Wot no karting Christmas?!?

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Well… not exactly! The kart remains untouched since Clay IKR; I remove the fuel, engine, chain after the finals so that they are properly stored, allowing me to clean the chassis at my leisure (instead of when I get home). This means that my leisure time is mostly kart-free right now. Our annual trip to Teamsport Bristol needed a little attention for the group draws (how does 45 drivers and A, B, C and D finals sound?) and I just spent a couple of hours Photoshop’ing the TKM Owners Group‘s Facebook cover photo (not a bad job, if I say so myself):

It's a TKM Christmas!

It’s a TKM Christmas!

Junior’s last three years of Christmas presents (and birthday presents for that matter) have all been kart-related: the kart in 2012, the race engine in 2013 and his (now fairly snug-fitting) racesuit in 2014. We only really need two things now: a new chassis and an awning, neither or which we currently have the funds for (that and the fact that a recent Viper is as rare as rocking horse sh*t these days – I think might have shot myself in the foot a little there in promoting TKM!). On the plus side, it’s allowed me to get back to buying Junior surprise presents, which I’ve missed recently and at which I’m pretty damn good at (better than I am at being a race mechanic, certainly!) :/ I’m sure there will be a little karting treat in there somewhere too šŸ˜‰

So that might be it for 2015. Have a great Christmas and I’ll let you know how I get on with kicking Junior’s ass at Christmas Karting!

Spent since last post: Nowt šŸ˜€

Total spent this year: Ā£5,117 šŸ˜®

 

No turkey for Christmas!

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The Clay Pigeon Turkey Trot: the end of season race for a turkey formerly hosted by Clay Pigeon Kart Club but, with CPKC scrapping their December fixture, inherited by Clay Pigeon IKR and incorporated into their winter series. We had contested the CPKC version in our novices days when we finished a distant last of three!

The day began undesirably early when I got up, washed and dressed before realising that it was 5:20am and not 6:20! With another 45 minutes lie-in, normal service was resumed. I hitched up the trailer and loaded most of the stuff and Junior got up 30 mins before we left, looked at his phone, had breakfast, packed his kit and got in the car! It was going to be our first outing without an awning; the forecast was for overnight rain but a mostly dry day. Upon our arrival, I laid some flowers at the site of our awning’s demise last month before getting ready for racing šŸ™

We weren’t really on it in the wet practice sessions; Junior complained that he was struggling for grip. I made a few adjustments and decided to bolt on the race carb for heat #1 (my default approach is to save the race bits for MSA racing) in which we’d start 5th. Junior had a poor start at the first attempt and an even poorer one on the restart as he was hampered by slow starters in front of him and the even side of the grid scarpered. He recovered to finish 5th, 0.3s off of the fastest lap but generally only a tenth off. Heat #2 was something special (it’s all relative, you understand!): the track was drying further, it was another of those borderline calls that seems to affect the TKM class more than any other (I am sure it’s just a perception). We arrived at the dummy grid on slicks; a brand new, unscrubbed set of Savas but the junior race on track saw the sole slicks runner well adrift of the field. Junior made the late call to switch back to inters with only 2 mins of the junior race remaining. The tyres were on in good time but putting the lead back on (which I’d removed since the Sava tyre is so heavy!) cut it fine. He started in 11th. There was contact between a couple of the karts ahead as the pack entered the Billies and Junior just avoided the spinners and he made up a further three places with an outside move before entering The Esses. Gaining five or six places only two corners in was nice going but the best was yet to come: 2nd/3rd/4th were bunched but the leader had scooted clear. Junior fought his way through and hunted the leader down. I’ve seen a lot of dominant displays in races but I’d never seen Junior dominant! I like it… a lot šŸ˜€ He passed the leader with two minutes remaining, survived something of a banzai riposte into The Hairpin – I’ve promised I would not name the guilty party (sounds like Wax Clad) šŸ˜‰ – and was 4s clear by the finish!!! To be 0.4s faster than a very strong field was a unique and very pleasing feeling šŸ™‚ šŸ™‚ šŸ™‚

