Latest News


LC restored

Launch Control is working again, after NMS came around and switched it back on. I've now got GPS Lat and Long restored too, so I can get track maps from Knockhill, until the battery inside the ECU goes flat again of course. Thats a RTB and a six week wait to fix, so I'll do that at the end of the season. I'm collecting the Van again this evening, and loading up in the morning for the trip up to Scotland. I'm looking forward again to driving the car with the extra power, and working LC, we should see new class records and lots of extra points in the run off's.


Dashboard updated

I uploaded the fixed dashboard layout to the Dash4pro last night, so it should now show shiftlights and Screen 2 should appear above 10mph. NMS confirmed that they turn off LC when the car was on the dyno, and may not have turned it back on again. Whoops. Anyway, preperation for Knockhill is going well, I've a few little jobs left and then the car can be loaded back on the trailer on Friday for the trip up North of the border.


Wot no launch control

The reason the launch control couldnt get 2nd gear, was because it wasnt in launch mode. When I hit the throttle to enable launch, the engine just built the revs to 6000 and when I dumped the clutch, the ECU just kept trying 2nd gear every time the revs hit the limiter. I checked the five starts at Lydden and none of them shows PIT/LAUNCH status messages. It must have been disabled when the car was on the dyno last week. How frustrating embarrasing. No wonder my starts were all so slow. Still, with it reinstated for Knockhill, I'll consider it another upgrade, for even faster times around the circuit. I'm also going to get the 10 traction control switch positions setup, to give me a far more gradual and less aggressive TC, as when I tried it at Lydden on my second timed run, I went slower than the previous run.


BSC Lydden Hill

Lydden hill was a decent result. I finished 6th overall, and scored 7 points. The car was ballistic in a straight line, and I just have the ongoing issue of 2nd gear selection during launch, which Northampton Motorsport are going to sort out for me before the trip up to Scotland this weekend. On the first practice run, the ECU tried four times to select 2nd gear off the line, and the poor engine was bouncing off the rev limiter for an eternity. Once it selected 2nd gear, woosh, the car was off like a rocket, like nothing I've ever experienced before. The 320+BHP really makes for a far quicker car than before. Pete finished one place ahead, with a 69.53s on his 2nd visit to the circuit, and on my debut I managed a 70.25s, which with a working launch control and a few more laps I would have beaten easily. At least I now have a PB to try and beat next time I go there.

I am now 11th in the championship, on 24 points, which is just 4 points behind where I finished last year! Ahead in joint 9th on 25 points are Terry Holmes and Chris Jones, and Pete is in 8th on 28 points. Not insurmounatable, and if I knuckle down and focus on my driving I'm sure I can pass.

I've cured (almost) the downshift issue by raising the air pressure to 7bar, I just had one missed shift, on the first Run Off run, so thats pretty much cured now. The dashboard worked well, I'd forgotten to set the RPM levels for the shift lights, so they didnt work, and the screen didnt switch to screen 2 when I reached 20mph, because I'd selected the wrong speed variable, but I have now fixed these errors, and it should be fine for Knockhill.

The car handled better since the corner weights had been adjusted, and there was practically zero understeer on the steeper front wing angle, and I could pull over 2.2G around Chessons Drift, which was a thrilling corner to take flat out. I lost most my time braking too hard for Paddock Bend for the start of the 2nd lap, but the new Avon A15's were not giving me any confidence and I didnt want to visit the kitty litter during the run offs. The tyres may improve, otherwise its as waste of £1200. Not the performance I expected from new tyres.


Dyno results

The rolling road session on Monday went better than I expected, with large gains made in mid range torque, so the car should feel much quicker at Lydden this Saturday. The gear change worked ok, with the higher 100psi pressure. And we determined that the traction control settings were in fact just four switch positions, with 1 being the least agressive, 4 the most, and positions 5-11 being TC off. And there was me thinking we had 10 different levels, when in fact I'd been driving with it firmly in the off position. I might try it in position 1, just to see what its like. That should allow me to get on the throttle earlier. Across the four positions, there is no TC in 6th gear, and in position 1, no TC in 5th. I'll have to have a play and see which mode gives me the most speed out the corners.

