternate every quarter of an hour. Our raw pace isn't overly fast but we're consistent, error-free and lightning-quick in the pits. A puncture at two-thirds distance necessitates a change of kart, but the powers that be take pity and credit us the lost lap.
I've never seen a circuit that fits so much character and complexity into such a short tour; after over 80 laps at the wheel I'm still not stringing it all together consistently. My best time - a low 35 - is four tenths slower than Michael's, and a huge 1.4 seconds slower than Lee Hackett's. I was reasonably quick here last year - in grippier conditions - and there'll be work to do tomorrow in practice before I can rediscover my form.
But as we say our goodbyes and retire to our hotel (the excellent Portway Inn on the Brecon Road), I'm content. The rust from two months out of a kart is gone; I have data to go on, and Marianne to give me feedback. I've had a good feeling about round 3 for a while, and can't wait to turn a wheel in anger.
Sunday dawns as Saturday waned: dull, overcast, just about dry - but even colder. The temperature is hovering around freezing, with snow in the air. We arrive at 9.30am, warmed by a fine breakfast, to find some of the regulars already in situ. As are the two resident Jack Russells, who greet every new arrival with a chorus of barks.
I'm on track in the first practice session to try and iron out the kinks; today we're using a fresh fleet of karts, and I'm happier straight away. The understeer is still there, but I'm learning to trust that the kart will turn in, using the brakes to ease the nose into the hairpins. Marianne is my spotter: watching carefully from the clubhouse balcony, she's noting differences in driver technique, giving me pointers to try in my second session. I'm still struggling with the notorious corkscrew right-hander off the bridge.
By the end of my allotted half-hour - two sessions - I've found a whopping 1.5 seconds since last night. The benchmark time is faster - a 33.2. But at 33.8, I'm much closer to the pace. While I've been focusing on track, the clubhouse has become a hive of activity: the best part of a hundred drivers and spectators throng its two floors. BRKC banners have appeared; bacon butties and steaming paper cups are flying out of the kitchen. Marianne and I defrost ourselves with cups of tea and compare final notes. After 140 laps since yesterday afternoon I'm still not quite as fast as I'd like, but I've found the rhythm. I'll be able to adapt quickly to the differences between individual karts.
Dare I say it, I'm starting to feel quietly confident.
Marianne knows long-suffering other halves Rebecca and Lauren from Teesside, so it's no surprise to find them gravitated together. No doubt they're swapping horror stories about their respected beloveds. They're joined by Russell Endean's girlfriend Sophie, whom I've not met before. Like Marianne, she's a rare visitor to BRKC events. I leave them to it and catch up with the usual suspects.
Brad is flitting about looking particularly chipper - having won a shootout to race for Peugeot in the upcoming Nurburgring 24 Hours, he's sporting a natty Peugeot Sport jacket ("he hasn't taken it off in a week," says Becca). James Auld, who did sterling work commentating at rounds 1 and 2, is back for a third stint at the microphone. Clad in his shiny red Daytona jacket, he's already booming over the tannoy and accosting hapless drivers for interviews.
Ther ever-committed (or should that be 'certifiable') Scots are back in force: Weddell, Smith, Dailly, Allward... although after a run of bad luck, Matthew Hamilton is absent which is a shame. Ryan Smith and I compare the merits of various helmet designs; I particularly like his red, white and blue, and Anwar Beroual-Smith's pale green. Apparently many of the drivers have used the same helmet painter, who charges around £250 depending on the design. I've never been too bothered about changing the colour of my plain black Arai, but that's cheaper than I expected. Interesting...
At midday, Chris Powell takes over the microphone for the driver's briefing, and at five past, the engines are fired up for free practice. There's a welcome lack of faff at Hereford, but we drivers need to be on our toes. Blink, and you miss a heat.
We're sent out in groups of ten, in driver number order. I'm driver number 4, so am in the first session. I run through my allotted five laps, add a little more information to the ever-growing bank, and pit with a mix of satisfaction and apprehension. My first heat is an hour away, and snowflakes are flurrying. If the track turns wet, all bets are off.
Commentator James grabs me for an interview, which is gratifying and disconcerting at the same time. I'm nowhere near as articulate in person as I am in writing, but manage to stumble through a few sentences about this blog and my ambitions for the day - realistically, to score some points. To do that, I must finish in the top 30 of 57.
As the first heat clatters out of the pits, we're two deep on the upper level. It's the best vantage point, but I'm not there just for kicks. I note that the lights are very quick to blink green, and watch how the others are handling the start and first sweep into the tunnel left-hander. There's always something to learn.
The regular devoted parents - Graham Purcocks, Lawrence Hackett, Anthony Mays, a number of others - are present and correct. I chat to Geoff White, father of Ed, whom I've not met before. Apparently Geoff spent time talking to Marianne during the endurance race yesterday, so God only knows what he's heard about me... At 14, Ed is the BRKC's youngest driver, and in these early heats, is already making an impression. He looks confident and very smooth on track - not something you could say of all the younger drivers.
Down below on the pitwall, Alex Vangeen is complaining about being hopelessly rusty ("I've had a rubbish month.") while Andrew Bayliss - spectating today, having raced in the endurance yesterday - is joining in with other people's interviews and generally making a nuisance of himself. They're both fine entertainment, as always.
But the best is yet to come. It's difficult to overtake on this circuit at the best of times, and with competition this fierce and grip levels on the low side, we're seeing more contact than usual. In his first race, Alex turns up the heat too far and triggers a pileup at the corkscrew, for which he receives a penalty; a couple of laps later he's the meat in a three-kart sandwich into the tight middle hairpin. We can hardly bear to watch: two karts rotate in perfect harmony, and Alex shoots between them. Chris Powell is not happy, and shows him the warning board; commentator James is loving it, and instantly dubs him 'Crash Vangeen'.
As the chequered flag falls, we're bracing ourselves in the pitlane: Alex is a walking definition of 'heart on sleeve'. We can almost see the thundercloud following the blue-helmeted figure into the pits. As he exits the kart and barges into the paddock, James bravely approaches in search of an interview. Lauren scuttles out of the firing zone. Bayliss is blisteringly unsympathetic.
I don't have a chance to talk to him, because it's time to turn my attention inward. My first two heats are in quick succession - 9 and 11. I'm starting seventh in the first, with a heavyweight ahead: I'm hopeful of gaining a place straightaway. The Hereford layout, with the starting grid halfway around the circuit, means I have half a lap to get a sense of the kart and circuit. Not much, but I use it as best I can.
My start is near-perfect, and I'm already past the seventh-placed driver as we stream into the tunnel and concertina into the hairpin at the exit. Contact behind pushes me a little wide, but I gather it up and hound the red-clad driver in front - Josh Overhill - all the way through the corkscrew, down the pit straight and into the fast 180 degree right hander of turn 1. As we rocket up the short back straight towards the first hairpin, the front-runners are tightly bunched, tripping over one another; Josh moves to the right, taking the defensive line. I go left, get alongside, and overtake in a Wall of Death move around the outside. It's a good pass, and I'm chuffed.
These races are only eight laps - less than five minutes - long, but such is the intensity that they seem to last an eternity. In fifth place, I'm less than two seconds behind leader Paul Lycett, but after three laps of ducking and diving, I can't get any nearer. The driver ahead is slower, but defending well; the front three are too busy clouting each other to pull away.
Mid-race, I'm distracted by their antics at the middle hairpin and the kart snaps into oversteer. I lose momentum and am instantly under pressure from behind; aware of a presence at my right rear corner, I move to shut the door, feel light contact, then nothing. I discover later that poor Ryan Smith thumped the tyres; the impact stalled an engine, consigning him to the back.
Briefly slowed, I quickly catch the leading pack again, but with a lap to go it all goes pear-shaped - again, at that bogey middle hairpin. A crash up front leaves me nowhere to go; I come virtually to a stop, and the driver behind scoots past on the run down to the tunnel. I take the flag sixth - a little frustrated, but still ahead of my starting slot.
There's no time to dwell on might have been. Eight minutes later, I'm back in a kart for my second heat of the day. This time, I'm starting from pole position, and the butterflies are fluttering. I don't have a great record of defending pole position starts in the BRKC; in fact, in five attempts I've only ever managed it once, in the D final here at Hereford, two years ago. Worse, three rows back on the grid is a familiar blue suit and white helmet - Lee Hackett. There are plenty of drivers between us, but not for long.
Green light. I'm away cleanly, butterflies banished; through tunnel, hairpin and corkscrew with no contact from behind. I focus on braking points and apexes, try and ignore everything else; it's lap two, on the approach to the first hairpin, before I steal a glance behind.
There's nobody there.
Bemused, I negotiate the middle hairpins and finally catch sight of the rest of the field - braking for the first hairpin as I exit the second. It's a huge gap in a race like this; there must have been some sort of pileup on the opening lap. I suppress a thrill of excitement and focus. The job is far from done.
Next time through, I'm halfway up the back straight as the second-placed driver approaches turn 1, and my heart sinks. Blue suit, white helmet. I tell myself to watch the track, not Lee, but he bobs around at the fringes of my field of view, taunting.
Around this time I become aware of spirited support from the pitwall. Alex is leaning right over the track in front of the race director's hut, urging me on; at the corner of my eye I can see Marianne, Andrew Bayliss, a dozen others... it's wonderful to be cheered on, but please Lord, don't let me fuck this up...
I've lost count of the number of laps - feels like fifty - but a couple of passes later I'm beginning to believe. Lee is closing, but not quickly enough; it's all I can do not to shout in exultation as Chris shows me the one lap board. Easy now, it's too easy to throw it all away at a time like this.
But I come off the corkscrew a clear two seconds ahead and punch the air in delight as I take the chequered flag. It's only a heat win, and I was lucky, but I know I've driven well. And I've scored eleven precious points, which should be enough to book me a place in the B final at least.
And if I can hold it together in my third heat...who knows?
(click here for part two)
"My husband," says Marianne, "is so going to whip your arse."
I shut my eyes and briefly contemplate the wisdom of bringing my shy and retiring wife along to a BRKC event. The recipient of her comment - the unwhippably quick Russell Endean - gives me a 'do you know this woman?' look.
Nope, never set eyes on her before...
Marianne is no stranger to kart races, having put in some serious hard time at Teesside during the British 24 Hours over the past couple of years. But this is her first BRKC race and I love having her here, misguided confidence and all. I grin at Russell and we laugh it off. But, of course, I'm going to have a serious go at whipping his arse.
Wind back 24 hours. Saturday afternoon at Herefordshire Raceway is blustery and leaden, the circuit damp in places. But the weather can't dampen the mood. A cross-section of BRKC regulars and international visitors have gathered to kick off our race weekend a day early. It's such a pleasure to be back at this compact, tricky circuit with its postcard setting and wood-framed clubhouse, and I can't wait to get going in our 90 minute team endurance race.
I'm teamed up with the excellent Michael Weddell - a former A-final winner in the BRKC - and I'm counting on him to make me look good. We're up against some serious competition: circuit owner Chris Powell and one of his marshals; BRKC founder (and newly signed Peugeot race driver) Bradley Philpot with reigning BRKC champion, local lap record holder, and marshal Lee Hackett; the nearly-as-daunting combo of Kart World Championship superstars Ruben Boutens and Sam Spinnael. There's also Ted Monfils with Ruben's younger sister Annelien, BRKC returnee Andrew Bayliss with Ryan Smith, and a smattering of others including the Brierley brothers Sean and Liam, and local heroine Rhianna Purcocks with Tyler Mays.
I get off to an inauspicious start in practice; not known for binning it, I fit a visit to the scenery and a quick spin into seven minutes. Always tight and twisty, the circuit is also cold and greasy; our kart feels punchy enough but I'm struggling with the light steering and pronounced understeer. Luckily, Michael keeps it on the island and qualifies us a respectable 6th out of 10.
And there we stay. The rules dictate that we must make five pitstops, meaning six stints of 15 minutes each. We play it simple - Michael starts and we alternate every quarter of an hour. Our raw pace isn't overly fast but we're consistent, error-free and lightning-quick in the pits. A puncture at two-thirds distance necessitates a change of kart, but the powers that be take pity and credit us the lost lap.
I've never seen a circuit that fits so much character and complexity into such a short tour; after over 80 laps at the wheel I'm still not stringing it all together consistently. My best time - a low 35 - is four tenths slower than Michael's, and a huge 1.4 seconds slower than Lee Hackett's. I was reasonably quick here last year - in grippier conditions - and there'll be work to do tomorrow in practice before I can rediscover my form.
But as we say our goodbyes and retire to our hotel (the excellent Portway Inn on the Brecon Road), I'm content. The rust from two months out of a kart is gone; I have data to go on, and Marianne to give me feedback. I've had a good feeling about round 3 for a while, and can't wait to turn a wheel in anger.
Sunday dawns as Saturday waned: dull, overcast, just about dry - but even colder. The temperature is hovering around freezing, with snow in the air. We arrive at 9.30am, warmed by a fine breakfast, to find some of the regulars already in situ. As are the two resident Jack Russells, who greet every new arrival with a chorus of barks.
I'm on track in the first practice session to try and iron out the kinks; today we're using a fresh fleet of karts, and I'm happier straight away. The understeer is still there, but I'm learning to trust that the kart will turn in, using the brakes to ease the nose into the hairpins. Marianne is my spotter: watching carefully from the clubhouse balcony, she's noting differences in driver technique, giving me pointers to try in my second session. I'm still struggling with the notorious corkscrew right-hander off the bridge.
By the end of my allotted half-hour - two sessions - I've found a whopping 1.5 seconds since last night. The benchmark time is faster - a 33.2. But at 33.8, I'm much closer to the pace. While I've been focusing on track, the clubhouse has become a hive of activity: the best part of a hundred drivers and spectators throng its two floors. BRKC banners have appeared; bacon butties and steaming paper cups are flying out of the kitchen. Marianne and I defrost ourselves with cups of tea and compare final notes. After 140 laps since yesterday afternoon I'm still not quite as fast as I'd like, but I've found the rhythm. I'll be able to adapt quickly to the differences between individual karts.
Dare I say it, I'm starting to feel quietly confident.
Marianne knows long-suffering other halves Rebecca and Lauren from Teesside, so it's no surprise to find them gravitated together. No doubt they're swapping horror stories about their respected beloveds. They're joined by Russell Endean's girlfriend Sophie, whom I've not met before. Like Marianne, she's a rare visitor to BRKC events. I leave them to it and catch up with the usual suspects.
Brad is flitting about looking particularly chipper - having won a shootout to race for Peugeot in the upcoming Nurburgring 24 Hours, he's sporting a natty Peugeot Sport jacket ("he hasn't taken it off in a week," says Becca). James Auld, who did sterling work commentating at rounds 1 and 2, is back for a third stint at the microphone. Clad in his shiny red Daytona jacket, he's already booming over the tannoy and accosting hapless drivers for interviews.
Ther ever-committed (or should that be 'certifiable') Scots are back in force: Weddell, Smith, Dailly, Allward... although after a run of bad luck, Matthew Hamilton is absent which is a shame. Ryan Smith and I compare the merits of various helmet designs; I particularly like his red, white and blue, and Anwar Beroual-Smith's pale green. Apparently many of the drivers have used the same helmet painter, who charges around £250 depending on the design. I've never been too bothered about changing the colour of my plain black Arai, but that's cheaper than I expected. Interesting...
At midday, Chris Powell takes over the microphone for the driver's briefing, and at five past, the engines are fired up for free practice. There's a welcome lack of faff at Hereford, but we drivers need to be on our toes. Blink, and you miss a heat.
We're sent out in groups of ten, in driver number order. I'm driver number 4, so am in the first session. I run through my allotted five laps, add a little more information to the ever-growing bank, and pit with a mix of satisfaction and apprehension. My first heat is an hour away, and snowflakes are flurrying. If the track turns wet, all bets are off.
Commentator James grabs me for an interview, which is gratifying and disconcerting at the same time. I'm nowhere near as articulate in person as I am in writing, but manage to stumble through a few sentences about this blog and my ambitions for the day - realistically, to score some points. To do that, I must finish in the top 30 of 57.
As the first heat clatters out of the pits, we're two deep on the upper level. It's the best vantage point, but I'm not there just for kicks. I note that the lights are very quick to blink green, and watch how the others are handling the start and first sweep into the tunnel left-hander. There's always something to learn.
The regular devoted parents - Graham Purcocks, Lawrence Hackett, Anthony Mays, a number of others - are present and correct. I chat to Geoff White, father of Ed, whom I've not met before. Apparently Geoff spent time talking to Marianne during the endurance race yesterday, so God only knows what he's heard about me... At 14, Ed is the BRKC's youngest driver, and in these early heats, is already making an impression. He looks confident and very smooth on track - not something you could say of all the younger drivers.
Down below on the pitwall, Alex Vangeen is complaining about being hopelessly rusty ("I've had a rubbish month.") while Andrew Bayliss - spectating today, having raced in the endurance yesterday - is joining in with other people's interviews and generally making a nuisance of himself. They're both fine entertainment, as always.