Over lunch the track was clearly drying further. Unfortunately for us, slicks were the only option so on went the much-lauded (by me) Sava hard tyre. Unscrubbed, untested and unwanted at this particular moment in time! Junior would start on 3rd for the final but the gameplan was hard to determine: we had to stay with the pole man but would have to be *very* careful under braking into the first corner with our fresh tyres and cold track. Junior slid wide at Billies on each of the first two laps, got hung out to dry for entry into The Esses and quickly slipped to 8th. We were soon half a lap down and finished 7th. Even with the tyres coming on towards the end we were 0.7s adrift of the winner’s lightning pace. We’ll take the credit for making him bolt on his MSA race motor in response to our pace in heat #2 even if it ultimately was unnecessary šŸ˜‰ Junior wasn’t happy but didn’t sulk for too long. It was nice to see him congratulate the podium finishers; they have a really good grid at Clay IKR and we’ve felt very welcome. The track themselves certainly know how to put on a good event. We were left to take the positives from the day: only our third heat win anywhere and the first time we’d ever dominated a race. It was probably the first time that I have felt that I had provided Junior (as opposed to somebody else doing it for me!) with a kart that really suited his driving style. Building on our learnings from the previous weekend at Llandow, hopefully we have a very strong intermediate setup that we can rely upon in future. We were unlucky with the weather (the rain moved in as we packed up as you would expect) and were left cursing the very tyre I’d had been so vocal in support of. Junior isn’t a fan although my view is unchanged: it’s a perfect tyre for a budget class, we just need to learn to set up a kart for it.

And that was our 2015 season. Here’s looking forward to 2016!

Cost of race day: Race fee Ā£40, petrol (car) Ā£12, fuel (kart)Ā Ā£5, Chain lube/Shell M Ā£24

Total spent this year: Ā£5,117 < Holy sh*t, our most expensive year to date!!!

Ending the season on a high

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With the member/guest half-priced offer and a bit of a push on Facebook courtesy of yours truly šŸ˜‰ the Celtic Challenge had grown into something that promised to be quite special: the biggest JTKM grid of the year, the visit of a few of next year’s Super One entrants looking for some early practice, cash prizes and the biggest trophies I’ve ever seen at a club meeting made this something we were all looking forward to.

For us, Saturday was carb test day. We ran a new carb every session, making sure that they worked properly following rebuild (or not in the case of one). Our pace was a bit mixed but perhaps that was to be expected given our carb swapping activities. Our strongest carb that had gone down in June was still our strongest carb (here’s a free tip for you: when your best carb goes down, don’t leave it in your carb box for five months before realising that was your race carb sat there!) :/ We left knowing that we had fresh (in a one- heat-old-fresh kind of way) rubber and our race engine to bolt on. We just needed the forecast overnight rain to disperse quickly. Oops…

We were up at 5:30 on Sunday and en-route an hour later. The West Country was dry, as was Wales east of Cardiff. The closer we got to Llandow, the worse the weather looked. We wouldn’t be seeing many dry races today šŸ™

Qualifying was poor: Junior quickly found himself isolated and it was obvious that we wouldn’t be troubling the front rows, qualifying 7th of 13, just under half a second behind the pole sitter. Before the first heat we had some setup assitance from our friendly Welsh Champion who had just moved up to Extreme and was demanding to know why Junior had only qualified in 7th (cheers, Ryan!). I heeded the advice and made the changes since our default wet setup was looking average. We didn’t help ourselves though as Junior bogged massively at the start, losing three places and leaving himself a mountain to climb. He made up some nice places and would start the Pre-Final in 6th.

We were on the receiving end of more friendly tips ahead of the Pre-Final, this time courtesy of the driver coach we had used at the start of the year and with whom we had run at the Festival (thanks, Tim!). Our wet setup was improving slowly šŸ˜‰ The Pre-Final was eventful mostly for the fact that it was the worst TKM start I had ever seen. The pole-sitter was running a TAG engine and Plan A was clearly to bog down the direct drive runners. You couldn’t really blame them, I’d have been doing exactly the same thing in their shoes, but I’ve never seen the grid approach so slowly. Junior looked in trouble and was pushed by the lad behind to keep him going. The leader then took an early run out of Raymonds causing an aborted start. This restart was even worse… the field were going so slowly that three karts stalled coming up the straight before the pack turns for the start line, two got pushing assistance from those behind (that won’t happen when the new bumpers are introduced!) and one simply stopped at Raymonds. You had dads complaining to the officials and there was disgruntlement aplenty on track as the race was red-flagged and the pack stopped (on an upward slope – just a little something to cheer the direct drive pushers!) before being sent to parc-ferme. As the dad that stands at the final corner for push start duties, I see the pole man try to run a slowly as he dare on the formation lap to cause the man in second to bog down but, when they are all direct drive runners, there’s a common theme and nobody wants to go too slowly. A TAG runner on pole is in a powerful position, with the potential to put the direct drive karts in a spot of bother as were were seeing here. It will be interesting to see how officials at different tracks view this. Fortunately for us, the Clerk called everyone in and stipulated that the starts could not be too slow. With everyone now on the same page, the start went well generally speaking although not for us: 6th is a dog of a starting position and we slipped to 7th. As Junior got himself up into 5th, I was starting to look towards the final: 3rd row on the favoured line, a 5th-placed finish could really put us in the mix for the podium positions. It didn’t quite go to plan. Instead of pulling away from his pursuers, Junior didn’t seem able to shake them off. He lost and then regained 5th as they set off on the final lap but, when the karts came back into my view, Junior was 6th. The lad that had pipped us, punched the air as he took the flag: I was pleased for him; he’s a really nice lad who had travelled a long way but I just wished it hadn’t been us! We were also a full second off of the leader’s pace although, admittedly, she was 0.6s clear of the field!!!