This video is from the final power run on Monday


Front Wing mount

The front wing mount is back from Altiss, and two slots have been milled in the sides, to allow me to use >25° front wing flap angle, so I can hopefully now dial out the remaining understeer through the use of aero. I'm fetching the trailer and van today, ready for Mondays trip to Northampton Motorsport, so we can get the car corner weighted ready for Lydden. A set of A15 tyres arrived yesterday, and the extra set of Force rims should be ready Thursday, so fingers crossed, with the additional grip, tyres, and power, the BSC sprint on Saturday should see me a few places higher than before.

The front wing mounting plate is back from Altiss, which means I can now run a steeper front wing flap angle for a lot more downforce. No more understeer 💪 #fordperformance #formulaford #mygale #ecoboost #ford #mountune #turbotechnics #revo #blackracecar #carsofinstagram #speed #racecar #v8kill #motorsport #motorracing #follow #instalike #me #zetecinsidedotcom

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Dash4pro upgrade

One of the jobs on the car that I've been wanting to do for such a long time, was to upgrade the firmware in the Dash4Pro to unlock the different font sizes, and also to resolve the intermittent shift light issue. The latter problem/bug was fixed years ago by Race Technology, and the advice we've had many times is not to upgrade the firmware or the display will stop working with the ECU. But after words of encouragement from various people, I bit the bullet, loaded the latest v8.5 software on the laptop after Snetterton, and flashed the firmware from v1.1.0 to v6.0.29, quite a jump! After a few minutes for the firmware to be transferred from the laptop to the device, the device rebooted, and the display made use of the smaller fonts and all looked good. However, the one thing that needed doing was the dashboard layout needed redesigning from scratch. This is because the designer files from the earlier version of the RT Configurator application, in DH4 format, are no longer compatible with the newest version, which uses .cmg format. So it wasn't a case of simply loading the previous design, because the latest software wouldnt let you. The .dh4 files were all typically smaller than 20kb, whereas the .cmg files are over 260kb, so there was quite a lot more information being stored under the new version.

All was not lost though. I had previously carefully documented the variable names used by the Dash4pro to display the 14 parameters we had access to. So I just designed a new layout, programmed all the display elements to use the variables from the ECU, saved the display to the device, connected it to the car, and low and behold, everything just worked. I like it when things just work. I really don't know why I hadn't tried the upgrade sooner. I ran the engine and checked all the gears and everything checks out, so I'll be running the new display at Lydden Hill. As before, the screen changes to screen 2 automatically when the speed is above 20mph, so the simple gear display will be shown when I'm up to speed, and all I need to focus on is the gear, and the water temp if I choose to look at that.

One feature we have lost is the Max/Min screen, which is a shame, as variables could be assigned and at the end of a run, the max/min screen would show the speeds, temperatures etc. We'll just have to use the LifeView software instead. Unless you know how we can reinstate it of course....


Top 12 analysis

These are the Top 12 positions in the BSC based on the points scored at each round so far. I'm hanging in there in 12th place, but I'm not settling for 12th. I need to #beatpete


Pneumatic check

I managed half an hour in the garage on Friday evening, and checked the hoses and air pressure to see if I could find if there were any signs that may explain the gear selection issues. With the actuator disconnected from the gearbox, I noticed that there didn't appear to be much pressure when I pulled the paddles. So I disconnected the hose between the regulator and the solenoid block, and fitted a pressure gauge, and I could see that the pressure was only 4bar, or about 70psi. When the solenoids fired, the pressure dropped to almost zero, and then climbed rapidly back to 4bar. That didn't look right. The pressure in the paint ball bottle was below optimum, at around 2000psi, so I refilled it from the dive tank, but the pressure to the solenoid block was still only 4bar. So I adjusted the regulator, to bring the pressure up to 7bar (100psi) and then when I pulled the paddles the solenoids reacted far quicker. So I think the gear change issues at Snetterton were simply down to lack of air pressure. I'll leave the gauge plumbed in to the air feed, so I can keep a closer eye on the pressure from now on.