But the best is yet to come. It's difficult to overtake on this circuit at the best of times, and with competition this fierce and grip levels on the low side, we're seeing more contact than usual. In his first race, Alex turns up the heat too far and triggers a pileup at the corkscrew, for which he receives a penalty; a couple of laps later he's the meat in a three-kart sandwich into the tight middle hairpin. We can hardly bear to watch: two karts rotate in perfect harmony, and Alex shoots between them. Chris Powell is not happy, and shows him the warning board; commentator James is loving it, and instantly dubs him 'Crash Vangeen'.
As the chequered flag falls, we're bracing ourselves in the pitlane: Alex is a walking definition of 'heart on sleeve'. We can almost see the thundercloud following the blue-helmeted figure into the pits. As he exits the kart and barges into the paddock, James bravely approaches in search of an interview. Lauren scuttles out of the firing zone. Bayliss is blisteringly unsympathetic.
I don't have a chance to talk to him, because it's time to turn my attention inward. My first two heats are in quick succession - 9 and 11. I'm starting seventh in the first, with a heavyweight ahead: I'm hopeful of gaining a place straightaway. The Hereford layout, with the starting grid halfway around the circuit, means I have half a lap to get a sense of the kart and circuit. Not much, but I use it as best I can.
My start is near-perfect, and I'm already past the seventh-placed driver as we stream into the tunnel and concertina into the hairpin at the exit. Contact behind pushes me a little wide, but I gather it up and hound the red-clad driver in front - Josh Overhill - all the way through the corkscrew, down the pit straight and into the fast 180 degree right hander of turn 1. As we rocket up the short back straight towards the first hairpin, the front-runners are tightly bunched, tripping over one another; Josh moves to the right, taking the defensive line. I go left, get alongside, and overtake in a Wall of Death move around the outside. It's a good pass, and I'm chuffed.
These races are only eight laps - less than five minutes - long, but such is the intensity that they seem to last an eternity. In fifth place, I'm less than two seconds behind leader Paul Lycett, but after three laps of ducking and diving, I can't get any nearer. The driver ahead is slower, but defending well; the front three are too busy clouting each other to pull away.
Mid-race, I'm distracted by their antics at the middle hairpin and the kart snaps into oversteer. I lose momentum and am instantly under pressure from behind; aware of a presence at my right rear corner, I move to shut the door, feel light contact, then nothing. I discover later that poor Ryan Smith thumped the tyres; the impact stalled an engine, consigning him to the back.
Briefly slowed, I quickly catch the leading pack again, but with a lap to go it all goes pear-shaped - again, at that bogey middle hairpin. A crash up front leaves me nowhere to go; I come virtually to a stop, and the driver behind scoots past on the run down to the tunnel. I take the flag sixth - a little frustrated, but still ahead of my starting slot.
There's no time to dwell on might have been. Eight minutes later, I'm back in a kart for my second heat of the day. This time, I'm starting from pole position, and the butterflies are fluttering. I don't have a great record of defending pole position starts in the BRKC; in fact, in five attempts I've only ever managed it once, in the D final here at Hereford, two years ago. Worse, three rows back on the grid is a familiar blue suit and white helmet - Lee Hackett. There are plenty of drivers between us, but not for long.
Green light. I'm away cleanly, butterflies banished; through tunnel, hairpin and corkscrew with no contact from behind. I focus on braking points and apexes, try and ignore everything else; it's lap two, on the approach to the first hairpin, before I steal a glance behind.
There's nobody there.
Bemused, I negotiate the middle hairpins and finally catch sight of the rest of the field - braking for the first hairpin as I exit the second. It's a huge gap in a race like this; there must have been some sort of pileup on the opening lap. I suppress a thrill of excitement and focus. The job is far from done.
Next time through, I'm halfway up the back straight as the second-placed driver approaches turn 1, and my heart sinks. Blue suit, white helmet. I tell myself to watch the track, not Lee, but he bobs around at the fringes of my field of view, taunting.
Around this time I become aware of spirited support from the pitwall. Alex is leaning right over the track in front of the race director's hut, urging me on; at the corner of my eye I can see Marianne, Andrew Bayliss, a dozen others... it's wonderful to be cheered on, but please Lord, don't let me fuck this up...
I've lost count of the number of laps - feels like fifty - but a couple of passes later I'm beginning to believe. Lee is closing, but not quickly enough; it's all I can do not to shout in exultation as Chris shows me the one lap board. Easy now, it's too easy to throw it all away at a time like this.
But I come off the corkscrew a clear two seconds ahead and punch the air in delight as I take the chequered flag. It's only a heat win, and I was lucky, but I know I've driven well. And I've scored eleven precious points, which should be enough to book me a place in the B final at least.
And if I can hold it together in my third heat...who knows?
(click here for part two)
Thursday, 17 January 2013
BRKC round 1. The Raceway, London, 12-13 January 2013 (part 2)
(Click here for part one)
Lunchtime on Sunday. Watery sunlight is filtering through the Raceway's skylights. It lifts the gloom but can do nothing for the temperature. If I stand still for more than a minute I get an ice cream headache in my feet.
With an hour or so until my final heat, I grab a hot dog and chat to a couple of new faces - Sam Guntrip, who is having an excellent run towards a B-final place, and friend, whose name escapes me. Both seem to be enjoying their first experience of the BRKC.
Not so a couple of the old-timers.
"Terrible!" says Lee Jones, with a rueful grin, when I ask how it's going. "I just can't get the qualifying right..."
It's a similar story for our British 24 Hours captain Alex Vangeen. He's had to wait a long time to get going, and finished somewhere behind me in heat 14. Not the most auspicious of starts.
He's next on in heat 18, and quickly gathers a chorus of approval from commentator James and everyone on the pitwall. Alex always drives as if karting's about to be made illegal; I can almost see the corners cowering in fear as he bears down on them. We groan in unison as he aims for a narrowing gap between Oli and the wall, then lift the roof as he makes a series of brilliant overtaking moves to gain back the lost places.
Also a late starter - and making an instant impression - is Sean Brierley. With two down and one to go he has a win and a second place to his name, and has an excellent chance of making the coveted A-final. He looks a little busier at the wheel than Lee or the Belgians, but it all stays pointing in the right direction, and he's maintaining good momentum out of the corners - so important, and so difficult.
He and I share heat 21, where I make my only critical error of the day. On the out lap, the kart feels very lively at the rear; wary of unsticking it, I'm much too cautious into turn two and lose several tenths. I line up a frustrated sixth and spend the race within a few metres of fourth place, but unable to get past the squabbling (and occasionally lairy) drivers in front. Sean, meanwhile, has won and lies second on the leaderboard with three heats to go. I'm 30th out of 80, and expect to drop a few before the end.
With the last heat finished, the noise level drops from deafening roar to echoey chatter; James announces a short break while the final leaderboard is calculated. A few minutes later we're crowding around the central pillar in the paddock as Brad pins up the lists. I'm 35th overall, which will put me fifth on the grid in the D-final. About what I expected; the mistake on my last qualy lap probably cost me a C-final slot. Right now, there are fifty similar stories of woe floating about the Raceway.
The A-final grid makes interesting reading. Lee Hackett is on pole, as expected - nobody else managed to win all three heats - and Sean has retained his second place. Superstars Boutens, Grooten, Pineiro and Elliott are there, as expected, but there are some real surprises. BRKC regular Alexandru Damian has, on the quiet, had a superb day, as has heavyweight Russell Endean. It's been a day to forget for most of the Scots, but Stephen Dailly has bucked the trend. And my saviour/chauffeur Craig is clearly rather handy: he's made the A-final on his BRKC debut, against world-class competition.
As the finals get underway I take a seat with Lee Jones and Anwar in the restaurant, whose soundproofed windows overlook the fast banking at turn 1 as well as the turn 3 hairpin. The H and G-finals fly by with some great entertainment, but it's the battle at the front of the F-final that has us biting our nails. BRKC regular Daryl Warren is on pole, chased hard by Matthew Hamilton - who is normally to be found much nearer the sharp end.
Always committed, Daryl is prone to errors: the smart money says that Matthew will have him before long. But time after time they flash through the banking in front of us, disappear for a few seconds, then reappear in the braking zone for the hairpin - nose to tail with Daryl in front.
"I can't watch," says Lee, around lap 6; Anwar and I crane our necks to try and keep the battling pair in sight through the danger area at turn 2. Matthew's trying every (clean) trick in the book to intimidate Daryl out of the way.
But Daryl shows no sign of the huge pressure he's under, keeping it neat, tidy and in front. We're holding our collective breath as the chequered sign begins to strobe, and the cheer almost drowns the engines as Daryl takes it. There's no sign of Matthew, though - his rotten luck with machinery has continued with a broken throttle cable in the last metres of the race. It's a great drive by both, and is greeted with noisy appreciation by everyone in the paddock as well as James on the Tannoy.
But now it's time to don my helmet for the last time today. There are one or two familiar names in the D-final, but most are an unknown quantity. My biggest concern is former winner Michael Weddell, who's had an uncharacteristically bad day and starts right behind me. As we walk out into the pitlane I realise that I've been allocated the same kart I had in my second heat; my heart drops. It's the weakest of the five I've driven this weekend. As we roll around the out-lap I'm reminding myself of its pros and cons. Engine and brakes are fine, but the front is very skittish. It's not terrible; I'll do my best to adapt.
The start is messy, the marshals slow to give polesitter Connor Marsh the green flag, but we keep it together and by turn 2 I'm all over the bumper of the driver in front, who looks tentative. I can already feel the pressure from behind: there's a disgruntled Scot breathing down my neck. All nine stone of him.
On the second lap, trying to hold the kart flat on a defensive line through the fast left-hander, the front abruptly lets go and I clout the outside wall. I'm expecting Weddell to come through, but he doesn't. Maybe I've scared him as well as myself.
For a couple more laps, the status quo remains, until the driver in front of me has a tardy exit from turn 2 and baulks me slightly. I start to jink right, but Weddell is already alongside and passes cleanly into the hairpin. I mentally kick myself - my overtaking has been poor here - and set about making amends.
Weddell's up to fourth within a lap, and I pull a decent move through the fast section to regain my fifth place. But disaster strikes a lap later: midway through the endless left-hander with tortured right tyres screaming, I feel a big thump at the rear and am instantly a passenger. The kart snaps backwards into the wall, someone else pirouetting behind me as the field rushes by.
I get going again and find myself chasing Lee Jones. I'm quicker, but he defends neatly and cleanly; we finish nose to tail, 9th and 10th. We're both disappointed but philosophical: it's not as if we were fighting for the win. Later, Adam Sharp owns up and apologises for causing the accident, which is much appreciated.
With my day over, the adrenalin drains and my body starts to complain. Lack of sleep and fatigue are compounded by a worsening headache, sore throat and the prospect of a slow trip home to Winchester by train and bus. I take a break to get changed and miss the C- and B-finals. But it's a sign of the quality of this field that some big names - Borremans, Laporte, Spinnael, former winner Danny Henney - found themselves in the C-final.
I return to the paddock to find that KWC organiser Gregory Laporte has made up for his mixed results in the heats by winning the C-final and fighting his way up to 4th in the B-final. Great stuff.
But now it's time for the big race, and we line the pitwall to watch. I think Lee is going to be as imperious as he's been all weekend; the big question mark lies over the inexperienced head of Sean Brierley: he has two of the best karters in the world hunting down his second place. Will he be able to take the pressure?
As the green flag drops Lee makes another perfect start and heads Sean by three metres as they cross the startline. There's a flurry of activity behind as Ramon Pineiro overtakes Jonny Elliott for fourth place and begins to hound Ruben Boutens. Further back, BRKC regulars Endean, Damian and Dailly are locked in battle with former world champion Grooten; it's hard to know where to look.
Boutens is keeping Sean honest but no more than that; Pineiro is all over him, and squeezes by into the tight left-right. I miss the move, but Boutens has a hand up in protest, and the marshals are locked in discussion. Three laps later Pineiro is shown a blue flag, ordering him to give the place back - which he does immediately by running wide into turn 1. But he's clearly not happy: there's a bit of Latin headshaking going on.
All of which has given Sean some breathing space. As the laps count down he begins to reel Lee in, tenth by tenth. But Lee is serene, and takes the flag a couple of seconds ahead to seal an utterly dominant weekend. Sean is a brilliant second ahead of Boutens, Pineiro, Elliott and indoor specialist Russell Endean, who takes his second heavyweight win.
We cheer the podiums, dash clear of the champagne showers and begin to scatter into the freezing night. I get the sense that we share a similar thought: the BRKC just keeps getting better. It's in a myriad details, from the swanky new race programmes to the influx of national and international talent: this series has jumped to a new level.
Many thought that the international drivers would dominate, but they had to fight every inch of the way. Better still, they've been unanimous in their praise and support for the series, and those without conflicts will be back for round 2. It would be great to count them amongst the ever-growing band of regulars.
Again, Brad has done a magnificent job behind the scenes to make round 1 the huge success it was, and I've no doubt that Rebecca has regularly gone well beyond the call of duty to back him up. The recruitment of sometime competitor James Auld as commentator was inspired, and he'll be back for rounds 2 and 3.
The Raceway is a very impressive venue and seems to have found favour with most of the drivers. I thought they did a superb job to run such a huge event with minimal delay. They seem to 'get' the BRKC - which can't be said of all circuits - and the staff were friendly and efficient without fail. I hear we're likely to return in 2014, and look forward to that.
For myself, I knew that with competition of this standard, making the top half of the leaderboard would be a decent effort. I managed that - just - and enjoyed myself enormously on and off track. It's very heartening to hear that people like my ramblings, and I enjoy writing them. But I'm in the BRKC first and foremost to race, and my consistently average results nag like a splinter. During round 1 I discovered a few chinks in my armour, which I'll be working on before my next race.
Sadly I can't be at Buckmore, despite my best efforts to rearrange a group skiing trip, but I'll be present and correct for round 3 at one of my favourite venues: Herefordshire Raceway.
So I'm relying on you, BRKC massive. Lee Hackett is a lovely guy and a brilliant driver. But if he wins again, he might start giving everyone the (index) finger and saying things like 'Now THAT'S what I'm talking about..."
We can't have that, can we?
(Click here for part one)
Lunchtime on Sunday. Watery sunlight is filtering through the Raceway's skylights. It lifts the gloom but can do nothing for the temperature. If I stand still for more than a minute I get an ice cream headache in my feet.
With an hour or so until my final heat, I grab a hot dog and chat to a couple of new faces - Sam Guntrip, who is having an excellent run towards a B-final place, and friend, whose name escapes me. Both seem to be enjoying their first experience of the BRKC.
Not so a couple of the old-timers.
"Terrible!" says Lee Jones, with a rueful grin, when I ask how it's going. "I just can't get the qualifying right..."
It's a similar story for our British 24 Hours captain Alex Vangeen. He's had to wait a long time to get going, and finished somewhere behind me in heat 14. Not the most auspicious of starts.
He's next on in heat 18, and quickly gathers a chorus of approval from commentator James and everyone on the pitwall. Alex always drives as if karting's about to be made illegal; I can almost see the corners cowering in fear as he bears down on them. We groan in unison as he aims for a narrowing gap between Oli and the wall, then lift the roof as he makes a series of brilliant overtaking moves to gain back the lost places.
Also a late starter - and making an instant impression - is Sean Brierley. With two down and one to go he has a win and a second place to his name, and has an excellent chance of making the coveted A-final. He looks a little busier at the wheel than Lee or the Belgians, but it all stays pointing in the right direction, and he's maintaining good momentum out of the corners - so important, and so difficult.
He and I share heat 21, where I make my only critical error of the day. On the out lap, the kart feels very lively at the rear; wary of unsticking it, I'm much too cautious into turn two and lose several tenths. I line up a frustrated sixth and spend the race within a few metres of fourth place, but unable to get past the squabbling (and occasionally lairy) drivers in front. Sean, meanwhile, has won and lies second on the leaderboard with three heats to go. I'm 30th out of 80, and expect to drop a few before the end.
With the last heat finished, the noise level drops from deafening roar to echoey chatter; James announces a short break while the final leaderboard is calculated. A few minutes later we're crowding around the central pillar in the paddock as Brad pins up the lists. I'm 35th overall, which will put me fifth on the grid in the D-final. About what I expected; the mistake on my last qualy lap probably cost me a C-final slot. Right now, there are fifty similar stories of woe floating about the Raceway.
The A-final grid makes interesting reading. Lee Hackett is on pole, as expected - nobody else managed to win all three heats - and Sean has retained his second place. Superstars Boutens, Grooten, Pineiro and Elliott are there, as expected, but there are some real surprises. BRKC regular Alexandru Damian has, on the quiet, had a superb day, as has heavyweight Russell Endean. It's been a day to forget for most of the Scots, but Stephen Dailly has bucked the trend. And my saviour/chauffeur Craig is clearly rather handy: he's made the A-final on his BRKC debut, against world-class competition.
As the finals get underway I take a seat with Lee Jones and Anwar in the restaurant, whose soundproofed windows overlook the fast banking at turn 1 as well as the turn 3 hairpin. The H and G-finals fly by with some great entertainment, but it's the battle at the front of the F-final that has us biting our nails. BRKC regular Daryl Warren is on pole, chased hard by Matthew Hamilton - who is normally to be found much nearer the sharp end.
Always committed, Daryl is prone to errors: the smart money says that Matthew will have him before long. But time after time they flash through the banking in front of us, disappear for a few seconds, then reappear in the braking zone for the hairpin - nose to tail with Daryl in front.