The pre-final had badly hampered our chances of a good result in the final: a 5th-placed almost guarantees you’ll take The Hook in 4th, putting you right in the race. Sixth is a totally different affair: you’ll very likely exit The Hook in 7th at best and, even if you make it into 5th, the front four willĀ  have cleared off, as they had been doing all day. Tyre choice had become the critical factor: the track was still damp, we’d switched to inters for the pre-final but Junior didn’t have the grip he wanted. The track was continuing to dry although the clouds were getting lower once again and rain looked a distinct possibility. Time for some more help! This time from my pit buddy who had given us a roof for the day (I’m as endebted as ever, Mr B!): we talked tyres for a long time but, even after that, we reached the dummy grid not really knowing which way to go. We a couple of minutes left before race time, I made something of a left-field proposal to Junior and we made some quick changes. It wasn’t really like we had much to lose and, having seen the size of the trophies, Junior really wanted one!!!

As expected, Junior slipped to P7 from the start. He was 6th by lap #3 and 5th by lap #5. He then made a mistake challenging for 4th and it looked like our game was over as 3rd and 4th pulled a 2-second gap on us. Losing that place in the Pre-Final was going to prove costly. Or so I thought! Junior was looking so much quicker than at any other time during the day. The gap was closing but it looked as if the chequered flag would come too soon. Junior entered the final lap a couple of kart lengths adrift but made a nice move into The Hook. The other lad wasn’t going to give this one up though and the two squeezed through The Hook side-by-side and disappeared from my view. You know those moments when your lad disappears from view and you just have to wait for what seems like an eternity before he comes back into view, a bit like that moment in Apollo 13 where Mission Control wait for radio contact after re-entry without quite the same level of drama or peril? It was just like that šŸ˜‰ The karts were still side-by-side when they came back into view! I’m not sure how they got around The Dell together but Junior had the inside line as they ran up Hangar Straight for the final corner. “Go on, son: just hang him out here”. Would Junior cutely run him wide to prevent the cut-back? Oh yes!!! Junior hung on by half a kart length; it was one of those dad-silenty-fist-pumps-to-himself moments šŸ™‚ We haven’t had too many of those. In fact this was probably only the third after our maiden 3rd place as a novice when Junior completed the last four laps with his exhaust hanging off and our maiden heat win at Llandow in September. Junior was really pleased, he even wanted to give me a hug! To give him his due credit, I think it was the best he’s ever raced. It was so nice to see him racing hard, racing cleanly and coming out on top (I say ‘see’ but, since I was stood on Raymonds, I missed most of the lap). He earned lots of plaudits too from those who had watched from the viewing balcony. I’d really loved to have seen it first hand!

And that was that: the end of our MSA season at Llandow. My thanks should go out to the club who put on a really enjoyable event and whose offers attracted TKM drivers from far and wide šŸ™‚ and especially to those who, over the course of the day, helped me to dial-in what was in hindsight a pretty poor wet setup. I’m not surprised that Junior struggled in the morning! Never mind the driver, *I* lacked wet setup experience and this was probably the most important learning we’ll take from the weekend. With the fastest three drivers all moving to Super One and Extreme, the future for the TKM grid at the track is uncertain šŸ™ With said driver’s dads being my closest chums at the track, it seemed like the end of an era too. It was really nice to spend the weekend amongst almost all of my karting friends (there were quite a few old faces from Clay racing in Extreme or Senior Rotax). Where we go from here is uncertain: Junior is 16 and could go to Extreme but, after Bambinos and Formula Blues, lead weight is my next pet hate!!! I only learnt recently that he’d like to do Super One although there are several reasons why this isn’t going to happen; cost and equipment being the main ones although I think he’s proabably a little inexperienced also: he’s very keen but he’s set the bar quite high with racing against very quick friends who started long before he did. We’ll contest the Clay Pigeon IKR Winter Series to give him build on his racecraft and assess the state of the Junior TKM grids in the vicinity. Luckily for us, we aren’t likely to come across the Celtic Challenge winner too often in 2016 šŸ˜‰

Cost of race day: Practice fee Ā£40, Entry fee Ā£27 :), petrol (car) Ā£10, fuel (kart)Ā Ā£12, bridge toll Ā£13

Total spent this year: Ā£5,036 < Holy sh*t, our most expensive year to date!!!

All set for the Celtic!