I've got another set of Force Racing wheels on order, these will be used with a set of new A15 tyres, and will be saved for timed runs and run-offs. I'll have them in time for Lydden Hill on July 14th. I am booked in at Northampton Motorsport before Lydden for some upgrades, to check the gear change system out, and to have the car corner weighted again with the replacement push-rods fitted all-round.


Gear change issues

Since the car was setup for launch control in 2017, it nearly always makes a very unsatisfying lurch in first gear, where the car accelerates at full power, then the power is reduced, and the car then accelerates again in first gear, until second gear is selected, and the car then continues to accelerate like a rocket. I've had a few launches where there is a real kick in the back, where it doesn't lurch, and selects 2nd gear sooner and really does go off like a scalded cat. Following the issue on Sunday where the gearbox ended up in between 1st and 2nd gear, with no drive to the wheels, I have looked at the data, then compared it with older data, and I've realised now that the lurch in 1st gear, is in fact the ECU trying to change gear, but it nearly always is unsuccessful. If you look at the gearCutState and the gearVoltage, it can be seen that the ECU has tried to select 2nd gear, the gearVoltage rises as the actuator tries to get 2nd gear, but for one reason or another, it fails to get 2nd, and the engine power is then cut and the ECU tries again about a second later.

What makes if difficult for the ECU, is that the rear wheels are spinning during the launch, and there is a lot of inertia involved, and torque, and getting 2nd gear isnt always physically possible. I'd like to think we can cure this with some tweaks. On the two run off runs on Sunday afternoon, both times, 2nd gear went in when the ECU first fired the actuator, and both launches were unbelievably quick. I'm going to see if this can be cured, by Northampton Motorsport, with a few minor tweaks to the map.

Looking at the gearCutState channel, and you can see it says "YES", and directly below the gearVoltage does rise, but as the change is deemed unsuccessful, the gearbox stays in 1st gear, and the revs drop, as the wheelspin recedes, and the car tries the 2nd gear again, but this time it is successful.

The other issue I had on the first run off on Sunday, was getting stuck in 5th gear. The screen-shot below shows the three attempts to change down from 5th, but the gearbox doesnt cooperate. This is also software related, and again, I need to see if NMS can dial this behaviour out. It cost me at least 2 seconds on my finishing time, if not more.

On the Practice run when the gearbox seemed to go in to neutral instead of 2nd, its a similar effect to the first one above, where the ECU fails to get 2nd gear during the launch, and the gearVoltage is actually neither 1st gear (1.5V) nor 2nd (2.1V), but the selector is halfway between the two gears (1.8V). This time however, we have what I'm told is dog-on-dog, again, a software issue, and the ECU shouldn't have allowed the power to be applied with the gearbox not having completed a full gear change. Mark Bailey says the box should be OK, and it is 100% a software issue.


Snetterton points scored

A good result on Sunday at the BSC Round 6, with a 9th place in the Top 12 Run Offs and a healthy 6 points scored. I wasn't as fast as my first timed run before lunch, where I set a new PB of 83.51s, knocking 2.86s off my PB set the year before, but I had a few gremlins with gear-changes which were hampering my progress.

On Saturday I started off far with too much caution, on the new push-rods, and my first practice run I was 5s off my PB. I gradually improved, but as I'd started so slowly, my final timed run of the day was simply too slow to qualify for the Top 12, so thats going to have to be a score I will drop at the end of the season.

