2014 BLS Racing Season Summary

[BS25]

I thought I would put some words together to summarise our race season this year – I’ve ended up writing more than intended, so I’ve included a few photos along the way to break it up a little! We took the decision at the end of 2013 to miss the first few races of 2014 in order to give us time to update the car (as detailed below) – as a result we missed races at Silverstone, Oulton and Donington – 5 rounds in total. Just to re-cap, the car is a Series 3 33 with a Series 2 front end – the majority of the panels are either fibreglass or carbon Kevlar (ex-works bonnet and tailgate). We have polycarbonate windows side and rear, fabricated suspension, slicks (or wets). The powertrain is a 1950cc 16v with full race cams, big valve heads, etc – the gearbox is a close ratio straight cut dog box with LSD. We built the car way back in 1998 to replace our Sud Ti – it ran with an 8v engine until 2012 when we went for an interim 16v. For the 2013 season we increased the capacity from 1750 to 1950cc.

Throttle Bodies/Fuel Injection

We had previously run the 16v engine on 45 DRLA carburettors, these had given good power on the rolling road in 2013 (thoroughly recommend Northampton Motorsport) but the lack of driveability was compromising in some slow corners. With the relatively narrow power band (6000 – 8200 rpm) slow corner complexes such as those at Silverstone and Snetterton really ought to be taken in 3rd gear but I had found that it wouldn’t pull out in 3rd but 2nd meant that an upshift was pretty much instantly required. As the carbs were set up to run at their best when running wide open throttle then it stands to reason that under part throttle there would be a compromise. In wet conditions the 16v was very tricky to drive (general driveability) so the move to throttle bodies would also help in this respect.

The main purchases were Jenvey throttle bodies (45mm IDF pattern) and an Omex 600 management system – we had previously used an Omex 100 to control ignition and throttle position whilst running on carburettors and this had been totally reliable so we were happy to stay with them for a management system. A swirl pot had to be designed and fabricated, a high pressure pump purchased and installed and new fuels rails specified and installed. Our existing Facet pumps would be the low pressure ‘lift’ to the swirl pot – the high pressure pump would then distribute to the rails. On top of this, the entire fuel system was re-plumbed to incorporate a return line, regulator – and the previously mentioned swirl pot, pump and rails. Doing this properly (and nicely) was a lot of work – plus, it should all theoretically work but only a session on the rolling road and then the first run on a circuit would tell us that for sure!

The engine fired first time on a start-up calibration and it was soon off to Northampton Motorsport to be set up. With the carbs there was a very rough patch between 3500 rpm and 5000 rpm – whilst we don’t run in this area on the track, Northampton was keen to tackle this problem now we were on injection. Over the course of a few hours this was improved to a satisfactory level, fuel and timing mapping was also added. It’s fair to say these days that nobody ever starts from scratch with a map – the base map for ours was a modified Vauxhall 2.0 XE – and it proved to be a good basis. Following a few runs to the rev limiter (8500 rpm) and several tweaks, we were showing a 12bhp increase over the carbs at peak power, with smaller gains from 6000 rpm onwards. Power below 5000 rpm was between 3-5 bhp less than when on carbs – this was due to the fact that the throttle bodies are essentially straight tubes – whereas the carbs have venturis to help accelerate the air through at low speeds. Not that this was a problem for us as it’s below the engine speeds we run on the track. The important thing for us was that the system ran reliably for over 2 hours with no leaks – a slight gain in power and torque was an added bonus!

Tyres

The slick tyres (Dunlop) we had finished 2013 on were at least half worn – in March 2014 I heard that the tyre size and compound was no longer available. That was the second time Dunlop have reduced their range and it has affected the size we use. Both times we have been forced to use a harder compound tyre – with a narrower section width, this has increased the lap times by 1.5 to 2 seconds a lap in most places – good job the 16v engine has more power than the 8v! Options in a 15” are limited as our car is lightweight at 720kgs – most saloon slicks are for much heavier cars so they are of an even harder compound and single seaters tend to run smaller diameter. Avon have size and tyre compounds that would work but are a fortune at £230 each (also need to add the dreaded VAT). Hankook have a suitable size and potentially suitable compound – more on them later! I was however long overdue a new set of wets and the only option was a set of Hankooks – again narrower than I used to run. We all know how critical tyres are – I can promise you that it’s not just the F1 drivers that sometimes don’t get the right ‘feel’! I prefer the feel of cross-ply slicks but they are becoming very rare these days. With having to use ever harder tyres and decreasing widths, the car is more nervous and more of a handful – especially with the considerable power increase when moving from 8v to 16v. With all that in mind, I decided to start the season with the worn Dunlops – knowing that they would be the last Dunlops I would race on in that size!

General

The usual pre-season preparation was also undertaken – changing critical fasteners for new, checking of wheel bearings, brakes, steering, etc, etc. We know that the front brakes are too small on our car now we have the 16v engine but the upgrades required would have to wait until 2015.

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Photo courtesy of Katy Read on Alfaracer.com

Cadwell Park

We arrived at Cadwell Park having won 3 of the last 4 races outright at Cadwell – only a wet race on old tyres in 2012 spoiling the 100% record. In 2013 the weather was changeable – one race starting on slicks on a damp but drying track, the other with the track slightly wetter so starting on wets. In that second race it dried very quickly so I ended up managing the wet tyres on what became a totally dry track. In 2014 the weather forecast was once again changeable so more furrowed brows over tyre choice was expected! Main opposition was expected to be Silverstone winner Guy Hale in his 147 GTA, a quick car with 320bhp, Ohlins dampers all round and always shod with tyres in great condition - Andy Robinson was also there with his 3.8 litre 156. For us of course it was the first run out with the fuel injection – so a test session really but I was on the back foot slightly with regards to racing as everyone else already had several races behind them – it always takes me a few meetings to get going after a winter break. Qualifying went well – I was on pole by 3.2 seconds. The engine actually felt very similar to as it had on carbs though the driveability was much improved – especially noticeable when running slower as everything was getting up to temperature. The 147 GTA finished the session on the back of a recovery truck as a power steering hose had blown off – damaging the pump and meaning no races that weekend.