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December should be our (my) month off. Instead we’re doing back-to-back race weekends! First up is Llandow Kart Club’s Celtic Challenge. I wasn’t really planning on competing at this but, given the amount of time I was spending promoting it on Facebook, it seemed rude no to! It has really gathered some good momentum amongst members of the TKM Owners group, helped I am sure by the recent confirmation of Llandow’s place once again on the Super One Series itinerary as well as the half-priced offer for members who bring a guest. Having paired up so many people, I really hope the members have sent in the email messages to the Competition Secretary otherwise I could come under fire! The grid looks set to be a season’s best for JTKM and should be ultra-competitive so I’m really looking forward to it as well as meeting a few dads that I’ve not seen since the Festival and a few of my old Clay friends.

I spent a good deal of time last weekend checking over my carbs. We’d had a miserable time at the final championship round that started because we had multiple carb problems. I’d not been very speedy in getting our best carbs re-kitted and, consequently, we were down to one trusted carb. I kitted a few myself and, for one that needs a new thread and the couple that were proving tricky to get popped off at the right pressure, I employed the services of Sam Jenkins of SJ Motorsport. Having cleaned and kitted my last batch, he’s my carb man. We’ll spend Saturday testing them to make sure that Junior is happy with each one and, hopefully, we’ll back back onto our preferred 820 come Sunday and, with a bit of luck, closer to our summer pace rather than our autumn form.

Costs since last post: Rear sprocket Ā£6, new chain Ā£20, new spark plug Ā£9, new stub axle bolts Ā£8, fuel filters Ā£6. Carb kits & repairs Ā£30

Total spent this year: Ā£4,934

The awning conundrum

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We really should be trying to channel funds towards a new chassis but, after our not-so-trusty awning gave into the elements at Clay Pigeon, I’m having to re-assess the priorities. We’ve signed up for the winter series at Clay Pigeon IKR, we’re absolutely going to need an awning! I’ve seen plenty of awnings give up the ghost since we started karting so I know that I’m going to have to invest in a decent one. The range of options isn’t great since the awning will need to fit in the back of the Clio! I think I’ll be looking at the compact version of the heavy duty awnings that some of the companies sell. Surf & Turf, LPTent, Gala Tent and Gazeboshop are all on the short-list so, if you wonderful folk have any experiences (positive or otherwise) to share, I’d appreciate hearing them!

I wonder if there is a sponsorship opportunity to be had here… šŸ˜‰

Disaster at Llandow

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The weekend had been non-stop: an early start at Clay for IKR coupled with the need to dry the kart along with all of my tools and spares that had gotten soaked when the awning gave up meant there wasnā€™t time to do much other than a quick shower before getting everything ready for Llandow. Having a one-point lead in the battle for second spot in the championship, the conditions really went against us in so far as weā€™d been doing quite nicely with a very settled setup for approaching six months. At least we had the luxury of fresh rubber (back-to back days, no less!).

We arrived to a depressingly deserted paddock and, with more rain forecast, got a similarly depressing answer when I enquired about a potential space in one of the garages šŸ™ Considering the options, we decided upon a tiny spot which had protection from the wind on the two most important sides although it meant working in the mud for the day. Iā€™d changed little from the Clay setup in anticipation of further rain but, although the track was wet, there hadnā€™t been any further rain since the early hours. For the warm-up, we faced a choice: scrub in the slicks in what could best be described as sub-optimal conditions or find the grip on the inters. We were alone in opting for the former much to the amusement of some of the others but I felt weā€™d benefit by having the slicks scrubbed in if and when we came to bolting them on. Junior lapped at his own pace and kept it on the grey stuff although reported that he didnā€™t think that the carb was picking up as it should. This was where not having taken part in Saturday practice was coming to bear; it was the carb that weā€™d ran on all day at Clay and that I had cleaned and tested the evening before. No matter, I bolted on the race carb that Iā€™d also tested the previous evening.

Disaster struck in Heat #1. Junior started his formation lap but, as the grid slowed coming out of The Dell, I could see Junior struggling to keep the engine running. I ran from Raymonds to join the dad and the marshal that were trying to get him going: it was clear the kart wasnā€™t going to restart even though Junior was desperate for me to keep trying to get the engine started. Although I was gutted for him, I didnā€™t expect the outburst that I received as I pushed the kart up the straight: it was embarrassing both from the perspective of other dads hearing him talk to me like that and to see him losing the plot completely. We had had a DNS on two occasions before: once when I had put a carb gasket on upside down back (!) in our time at Clay and more recently when a stalled kart in front of him at the dummy grid exit gate forced him to stop and his kart just never restarted; each time heā€™d been frustrated and I absolutely understand it but Iā€™d never seen anything like this. We had a few quiet words back at the car to ensure that this never happened again. For me, our karting career is not about winning: we absolutely seek to be competitive but I put in all of my spare time and money into something that we both have to enjoy. If he ever stopped enjoying it, weā€™d retire in an instant but itā€™s something I do for the enjoyment of us both and, at that point, I wasnā€™t having much fun. It got worseā€¦