The engine was also running very hot during the two days, with ambient temperatures around 28C, little wonder the radiator fan wasn't capable of cooling the engine down after returning from a run. The air charge temperature reached a whopping 50C on my final run off run on Sunday, but the car was still flying, and the new suspension push-rods worked perfectly. Stewart Robb (Pilbeam V10) took FTD on Saturday, with Colin Calder repaying the favour on Sunday. I am now 12th in the BSC (dropped two places) but its still a long way to go, and I need to keep driving fast and scoring points to be in with a chance of a Top 12 position.

I've ruined the front tyres, trying to carry speed around Palmers, mind you they've done 44 runs since I bought them in March, but thats too many runs to hope to keep them competitive when racing against people who keep turning up with brand new tyres. I'll replace the fronts, but the rears are going to have to do a few more events before they get changed.


Uprated push-rods

I collected the uprated 22.22mm CDS push-rods last night, and set about fitting them to the rear suspension, which is not as straight forward as it may sound. Having paid TripleM to have the geometry setup, the length of the push-rods is critical as they dictate the car's ride height and weight distribution. Basically, the new push rods had to match the exact length of the OEM ones, or the car wouldn't handle properly, but as I'd bent the near side OEM push-rod, that was easier said than done.

I started off by removing the unbroken left hand push rod, and by comparing the two push-rods side by side, I built the replacement push-rod up to as near the same length as the OEM rod as I could. Using brand new (and very expensive) aurora push-rods, I wasn't taking any more chances with breakages. Once the left hand uprated push-rod was refitted, I then dismantled the OEM push-rod to remove the turnbuckle, and then I could build up the uprated right hand push-rod. Not as easy to do as the left hand, because the bend in the OEM push-rod affected its overall length. I measured the centres of the rod ends at ~645mm and did my best to build the replacement up. I then fitted it back on car, and marked the nuts with yellow acrylic paint.

I'm not disturbing the front OEM push-rods until after Snetterton, as the rear geometry is already less than optimal following the accident, and I need to get the car back over to Triple M in July for a proper setup session. So I'll leave the front end as is, and see how the car handles with the stiffer push-rods. A very big thank-you to Altiss Engineering again, for the rapid turnaround and excellent workmanship.

I ran the engine, for a few minutes, on the new throttle body, and it started ok, with no lumpy tick-over. I'm not saying I've cured the problem, it may not be the same conditions for one, so I'll see how it goes over the next few events. The car is now back on the ground, and after I cleaned the tyres last night, there are just a few jobs left to do prior to heading over to Snetterton on Friday afternoon to get setup.

Watching the on-board video from Snetterton last year, where I am just cruising around some of the corners, I am hoping again to better my PB, and qualify for both Top 12 run-offs of course. The DJ wings made a 6.56s difference at Pembrey, so lets aim for similar improvements at Snetterton. My PB at Snetterton 2017 is 86.35s, and I reckon I can shave 4 seconds off. However, to challenge the shared SBD Dallara and Steve Miles in the Van Diemen, I need to do a sub 82 second run, so if I can improve by 4 seconds, I'll be extremely happy :D


Social stuff

The Instagram feed is going quite well, with over 430 followers, and the facebook page is also nearing 950 followers. I do work hard to provide fresh and I hope interesting material, so please head over and take a look at the content, and like it to ensure you follow the latest posts.


Snetterton Finals

I am running #15 at the weekend, with just 19 BSC drivers present, which is 6 fewer than we had at Pembrey. In total there are only 89 cars entered, which doesnt sound a lot, but there were 90 entries at Castle Combe in comparison, so its not a bad turnout. Its just a shame the sprint is only using the inner 100 circuit, I can only guess that using the full 300 circuit would have meant much higher entry fees, but then, if Javelin can afford to book the whole track, why cant we?


Throttle body swap

The advice I was given was that the engine was hunting at tick-over due to a faulty throttle body, with Pete and another Mygale EcoBoost owner suffering the same symptoms, which they cured by swapping the unit out. Luckily yesterday I found a seller on Ebay with some new OEM TB's, so I ordered one and it arrived today, and is now fitted to the car. I shall see over the next few days if the problem has gone away. But seeing as it was intermittent, it might take longer to prove that I've resolved the issue. The retail price should be £270.14+VAT so it was a bargain indeed.