"I can't watch," says Lee, around lap 6; Anwar and I crane our necks to try and keep the battling pair in sight through the danger area at turn 2. Matthew's trying every (clean) trick in the book to intimidate Daryl out of the way.
But Daryl shows no sign of the huge pressure he's under, keeping it neat, tidy and in front. We're holding our collective breath as the chequered sign begins to strobe, and the cheer almost drowns the engines as Daryl takes it. There's no sign of Matthew, though - his rotten luck with machinery has continued with a broken throttle cable in the last metres of the race. It's a great drive by both, and is greeted with noisy appreciation by everyone in the paddock as well as James on the Tannoy.
But now it's time to don my helmet for the last time today. There are one or two familiar names in the D-final, but most are an unknown quantity. My biggest concern is former winner Michael Weddell, who's had an uncharacteristically bad day and starts right behind me. As we walk out into the pitlane I realise that I've been allocated the same kart I had in my second heat; my heart drops. It's the weakest of the five I've driven this weekend. As we roll around the out-lap I'm reminding myself of its pros and cons. Engine and brakes are fine, but the front is very skittish. It's not terrible; I'll do my best to adapt.
The start is messy, the marshals slow to give polesitter Connor Marsh the green flag, but we keep it together and by turn 2 I'm all over the bumper of the driver in front, who looks tentative. I can already feel the pressure from behind: there's a disgruntled Scot breathing down my neck. All nine stone of him.
On the second lap, trying to hold the kart flat on a defensive line through the fast left-hander, the front abruptly lets go and I clout the outside wall. I'm expecting Weddell to come through, but he doesn't. Maybe I've scared him as well as myself.
For a couple more laps, the status quo remains, until the driver in front of me has a tardy exit from turn 2 and baulks me slightly. I start to jink right, but Weddell is already alongside and passes cleanly into the hairpin. I mentally kick myself - my overtaking has been poor here - and set about making amends.
Weddell's up to fourth within a lap, and I pull a decent move through the fast section to regain my fifth place. But disaster strikes a lap later: midway through the endless left-hander with tortured right tyres screaming, I feel a big thump at the rear and am instantly a passenger. The kart snaps backwards into the wall, someone else pirouetting behind me as the field rushes by.
I get going again and find myself chasing Lee Jones. I'm quicker, but he defends neatly and cleanly; we finish nose to tail, 9th and 10th. We're both disappointed but philosophical: it's not as if we were fighting for the win. Later, Adam Sharp owns up and apologises for causing the accident, which is much appreciated.
With my day over, the adrenalin drains and my body starts to complain. Lack of sleep and fatigue are compounded by a worsening headache, sore throat and the prospect of a slow trip home to Winchester by train and bus. I take a break to get changed and miss the C- and B-finals. But it's a sign of the quality of this field that some big names - Borremans, Laporte, Spinnael, former winner Danny Henney - found themselves in the C-final.
I return to the paddock to find that KWC organiser Gregory Laporte has made up for his mixed results in the heats by winning the C-final and fighting his way up to 4th in the B-final. Great stuff.
But now it's time for the big race, and we line the pitwall to watch. I think Lee is going to be as imperious as he's been all weekend; the big question mark lies over the inexperienced head of Sean Brierley: he has two of the best karters in the world hunting down his second place. Will he be able to take the pressure?
As the green flag drops Lee makes another perfect start and heads Sean by three metres as they cross the startline. There's a flurry of activity behind as Ramon Pineiro overtakes Jonny Elliott for fourth place and begins to hound Ruben Boutens. Further back, BRKC regulars Endean, Damian and Dailly are locked in battle with former world champion Grooten; it's hard to know where to look.
Boutens is keeping Sean honest but no more than that; Pineiro is all over him, and squeezes by into the tight left-right. I miss the move, but Boutens has a hand up in protest, and the marshals are locked in discussion. Three laps later Pineiro is shown a blue flag, ordering him to give the place back - which he does immediately by running wide into turn 1. But he's clearly not happy: there's a bit of Latin headshaking going on.
All of which has given Sean some breathing space. As the laps count down he begins to reel Lee in, tenth by tenth. But Lee is serene, and takes the flag a couple of seconds ahead to seal an utterly dominant weekend. Sean is a brilliant second ahead of Boutens, Pineiro, Elliott and indoor specialist Russell Endean, who takes his second heavyweight win.
We cheer the podiums, dash clear of the champagne showers and begin to scatter into the freezing night. I get the sense that we share a similar thought: the BRKC just keeps getting better. It's in a myriad details, from the swanky new race programmes to the influx of national and international talent: this series has jumped to a new level.
Many thought that the international drivers would dominate, but they had to fight every inch of the way. Better still, they've been unanimous in their praise and support for the series, and those without conflicts will be back for round 2. It would be great to count them amongst the ever-growing band of regulars.
Again, Brad has done a magnificent job behind the scenes to make round 1 the huge success it was, and I've no doubt that Rebecca has regularly gone well beyond the call of duty to back him up. The recruitment of sometime competitor James Auld as commentator was inspired, and he'll be back for rounds 2 and 3.
The Raceway is a very impressive venue and seems to have found favour with most of the drivers. I thought they did a superb job to run such a huge event with minimal delay. They seem to 'get' the BRKC - which can't be said of all circuits - and the staff were friendly and efficient without fail. I hear we're likely to return in 2014, and look forward to that.
For myself, I knew that with competition of this standard, making the top half of the leaderboard would be a decent effort. I managed that - just - and enjoyed myself enormously on and off track. It's very heartening to hear that people like my ramblings, and I enjoy writing them. But I'm in the BRKC first and foremost to race, and my consistently average results nag like a splinter. During round 1 I discovered a few chinks in my armour, which I'll be working on before my next race.
Sadly I can't be at Buckmore, despite my best efforts to rearrange a group skiing trip, but I'll be present and correct for round 3 at one of my favourite venues: Herefordshire Raceway.
So I'm relying on you, BRKC massive. Lee Hackett is a lovely guy and a brilliant driver. But if he wins again, he might start giving everyone the (index) finger and saying things like 'Now THAT'S what I'm talking about..."
We can't have that, can we?
(Click here for part one)
Wednesday, 16 January 2013
BRKC round 1. The Raceway, London, 12-13 January 2013 (part 1)
(Click here for part two)
Saturday 12 January 2013
Craig Martin is my new best friend.
It's 11pm on a freezing night in Docklands. I'm nursing the beginnings of a cold, ache from head to foot, and bed is a mile and a half away. Craig and his friend John are staying at the same hotel - the Woolwich Travelodge - and have graciously made space in their car for me. Result.
Wind back three hours, and I'm wondering - not for the first time - why the hell I'm not at home with my wife and a glass of wine. The walk from Charlton Station to the circuit is less than a mile according to Google. The first half is along a reassuringly bright, busy dual carriageway. But the second half takes you deep into an unlit, deserted industrial estate. Wind is moaning through chainlink fences, flapping loose bits of corrugated iron. I feel like a character in a schlocky horror movie.
But the Bogeyman's taken the night off; I find the circuit's narrow access road, right on the bank of the Thames, and am soon pushing open the imposing double doors. At which point I forget all about the Bogeyman, the cold, and the fact that I need to pee. The Raceway's main reception area is cavernous and marbled, and wouldn't disgrace a luxury hotel. A lifesize model of a Ferrari F1 car hangs on the wall behind the reception desk; legendary race helmets line the walls at regular intervals, each in its own individually lit display case. We're not in Birmingham any more, folks...
I follow the signs and encounter a staff member (whom I later discover is race director Luke) who directs me along what seems like half a mile of corridor. I pass a bar, multiple changing rooms, a restaurant... I'm beginning to wonder if they've left any space for the circuit when I push open a door to be assaulted by the throaty roar of a dozen karts.
Thirteen hours before the official start of round 1, the Raceway's spacious paddock is already dotted with familiar faces. I wave to BRKC organiser Bradley and regulars Sean Brierley and Lee Hackett, and watch from the pitwall as a corporate jolly finishes on track. First impression are good: the circuit looks big by indoor standards, and the karts blast over the finish line at pleasing speed. The surface is asphalt (not the nasty, slick concrete which spoils many indoor circuits) and there's even a bit of gradient built in. Good stuff.
As I suit up for the first of my two test sessions, the long schlep to the depths of East London suddenly feels worthwhile: the tingle is back. I have forty minutes to learn my first proper indoor circuit.
It's a baptism of fire. This place fits some tricky corners into its 700 or so metres. There's impressive variety, too - from a not-quite-flat banked left-hander to a deceptively difficult right-hand hairpin and two left-handers which tighten on entry - forcing you to brake while turning. I quickly learn that the rear of the kart must be kept in check to avoid losing chunks of time; while its natural tendency is to understeer, it quickly flicks into oversteer when the brakes are applied. With no kerbs to kiss and only walls to hit, it's probably as near to a street circuit as karting gets. I've always thought myself reasonably precise and smooth. But I'm not precise or smooth enough for this.
After 27 laps I'm aware of considerable mental and physical effort, as the chequered sign over the startline strobes to signify the end of the session. The paddock has filled up rapidly in the last half hour - along with series regulars Rhianna Purcocks and Daryl Warren I spot multiple karting champion - and F2 race winner - Ramon Pineiro, distinctive in his yellow overalls. He'll surely be a contender for the outright win tomorrow.
I'm 12th out of 16 in our session, over a second off the pace. Reigning BRKC champion Lee Hackett is quickest, unsurprisingly. I watch the second group from as many vantage points as I can: the pit and paddock bisects the circuit, affording good views of many of the corners. I make some mental notes to add to the pointers I picked up in the opening session, and approach my second run with renewed optimism.
The second kart is pointier than the first, with much heavier steering. I'm not at my physical best, but I'm surprised at how drained I am after a mere 20 minutes. Still, it's better: I'm heartened by having pegged Kart World Championship frontrunner Ruben Boutens for several laps. I'm learning some of the counter-intuitive techniques needed to be quick here: leaning away from the corner to put weight over the loaded wheels, hugging the barriers instead of taking a normal line.
I've only found a couple of tenths, but am 9th quickest out of 19. The circuit seems to have slowed: I'm now half a second shy of Lee. It's solid progress, but I can already see that getting anywhere near the points tomorrow is going to be stiff challenge. While getting changed I chat to BRKC - and karting - newbie Fred Harvey-Love. He's jumped in at the deep end and looks wide-eyed at the speed on display tonight - but is looking forward to his first proper race tomorrow.
I hitch my ride to the hotel with Craig and Jon, find my room, and settle down in the lap of luxury. Sleep comes fitfully: when I close my eyes I see nothing but tyre walls. I can't wait to get going for real.
Sunday 13 January
Battleship grey dawn light isn't doing much to improve Docklands' aesthetic appeal, although the Thames Barrier does look suitably menacing. It's the first and last daylight I see all day.
The Raceway is buzzing, karts already on track well before 8am. My two companions - both BRKC newbies - elect to do another practice session. I don't blame them.
This championship has seen some impressive talent in the last couple of years, but never anything like this. Joining the regular frontrunners will be the aforementioned Pineiro and five of the best indoor karters in the world - including the current world champion, Robin Borremans. No less than 80 of us will compete over 24 heats and 8 finals. It's the biggest, most competitive event the BRKC has ever staged; today I reckon that making the top half will be an achievement.
The BRKC table is set up in the paddock and groans under the weight of silverware, bubbly, programmes and merchandise, as usual. Having spent Saturday night out on the town chaperoning the Belgian contingent, Brad's positively saintly other half Becca is in attendance. She's joined by Alex Vangeen's equally haloed fiancé Lauren. It's lovely to see them; half of me wishes I'd persuaded Marianne to come along.
Brad could be forgiven for showing a touch of strain at a time like this, but there's no sign of it. He informs me that he's saved me a job by writing the round 1 blog. Something like:
"BRKC Round 1 at The Raceway was simply the best kart race I have ever attended. All of the drivers were entirely happy and everything was perfect. The end."
As the test sessions come to an end and briefing time approaches, I catch up with the old guard - Alex, both Lees (Jones and Hackett), Anwar, two very dedicated fathers (Rhianna's dad Graham and Lee Hackett's dad Lawrence), Daryl, and others. James Auld drops by to say hello before assuming his position as commentator for the day. Clad in a shiny scarlet Daytona 24 Hours jacket, and armed with a wireless microphone, he's every inch the showman.
Soon his voice is booming over the Tannoy, summoning everybody to the pit area for the briefing, which lives up to its billing: it's brief. With a packed schedule and the added complication of qualifying for each heat, time is very tight.
We have five minutes of free practice, split into four groups of 20. I'm in the first group, and spend my seven or so laps working on dealing with the understeer that dominates the handling of most of the karts. With no laptimes I can't really tell if I'm making progress, but it's starting to feel more natural. Once out of the kart I relax: my first race is heat 11. I have at least two hours to wait.
Fortified by coffee and an excellent bacon sandwich from the nice ladies in the café, I join the others on the pitwall as the first heat begins. I'm running a stopwatch to keep tabs, and the initial news is bad. Heat 1 takes 18 minutes to complete. At this rate we'll still be here on Monday.
Heat 2 takes longer still. Brad has been back and forth across to Race Control a couple of times; we gather that the computer isn't functioning as predicted. After a couple of tweaks on and off track, heat 3 takes 12 minutes. With two sets of karts running alternately, there's no delay between heats, and the marshals are quick to form up the grids after each qualifying run. We're soon rattling through them at whipcrack speed.
Rhianna Purcocks - at 15, the BRKC's second youngest driver - is in an early heat, and her father Graham shows me a nifty bit of technology which enables him to watch a live video feed from her GoPro camera on his phone. The quality is patchy, but I get the sense I've seen the future. Rhianna is always exciting to watch. She's talented but tends to intersperse nuggets of genius with moments of madness: we cheer as she pulls off a stunningly opportunistic move into the fast left-hander at the back of the circuit, then groan as she runs wide into the tight left before the pits, losing a couple of places.
Always fascinated by contrasting driving styles, I spend time observing some of the frontrunners. All of the Belgian KWC experts adopt a similar approach: upright in the seat, pronounced lean on the outside wheels, a model of precision. F2 refugee Pineiro is a little more flamboyant, turning into the hairpin with a single sweep of the wheel and holding it steady, with no correction, all the way to the exit. Multiple champions Anwar Beroual-Smith and Jonny Elliott are a masterclass in fluidity, not a hint of raggedness, keeping both ends of the kart in perfect harmony.
And by heat 8 it's clear that Lee Hackett is operating at a different level to everyone else. He drives as if in permanent slow motion replay - effortless, all the time in the world, the steering wheel hardly moving. The spectacle has all the drama of a trip to the shops, but his speed is devastating. With all of his heats done he's scored a perfect 30 points: three dominant wins from three pole positions. After the race he's typically humble when interviewed by commentator James - who is doing a magnificent job of keeping the excitement sky-high through the marathon run of heats.
I take a short break from the biting cold and aural assault of the circuit, and kick back on one of the comfy sofas outside Reception. My eyes are barely shut when a familiar voice shouts:
"Oi, Lazy! Why aren't you writing?"
It's Sean Brierley and Daryl Warren. I mumble a riposte - scathingly witty, I'm sure - shut my eyes again, and try to get warm. I wish I felt better.
Fifteen minutes later, the adrenalin is doing its thing; I wait in my kart as the Tannoy booms and heat 10 roars around me. There are no nerves to speak of. I know what to do.
I'm 7th in the line of karts, of 10; along with everyone else I need to make space in front of me before the start of my qualifying lap, while getting a sense of what I have to work with. This kart's steering is quite heavy, which indicates a grippy front end: good news. As I boot it out of the final corner and head for the startline, the kart in front is almost down to turn 1: plenty of space, unless he bins it. He doesn't.
I drive a clean, if slightly conservative lap; as I roll to a stop on the back section, I'm expecting to be somewhere in the middle of the grid... and am slow to spot the marshal pointing at me.
"SIX!" he bellows, for the third or fourth time. I trickle forward into third position, pleased. In seconds we're waved forward, the pole sitter keeping us at walking pace through the tight left-right before the pitlane entry. I'm glued to the back of the kart in front, but still lose a couple of metres as he bolts.
I gain it back into the banking of turn 1, and we're nose to tail as we concertina into the tricky tightening left of turn 2. I feel the fourth-placed kart nudge me at the apex, then we're powering down the hill to the hairpin. This is intense stuff, and just like the preceding heats, the quality of driving is sky-high. We don't have a lot of space and there's no margin for error - yet there's virtually no bumping. Over eight laps I slowly lose ground to the pair in front, pull out a small gap to the kart behind, and finish a satisfied third. It's a better start than I had hoped for.
I'm next on in heat 14, so barely have time to draw breath before I'm sitting in the pitlane waiting to go again. Brad comes over to tell me that there are six heavyweights in this race, so nothing less than pole will do. He neglects to mention that my rivals include superstars Robin Borremans, Mathias Grooten and Sam Spinnael. Still, I'm at the front of the queue, so there's no need to make space.