The carb wasnā€™t holding any pressure whatsoever. We swapped it over, bolted on the race engine (given the drying conditions) and spent a good amount of time in the starting area making sure that the carb and engine were revving as best they could. Junior started on pole and we agreed that he just had to go out there, race, enjoy it and see how things panned out. As he approached me at the final corner of the formation lap he was shaking his head and holding the airbox. I knew in an instant what was wrong. Although I didnā€™t blame myself for the carb going down there was only one person responsible for this: the jubilee clip around the airbox hadnā€™t been tightened. Every mechanic will make a mistake from time-to-time but why now??? This might well have been a new low. Junior started and quickly dropped through the field; he was driving one-handed and holding the airbox in place until he reached the hairpin where he had to use both hands on the wheel and would then need to find and re-attach the airbox and carry on. He was in a tussle for last place, lapping 0.8s off the pace when he got the mechanical with three or four laps remaining. What could I do other than apologise? Just when we had needed to be at the very top of our game, a mechanical and then a mechanic problem had sunk our challenge for second place. After our discussion following Heat #1, Junior was understanding: we win or lose as a team. Luckily he was still feeling bad about the outburst earlier!

The day couldnā€™t really get much worse although we tried our best. Heat #3 was the cutover to slicks. Or was it? Why is it always the JTKM grid that seem to face that crucial decision first? Every other race before us had seen the grids on wets. There hadnā€™t been any rain all morning but it looked pretty bleak. The forecast was for more rain to come. It was too close to call so I left it to Junior. It wasnā€™t as though it would cost us the championship anyway! We bolted on the ā€˜very usedā€™ inters as every other drive bar one went for slicks. And then it rained!!! But not for long enough and the sky was suddenly looking brighter as the drivers went out on track. Junior started in third and used his grip to make into The Hook in first. He quickly had a 2-second lead but that soon began to deteriorate and our misery was complete as we found ourselves adrift by the end of the race. To add insult to injury, it rained as we pushed the kart back to the paddock. Shit happens, huh?

There was no chance of making the wrong tyre choice for the final which would see us start in an impressive last place! Junior would have to make speedy headway if he was going to challenge for the podium but the pack quickly stretches as the rear of the field try to sort themselves out through The Hook at the start, even when the field is fairly small as it was here. Junior was 4th after the first lap but the front three were clear and Junior was making little impression. To his credit he plugged away and caught the third-placed driver late on as he dropped away from the front two. It was a minor consolation for such a bad day in the office.

We just about managed to get packed up before the inevitable rain arrived. The McDonalds tasted ever more dour than usual and it was nice to get home, pack up, shower and crack open a beer. With our participation in the Clay IKR winter series, we wouldn’t be taking December off as we had done last year. As I would really have like to have done at that moment…!

Cost of race day: Entry fee Ā£55, Maxxis slicks Ā£147, petrol (car) Ā£10, fuel (kart)Ā Ā£9, bridge toll Ā£6

Costs since last post: Front sprocket Ā£13

Total spent this year: Ā£4,855 < I think we could be heading for a new annual record!!! šŸ™

Return to Clay Pigeon!

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The weekend was going to be quite novel: an IKR/MSA double-header that would see us take in Clay Pigeon IKR on the Saturday and the Llandow MSA season finale on the Sunday. It had seemed like a good idea at the time but a couple of things had changed since I had signed us up for IKR and bought the IKR harder tyre. Firstly, the junior driver current sat in second place in the Llandow championship had moved up to Extreme meaning that our battle for the third place had just become a battle for the runner-up spot. Secondly, having raced in only on wet heat at Llandow in twelve months, the forecast for the weekend was miserable and there was a real chance that our decision to skip Saturday practice in favour of a trip to Clay could impede our championship aspirations.

It felt really good to be driving down to Clay Pigeon. Even though it seemed as though the A37 had become sponsored by John Deere since our last visit 53 weeks earlier, it felt like we were going home in some respects. We would also be back racing with the dad/lad we started with on Day 1 and with whom weā€™d bought the shared awning. My aims in racing in the IKR series were to; 1. Keep racing through the winter when weā€™d normally take a break, 2. To get more race experience (cheaply), 3. To get some experience in less grippy conditions (the hard tyre would see to that), 4. Weā€™d very likely get some wet weather racing experience. The weather was typically Clay-like: very wet and very windy. Because I considered the Extreme grid to be a) larger and b) more competitive, I had entered Junior into the Extreme class where he would be permitted to run his junior engine at the junior weight. The plan had been to practice on worn slicks, switch to the Sava for final practice and then see how we fared. This went out the window straight away since it was pretty clear weā€™d be on wets all day although I was surprised to learn that weā€™d only get one practice session before jumping straight into our three heats and final; my immediate thought was ā€œThatā€™s not very IKR!!!ā€.