Diffuser is repaired

I have further reinforced the diffuser floor with some strips of carbon cloth, and I've drilled the 40mm² titanium blocks and countersunk them so they will sit flush with the surface of the plank. I'll also Sikaflex them both to the floor, so even if the bolt heads do eventually wear away, they hopefully wont fall off. I'll reassemble everything tomorrow evening and get the diffuser fitted back on to the car.

On Saturday, when I started the engine from cold, it hunted, rather than settling in to the usual 1500rpm cold start rpm that then gradually drops until the water temperature has risen. It sounds like its going to stall, and then the ECU opens the throttle and then the stall sounds imminent again, and so on. I'm not sure if its a problem with the throttle servo, or an air leak. The next time it does it, I'll attach the laptop and check for errors, and download the logs to see whats going on. It also did this at Pembrey on the Saturday morning, again from cold. Thats twice in two events, I hope its not an issue with the engine.


Euler's Buckling Load Calculations

The diffuser is off, and is looking not too bad considering the abuse it's had since the grounding out at Castle Combe in March. The 5mm plywood plank is pretty much worn away to zero, so I've replaced it with a thicker 8mm sheet, with new titanium blocks. I'll also be sticking Tufnol strips to the underside of the diffuser, to protect it in some of the more vulnerable areas. I've also thoroughly checked the suspension, all round, and I can see no issues. The Aurora rod-end on the pushrod that snapped, shall be replaced, and I shall be using new left and right hand rod ends on all of the uprated pushrods when they are made.

I have reported the event on Saturday to the event organisers, and they are investigating the surface where I bottomed out. I felt it was the right thing to do. They should at least warn drivers at the drivers briefing about the change in surface, to prevent anyone else from suffering the same fate. I have provided front and rear facing video, and telemetry, as evidence.

The Euler Critical Buckling Load formula I used to calculate the strength of the 22.22mm OD push-rods has been checked by Prof. Ray Lohr, and the calculations I made are correct. Also Roy Simms, whose Ralt uses the same specification tubes, has confirmed that they do bend in an accident, so I'm now very confident that they will do the job.

The calculations for the replacement push-rods made from CDS are as follows:
Buckling Load = π²EI

E = Youngs Modulus of Elasticity (stiffness) for cold drawn steel, is 200 GPa or 200,000 Nmm

L = 600mm (Length of the pushrod tube)

K = 1 = both ends pinned (hinged, free to rotate)

I = Moment of inertia = (π / 64) * (D^4  - d^4)

D = 22.22mm (Outside Diameter) and d = 18.16mm (Inside Diameter based on 2.03mm wall thickness)

∴ I = (π / 64) * (22.22^4  - 18.16^4) = 6627

So putting those figures in to the formula for Buckling Load gives the following:

Buckling Load = (π² . 200000 . 6627) / 360000 = 36,337 Newtons (3,705Kg)
If we were to reduce the wall thickness to say, 1mm, the buckling load formula gives 20,620N or 2,103Kg. If were then to reduce the OD from 22.22 to say 19mm, then buckling load with a 1mm wall thickness is 12,597N or 1,285Kg! The question is, what load should we account for? And what tolerance do we factor in?