Three minutes later I'm bemused to be lining up fifth. I drove what felt like a better lap than my first attempt, but this kart is looser at the front, less predictable in the fast corners. No matter - I make a good start, and am quickly past fourth-placed Oli Nitch-Smith. I expect to pull away, but can't: he comes right back at me and makes a neat move a couple of laps later - into turn 2, I think. I push him hard, and get my nose in front with a clumsy move in the tight left-right. But it's questionable, and I let him past. We finish inches apart. Although I've been generally happy with the karts, I think this one did dictate the result to some extent.
I glance at my watch: just after 1pm. We're not yet halfway - 14 races down, 18 to go...
(Click here for part two)
Saturday 12 January 2013
Craig Martin is my new best friend.
It's 11pm on a freezing night in Docklands. I'm nursing the beginnings of a cold, ache from head to foot, and bed is a mile and a half away. Craig and his friend John are staying at the same hotel - the Woolwich Travelodge - and have graciously made space in their car for me. Result.
Wind back three hours, and I'm wondering - not for the first time - why the hell I'm not at home with my wife and a glass of wine. The walk from Charlton Station to the circuit is less than a mile according to Google. The first half is along a reassuringly bright, busy dual carriageway. But the second half takes you deep into an unlit, deserted industrial estate. Wind is moaning through chainlink fences, flapping loose bits of corrugated iron. I feel like a character in a schlocky horror movie.
But the Bogeyman's taken the night off; I find the circuit's narrow access road, right on the bank of the Thames, and am soon pushing open the imposing double doors. At which point I forget all about the Bogeyman, the cold, and the fact that I need to pee. The Raceway's main reception area is cavernous and marbled, and wouldn't disgrace a luxury hotel. A lifesize model of a Ferrari F1 car hangs on the wall behind the reception desk; legendary race helmets line the walls at regular intervals, each in its own individually lit display case. We're not in Birmingham any more, folks...
I follow the signs and encounter a staff member (whom I later discover is race director Luke) who directs me along what seems like half a mile of corridor. I pass a bar, multiple changing rooms, a restaurant... I'm beginning to wonder if they've left any space for the circuit when I push open a door to be assaulted by the throaty roar of a dozen karts.
Thirteen hours before the official start of round 1, the Raceway's spacious paddock is already dotted with familiar faces. I wave to BRKC organiser Bradley and regulars Sean Brierley and Lee Hackett, and watch from the pitwall as a corporate jolly finishes on track. First impression are good: the circuit looks big by indoor standards, and the karts blast over the finish line at pleasing speed. The surface is asphalt (not the nasty, slick concrete which spoils many indoor circuits) and there's even a bit of gradient built in. Good stuff.
As I suit up for the first of my two test sessions, the long schlep to the depths of East London suddenly feels worthwhile: the tingle is back. I have forty minutes to learn my first proper indoor circuit.
It's a baptism of fire. This place fits some tricky corners into its 700 or so metres. There's impressive variety, too - from a not-quite-flat banked left-hander to a deceptively difficult right-hand hairpin and two left-handers which tighten on entry - forcing you to brake while turning. I quickly learn that the rear of the kart must be kept in check to avoid losing chunks of time; while its natural tendency is to understeer, it quickly flicks into oversteer when the brakes are applied. With no kerbs to kiss and only walls to hit, it's probably as near to a street circuit as karting gets. I've always thought myself reasonably precise and smooth. But I'm not precise or smooth enough for this.
After 27 laps I'm aware of considerable mental and physical effort, as the chequered sign over the startline strobes to signify the end of the session. The paddock has filled up rapidly in the last half hour - along with series regulars Rhianna Purcocks and Daryl Warren I spot multiple karting champion - and F2 race winner - Ramon Pineiro, distinctive in his yellow overalls. He'll surely be a contender for the outright win tomorrow.
I'm 12th out of 16 in our session, over a second off the pace. Reigning BRKC champion Lee Hackett is quickest, unsurprisingly. I watch the second group from as many vantage points as I can: the pit and paddock bisects the circuit, affording good views of many of the corners. I make some mental notes to add to the pointers I picked up in the opening session, and approach my second run with renewed optimism.
The second kart is pointier than the first, with much heavier steering. I'm not at my physical best, but I'm surprised at how drained I am after a mere 20 minutes. Still, it's better: I'm heartened by having pegged Kart World Championship frontrunner Ruben Boutens for several laps. I'm learning some of the counter-intuitive techniques needed to be quick here: leaning away from the corner to put weight over the loaded wheels, hugging the barriers instead of taking a normal line.
I've only found a couple of tenths, but am 9th quickest out of 19. The circuit seems to have slowed: I'm now half a second shy of Lee. It's solid progress, but I can already see that getting anywhere near the points tomorrow is going to be stiff challenge. While getting changed I chat to BRKC - and karting - newbie Fred Harvey-Love. He's jumped in at the deep end and looks wide-eyed at the speed on display tonight - but is looking forward to his first proper race tomorrow.
I hitch my ride to the hotel with Craig and Jon, find my room, and settle down in the lap of luxury. Sleep comes fitfully: when I close my eyes I see nothing but tyre walls. I can't wait to get going for real.
Sunday 13 January
Battleship grey dawn light isn't doing much to improve Docklands' aesthetic appeal, although the Thames Barrier does look suitably menacing. It's the first and last daylight I see all day.
The Raceway is buzzing, karts already on track well before 8am. My two companions - both BRKC newbies - elect to do another practice session. I don't blame them.
This championship has seen some impressive talent in the last couple of years, but never anything like this. Joining the regular frontrunners will be the aforementioned Pineiro and five of the best indoor karters in the world - including the current world champion, Robin Borremans. No less than 80 of us will compete over 24 heats and 8 finals. It's the biggest, most competitive event the BRKC has ever staged; today I reckon that making the top half will be an achievement.
The BRKC table is set up in the paddock and groans under the weight of silverware, bubbly, programmes and merchandise, as usual. Having spent Saturday night out on the town chaperoning the Belgian contingent, Brad's positively saintly other half Becca is in attendance. She's joined by Alex Vangeen's equally haloed fiancé Lauren. It's lovely to see them; half of me wishes I'd persuaded Marianne to come along.
Brad could be forgiven for showing a touch of strain at a time like this, but there's no sign of it. He informs me that he's saved me a job by writing the round 1 blog. Something like:
"BRKC Round 1 at The Raceway was simply the best kart race I have ever attended. All of the drivers were entirely happy and everything was perfect. The end."
As the test sessions come to an end and briefing time approaches, I catch up with the old guard - Alex, both Lees (Jones and Hackett), Anwar, two very dedicated fathers (Rhianna's dad Graham and Lee Hackett's dad Lawrence), Daryl, and others. James Auld drops by to say hello before assuming his position as commentator for the day. Clad in a shiny scarlet Daytona 24 Hours jacket, and armed with a wireless microphone, he's every inch the showman.
Soon his voice is booming over the Tannoy, summoning everybody to the pit area for the briefing, which lives up to its billing: it's brief. With a packed schedule and the added complication of qualifying for each heat, time is very tight.
We have five minutes of free practice, split into four groups of 20. I'm in the first group, and spend my seven or so laps working on dealing with the understeer that dominates the handling of most of the karts. With no laptimes I can't really tell if I'm making progress, but it's starting to feel more natural. Once out of the kart I relax: my first race is heat 11. I have at least two hours to wait.
Fortified by coffee and an excellent bacon sandwich from the nice ladies in the café, I join the others on the pitwall as the first heat begins. I'm running a stopwatch to keep tabs, and the initial news is bad. Heat 1 takes 18 minutes to complete. At this rate we'll still be here on Monday.
Heat 2 takes longer still. Brad has been back and forth across to Race Control a couple of times; we gather that the computer isn't functioning as predicted. After a couple of tweaks on and off track, heat 3 takes 12 minutes. With two sets of karts running alternately, there's no delay between heats, and the marshals are quick to form up the grids after each qualifying run. We're soon rattling through them at whipcrack speed.
Rhianna Purcocks - at 15, the BRKC's second youngest driver - is in an early heat, and her father Graham shows me a nifty bit of technology which enables him to watch a live video feed from her GoPro camera on his phone. The quality is patchy, but I get the sense I've seen the future. Rhianna is always exciting to watch. She's talented but tends to intersperse nuggets of genius with moments of madness: we cheer as she pulls off a stunningly opportunistic move into the fast left-hander at the back of the circuit, then groan as she runs wide into the tight left before the pits, losing a couple of places.
Always fascinated by contrasting driving styles, I spend time observing some of the frontrunners. All of the Belgian KWC experts adopt a similar approach: upright in the seat, pronounced lean on the outside wheels, a model of precision. F2 refugee Pineiro is a little more flamboyant, turning into the hairpin with a single sweep of the wheel and holding it steady, with no correction, all the way to the exit. Multiple champions Anwar Beroual-Smith and Jonny Elliott are a masterclass in fluidity, not a hint of raggedness, keeping both ends of the kart in perfect harmony.
And by heat 8 it's clear that Lee Hackett is operating at a different level to everyone else. He drives as if in permanent slow motion replay - effortless, all the time in the world, the steering wheel hardly moving. The spectacle has all the drama of a trip to the shops, but his speed is devastating. With all of his heats done he's scored a perfect 30 points: three dominant wins from three pole positions. After the race he's typically humble when interviewed by commentator James - who is doing a magnificent job of keeping the excitement sky-high through the marathon run of heats.
I take a short break from the biting cold and aural assault of the circuit, and kick back on one of the comfy sofas outside Reception. My eyes are barely shut when a familiar voice shouts:
"Oi, Lazy! Why aren't you writing?"
It's Sean Brierley and Daryl Warren. I mumble a riposte - scathingly witty, I'm sure - shut my eyes again, and try to get warm. I wish I felt better.
Fifteen minutes later, the adrenalin is doing its thing; I wait in my kart as the Tannoy booms and heat 10 roars around me. There are no nerves to speak of. I know what to do.
I'm 7th in the line of karts, of 10; along with everyone else I need to make space in front of me before the start of my qualifying lap, while getting a sense of what I have to work with. This kart's steering is quite heavy, which indicates a grippy front end: good news. As I boot it out of the final corner and head for the startline, the kart in front is almost down to turn 1: plenty of space, unless he bins it. He doesn't.
I drive a clean, if slightly conservative lap; as I roll to a stop on the back section, I'm expecting to be somewhere in the middle of the grid... and am slow to spot the marshal pointing at me.
"SIX!" he bellows, for the third or fourth time. I trickle forward into third position, pleased. In seconds we're waved forward, the pole sitter keeping us at walking pace through the tight left-right before the pitlane entry. I'm glued to the back of the kart in front, but still lose a couple of metres as he bolts.
I gain it back into the banking of turn 1, and we're nose to tail as we concertina into the tricky tightening left of turn 2. I feel the fourth-placed kart nudge me at the apex, then we're powering down the hill to the hairpin. This is intense stuff, and just like the preceding heats, the quality of driving is sky-high. We don't have a lot of space and there's no margin for error - yet there's virtually no bumping. Over eight laps I slowly lose ground to the pair in front, pull out a small gap to the kart behind, and finish a satisfied third. It's a better start than I had hoped for.
I'm next on in heat 14, so barely have time to draw breath before I'm sitting in the pitlane waiting to go again. Brad comes over to tell me that there are six heavyweights in this race, so nothing less than pole will do. He neglects to mention that my rivals include superstars Robin Borremans, Mathias Grooten and Sam Spinnael. Still, I'm at the front of the queue, so there's no need to make space.
Three minutes later I'm bemused to be lining up fifth. I drove what felt like a better lap than my first attempt, but this kart is looser at the front, less predictable in the fast corners. No matter - I make a good start, and am quickly past fourth-placed Oli Nitch-Smith. I expect to pull away, but can't: he comes right back at me and makes a neat move a couple of laps later - into turn 2, I think. I push him hard, and get my nose in front with a clumsy move in the tight left-right. But it's questionable, and I let him past. We finish inches apart. Although I've been generally happy with the karts, I think this one did dictate the result to some extent.
I glance at my watch: just after 1pm. We're not yet halfway - 14 races down, 18 to go...
(Click here for part two)
Thursday, 20 December 2012
The Daytona 24 Hours 2012
I'll begin with an apology. This story should have been published months ago. For a little while, life and other writing got in the way. Better late than never, I hope.
A motorsport pundit once said of Formula One that each race featured one winner followed by 23 excuses. Here's mine.
Friday 12 October
Sunset over Milton Keynes. From my vantage point on top of the mound beside the Daytona clubhouse I can see most of the twisty circuit infield; the last rays of sunshine picking out kerbs and grass in streaks of red, gold and green. It's 6pm, eighteen hours before the start of Daytona's blue riband event. All around, a hive of quiet activity is building: tents are appearing on the open grass, awnings being erected in the pitlane before me. In the pit garages a four-stroke kart engine fires, roars, falls silent.
I take some pictures of the view, turn and survey my tent. I've bagged a good, sheltered spot against the base of the mound and for the first time ever, have succeeded in setting it up on my own. With a few minutes to spare until I need to get changed for practice, I should be savouring the atmosphere in these quiet moments, the calm before the storm.
But to be honest, I'm a bit glum.
These big races are demanding - physically, mentally, emotionally - and in the past year I've come to rely on Marianne more than I had realised. She brings perspective, pragmatism, support, motivation and one of the clearest heads I know. She takes some of the strain and helps me focus. Most of all, she makes it more fun.
Needless to say she's not here, kept home by a clashing family commitment, and I miss her like hell. I finish taking my pictures, stash the camera, tell myself to man up, and prepare for my practice session.
Daytona's fleet of prokarts is new, and this session is my first opportunity to try them. Feedback from other drivers suggests that the karts - and particularly the new Bridgestone YDS tyres - are a huge improvement on the dog I drove when I was last here during the summer. It takes me half a lap to believe the hype; the twin engines feel strong, and the handling is a revelation. The vague, glassy feel of the old karts has been replaced by a wonderful sense of being keyed into the tarmac. The kart's nose tucks in obediently, the tail edging smoothly and predictably wide when asked; it's years since I've driven a quicker prokart at Daytona.
With spirits lifted, I pit after my allocated 25 minutes, chat briefly with a couple of the regulars - including RDI team organiser Stuart McKay - and head across town to get an early night. I'm lucky to have my brother Jonathan and wife Beth within ten minutes of the circuit. They'll be along to support or commiserate at some point during the race.
I seem to be getting better at sleeping before a big race. As at Teesside, the butterflies stay away, and I drop off with a minimum of sheep-counting. The alarm is set for 6am.
Saturday 13 October
The first couple of hours on race day are as chaotic as ever - dashing around a huge and unfamiliar Tesco in search of bananas... lugging a carload of gear from car park to pitlane... locating Jack and Alan amongst the scrum of drivers, staff and supporters... being ordered to move our just-erected awning to the 'grassy knoll' ten metres back from the pitwall... setting up the camping stove without Marianne's help and hoping I don't blow up the paddock... realising halfway through the pitlane briefing that I'm still missing a driver.
But by 8.45am, things are beginning to fall into place. Stuart, Alan, Jack and I are all present, correct and wearing the regulation red Daytona wristband which signifies that we've attended a briefing and will be allowed on track. I've drawn kart 29 from the silver trophy in the clubhouse, and hope to get my hands on it again before long. In the pitlane, kart 29 is nowhere to be seen, which bodes ill - but several karts are still undergoing final checks in the garages. Our prokart class is much the smaller of the two - just 12 karts compared with 31 Dmaxes. We'll aim to show the 2-stroke teams how it should be done.
At 9am, the pitlane opens for practice. Kart 29 has appeared, and looks tidy as far as we can tell from a walk-around. Jack is suited up and hops in; as he exits the pitlane and gets our race weekend rolling, I send up a silent prayer.
Please, please let it be a good kart.
He's back in after ten laps and reports that it's okay aside from the brakes, which need a very firm shove. We send Stuart out next - he's got more mileage here than the rest of us put together - who, after five laps, agrees with Jack - though he reckons they're getting better with use and might simply need bedding in. I take over for a short run to get my eye in. The kart feels a little less balletic than the one I drove last night, but that's probably down to track conditions and brand-new tyres. The brakes, however, have bedded in nicely.
Once Alan's completed his run, we pit to refuel the kart, switch the engines off, and relax. According to the timing screen we've completed just 43 laps - less than any other prokart team save arch rivals RDI Pro 1 (42). I breathe a sigh of relief. The kart is quick. The drivers are happy. The sun is shining.
Unlike at Teesside, we have a separate, ten minute qualifying session for each class. Team consensus is that I'm likely to be quickest over a single lap, which is heartening (though entirely weight-influenced). With just 12 karts on track, it's fairly easy to find clear air; after a couple of attempts I bang in a 1.09.287 which is good enough for third in class. It's a solid effort, but we're shaking our heads at the pole position time. BRKC regular Daniel Truman, weighing in at around 50kg, has done a 1.08.3. He's a good driver, but weight is king at Daytona. There's no way we'll get anywhere near his pace.
No matter. It's a long race. One lightning-fast driver alone won't win it, and qualifying is of limited importance: defending champions RDI Pro 1 have qualified tenth, having completed just one flying lap - they're not wasting a single second of track time, saving their kart for the trial to come.
The start of the Daytona 24 Hours is a major event in itself. Like last year, we're graced by the presence of a Mercedes from the local dealer, which will act as the pace car on the parade lap and be on display throughout. Sadly, last year's SLS gullwing coupe has been downgraded to an SLK - but we're heartened to see that it's the full-fat V8 AMG version. When it fires up, the soundtrack is pure NASCAR.