The view from the 'TKM Corner Memorial Stand'

The view from the newly erected ‘TKM Corner Memorial Stand’ (which provides little respite from horizontal rain)

Practice went well; Junior looked reasonably quick and didnā€™t go off. This was just as well since push-start assistance is not permitted in the senior class although it was nice that we could still sign on and watch from the centre of the track. The grids were a little smaller than normal with several of the regulars missing what was the opening round of the four-month Winter series. Heat #1 saw us start last of six. Junior start well, rising to third on lap one but took a lap or so to pass second by which time the leader, who was clearly pretty tidy in the wet, had scooted. We finished three seconds off the leader and nine seconds clear of the field. Heat #2 saw us start on pole. Junior pulled a two-second gap as the winner of Heat #1 worked his way up to second and then, as he chased Junior down, it was just a matter of whether Junior could hold on as his lead was whittled down. He did but only with a couple of laps defending!

Heat #3 saw the demise of our awning: as we were sat on the dummy grid with the previous class on their final lap, the awning gave into the elements. We had taken the sides down already in the hope that this might ease the strain but to no avail. I couldnā€™t do much owing to the need to start Junior. He lined up in 4th with this chief rival starting in 7th. Junior lead by lap two but again found himself being chased down. Weā€™d chatted about what Junior should be doing here: he was clearly second fastest but, if he was passed then he should look to just tuck in and see where he was losing out, using this as a lesson in how to drive Clay in the wet. Of course he didnā€™t listen: he was passed with a couple of laps to go, looked to attack at every corner thereafter and ended up taking himself and the leader out when he got caught out going in to Billies. I donā€™t mind Junior making mistakes but taking somebody else out really brasses me off! Although the leader restarted to finish 6th, Junior was out. The other guy wasnā€™t too pleased but, having watched the on-board video, it was just one of those things: definitely a clumsy move as he seemed to think about the dive up the inside then try and abort too late and his bumper tagged the leaderā€™s rear end as he turned into the corner. We were here to learn racecraft and I just hope it was an incident he learns from.

Our awning was a write-off and we took it apart for ease of disposal. Fortunately, we had only the final remaining as the boot of a Clio provided little shelter when mixing fuel! Good job the track track had reduced the practice time, eh? šŸ˜‰ Junior had qualified in third. He was second at the end of lap one but never threatened the leader and was passed by another driver on some weird 90s-looking engine that went like stink a straight line, finishing third on track and second of the championship contenders. There was some minor dispute over Juniorā€™s eligibility to contest the Extreme class as his junior weight but this was rejected and Junior was pleased to pick up a runner-up trophy.

All-in-all it was a good day and definitely Ā£40 well spent: Juniorā€™s performance on-track had been very encouraging and, although he still had a tendency to attempt to get the power down too soon, he was really consistent. The grid had been small but, importantly, there was some good competition with the promise of more to come next month. The loss of the awning was a blow and Iā€™ll have to look at the options for buying my own compact awning now at a time when I was hoping to channel some funds towards a new chassis. I felt most of all for our friends who I had persuaded to compete with us, not only had they lost the awning that we shared but endured a miserable time on track. Hereā€™s hoping for a dry December roundā€¦

RIP Our Awning 2013-2015

RIP Our Awning
2013-2015

Cost of race day: Entry fee Ā£40, series registration Ā£10, Sava tyre for series Ā£100, petrol (car) Ā£10, fuel (kart)Ā Ā£9

Costs since last post: New chain Ā£18, brake bleed tool Ā£38, tyre tongs Ā£55

Total spent this year: Ā£4,615

Facebook power!

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Other than being a fanboy, I’ve not actually done much in support of the TKM class but the Facebook group for drivers/dads/mechanics has taken off *way* better than I could possibly have hoped. It was never about numbers although 450+ in four months is good going; it’s about the breadth of people getting involved: from Super One to IKR to…even Tal-Ko (albeit indirectly). It is clear that the TKM community is very passionate about their class. Of course I beat the harder tyre drum from time-to-time but the most satisfying thread so far was seeing Tal-Ko ask drivers what changes they would want to see in order to boost the Super One entry numbers. It even looks as though it may have made a difference šŸ™‚

I still think there is much to be done in support of the lower echelons and it remains to be seen whether Tal-Ko can come up with a reason for drivers to contest some of the ailing club championships (hint: costs). Now back to the tyres…

Setting the bar too high?