Note from Prof. Lohr:
I have assumed that they are perfectly straight tubes, with perfectly axi-symmetric loading and frictionless pin joints (rod ends). In practice those conditions wont be fully realised resulting in some bending which will lower the critical buckling forces.
The formula for Euler's Buckling Load is from the book, Fundamentals of Machine Design, vol 2, page 617

And finally... I made the front cover of speedscene magazine this month. Steve Kilvington took the picture, I'm not sure its the best 'image' I have of the car, the down force was pushing the floor in to the ground, hence the trail of sparks, so it actually shows the inadequacy of the springs and rear suspension, rather than a well setup car 'sparking'. Still, its a privilege to make the cover, and I'll keep it safe to show the grandkids one day :D

Edition 198


Data logger results

The Pi Datalogger was running at the time of the accident, however, in the code I've written the Pi saves data to the SD Card whilst the car is moving, and closes the open file when the car comes to a complete stop. For some reason, I don't have any data for that run, I cant think why, it's disappointing too as it would have shown the demise of the push-rod prior to the corner where it failed. But if we discount the missing final run, I can actually see a difference in the resting value of the corner that failed, on the data captured on the second practice and first timed runs, which suggests that the arm was bent by the impact during first practice, but we just didn't notice it. The thing is, you cant check everything between every run, there's just not enough time. But wouldn't it be beneficial if the data logger could warn you about something that is 'out of bounds'. ie the voltage from one sensor was different to the voltages seen from previous runs, I'm sure we could build something in that gave the driver a bit of information to warn of a possible impending failure.

Anyway, this is the graph showing the deflection in the rear suspension, caused by the car crashing down through the undulation on the Abingdon course. If you look at the two red lines, these show the voltages rising as the down force increases with speed, caused by the dampers becoming compressed as the rear of the car is pressed downwards. At around 120MPH I hit the depression in the circuit, and the suspension fully compresses, sending the red lines to the top of the graph, the suspension then recoils as the 1150lb springs force the rear of the car upwards, the suspension then bounces back up to maximum, before finally settling back to before the impact, and as the car continues to accelerate the down force continues again to build.

I have a selection of spare parts from Radical and Jamun racing, and I had hoped I had some rear push-rods in my collection. But, I dont. I have four shorter front push rods, and some even shorter push-rods that I cant identify. And I discover that my car is also using rear push-rods on the front suspension, which means the four front push-rods in my spares bin are completely useless. Anyway, I'm getting some new ones made, which wont break. And then someone mentioned something called the Euler Buckling Load calculation, which is a formula used to determine the force required to buckle a shaft or tube. The idea is that the material selected for the push-rod, provides just a little more strength than what is needed to prevent the tube from collapsing, but, the idea is that in a crash, the tube would still buckle to save any more damage to the chassis/gearbox than is necessary. If I over spec the replacement push-rods, and go in to a barrier sideways, they may not buckle, and instead, the chassis or gearbox gets damaged. I've done the maths on the 22.22mm od 2.03mm wall thickness 600mm long push-rods, and I make it around 36000N or 3600kg, which sounds a bit high. That could be my maths of course. Let me know if you understand the Euler calculations, and maybe send me what you think is the right dimensions for the replacement push-rods.


Spinning around

I'm going to dwell on the positives from Abingdon, and not what could have happened. It was a very well run event, and the 7 runs I completed were all important seat time, where I was getting more experience behind the wheel, understanding how the downforce has improved the performance. On the first practice run on the afternoon's Abingdon course, a very high speed and flowing track, the car bottomed out on the straight before the final corner, with so much force I was bounced up out of the seat. When I was back in the paddock I checked the video, and it showed the front tyre distorting with the impact. We then checked the wheels, as I'd assumed I'd buckled them. But we found nothing, and on the next two runs, I avoided the centre of the track and stuck to the right. I was told on the track walk, by two marshals on the final bend, that the cars were avoiding the right hand side as there was a yump where they were going light and finding it difficult to slow for the last corner. Fine I thought, stay in the middle. Well I shouldn't have, as the middle of the track was where the surface was uneven, and on a saloon, wouldn't pose a problem. But at 120MPH with a ton of down-force, and with the Mygale suspension compressed, and with no more movement in the dampers, the push-rod took the brunt of the impact, and was clearly weakened.