As the SLK leads the field out of the pits - the Dmax and prokart fields separated by a pace kart - Alan and I stand behind the barriers at the pitlane entry and take pictures. Jack is at the wheel of kart 29, easy to pick out in his Stig helmet and Help for Heroes camouflage race suit. It's still sunny, but clouds overhead are beginning to thicken: rain is forecast within two hours. As the SLK pulls into the pits, V8 thunder is replaced by the mosquito buzz of 2-stroke engines and the chesty roar of 4-strokes; already squabbling, the front of the field dashes for the line as the gantry lights blink green and the clock begins counting down from 24:00:00. In many ways it's my favourite part of the weekend; the great race stretches out for a whole day before us, and anything is possible.
We're already off to a better start than last year, when our opening driver managed to put it in the wall on lap one of a thousand plus. Jack keeps it neat and tidy, bringing up the rear of a four-kart train in fifth place. Daniel Truman leads, pulling away from the rest of the field at a second a lap.
The weather forecasters are almost right: the first shower arrives within the hour and turns the tarmac into a skating rink. Karts begin visiting the grass and barriers, bringing out the yellow warning flags - but the front-runners in both classes cut through the carnage as the first pitstop window approaches. Unlike the old karts, this new fleet won't run for two hours in the dry, so we've switched to 1 hour 40 minute stints. It'll mean that two of us do extra stints in the last hours of the race.
At 1.15pm I begin suiting up and running through my pre-stint routine, shutting out everything but the job at hand. With separate fuel bays for each class and marshals to attend to the karts, pitstops are far less hands-on than at Teesside. Avoiding a time-wasting queue for fuel can be tricky, but with only 12 karts in the prokart class, we're not expecting too many problems.
At 1.35pm, Alan and Stuart give Jack the nod; I'm already in place at the fuel bay, seat insert tucked under my arm. The rain has stopped, the sun flashing fire off the still-wet circuit. Jack rolls in at the regulation snail's pace. The marshals are a little tardy getting the kart turned around, but otherwise it's a clean stop. As I throw my seat insert in, Jack has time for one shouted piece of advice:
"It's still very slippy..."
And then I'm away, out of the pits and slithering into Turn 2. Even when the track is wet, tyre temperature has a marked effect on grip: the tyres have cooled during the pitstop and for the first three laps I'm forced to tread very carefully.
But the tarmac is drying in the watery sunshine; within fifteen minutes we're virtually back to dry weather pace. The shaded exit of Turn 7 is as treacherous as ever, though - waiting to lubricate rear tyres fighting for traction. Several times I encounter hapless drivers facing the wrong way or bouncing over the rutted kerb on the right.
Since early in practice we've been aware of a looming - and unexpected - problem which is already beginning to dominate our race. Based on what we've seen so far, the Prokart class consists of eight strong teams and four slightly slower - but competent - squads. The faster DMax class consists of perhaps ten strong teams, a smattering of midfielders - and at least fifteen teams that would have been better off spending the £2k entry fee on a nice holiday. Or perhaps some driving lessons.
There are Dmax karts trundling around six seconds a lap off the pace - not unusual in a 25 minute arrive and drive session, but totally out of place in a race like this. They're mobile chicanes: mildly annoying and occasionally a touch dangerous. The real problem is the swathe of Dmaxes running three to four seconds off the pace. That's a little slower than prokart pace: avoiding being held up by these drivers is more than a little challenging. They're faster on the straights but slower in the corners, making them devilishly difficult to shake off unless they make a mistake - which, thankfully, happens quite often.
By mid-stint I'm fighting to stay patient, having been baulked, blocked, bumped and generally treated with red-misted contempt by drivers who aren't even in the same race. Driving standards have nosedived since last year; in the early days of the Dmax karts, Daytona would only let experienced drivers race them. Bring back that rule, I say.
I pit at 3.15pm, feeling that I've made heavy work of this stint - but as is so often the case, it was better than it felt. We were leading the prokart class before my pitstop; as Stuart crosses the line after his first lap (after a seamless changeover) we're second behind RDI Pro 1. I've made up two places which comes as a pleasant surprise.
Marianne rings to check on our progress. "Nothing's gone wrong. At all. I don't know what to do with myself. It's almost boring..."
Which isn't entirely true. The kart's running like a train, but Mother Nature is toying with us, alternately drenching and drizzling the track. As afternoon washes into evening and the floodlights blink on, I cup my hands around steaming mugs of tea and make frequent visits to the clubhouse in a vain attempt to keep warm. Over the PA system, the race director tells us that the showers will die away, but that temperatures will drop to freezing overnight. It's going to be a long one.
We've struggled a little in the worst of the conditions, and have fallen to third by the time I exit the pits for the second time at 8.20pm. The rain has stopped, as promised, but it's so cold that the circuit remains wet, the tyres struggling to gain any temperature at all. We're lapping over twenty seconds away from dry pace.
I give it everything I have and turn in a solid, if unspectacular, stint. As usual. I've pegged our gap to the leaders and kept it pointing in the right direction; as Stuart takes over we're still third, and the gap to the fourth placed team has widened. At just over ten hours in, I'm happy with that. If we can just hang on, we can bag the podium we deserve.
Then the lights go out.
"That can't be good," I hear someone say as the world is plunged into blackness - then realise it's my voice. Out on track, 43 drivers are now driving blind; there are gasps of horror all around as a train of karts exits the final turn at full racing speed. In the gloom I can just about make two marshals leaping over the pitwall, bravely putting themselves in harm's way to try and grab the attention of the fuckwits.
If you can't see anything, it might be a good idea to stop racing.
It takes them a full minute to bring the last kart to a halt, and I'm amazed that some of the drivers in this race remember how to tie their shoelaces and keep breathing. Remarkably, natural selection seems to have taken the night off, and nobody has been hurt.
But as the minutes go by it becomes clear that the problem is serious and will take time to fix. Until then, the race will remain in stasis, the karts parked out on the circuit. We agree that Stuart, who had just started his stint, will continue once the race resumes. I leave them to it and wander back to my tent.
The porch zipper is frozen shut, and as I pull it back the awning crackles. It's fifteen minutes before I begin regaining the feeling in my toes, zipped fully-clothed into my sleeping bag with the hood over my head. I'll never make a mountaineer...
My position behind the hill masks a lot of the circuit noise. But when I snap awake sometime later, the tinny buzz and throaty roar ebb and flow on the breeze which I can see rippling the outer skin of the tent. The race has restarted.
I struggle up - helped by not having to don freezing, damp clothing - and stumble across to the pitlane. Nobody is under our awning, which is never reassuring... but after an anxious minute I spot Alan on track. According to the timing screen we're still third; all appears to be well.
But I've no way of telling how long Alan has been out there. Jack is out next. There's no sign of him; should I be worrying? A pitlane marshal tells me that the race restarted around midnight. It's now coming up to 2am, which should mean that Alan is around half an hour into his stint. I trust Jack to turn up in good time, but nevertheless am relieved when he makes an appearance twenty minutes later.
He confirms that he's due to take over from Alan at 3am, which means I'm on at 4.40. Because of the stoppage - over 90 minutes - the race has been extended by an hour, and will now finish at 1pm. Both Jack and I will need to do a fourth stint.
I give Alan the nod at 3am on the dot, and once again we're lucky with the timing: Jack is fuelled and on his way without delay. The circuit has finally dried, the pace back to normal. Alan reports that the kart is running well - it's had two scheduled maintenance stops, both of which fell during Stuart's stints - and heads off to put his head down. I get on with the business of ingesting calories and preparing for my stint on the graveyard shift.
As ever, the atmosphere in the pitlane is one of quiet single-mindedness. Our world is reduced to this patch of Buckinghamshire real estate. For us, there is only the race.
With ten minutes to go I'm as near to my peak as is possible at half past four on a freezing Sunday morning, and am raring to go. Jack rolls into the pitlane as another prokart is fuelling; waiting at the fuel bay, I calculate that the delay will be minimal. As usual, a marshal is gesticulating wildly at him to slow down as if he'd come piling in at fifty miles an hour; he's trundling along at walking pace, just like everybody else. Sixteen hours into the race, the drivers are tiring of the over-officiousness of the pitlane staff. We know the rules, and we're adhering to them. This would all be a lot more friendly if they stopped treating us like naughty children.
Soon I'm on my way under the floodlights, trying to bring tyres and extremities up to temperature... and the stint flies by. Aside from a little pain in my hands I'm not suffering at all, and it feels great to be able to push instead of tiptoeing around on a wet track. The DMax backmarkers are still troublesome, but less so than earlier on - I suspect that some have found extra pace as the race progressed, and others have slowed due to fatigue. Either way, I build a good rhythm, the kart pivoting beautifully around its front axles as I edge the rear a little wide on entry to the slow corners. It's years since I've felt this level of response and precision in a Daytona prokart.
According to the startline clock I've been on track for ninety minutes when I spot Stuart on the pitwall. He'll show me the board sometime in the next ten minutes, depending on traffic in the pitlane, and I keep an eye on him every time I exit the final turn.
Two laps later I'm heading towards Turn five, throttle pinned to the stop, when the floodlights blink out. Again, we're plunged into complete darkness. Sweat suddenly cold on my forehead, I brake gently, straining to make out the corner, wary of stopping too suddenly in case I'm hit from behind... as I roll out of the corner I make out the waving hand of the driver in front, and pull to a stop behind him. A marshal appears armed with a torch, switches off the engines, and silence joins the darkness.
Ruefully, we trudge back to the pits. Everyone seems to have got the hang of stopping when the lights go out, and once again there have been no incidents. But we're more than a little disgruntled at the stoppages.
Stuart and I agree that since we were so close to pitting - he had been planning to call me in on that very lap - once the race restarts, he will take over straightaway. I change out of my overalls, buy a bacon buttie and join the others. Daytona announce that the electricity company has been called out again. But with dawn less than an hour away, it's clear that we won't be racing under the floodlights again.
With the sky morphing from black to silver, and the rising sun catching the red and white stripes of the big top clubhouse roof, the drivers are sent back out to the karts. Just after 7am, we're underway again. Stuart drives straight into the pits to refuel. It's turning into a beautiful morning, and as he accelerates onto the circuit, I feel my spirits lifting. We're still third with six hours to go.
A couple of minutes later, Stuart comes trickling into the pits. We watch, bemused and then increasingly downcast, as the marshal directs him to the maintenance bay. Jack, Alan and I converge on him and the maintenance manager. Between them they explain that Stuart had been black-flagged because the kart was dropping oil on the circuit. He hadn't felt anything amiss, but the mechanics quickly diagnose an oil leak, and prescribe an engine change.
Our race is effectively over.
A little later, I watch numbly as the the kart is wheeled out into the pitlane. Stuart hops in, and we wander over to the screens. We've lost over ten minutes, and have fallen from third to seventh. Barring a miracle - and a lot of bad luck for several other teams - our podium dream is gone.
There are no more extensions to the race, and the second stoppage has effectively wiped out my final stint. Jack will take the wheel for run to the flag in three and a half hours' time. With nothing to do for the moment, I head inside and watch a little of the Korean Grand Prix from one of the sofas upstairs. The race seems to jump straight from mid distance to the podium ceremony, and I realise that I must have fallen asleep.
With two hours to go we're still seventh, with no sign - nor much hope - of improvement, despite the best efforts of the others. We send Jack out at 11.20, and I begin de-rigging. I can't remember the last time I felt so deflated.
I'm staring at my tent, wondering how the hell I'm going to get it dry, when Jonathan and Beth arrive to save my bacon. They're enormously cheering and bring a crucial sense of perspective.
Jack takes the flag in seventh place, as expected. After driving our hearts out and dodging every obstacle that Mother Nature, the circuit, the competition and the electricity supply threw at us, we're bitterly disappointed. We didn't have the pace to win, but we were third on merit and should have been on that podium. I find myself wondering if I'm contributing to this bad luck in some way - something to do with the way I drive, perhaps - but I can't think how. I've always been gentle on the machinery, far less aggressive than many others.
In 2013, the Daytona 24 Hours will have a new date - May 4 - and has been hit with a hefty price rise. If I compete, it will be with a different team: few of the drivers in my circle are keen to enter again. The floodlight outages have been something of a PR disaster - along with some aspects of the marshalling, I suspect. And the standard of competition across the event - especially in DMax - took a significant nosedive in 2012. It's a shame, because the 2012 karts were excellent. The fact that ours picked up a problem was, I suspect, just one of those things.
Endurance racing remains addictive and heartbreaking in equal measure. When our time comes - and it will - the pain we've endured will make victory all the sweeter.
For 2012, that's all she wrote. 2013 waits in the wings: the British Rental Kart Championship kicks off at The Raceway in London on 13 January. As I write, the field numbers over 60 drivers and includes the current and two former indoor World Champions.
Bring it.
A motorsport pundit once said of Formula One that each race featured one winner followed by 23 excuses. Here's mine.
Friday 12 October
Sunset over Milton Keynes. From my vantage point on top of the mound beside the Daytona clubhouse I can see most of the twisty circuit infield; the last rays of sunshine picking out kerbs and grass in streaks of red, gold and green. It's 6pm, eighteen hours before the start of Daytona's blue riband event. All around, a hive of quiet activity is building: tents are appearing on the open grass, awnings being erected in the pitlane before me. In the pit garages a four-stroke kart engine fires, roars, falls silent.
I take some pictures of the view, turn and survey my tent. I've bagged a good, sheltered spot against the base of the mound and for the first time ever, have succeeded in setting it up on my own. With a few minutes to spare until I need to get changed for practice, I should be savouring the atmosphere in these quiet moments, the calm before the storm.
But to be honest, I'm a bit glum.
These big races are demanding - physically, mentally, emotionally - and in the past year I've come to rely on Marianne more than I had realised. She brings perspective, pragmatism, support, motivation and one of the clearest heads I know. She takes some of the strain and helps me focus. Most of all, she makes it more fun.
Needless to say she's not here, kept home by a clashing family commitment, and I miss her like hell. I finish taking my pictures, stash the camera, tell myself to man up, and prepare for my practice session.
Daytona's fleet of prokarts is new, and this session is my first opportunity to try them. Feedback from other drivers suggests that the karts - and particularly the new Bridgestone YDS tyres - are a huge improvement on the dog I drove when I was last here during the summer. It takes me half a lap to believe the hype; the twin engines feel strong, and the handling is a revelation. The vague, glassy feel of the old karts has been replaced by a wonderful sense of being keyed into the tarmac. The kart's nose tucks in obediently, the tail edging smoothly and predictably wide when asked; it's years since I've driven a quicker prokart at Daytona.
With spirits lifted, I pit after my allocated 25 minutes, chat briefly with a couple of the regulars - including RDI team organiser Stuart McKay - and head across town to get an early night. I'm lucky to have my brother Jonathan and wife Beth within ten minutes of the circuit. They'll be along to support or commiserate at some point during the race.
I seem to be getting better at sleeping before a big race. As at Teesside, the butterflies stay away, and I drop off with a minimum of sheep-counting. The alarm is set for 6am.
Saturday 13 October
The first couple of hours on race day are as chaotic as ever - dashing around a huge and unfamiliar Tesco in search of bananas... lugging a carload of gear from car park to pitlane... locating Jack and Alan amongst the scrum of drivers, staff and supporters... being ordered to move our just-erected awning to the 'grassy knoll' ten metres back from the pitwall... setting up the camping stove without Marianne's help and hoping I don't blow up the paddock... realising halfway through the pitlane briefing that I'm still missing a driver.
But by 8.45am, things are beginning to fall into place. Stuart, Alan, Jack and I are all present, correct and wearing the regulation red Daytona wristband which signifies that we've attended a briefing and will be allowed on track. I've drawn kart 29 from the silver trophy in the clubhouse, and hope to get my hands on it again before long. In the pitlane, kart 29 is nowhere to be seen, which bodes ill - but several karts are still undergoing final checks in the garages. Our prokart class is much the smaller of the two - just 12 karts compared with 31 Dmaxes. We'll aim to show the 2-stroke teams how it should be done.
At 9am, the pitlane opens for practice. Kart 29 has appeared, and looks tidy as far as we can tell from a walk-around. Jack is suited up and hops in; as he exits the pitlane and gets our race weekend rolling, I send up a silent prayer.
Please, please let it be a good kart.
He's back in after ten laps and reports that it's okay aside from the brakes, which need a very firm shove. We send Stuart out next - he's got more mileage here than the rest of us put together - who, after five laps, agrees with Jack - though he reckons they're getting better with use and might simply need bedding in. I take over for a short run to get my eye in. The kart feels a little less balletic than the one I drove last night, but that's probably down to track conditions and brand-new tyres. The brakes, however, have bedded in nicely.
Once Alan's completed his run, we pit to refuel the kart, switch the engines off, and relax. According to the timing screen we've completed just 43 laps - less than any other prokart team save arch rivals RDI Pro 1 (42). I breathe a sigh of relief. The kart is quick. The drivers are happy. The sun is shining.