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Saturday started horribly. Having discovered, when repairing the seat last weekend, that the chassis had snapped (seat tab snapped off), I’d spent most of the week working to move everything to our spare chassis. It was another 2009 EVR but had a slightly bent yoke. I’d had it jig-checked and the chassis was straight even though it was not possible to straighten the yoke entirely. It was clearly sub-optimal but, with only 5 days to go before we would be racing, it was going to have to do and we’d just have to see how we fared.

Arriving at the track with a newly rebuilt chassis, the first thing you (or more accurately, I) want to do is just complete the first session without issue. The reality was far from this and we broke down at the third corner: Junior complained that the steering felt too free, the accelerator pedal was either on or off and then the kart just stopped. Not too bad then! :S First things first; the axle moved and the piston was still going up and down! šŸ™‚ Our engine issue was down to a snapped wire on the spade connector on the PVL. The problem was that neither I, nor the shop had a replacement connector. One of the other dads had one that was a little larger but, by the time I had messed about trying to fit it with a borrowed crimping tool, weā€™d missed the second session entirely (the crimping tool wasnā€™t the best but neither was my mechanical tekkers). I could have just put the race engine on but this needed fixing and I did not want to put time on the race engine unnecessarily. With some spare time in hand before the third session, I looked at Juniorā€™s other complaints. The accelerator pedal was a weird one: the pedal appeared to have plenty of range and it isnā€™t like one can really tighten the pedal bolt to provide additional tension – you tighten it as best you can without restricting its ability to close. The new seat position (Iā€™d refitted the seat to accommodate Juniorā€™s growth since the seat was fitted in December) may have meant that the position felt unusual but he was just going to have to get used to this. Junior also didnā€™t like the slack feel in his steering wheel and wanted to give it a weightier feel. You donā€™t want the wheel rotation to feel obstructed but I wasnā€™t really sure how it should have felt. I conducted a quick test of steering wheels in the immediate vicinity: one felt exactly like ours but the other definitely had some resistance. Renewing the rose joints on one track rod helped as did tightening the steering column bolt a fraction. This was as good as it was going to get anyway so Junior was just going to have to get used to it.

The rest of the day turned out to be the complete opposite of our initial woes and we went really well: again practising on our Festival tyres from Kimbolton, we were pretty much as quick as we could have hoped and lapping the 45.5ā€™s. We switched to an older practice set that featured a front-left that had come with retirement package weā€™d bought at the start of 2013, had been sat in a garage cupboard ever since and which we dated to 2011!!! We shaved off a couple of tenths and we ran pretty well for the remainder of the afternoon, with Junior enjoying some close racing with one his friends in one session (he actually claimed it was the most fun heā€™d had karting, I donā€™t think he realised that this was how it should be all of the time but weā€™d always been a little off the pace!). We also managed to actually do some testing (as opposed to trying to find solutions to problems) and it was pleasing that the race engine was a little quicker than the recently rebuilt practice motor.

So onto the race Sunday and youā€™d never guess what: having completed a Karting Magazine article (weā€™ll discuss whether or not I am still contributing to the mag at some later date) earlier in the week in which I discussed/moaned about our lack of pole positions, JUNIOR ACTUALLY GOT HIS FIRST POLE AT LLANDOW!!! Having not started in pole position anywhere for over a year this would be something of a novel experience. It didnā€™t really go to plan though: an early mistake on cold tyres meant he ran wide and conceded the lead. After that it was clear that our pace wasnā€™t good enough. We slipped to fourth and stayed there. With the runner-up equalling the four year old lap record, we were a huge 0.5s off of the pace šŸ™Ā  The track was clearly lightening quick and our first-heat setup was a little too conservative. On top of that we were in a minority of drivers on used slicks; fresh rubber each month has become the norm at Llandow this year much to Juniorā€™s chagrin. Iā€™ve always insisted that we would use tyres for two races no matter what, I canā€™t and wonā€™t use a set of slicks for one race day on principle alone. Our experience has been that the new tyres start with a distinct advantage but, by the afternoon, the gap narrows and Junior had even been quickest on used slicks in the July round.

Heat #2 was marginally better: we started eighth but made up some nice places to finish fourth again, 7s in arrears and 0.3s off of the pace. Heat #3 was more of the same: fourth, 6s back, 0.3s off the pace and someone else equalled the lap record! This time it was our resident Super One driver who was on USED tyres! Fair play to you, Sir…