On my last go, T2, with a few seconds to find to catch Smiles and the Simms' Ralt, I was absolutely flat out from the start line, approaching the chicane at 136mph in sixth. I braked, went down from 6th to 3rd gear, turned the wheel right to go around the cone marking the apex, and bang, the push-rod gave up, dropping the rear on to the floor, lifting a front wheel, and when I accelerated, the car span and rolled backwards. I was then stranded in the car, with the sound of the following car getting louder, as they also drove flat out towards the chicane. I waved my arms frantically, fearing the worse, trying to get someone's attention. And then the red flag was shown, and Steve stopped the space framed Audi TT on the chicane, allowing me to get out the car. We pushed it off the track, with a marshal standing on the offside front suspension arm to level the car out, until it was in a safe place, out of the way of the live circuit. The remaining cars then started their runs, whilst I jogged back to the paddock to fetch the van and trailer to recover my poorly car.

My first DNF in three years, a relatively minor accident, but it could have been a lot lot worse, had the pushrod failed at 136mph, I dread to think where I would have ended up.

So a bit of repair work to complete, some uprated push-rods to source, and with two weeks until Snetterton I need to get cracking on with the work, so long as I don't discover damage to the chassis that cant be ignored.


Whats next?

Abingdon Carnival this weekend, then Snetterton on the 25/26 June. Abingdon will be a first time for me, so I've a couple of track layouts to learn. Should be fun. Snetterton, thats the 100 circuit, and another opportunity for improving my PB and earning some more championship points.


Pembrey success

What a weekend! Perfect blue skies and very high temperatures, meant I was able to focus on the dry weather setup, and after breaking my PB on first practice the signs were very good. The front wing still wobbled, until I made some changes to the rear wing angle and added a pair of spacers to the front dampers to restrict their movement, which finally cured it. Over the day I improved my times, as I learnt what down force really felt like, and gradually, run by run I improved, to qualify 12th for the Top 12 run off, which wouldn't be held until the following morning due to the 6pm curfew rapidly approaching. With the celebration music on, I cleaned the tyres, and readied the car for the 1st practice in the morning, which would then immediately be followed by the Saturday Top 12 run offs.

The van is much easier to sleep inside with the insulation, sound deadening, and window blinds that I'd installed, and with the 240V hookup point I fitted, I had a heater, fridge, and power for the laptop, its turning in to a real home from home. On to first practice, and I tried an even steeper rear wing angle, and the car was handling better than ever. Then came the Saturday Top 12 run offs, where I yet again set a new PB, and finished 11th, beating Simon Bainbridge and winning another V8 kill sticker for the car.

Next we immediately went in to the first timed runs before lunch, so I had to very rapidly clean all the tyres yet again, refuel with petrol, and I went quicker again. Over lunch I cleaned the tyres for a third time, set another quick time, and qualified 11th for the afternoons Top 12 run offs. Steven Miles had an electrical issue, that meant he couldn't run in the run offs, so that allowed Pete to have a run in 12th place. So we all lined up again, Pete leading off the bunch in 12th, with me in hot pursuit in 11th, and again I improved. On my 2nd run off, I made further gains and recorded another new PB of 98.35s, to #beatpete and also beat Simon again. Another V8 kill sticker for the car.

It was a hectic weekend. On Sunday I did 7 timed runs (1 practice, 2 run offs, 2 timed competitive runs, and 2 run offs), making for a hot and very hectic day. But I really enjoyed driving the car with almost 600kg of down force at 140mph, it was an amazing experience, I grinned almost the entire lap and three quarters. I improved my PB from 2017 by over 6.5seconds, which is entirely down to the 2018 setup including the DJ Racing wings.

The BSC Report for rounds 3 and 4 can be found here

Pembrey 2018 results

This is the video from my fastest run all weekend. As the wing had wobbled on Saturday I fitted a camera to the floor to monitor its movement. As the memory card in the camera that sits over my shoulder was full (oops) I didn't get any other footage from my final run-off run. Besides, this gives an interesting perspective, and it helps if you know the track layout.