Unlike at Teesside, we have a separate, ten minute qualifying session for each class. Team consensus is that I'm likely to be quickest over a single lap, which is heartening (though entirely weight-influenced). With just 12 karts on track, it's fairly easy to find clear air; after a couple of attempts I bang in a 1.09.287 which is good enough for third in class. It's a solid effort, but we're shaking our heads at the pole position time. BRKC regular Daniel Truman, weighing in at around 50kg, has done a 1.08.3. He's a good driver, but weight is king at Daytona. There's no way we'll get anywhere near his pace.
No matter. It's a long race. One lightning-fast driver alone won't win it, and qualifying is of limited importance: defending champions RDI Pro 1 have qualified tenth, having completed just one flying lap - they're not wasting a single second of track time, saving their kart for the trial to come.
The start of the Daytona 24 Hours is a major event in itself. Like last year, we're graced by the presence of a Mercedes from the local dealer, which will act as the pace car on the parade lap and be on display throughout. Sadly, last year's SLS gullwing coupe has been downgraded to an SLK - but we're heartened to see that it's the full-fat V8 AMG version. When it fires up, the soundtrack is pure NASCAR.
As the SLK leads the field out of the pits - the Dmax and prokart fields separated by a pace kart - Alan and I stand behind the barriers at the pitlane entry and take pictures. Jack is at the wheel of kart 29, easy to pick out in his Stig helmet and Help for Heroes camouflage race suit. It's still sunny, but clouds overhead are beginning to thicken: rain is forecast within two hours. As the SLK pulls into the pits, V8 thunder is replaced by the mosquito buzz of 2-stroke engines and the chesty roar of 4-strokes; already squabbling, the front of the field dashes for the line as the gantry lights blink green and the clock begins counting down from 24:00:00. In many ways it's my favourite part of the weekend; the great race stretches out for a whole day before us, and anything is possible.
We're already off to a better start than last year, when our opening driver managed to put it in the wall on lap one of a thousand plus. Jack keeps it neat and tidy, bringing up the rear of a four-kart train in fifth place. Daniel Truman leads, pulling away from the rest of the field at a second a lap.
The weather forecasters are almost right: the first shower arrives within the hour and turns the tarmac into a skating rink. Karts begin visiting the grass and barriers, bringing out the yellow warning flags - but the front-runners in both classes cut through the carnage as the first pitstop window approaches. Unlike the old karts, this new fleet won't run for two hours in the dry, so we've switched to 1 hour 40 minute stints. It'll mean that two of us do extra stints in the last hours of the race.
At 1.15pm I begin suiting up and running through my pre-stint routine, shutting out everything but the job at hand. With separate fuel bays for each class and marshals to attend to the karts, pitstops are far less hands-on than at Teesside. Avoiding a time-wasting queue for fuel can be tricky, but with only 12 karts in the prokart class, we're not expecting too many problems.
At 1.35pm, Alan and Stuart give Jack the nod; I'm already in place at the fuel bay, seat insert tucked under my arm. The rain has stopped, the sun flashing fire off the still-wet circuit. Jack rolls in at the regulation snail's pace. The marshals are a little tardy getting the kart turned around, but otherwise it's a clean stop. As I throw my seat insert in, Jack has time for one shouted piece of advice:
"It's still very slippy..."
And then I'm away, out of the pits and slithering into Turn 2. Even when the track is wet, tyre temperature has a marked effect on grip: the tyres have cooled during the pitstop and for the first three laps I'm forced to tread very carefully.
But the tarmac is drying in the watery sunshine; within fifteen minutes we're virtually back to dry weather pace. The shaded exit of Turn 7 is as treacherous as ever, though - waiting to lubricate rear tyres fighting for traction. Several times I encounter hapless drivers facing the wrong way or bouncing over the rutted kerb on the right.
Since early in practice we've been aware of a looming - and unexpected - problem which is already beginning to dominate our race. Based on what we've seen so far, the Prokart class consists of eight strong teams and four slightly slower - but competent - squads. The faster DMax class consists of perhaps ten strong teams, a smattering of midfielders - and at least fifteen teams that would have been better off spending the £2k entry fee on a nice holiday. Or perhaps some driving lessons.
There are Dmax karts trundling around six seconds a lap off the pace - not unusual in a 25 minute arrive and drive session, but totally out of place in a race like this. They're mobile chicanes: mildly annoying and occasionally a touch dangerous. The real problem is the swathe of Dmaxes running three to four seconds off the pace. That's a little slower than prokart pace: avoiding being held up by these drivers is more than a little challenging. They're faster on the straights but slower in the corners, making them devilishly difficult to shake off unless they make a mistake - which, thankfully, happens quite often.
By mid-stint I'm fighting to stay patient, having been baulked, blocked, bumped and generally treated with red-misted contempt by drivers who aren't even in the same race. Driving standards have nosedived since last year; in the early days of the Dmax karts, Daytona would only let experienced drivers race them. Bring back that rule, I say.
I pit at 3.15pm, feeling that I've made heavy work of this stint - but as is so often the case, it was better than it felt. We were leading the prokart class before my pitstop; as Stuart crosses the line after his first lap (after a seamless changeover) we're second behind RDI Pro 1. I've made up two places which comes as a pleasant surprise.
Marianne rings to check on our progress. "Nothing's gone wrong. At all. I don't know what to do with myself. It's almost boring..."
Which isn't entirely true. The kart's running like a train, but Mother Nature is toying with us, alternately drenching and drizzling the track. As afternoon washes into evening and the floodlights blink on, I cup my hands around steaming mugs of tea and make frequent visits to the clubhouse in a vain attempt to keep warm. Over the PA system, the race director tells us that the showers will die away, but that temperatures will drop to freezing overnight. It's going to be a long one.
We've struggled a little in the worst of the conditions, and have fallen to third by the time I exit the pits for the second time at 8.20pm. The rain has stopped, as promised, but it's so cold that the circuit remains wet, the tyres struggling to gain any temperature at all. We're lapping over twenty seconds away from dry pace.
I give it everything I have and turn in a solid, if unspectacular, stint. As usual. I've pegged our gap to the leaders and kept it pointing in the right direction; as Stuart takes over we're still third, and the gap to the fourth placed team has widened. At just over ten hours in, I'm happy with that. If we can just hang on, we can bag the podium we deserve.
Then the lights go out.
"That can't be good," I hear someone say as the world is plunged into blackness - then realise it's my voice. Out on track, 43 drivers are now driving blind; there are gasps of horror all around as a train of karts exits the final turn at full racing speed. In the gloom I can just about make two marshals leaping over the pitwall, bravely putting themselves in harm's way to try and grab the attention of the fuckwits.
If you can't see anything, it might be a good idea to stop racing.
It takes them a full minute to bring the last kart to a halt, and I'm amazed that some of the drivers in this race remember how to tie their shoelaces and keep breathing. Remarkably, natural selection seems to have taken the night off, and nobody has been hurt.
But as the minutes go by it becomes clear that the problem is serious and will take time to fix. Until then, the race will remain in stasis, the karts parked out on the circuit. We agree that Stuart, who had just started his stint, will continue once the race resumes. I leave them to it and wander back to my tent.
The porch zipper is frozen shut, and as I pull it back the awning crackles. It's fifteen minutes before I begin regaining the feeling in my toes, zipped fully-clothed into my sleeping bag with the hood over my head. I'll never make a mountaineer...
My position behind the hill masks a lot of the circuit noise. But when I snap awake sometime later, the tinny buzz and throaty roar ebb and flow on the breeze which I can see rippling the outer skin of the tent. The race has restarted.
I struggle up - helped by not having to don freezing, damp clothing - and stumble across to the pitlane. Nobody is under our awning, which is never reassuring... but after an anxious minute I spot Alan on track. According to the timing screen we're still third; all appears to be well.
But I've no way of telling how long Alan has been out there. Jack is out next. There's no sign of him; should I be worrying? A pitlane marshal tells me that the race restarted around midnight. It's now coming up to 2am, which should mean that Alan is around half an hour into his stint. I trust Jack to turn up in good time, but nevertheless am relieved when he makes an appearance twenty minutes later.
He confirms that he's due to take over from Alan at 3am, which means I'm on at 4.40. Because of the stoppage - over 90 minutes - the race has been extended by an hour, and will now finish at 1pm. Both Jack and I will need to do a fourth stint.
I give Alan the nod at 3am on the dot, and once again we're lucky with the timing: Jack is fuelled and on his way without delay. The circuit has finally dried, the pace back to normal. Alan reports that the kart is running well - it's had two scheduled maintenance stops, both of which fell during Stuart's stints - and heads off to put his head down. I get on with the business of ingesting calories and preparing for my stint on the graveyard shift.
As ever, the atmosphere in the pitlane is one of quiet single-mindedness. Our world is reduced to this patch of Buckinghamshire real estate. For us, there is only the race.
With ten minutes to go I'm as near to my peak as is possible at half past four on a freezing Sunday morning, and am raring to go. Jack rolls into the pitlane as another prokart is fuelling; waiting at the fuel bay, I calculate that the delay will be minimal. As usual, a marshal is gesticulating wildly at him to slow down as if he'd come piling in at fifty miles an hour; he's trundling along at walking pace, just like everybody else. Sixteen hours into the race, the drivers are tiring of the over-officiousness of the pitlane staff. We know the rules, and we're adhering to them. This would all be a lot more friendly if they stopped treating us like naughty children.
Soon I'm on my way under the floodlights, trying to bring tyres and extremities up to temperature... and the stint flies by. Aside from a little pain in my hands I'm not suffering at all, and it feels great to be able to push instead of tiptoeing around on a wet track. The DMax backmarkers are still troublesome, but less so than earlier on - I suspect that some have found extra pace as the race progressed, and others have slowed due to fatigue. Either way, I build a good rhythm, the kart pivoting beautifully around its front axles as I edge the rear a little wide on entry to the slow corners. It's years since I've felt this level of response and precision in a Daytona prokart.
According to the startline clock I've been on track for ninety minutes when I spot Stuart on the pitwall. He'll show me the board sometime in the next ten minutes, depending on traffic in the pitlane, and I keep an eye on him every time I exit the final turn.
Two laps later I'm heading towards Turn five, throttle pinned to the stop, when the floodlights blink out. Again, we're plunged into complete darkness. Sweat suddenly cold on my forehead, I brake gently, straining to make out the corner, wary of stopping too suddenly in case I'm hit from behind... as I roll out of the corner I make out the waving hand of the driver in front, and pull to a stop behind him. A marshal appears armed with a torch, switches off the engines, and silence joins the darkness.
Ruefully, we trudge back to the pits. Everyone seems to have got the hang of stopping when the lights go out, and once again there have been no incidents. But we're more than a little disgruntled at the stoppages.
Stuart and I agree that since we were so close to pitting - he had been planning to call me in on that very lap - once the race restarts, he will take over straightaway. I change out of my overalls, buy a bacon buttie and join the others. Daytona announce that the electricity company has been called out again. But with dawn less than an hour away, it's clear that we won't be racing under the floodlights again.
With the sky morphing from black to silver, and the rising sun catching the red and white stripes of the big top clubhouse roof, the drivers are sent back out to the karts. Just after 7am, we're underway again. Stuart drives straight into the pits to refuel. It's turning into a beautiful morning, and as he accelerates onto the circuit, I feel my spirits lifting. We're still third with six hours to go.
A couple of minutes later, Stuart comes trickling into the pits. We watch, bemused and then increasingly downcast, as the marshal directs him to the maintenance bay. Jack, Alan and I converge on him and the maintenance manager. Between them they explain that Stuart had been black-flagged because the kart was dropping oil on the circuit. He hadn't felt anything amiss, but the mechanics quickly diagnose an oil leak, and prescribe an engine change.
Our race is effectively over.
A little later, I watch numbly as the the kart is wheeled out into the pitlane. Stuart hops in, and we wander over to the screens. We've lost over ten minutes, and have fallen from third to seventh. Barring a miracle - and a lot of bad luck for several other teams - our podium dream is gone.
There are no more extensions to the race, and the second stoppage has effectively wiped out my final stint. Jack will take the wheel for run to the flag in three and a half hours' time. With nothing to do for the moment, I head inside and watch a little of the Korean Grand Prix from one of the sofas upstairs. The race seems to jump straight from mid distance to the podium ceremony, and I realise that I must have fallen asleep.
With two hours to go we're still seventh, with no sign - nor much hope - of improvement, despite the best efforts of the others. We send Jack out at 11.20, and I begin de-rigging. I can't remember the last time I felt so deflated.
I'm staring at my tent, wondering how the hell I'm going to get it dry, when Jonathan and Beth arrive to save my bacon. They're enormously cheering and bring a crucial sense of perspective.
Jack takes the flag in seventh place, as expected. After driving our hearts out and dodging every obstacle that Mother Nature, the circuit, the competition and the electricity supply threw at us, we're bitterly disappointed. We didn't have the pace to win, but we were third on merit and should have been on that podium. I find myself wondering if I'm contributing to this bad luck in some way - something to do with the way I drive, perhaps - but I can't think how. I've always been gentle on the machinery, far less aggressive than many others.
In 2013, the Daytona 24 Hours will have a new date - May 4 - and has been hit with a hefty price rise. If I compete, it will be with a different team: few of the drivers in my circle are keen to enter again. The floodlight outages have been something of a PR disaster - along with some aspects of the marshalling, I suspect. And the standard of competition across the event - especially in DMax - took a significant nosedive in 2012. It's a shame, because the 2012 karts were excellent. The fact that ours picked up a problem was, I suspect, just one of those things.
Endurance racing remains addictive and heartbreaking in equal measure. When our time comes - and it will - the pain we've endured will make victory all the sweeter.
For 2012, that's all she wrote. 2013 waits in the wings: the British Rental Kart Championship kicks off at The Raceway in London on 13 January. As I write, the field numbers over 60 drivers and includes the current and two former indoor World Champions.
Bring it.
Thursday, 11 October 2012
Daytona 24 Hours preview
Here we go again.
On 20 September 2009, I won the prokart class in the inaugural Daytona 24 Hours - my first ever 24 hour kart race. As I stood with my team on the top step of the podium and struggled to lift the biggest trophy I'd ever seen, I remember my inner voice needling through the exhausted euphoria.
Remember this moment. Repeating it won't be easy.
Wind forward three years, and I'm still without a repeat 24 Hours podium, let alone a win. Two unlucky attempts at Teesside and one doomed campaign at Daytona in 2011 have yielded nothing better than a ninth place. I've driven well, for quality teams, but the chips have fallen badly.
Daytona 2012 will, I hope, be different.
After our calamitous race in the unreliable D-Max 2-stroke kart last year, we've swapped back to the class that brought us our win. Daytona's fleet of twin engined, 4-stroke prokarts is just a couple of months old; although I've yet to drive them, the feedback from other drivers is overwhelmingly positive. From the equipment, we need pace and reliability. The team can take care of the rest.
After the slightly unwieldy teams of previous D24s, the 2012 team is smaller, tighter. Four Daytona specialists, each of us with at least one D24 podium to our name, all of us with years of endurance racing experience at circuits across the UK and beyond.
Jack Stanley was part of our winning team three years ago, and our beleaguered team last year; I can't imagine starting a 24 hour race at Daytona without him. Alan Arnold put in a superb stint for us last year before having to leave prematurely; with multiple starts at Daytona and Le Mans, he's a great asset. Stuart Shearman is new to our team but is practically part of the furniture at Daytona; he drove for the team that we narrowly beat in 2009. The same team - captained by Daytona stalwart Kam Ho - were dominant winners of the prokart class in 2011, and are likely to be our biggest challengers this weekend.
As usual, we race as part of Race Drivers Inc, which is entering no less than eight teams - four prokart and four D-Max - this weekend. With pride at stake, the battle to be top RDI team will be just as fierce as the battle for class honours.
After the bumpy, warp-speed white knuckle ride of Teesside, Daytona poses a different challenge. With its anticlockwise layout and wide range of corners, it's twisty and technical. Not everyone loves it, but I do. It plays to my strength under braking, rewards patience and precision. And the 180 degree 'big dipper' right-hander at Turn 6 is one of my favourite corners anywhere.
In its fourth year, the UK's 'other' 24 hour kart race is growing in prestige. No less than 45 teams will take the start this weekend - easily the biggest field in its short history. Come Sunday lunchtime, the team with the best blend of preparation, consistency, calm, pace and luck will stand on the top step and buckle under the weight of that coveted trophy.
Fingers crossed.
If you'd like to follow our progress this weekend (and why wouldn't you?!), you'll find regular updates in several places on Facebook:
Daytona Motorsport: www.facebook.com/DaytonaMS
Race Drivers Inc: www.facebook.com/racedrivers
as well as my own timeline: www.facebook.com/andrew.duff.169
If you're racing this weekend - good luck, and be safe!
On 20 September 2009, I won the prokart class in the inaugural Daytona 24 Hours - my first ever 24 hour kart race. As I stood with my team on the top step of the podium and struggled to lift the biggest trophy I'd ever seen, I remember my inner voice needling through the exhausted euphoria.
Remember this moment. Repeating it won't be easy.
Wind forward three years, and I'm still without a repeat 24 Hours podium, let alone a win. Two unlucky attempts at Teesside and one doomed campaign at Daytona in 2011 have yielded nothing better than a ninth place. I've driven well, for quality teams, but the chips have fallen badly.
Daytona 2012 will, I hope, be different.