I had noticed that our tyres were taking too long to come in. In part this may have been because we were fighting through the pack but the Alfano wasn’t lying; it looked like we needed to raise the tyre pressures. The problem was that the final would be two minutes longer and the sun was now shining. Too high or too low? I settled on a compromise and brought them up 0.5psi. We had qualified in… surprise, surprise: fourth! The sh*ttiest place on the grid bar for those with any desire to get a podium place. Since Llandow Kart Club had moved the start line, the even-numbered side of grid has become a real graveyard; if you aren’t in second (where at least you are in control of your own destiny), then you are pretty much screwed. And screwed we mostly certainly were: pole, third and fifth took the first three places into The Hook, things got messy and Junior dropped to seventh! He made up a couple of places but was adrift of fourth until they binned it into the tyres on the exit of The Dell. This brought out the battenburg flag. It was the right call (quite refreshing to see it instead of a red flag) but Junior had never experienced one in a race before and I wondered what he would do. My money was on him holding his ground whist everybody else caught him! Wrong: everybody backed up as if there was a virtual saftey car!?! What the… ??? :S Still, at least they would have to exclude everyone except the front man if they were going to act upon this breach of protocol šŸ˜‰ So… a chance to fight for third. Or not as it proved; Junior was half asleep at the restart and was quickly dropped by the front three. He complained that the tyres and brakes had just gone off and he had nothing to fight with. The winner broke the lap record with a 44.715!!!

Junior was peeved that our second month on the tyres had coincided with the track being ultra-quick, pretty much denying him of any chance of fighting for the win or setting a PB. I could sympathise as we’d been the fastest driver at the track in a three month spell during the summer although we hadn’t really looked at the races in the two months since then. It was nice that the club had a fourth placed trophy (although it meant that we had to stay for the outcome of an appeal before the presentation). We were just going to have to take the positives. I think the problem is that weā€™ve tasted some small amount of success in the past six months and have raced at or near the very front, even if only inconsistently, so the bar has now been set quite high. We’d have been delighted with fourth at the start of the year especially considering the level of the quickest drivers. We were on an unknown chassis, on used tyres and we just don’t have the seat time of those against whom we are measuring ourselves. Lack of seat time, tyres, six year-old chassis, possible engine rebores… At a time when there are so many questions surrounding where and in what class we compete in 2016, it really struck home that most of our woes our budgetary. I know that this would hamper us if we were to contest a regional championship next year as we would like to ideally. My preference would always be to choose MSA over IKR and I am sure that Junior would consider IKR a step down and would want to continue racing his friends but IKR really does call out to me. At least he’ll have his fresh slicks next month!

Cost of race weekend: Practice fee Ā£35, entry fee Ā£55, petrol (car) Ā£15, fuel (kart)Ā Ā£8, bridge fee Ā£13

Costs since last post: Chassis weld Ā£10

Total spent this year: Ā£4,335

Is it just me or do these things happen to everyone?

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One week to go before our next race weekend and I had a seat repair to make (amongst other things) after the visiting scrutineers went to town on the kart last month. To be fair, most of the comments were valid: the seat was looking a little thin and I hadn’t noticed that the brake disc protector was almost down to the metal fixing bracket. I’m still certain that there is no requirement to have your seat fitted no lower than the underside of the chassis (and I’ll fight that battle if and when the time comes) but it was time to fix the seat.

I’d never used a fibreglass repair kit before. I wasn’t particularly looking forward to it either but needs must. I got a unwelcome surprise when I removed the seat and on the chassis seat tabs snapped of in my hand. The week before a race weekend is no time to be needing a weld. I looked at tab for a few minutes wondering “WTF?!?” My plans were derailed and the week ahead instantly became a busy one. This is why the most competent mechanics are stripping their kart after each race. But not me, huh?

I’d have to deal with the chassis later. With the appropriate precautions, the fibreglass repair was ok. I probably didn’t apply quite enough of the adhesive based on the glass shards sticking out here and there but it was good enough.With family chauffeuring duties, it was all I could do on Saturday. Sunday was pretty busy too; there would be no time to get the chassis fixed and prepare the kart for Llandow next weekend. I was going to have to revert to the old chassis. Things were going ok until I realised that we hadn’t used the larger seat in the old chassis and the gap between the seat mount bars was about 20mm narrower. This was another first for me: how the hell do you open that up without damaging the chassis. A quick phone call to my trusted advisor addressed that although I think we’re still 5mm or so shy. I decided to postpone the seat fitting and focused on getting the rest of the kart sorted.

With the kart barely fitting in the half of our garage that we cleared to squeeze it into back on Day 1, I work on the kart out on the drive. That’s great in the daylight but dusk brings a few challenges (I had the kart I was stripping on the drive and the kart I was building in the garage) and had to call it a day at 9pm. There is still a lot of work to do and, worst case scenario, we’ll have to miss the practice Saturday if I am not able to complete the rebuild. The moral of the story is: prepare your kart more than one week ahead. Or get an outside light fitted in your drive!

These working comditions would be described as sub-optimal!

These working comditions would be best described as sub-optimal!

Costs since last post: Fibre glass repair kit: Ā£16, fresh bolts Ā£20 (including expensive bumper bolts!)

Total spent this year: Ā£4,199