After our calamitous race in the unreliable D-Max 2-stroke kart last year, we've swapped back to the class that brought us our win. Daytona's fleet of twin engined, 4-stroke prokarts is just a couple of months old; although I've yet to drive them, the feedback from other drivers is overwhelmingly positive. From the equipment, we need pace and reliability. The team can take care of the rest.
After the slightly unwieldy teams of previous D24s, the 2012 team is smaller, tighter. Four Daytona specialists, each of us with at least one D24 podium to our name, all of us with years of endurance racing experience at circuits across the UK and beyond.
Jack Stanley was part of our winning team three years ago, and our beleaguered team last year; I can't imagine starting a 24 hour race at Daytona without him. Alan Arnold put in a superb stint for us last year before having to leave prematurely; with multiple starts at Daytona and Le Mans, he's a great asset. Stuart Shearman is new to our team but is practically part of the furniture at Daytona; he drove for the team that we narrowly beat in 2009. The same team - captained by Daytona stalwart Kam Ho - were dominant winners of the prokart class in 2011, and are likely to be our biggest challengers this weekend.
As usual, we race as part of Race Drivers Inc, which is entering no less than eight teams - four prokart and four D-Max - this weekend. With pride at stake, the battle to be top RDI team will be just as fierce as the battle for class honours.
After the bumpy, warp-speed white knuckle ride of Teesside, Daytona poses a different challenge. With its anticlockwise layout and wide range of corners, it's twisty and technical. Not everyone loves it, but I do. It plays to my strength under braking, rewards patience and precision. And the 180 degree 'big dipper' right-hander at Turn 6 is one of my favourite corners anywhere.
In its fourth year, the UK's 'other' 24 hour kart race is growing in prestige. No less than 45 teams will take the start this weekend - easily the biggest field in its short history. Come Sunday lunchtime, the team with the best blend of preparation, consistency, calm, pace and luck will stand on the top step and buckle under the weight of that coveted trophy.
Fingers crossed.
If you'd like to follow our progress this weekend (and why wouldn't you?!), you'll find regular updates in several places on Facebook:
Daytona Motorsport: www.facebook.com/DaytonaMS
Race Drivers Inc: www.facebook.com/racedrivers
as well as my own timeline: www.facebook.com/andrew.duff.169
If you're racing this weekend - good luck, and be safe!
Thursday, 4 October 2012
British 24 Hours, Teesside. Part 2
(Click here for part 1)
Couscous never tasted so good.
It's coming up to 7pm. I'm kicking back in a camping chair under the Corporate Chauffeurs awning, tucking into a steaming bowl of chicken jalfrezi spiked with fresh vegetables and chutney. The tinned food and camping stove we brought with us is a huge success, and the girls have added to the larder following a sortie to Asda.
The size and position of our team base has turned it into a something of a watering-hole: BRKC regulars and friends in other teams drop by frequently, and we've practically adopted BRKC founder Brad Philpot. Drafted into an owner team this weekend, he looks a little forlorn without his other half Becca, and accepts a bowl of hot rice and vegetables from Lauren after a little persuasion. Everyone's keen to know how their counterparts are getting on, and stories of triumph and disaster ebb and flow. It's the community spirit that helps make this such a special event: competition on track is fierce, but we're all in it together.
Out on track, the race roars on as the sky begins to darken, sepia light from the towering floodlights seeping across the infield. Stuart is running very well and has lowered our fastest laptime to a 1.22.6. That's still a second or so away from the leaders - which include two other BRKC teams - but we're up to 18th in class and reeling in the teams ahead. Alex is on the pitwall - I think he finds it harder than the rest of us to tear himself away - and gives Stuart regular updates as his second stint wears on. Because he can only be with us until midnight, he's doing three stints in 12 hours, with just a couple of hours' break in between each. It's a mammoth undertaking; he's shown no signs of strain so far, but his final stint is still to come.
Stuart pits at 8pm - one third distance - after an excellent second stint. With darkness and a crowded pitlane to contend with, this pitstop is less serene than the previous one. But the team pulls it together and Lee is on his way in good time. Stuart reports that the kart is running quite well. He looks tired, though, and is suffering some pain in his hands. Alex and Lauren take a well-earned break and head to their car, where the delights of an airbed await them. As Stuart grabs some rest in a chair under the awning, I don the headphones and divide my time between the pitwall and the timing screen in the cafe.
Over the next 90 minutes our race comes apart at the seams.
At 8.30, Lee's on the radio complaining of a serious vibration. The laptimes are reasonable, so he hangs on for a while - but is finally forced to pit. We're down at the garage waiting for him; as the mechanics go to work he fills us in.
"I can't focus on the straights... it feels like you're losing control of your body. I thought I was either going to puke or shit myself..."
The mechanics tighten the mountings on the engine they replaced earlier, and send him out. But the vibration remains, and within a few laps he's back in. This time the rear tyres are replaced; as the mechanics rotate the wheels, one looks ominously out of kilter. Bent axle, we think. Andrew Bayliss, whose Club Hire kart is also in the pits with a problem, agrees, though he reckons it shouldn't actually slow the kart down too much.
Lee heads out again and reports that it's better, though by no means cured. But over the next twenty laps, the vibration steadily worsens. The pace is good, though; with thirty more minutes to run until our next scheduled pitstop, Lee elects to stay out on track. He's about as tough as they come. I'd have been hiding under a sleeping bag in the tent by now.
While I've been fixated on the screens and the radio, Alex has returned, and has been beavering away in the background. The result is like Christmas come early: he's managed to sweet-talk race director Bob into granting us a replacement kart! After a very demoralising stint which has seen us drop right to the back of the field again, our battered spirits are lifted.
Alex helps Stuart get ready as light rain begins to spatter the roof of the awning; we dash back down to the garage where kart 24 mk2 awaits us. Lee comes in and vacates the beleaguered 24 mk1 - with palpable relief - and there's a brief delay while the timing transponder is swapped to the new kart. Then Stuart's away as the rain begins to fall harder. We trudge back up the hill, praying that the new kart is quick and holds together. Surely we're due just a smidge of good luck?
I leave the pitwall to put my head down for an hour or so. As I record a quick video diary outside our tent - where Marianne is napping - the circuit suddenly falls quiet. After hours of aural assault from 67 twin-engined karts, the silence is deafening. And ominous - in my experience, the British 24 Hours is only red-flagged for a serious accident. Bob's voice rings out over the tannoy, sounding angrier than I've ever heard him. Apparently several drivers failed to slow down for yellow warning flags, and a marshal has been hit on track.
On a high-speed circuit like Teesside, this is worrying indeed; I run back to the pitwall. All the drivers are out of their karts and assembled on the infield. Lee reports that Stuart is fine and wasn't involved, while Alex is hurriedly suiting up: Bob has ordered that all teams must change drivers before the race is restarted. This is a disaster for the team and Stuart in particular, whose stint had barely begun when the race was red-flagged.
After several minutes of heated discussion under the floodlights, the order is rescinded and the race is restarted with the original drivers. It's the right decision - it would have been wrong to punish the entire field for the actions of one driver. The marshal is not seriously injured and we breathe a collective sigh of relief. But the mood in the paddock is sombre. This race demands the best from all of us. Lose respect and it will bite.
Deep in thought, I return to the tent. Marianne is just getting ready to return to the pitwall; I fill her in on recent events, slide under my sleeping bag and shut my eyes for an hour. I'm too wired to sleep, but it's good to give my body a rest and clear my mind. Marianne returns at 11.30 with good news: Stuart is flying in the wet conditions, overtaking owner drivers left and right, and outpacing the entire hire kart field. And the kettle's on.
Spirits lifted, I hurry back to the Corporate Chauffeurs team base. The rain has eased, but it's a chilly, blustery night - the chatter and roar of the karts waxing and waning as the wind gusts. Stuart flashes through the chicane in front of us, as committed as ever; it's a relief to see him apparently comfortable, though he must be running on empty by now.
Just before midnight, Marianne is filming as Alex's blue-suited figure leads us around to the pitlane. Stuart comes in bang on cue and again, Lee and I execute a slick pitstop. As Alex accelerates away, we're already congratulating Stuart on a superb stint - and a Herculean effort. It takes him a moment or two to regain the power of speech, but he looks to have stood up amazingly well to the rigours of over 250 laps - six hours at the wheel in a twelve hour period. As he says his goodbyes and leaves with our heartfelt thanks, I feel a pang of apprehension. From now on, we're a man down. The clock strikes midnight: half distance.
Sunday 26 August
I climb the grassy bank behind our awning and film a video diary, looking out over the floodlit track. Fifty metres away, trains of karts are flashing through the Esses, nose to tail at sixty miles an hour on the damp track, and I shiver with a mix of cold, thrill and apprehension. In less than ninety minutes' time, it'll be my turn on the graveyard shift.
By 1.45am I'm suited, booted, gloved, helmeted, velcroed and (blister)plastered. I'm as ready as I'll ever be for 120 racing miles in the dead of night. I stand in the pitlane - seat insert tucked under my arm - and listen to the radio chatter as Lee masterminds the impending pitstop. There's traffic at the fuel bay, and he's forced to leave Alex out for a couple of laps longer than planned. I'm dimly aware of some concern over fuel, but shut my mind to all but the job at hand.
Alex peels into the pits just as another kart leaves the fuel bay - perfect. He delivers us the refuelled kart in good time, and again the team runs like clockwork . As I jump in, Lee and Marianne are already lubricating the chains behind me. My seat insert briefly refuses to align properly, and I'm still getting comfortable when I get the 'go' command, but no time is lost. I thread my way between karts and pedestrians while working the seat into place, and boot it as I pass the last of the red-and-white bollards which mark the end of the pitlane.
It's eight hours since I was last on track, in a different kart. But this one feels so much punchier and more biddable that I'm quickly up to speed. It's been three hours since the rain stopped, but there are still damp patches about. One in particular grabs my attention, washing the front tyres wide in the middle of the flat-out banked right hander at the top of the circuit.
There's always something otherworldly about this stint. No matter how well you've prepared, part of your brain is bemused at not being tucked up in bed. But dare I say it, in my fourth 24 hour race, it feels a little less bizarre than on previous occasions. It's not routine - I'll quit the day it becomes that - but it's more comfortable. And more enjoyable.
As I settle into my rhythm, Marianne is on the radio every couple of laps. And the news is good: in the first hour I make up a couple of places on track, and set a new fastest lap. The owner karts seem to be overtaking a little more tardily than earlier on, and I'm steadily passing standard hire karts along with the odd raggedly driven club hire kart. The seat insert still pinches my left hip, but otherwise I'm comfortable, the blisters I acquired earlier on not bothering me at all.
By the time I pit just after 4am, I've made up four places - more due to being on track at the right time than any particular genius on my part - and lowered our fastest lap to a 1.22.2 despite the lingering damp patches. Again I'm anxious not to mess up the pitstop, and again my fears are unfounded. Alex and Marianne time it perfectly, and I lose no time pushing the kart from fuel bay to pit exit. As Lee accelerates away, I'm nodding in quiet satisfaction. It's been a solid stint, with good pace and no mistakes, and the team as a whole is nigh-on flawless. If only the equipment hadn't let us down...
But there's no point in dwelling on it. There's still work to do: I'm due back on track in less than four hours, and as the adrenalin drains away the fatigue begins to bite. As soon as I've downed a pint of water, Marianne sends me to the tent with a granola bar and strict orders to eat it before I put my head down.
The alarm drills through a whirl of half-formed dreams at 6.45am. In many ways this is the toughest moment of the entire weekend: as I slowly surface, the murmur of complaint from my body grows to a clamour. Every part of me aches, my throat is dry, my stomach churns. I stare at the shifting shapes of leaves above, projected onto the tent by morning sunlight, and try to reconcile my mind to the concept of being on track in 45 minutes' time.
Then Marianne pulls back the porch awning and makes my day.
Because of the problems early on, and the timing of the kart change, we'd been running behind schedule since before half distance. I'd been hoping we could make up the shortfall through stoppages or wet weather, but neither had materialised; in the small hours, Alex and Marianne had made the call and brought Lee in for a splash-and-dash pitstop. After a marathon two-and-a-half hour stint, he'd handed over to Alex at 6.30am. With five and a bit hours and three stints to run, we're back on schedule. All of which means that I'm not due on track until 8.15am - giving me a precious extra 45 minutes of rest.
By 7.30 I'm back on the pitwall and feeling a little less like death warmed up. Half a gallon of coffee and a bucket of porridge later, I can almost contemplate getting back in the kart. On track, Alex's distinctive blue suit tears past every 82 seconds like clockwork. Lauren wears the headphones and watches over her man, while Marianne helps me get ready. I'm overcome with admiration for them. Aside from a snatched hour in the tent before half-distance, Marianne has been on the pitwall since the beginning of practice; Lauren can't have had more than a couple of hours of sleep - and is now reasonably sure she's got shingles.
I jump out of my skin as a pile of clothes on the camping chair beside me shifts. I'd assumed that Lee was asleep in his car - but he's here, ready for action if needed, grabbing some well earned rest. He'll take to the track once again to bring us home in a few hours' time. As I contemplate the sheer class of our team, the colossal effort made by each and every member, the pain and fatigue fall away. Suddenly I can't wait to get out there again and drive the wheels off.
By 8.15 I'm ready. It's a beautiful, sunny morning and I've got the tingle. That hair-raising trickle of adrenalin that only racing provides. Alex is in and refuelled without a moment's delay, holding off the fatigue for a few more seconds as he pushes the kart towards us. Lee receives it, already starting the engines as I leap in - and we make a rare pitlane error. I hear what sounds like the 'go' command and gun the throttle - only to slam on the brakes a second later as a chorus of 'STOP!' rings out behind me. Lee does a Superman over the rear of the kart and lands practically in my lap; he's instantly pushing himself upright. A few more squirts of oil onto the chains as the team roll me forward to coat both chains and sprockets in lubricant... and I get the nod. For real this time.
It was a minor blunder that cost us five seconds... but Lee took quite a tumble. I hope he hasn't damaged himself. As I rocket towards the Esses on my out lap, I key the radio button and ask the question. The reply is a little garbled but I get the impression that all is well.
The third stint is all about survival, about shrugging off all that's gone before and giving it everything you have. After more than twenty hours the pace is as relentless as ever, the leaders lapping well inside the 1.21 bracket. In his last stint, Alex took a few hundredths off the 1.22.2 that I set in the small hours; with my weight advantage I should be able to better that.
As in 2011, I get the impression that the more highly-tuned owner and Club Hire karts are suffering more than our standard hire kart in these closing stages: I find myself embroiled in wheel-to-wheel combat with karts that should be able to pull away easily. Or maybe we standard hire drivers are made of sterner stuff.
The kart still feels strong, though it's looser than last time I drove it; I'm reminded that it's done 11 hours on the same set of tyres. Because we had a replacement kart, we were excused from the mandatory maintenance stop that the other teams made between midnight and 2am. The time saved helped get us back in the race, but it means our tyres are three hours older than everyone else's. I get a little ragged into the hairpin after the Esses, and am forced to dial it back a notch. Track conditions are good, but I just don't have the rubber.
Nevertheless, the pace is reasonable. I'm in the low 1.22s from the start of my stint, and can't resist a cheesy Vettel-style shout over the radio when Marianne tells me I've broken into the 1.21s, about an hour in. That's what I'm talking about... my best is a 1.21.771 which will stand as the team's fastest lap of the race. I'm the lightest, so that's as it should be - but I'm pleased. I worked hard to make sure I was fitter and quicker this year, and it's good to see my efforts rewarded.
Fit or not, by the time Marianne gives me the thirty minute time check, I'm hanging on by my fingernails. Adrenalin and willpower keep me on track, but my left hip is stabbing me through every right hander. Nearly six hours at the wheel have taken a huge physical and mental toll, and the calories are running out.
In the final minutes, I'm confused by a flurry of radio activity that I can't decipher, and worry that I'm missing the call to pit. But there's no sign from the pitwall; finally I realise that I'm hearing chatter between Lee in the pitlane and Marianne under our awning, discussing the timing of the pitstop.
Much as I love my sport, and driving this circuit, I'm relieved when, midway through the banking, Lee's voice rings through my headset, clear as a bell.
"Box, Andrew. Repeat, box now."
"Box now, copy."
For the last time, I thread the kart through the right hander and the slow left that follows, accelerate away and peel into the pit entry. The fuel bay is clear; I leap out, wait as the fuel marshal does his job, and pour all of my energy into the final push. Fifty metres later I'm still on my feet as Alex takes over. Our final scheduled pitstop is as slick as ever; I watch Lee disappear down the pitlane, and slowly remove my helmet as Alex claps me on the back.
For me, that's job done.
Back in the paddock, there's an end-of-party feel in the air. With 90 minutes to run until the chequered flag, teams are beginning to dismantle their awnings. Alex has marshalled a small army to help take down Lewis' giant awning - which has served us and many others so well - and in minutes it's stowed away. I eat and drink whatever I can find, and slowly wind my brain back down to the pace of ordinary life.
Out on track, Lee is lapping as consistently as ever. There's little to play for at this stage, but he keeps the pressure on in case one of the teams ahead has a late problem. We're running 13th in class, exactly where we started, having been 21st, last and five laps down on the 20th placed kart after ten hours. Between hours 11 and 23 we made up six laps on the leaders - sound evidence that had the luck gone our way, we'd have been in the hunt for the win.
Just before 12pm, three hundred drivers, supporters and staff take to the pitwall to cheer Lee and the others across the line. There can only be one winner in each class, but the huge support for each and every team makes for a wonderful sense of occasion. We haven't achieved what we came to do. But we've made it home and done ourselves proud.
One of the BRKC teams has made the podium in our class, and are rightly thrilled. David Hird, Mike Kettlewell and Paul Lycett will be the first to admit that they're not frontrunners in our individual driver's championship. But consistency, hard work, local knowledge and a little bit of luck have brought them a richly deserved third place. After a series of ups and downs, Brad's Baron Racing team have finished third in the owner Pro class. Clearly our porridge made the difference.
We cheer the podiums and say our goodbyes with a touch of sadness. By our standards the end result is poor, but it's been an epic weekend. This is a truly great racing team, which has performed at the top of its game, and I'm very proud to be part of it. Alex, Lee, Stuart, Lauren and Marianne: legends all, and I salute you.
For now, the glittering prize still hovers tantalisingly out of reach. I look forward to staking our claim for it again. Third time lucky...?
(Click here for part 1)
Couscous never tasted so good.
It's coming up to 7pm. I'm kicking back in a camping chair under the Corporate Chauffeurs awning, tucking into a steaming bowl of chicken jalfrezi spiked with fresh vegetables and chutney. The tinned food and camping stove we brought with us is a huge success, and the girls have added to the larder following a sortie to Asda.
The size and position of our team base has turned it into a something of a watering-hole: BRKC regulars and friends in other teams drop by frequently, and we've practically adopted BRKC founder Brad Philpot. Drafted into an owner team this weekend, he looks a little forlorn without his other half Becca, and accepts a bowl of hot rice and vegetables from Lauren after a little persuasion. Everyone's keen to know how their counterparts are getting on, and stories of triumph and disaster ebb and flow. It's the community spirit that helps make this such a special event: competition on track is fierce, but we're all in it together.
Out on track, the race roars on as the sky begins to darken, sepia light from the towering floodlights seeping across the infield. Stuart is running very well and has lowered our fastest laptime to a 1.22.6. That's still a second or so away from the leaders - which include two other BRKC teams - but we're up to 18th in class and reeling in the teams ahead. Alex is on the pitwall - I think he finds it harder than the rest of us to tear himself away - and gives Stuart regular updates as his second stint wears on. Because he can only be with us until midnight, he's doing three stints in 12 hours, with just a couple of hours' break in between each. It's a mammoth undertaking; he's shown no signs of strain so far, but his final stint is still to come.
Stuart pits at 8pm - one third distance - after an excellent second stint. With darkness and a crowded pitlane to contend with, this pitstop is less serene than the previous one. But the team pulls it together and Lee is on his way in good time. Stuart reports that the kart is running quite well. He looks tired, though, and is suffering some pain in his hands. Alex and Lauren take a well-earned break and head to their car, where the delights of an airbed await them. As Stuart grabs some rest in a chair under the awning, I don the headphones and divide my time between the pitwall and the timing screen in the cafe.
Over the next 90 minutes our race comes apart at the seams.
At 8.30, Lee's on the radio complaining of a serious vibration. The laptimes are reasonable, so he hangs on for a while - but is finally forced to pit. We're down at the garage waiting for him; as the mechanics go to work he fills us in.
"I can't focus on the straights... it feels like you're losing control of your body. I thought I was either going to puke or shit myself..."
The mechanics tighten the mountings on the engine they replaced earlier, and send him out. But the vibration remains, and within a few laps he's back in. This time the rear tyres are replaced; as the mechanics rotate the wheels, one looks ominously out of kilter. Bent axle, we think. Andrew Bayliss, whose Club Hire kart is also in the pits with a problem, agrees, though he reckons it shouldn't actually slow the kart down too much.
Lee heads out again and reports that it's better, though by no means cured. But over the next twenty laps, the vibration steadily worsens. The pace is good, though; with thirty more minutes to run until our next scheduled pitstop, Lee elects to stay out on track. He's about as tough as they come. I'd have been hiding under a sleeping bag in the tent by now.
While I've been fixated on the screens and the radio, Alex has returned, and has been beavering away in the background. The result is like Christmas come early: he's managed to sweet-talk race director Bob into granting us a replacement kart! After a very demoralising stint which has seen us drop right to the back of the field again, our battered spirits are lifted.
Alex helps Stuart get ready as light rain begins to spatter the roof of the awning; we dash back down to the garage where kart 24 mk2 awaits us. Lee comes in and vacates the beleaguered 24 mk1 - with palpable relief - and there's a brief delay while the timing transponder is swapped to the new kart. Then Stuart's away as the rain begins to fall harder. We trudge back up the hill, praying that the new kart is quick and holds together. Surely we're due just a smidge of good luck?
I leave the pitwall to put my head down for an hour or so. As I record a quick video diary outside our tent - where Marianne is napping - the circuit suddenly falls quiet. After hours of aural assault from 67 twin-engined karts, the silence is deafening. And ominous - in my experience, the British 24 Hours is only red-flagged for a serious accident. Bob's voice rings out over the tannoy, sounding angrier than I've ever heard him. Apparently several drivers failed to slow down for yellow warning flags, and a marshal has been hit on track.
On a high-speed circuit like Teesside, this is worrying indeed; I run back to the pitwall. All the drivers are out of their karts and assembled on the infield. Lee reports that Stuart is fine and wasn't involved, while Alex is hurriedly suiting up: Bob has ordered that all teams must change drivers before the race is restarted. This is a disaster for the team and Stuart in particular, whose stint had barely begun when the race was red-flagged.
After several minutes of heated discussion under the floodlights, the order is rescinded and the race is restarted with the original drivers. It's the right decision - it would have been wrong to punish the entire field for the actions of one driver. The marshal is not seriously injured and we breathe a collective sigh of relief. But the mood in the paddock is sombre. This race demands the best from all of us. Lose respect and it will bite.
Deep in thought, I return to the tent. Marianne is just getting ready to return to the pitwall; I fill her in on recent events, slide under my sleeping bag and shut my eyes for an hour. I'm too wired to sleep, but it's good to give my body a rest and clear my mind. Marianne returns at 11.30 with good news: Stuart is flying in the wet conditions, overtaking owner drivers left and right, and outpacing the entire hire kart field. And the kettle's on.
Spirits lifted, I hurry back to the Corporate Chauffeurs team base. The rain has eased, but it's a chilly, blustery night - the chatter and roar of the karts waxing and waning as the wind gusts. Stuart flashes through the chicane in front of us, as committed as ever; it's a relief to see him apparently comfortable, though he must be running on empty by now.
Just before midnight, Marianne is filming as Alex's blue-suited figure leads us around to the pitlane. Stuart comes in bang on cue and again, Lee and I execute a slick pitstop. As Alex accelerates away, we're already congratulating Stuart on a superb stint - and a Herculean effort. It takes him a moment or two to regain the power of speech, but he looks to have stood up amazingly well to the rigours of over 250 laps - six hours at the wheel in a twelve hour period. As he says his goodbyes and leaves with our heartfelt thanks, I feel a pang of apprehension. From now on, we're a man down. The clock strikes midnight: half distance.
Sunday 26 August
I climb the grassy bank behind our awning and film a video diary, looking out over the floodlit track. Fifty metres away, trains of karts are flashing through the Esses, nose to tail at sixty miles an hour on the damp track, and I shiver with a mix of cold, thrill and apprehension. In less than ninety minutes' time, it'll be my turn on the graveyard shift.
By 1.45am I'm suited, booted, gloved, helmeted, velcroed and (blister)plastered. I'm as ready as I'll ever be for 120 racing miles in the dead of night. I stand in the pitlane - seat insert tucked under my arm - and listen to the radio chatter as Lee masterminds the impending pitstop. There's traffic at the fuel bay, and he's forced to leave Alex out for a couple of laps longer than planned. I'm dimly aware of some concern over fuel, but shut my mind to all but the job at hand.
Alex peels into the pits just as another kart leaves the fuel bay - perfect. He delivers us the refuelled kart in good time, and again the team runs like clockwork . As I jump in, Lee and Marianne are already lubricating the chains behind me. My seat insert briefly refuses to align properly, and I'm still getting comfortable when I get the 'go' command, but no time is lost. I thread my way between karts and pedestrians while working the seat into place, and boot it as I pass the last of the red-and-white bollards which mark the end of the pitlane.
It's eight hours since I was last on track, in a different kart. But this one feels so much punchier and more biddable that I'm quickly up to speed. It's been three hours since the rain stopped, but there are still damp patches about. One in particular grabs my attention, washing the front tyres wide in the middle of the flat-out banked right hander at the top of the circuit.
There's always something otherworldly about this stint. No matter how well you've prepared, part of your brain is bemused at not being tucked up in bed. But dare I say it, in my fourth 24 hour race, it feels a little less bizarre than on previous occasions. It's not routine - I'll quit the day it becomes that - but it's more comfortable. And more enjoyable.
As I settle into my rhythm, Marianne is on the radio every couple of laps. And the news is good: in the first hour I make up a couple of places on track, and set a new fastest lap. The owner karts seem to be overtaking a little more tardily than earlier on, and I'm steadily passing standard hire karts along with the odd raggedly driven club hire kart. The seat insert still pinches my left hip, but otherwise I'm comfortable, the blisters I acquired earlier on not bothering me at all.
By the time I pit just after 4am, I've made up four places - more due to being on track at the right time than any particular genius on my part - and lowered our fastest lap to a 1.22.2 despite the lingering damp patches. Again I'm anxious not to mess up the pitstop, and again my fears are unfounded. Alex and Marianne time it perfectly, and I lose no time pushing the kart from fuel bay to pit exit. As Lee accelerates away, I'm nodding in quiet satisfaction. It's been a solid stint, with good pace and no mistakes, and the team as a whole is nigh-on flawless. If only the equipment hadn't let us down...
But there's no point in dwelling on it. There's still work to do: I'm due back on track in less than four hours, and as the adrenalin drains away the fatigue begins to bite. As soon as I've downed a pint of water, Marianne sends me to the tent with a granola bar and strict orders to eat it before I put my head down.
The alarm drills through a whirl of half-formed dreams at 6.45am. In many ways this is the toughest moment of the entire weekend: as I slowly surface, the murmur of complaint from my body grows to a clamour. Every part of me aches, my throat is dry, my stomach churns. I stare at the shifting shapes of leaves above, projected onto the tent by morning sunlight, and try to reconcile my mind to the concept of being on track in 45 minutes' time.
Then Marianne pulls back the porch awning and makes my day.
Because of the problems early on, and the timing of the kart change, we'd been running behind schedule since before half distance. I'd been hoping we could make up the shortfall through stoppages or wet weather, but neither had materialised; in the small hours, Alex and Marianne had made the call and brought Lee in for a splash-and-dash pitstop. After a marathon two-and-a-half hour stint, he'd handed over to Alex at 6.30am. With five and a bit hours and three stints to run, we're back on schedule. All of which means that I'm not due on track until 8.15am - giving me a precious extra 45 minutes of rest.
By 7.30 I'm back on the pitwall and feeling a little less like death warmed up. Half a gallon of coffee and a bucket of porridge later, I can almost contemplate getting back in the kart. On track, Alex's distinctive blue suit tears past every 82 seconds like clockwork. Lauren wears the headphones and watches over her man, while Marianne helps me get ready. I'm overcome with admiration for them. Aside from a snatched hour in the tent before half-distance, Marianne has been on the pitwall since the beginning of practice; Lauren can't have had more than a couple of hours of sleep - and is now reasonably sure she's got shingles.
I jump out of my skin as a pile of clothes on the camping chair beside me shifts. I'd assumed that Lee was asleep in his car - but he's here, ready for action if needed, grabbing some well earned rest. He'll take to the track once again to bring us home in a few hours' time. As I contemplate the sheer class of our team, the colossal effort made by each and every member, the pain and fatigue fall away. Suddenly I can't wait to get out there again and drive the wheels off.
By 8.15 I'm ready. It's a beautiful, sunny morning and I've got the tingle. That hair-raising trickle of adrenalin that only racing provides. Alex is in and refuelled without a moment's delay, holding off the fatigue for a few more seconds as he pushes the kart towards us. Lee receives it, already starting the engines as I leap in - and we make a rare pitlane error. I hear what sounds like the 'go' command and gun the throttle - only to slam on the brakes a second later as a chorus of 'STOP!' rings out behind me. Lee does a Superman over the rear of the kart and lands practically in my lap; he's instantly pushing himself upright. A few more squirts of oil onto the chains as the team roll me forward to coat both chains and sprockets in lubricant... and I get the nod. For real this time.
It was a minor blunder that cost us five seconds... but Lee took quite a tumble. I hope he hasn't damaged himself. As I rocket towards the Esses on my out lap, I key the radio button and ask the question. The reply is a little garbled but I get the impression that all is well.
The third stint is all about survival, about shrugging off all that's gone before and giving it everything you have. After more than twenty hours the pace is as relentless as ever, the leaders lapping well inside the 1.21 bracket. In his last stint, Alex took a few hundredths off the 1.22.2 that I set in the small hours; with my weight advantage I should be able to better that.
As in 2011, I get the impression that the more highly-tuned owner and Club Hire karts are suffering more than our standard hire kart in these closing stages: I find myself embroiled in wheel-to-wheel combat with karts that should be able to pull away easily. Or maybe we standard hire drivers are made of sterner stuff.
The kart still feels strong, though it's looser than last time I drove it; I'm reminded that it's done 11 hours on the same set of tyres. Because we had a replacement kart, we were excused from the mandatory maintenance stop that the other teams made between midnight and 2am. The time saved helped get us back in the race, but it means our tyres are three hours older than everyone else's. I get a little ragged into the hairpin after the Esses, and am forced to dial it back a notch. Track conditions are good, but I just don't have the rubber.
Nevertheless, the pace is reasonable. I'm in the low 1.22s from the start of my stint, and can't resist a cheesy Vettel-style shout over the radio when Marianne tells me I've broken into the 1.21s, about an hour in. That's what I'm talking about... my best is a 1.21.771 which will stand as the team's fastest lap of the race. I'm the lightest, so that's as it should be - but I'm pleased. I worked hard to make sure I was fitter and quicker this year, and it's good to see my efforts rewarded.
Fit or not, by the time Marianne gives me the thirty minute time check, I'm hanging on by my fingernails. Adrenalin and willpower keep me on track, but my left hip is stabbing me through every right hander. Nearly six hours at the wheel have taken a huge physical and mental toll, and the calories are running out.
In the final minutes, I'm confused by a flurry of radio activity that I can't decipher, and worry that I'm missing the call to pit. But there's no sign from the pitwall; finally I realise that I'm hearing chatter between Lee in the pitlane and Marianne under our awning, discussing the timing of the pitstop.
Much as I love my sport, and driving this circuit, I'm relieved when, midway through the banking, Lee's voice rings through my headset, clear as a bell.
"Box, Andrew. Repeat, box now."
"Box now, copy."
For the last time, I thread the kart through the right hander and the slow left that follows, accelerate away and peel into the pit entry. The fuel bay is clear; I leap out, wait as the fuel marshal does his job, and pour all of my energy into the final push. Fifty metres later I'm still on my feet as Alex takes over. Our final scheduled pitstop is as slick as ever; I watch Lee disappear down the pitlane, and slowly remove my helmet as Alex claps me on the back.
For me, that's job done.
Back in the paddock, there's an end-of-party feel in the air. With 90 minutes to run until the chequered flag, teams are beginning to dismantle their awnings. Alex has marshalled a small army to help take down Lewis' giant awning - which has served us and many others so well - and in minutes it's stowed away. I eat and drink whatever I can find, and slowly wind my brain back down to the pace of ordinary life.
Out on track, Lee is lapping as consistently as ever. There's little to play for at this stage, but he keeps the pressure on in case one of the teams ahead has a late problem. We're running 13th in class, exactly where we started, having been 21st, last and five laps down on the 20th placed kart after ten hours. Between hours 11 and 23 we made up six laps on the leaders - sound evidence that had the luck gone our way, we'd have been in the hunt for the win.
Just before 12pm, three hundred drivers, supporters and staff take to the pitwall to cheer Lee and the others across the line. There can only be one winner in each class, but the huge support for each and every team makes for a wonderful sense of occasion. We haven't achieved what we came to do. But we've made it home and done ourselves proud.
One of the BRKC teams has made the podium in our class, and are rightly thrilled. David Hird, Mike Kettlewell and Paul Lycett will be the first to admit that they're not frontrunners in our individual driver's championship. But consistency, hard work, local knowledge and a little bit of luck have brought them a richly deserved third place. After a series of ups and downs, Brad's Baron Racing team have finished third in the owner Pro class. Clearly our porridge made the difference.
We cheer the podiums and say our goodbyes with a touch of sadness. By our standards the end result is poor, but it's been an epic weekend. This is a truly great racing team, which has performed at the top of its game, and I'm very proud to be part of it. Alex, Lee, Stuart, Lauren and Marianne: legends all, and I salute you.
For now, the glittering prize still hovers tantalisingly out of reach. I look forward to staking our claim for it again. Third time lucky...?
(Click here for part 1)
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