The first race stayed dry and gave me a comfortable win ahead of a Fiat Punto Abarth that runs in the Invitation Class with the 156 3.8 third. I can’t dress it up and say it was a hard race, etc – with the 147 GTA not making it beyond qualifying the main opposition was gone and I had an easy drive round, lapping at least 4 seconds a lap quicker than the car in second place.

Too much wheelspin at the start of the second race saw me do a lap behind the Abarth as I warmed my tyres up, I then shot past and disappeared for the rest of the race – the winning margin being an even greater 43 seconds.

The car had run perfectly, we had gained another two overall wins at Cadwell – taking our record to 5 out of the last 6. For my own point of view I was a touch disappointed – with no opposition there was no real need to push very hard and I felt a little bit of a fraud driving round at 7/10’s and pulling such a large gap. I never once took Coppice flat (the left hander at the bottom of the start finish straight) and generally just drove swiftly – well within me and the car. I know there is more performance in me and the car and am confident that much quicker laps are possible – especially when on suitable tyres. On the upside, Cadwell is a fantastic circuit to drive around – even better if you are in a great car and the weather is nice! The new fuel system worked brilliantly with no issues so all told we left Cadwell very happy with 2 winners’ garlands, 2 overall win trophies and 2 class winners’ trophies! As usual we received many compliments about the car – especially about the noise it makes at speed!

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Courtesy of Matt Daly/Alfaracer.com

Anglesey

Due to a prior commitment (a cycle race in the Alps) I was unable to make the Snetterton round, so after an 8 week gap we headed over to Anglesey. I first raced on the original Anglesey circuit in 2001 – it was a 51 second lap and I took an overall win there beating the 75 3.3 V6 of Julian Birley – and my team mate Graham Presley in his 75 1.8 Turbo. My 175bhp 8 valve was seriously up against it power wise (Graham’s 75 had 400bhp) but the old Anglesey had a handling bias which really suited the 33. Since then the track has been extensively reworked and lengthened (in a bid to get touring cars and superbikes) - it’s right on the edge of the island and has great views – including downhill plunges towards the sea (as a non-swimmer it’s a bit disconcerting!). There are multiple layouts now and we were on the mid-length circuit known as the ‘Coastal’. Once we had arrived, unloaded and pitched tents we headed out for a couple of laps on foot to familiarise ourselves with the circuit. Whenever possible we do this – it’s good to know exactly where pit entries and exits are, I look at kerb heights and lines as well as any significant surface changes. YouTube is excellent for pre-venue reconnaissance but it’s good to actually be there. We hadn’t raced on the Coastal layout before – it has a unique corkscrew section which I thought would probably give me a few issues with regards to being between gears – 2nd being too short, 3rd being too long. As it turned out, most of the grid had been there testing through the day so they had already got themselves familiar with the challenging nature of the circuit.

I enjoyed the qualifying session the next morning, gradually getting to grips with the circuit and the car. I was struggling with a lack of front end grip but put this down to tyres being very secondhand! As it was I was surprised to find myself on the front row alongside Andy Robinson in his 156 3.8 and ahead of Graham Seager in his GTV 3.2 Supercharged – another 400bhp+ car! As expected, the V6 engined cars have an advantage getting out of the slower corners as they can use their torque and driveability, there is also a very quick straight section where they can also stretch their legs. At the twisty top end of the circuit I could pull virtually all that time back – as a result that left a gap of only 0.087 seconds between the three of us!

I got a good start at the beginning of race one and held the lead for the first 3 laps. The 156 had spun to the back of the field at the second corner of lap one so he was essentially out of the equation. The GTV came past me on the straight – I’d made a little mistake on the corner previous so didn’t gain enough through there to be able to hold him off on the following straight. I stayed very close for the next 5 laps but then dropped back to try and preserve my tyres – which were really giving up quite badly.

The ‘karaoke from hell’ that occurred on the Saturday night has been well documented by Shrew – not the best night’s sleep!

Although blowing a gale, the weather had been relatively settled until I drove to the collecting area on slicks – then it started to rain! We dashed back thinking it was going to be a wet race if it continued but as soon as we jacked the car up it stopped. The wind would easily dry the track out so we stayed on slicks and went back to the collecting area - panic over! Another clash at the beginning of Race 2 again took the 156 3.8 out of the running and brought about a red flag – this delay allowed the track to dry fully and also the battery in my Go-Pro camera to drain away to nothing. The GTV got the better of me at the restart and was able to pull away at 0.5 seconds per lap. My tyres really gave way during the race and eventually I finished 21 seconds back in second – but well clear of the third placed 75 3.0.
Surveying the damaged cars in the paddock afterwards made me feel fortunate to escape with not a single mark – some were very badly damaged but most had panel damage of some kind. The most populated class in the series consists of mainly 156 Twin Sparks – the majority of these are very closely matched and paint swapping is frequent. At the start of the race these are well behind the modified runners but lapping them is tricky as there are often gaggles of them scrapping for position. The blue flags seems to be invisible to some and it’s not uncommon to find a ‘soon to be lapped’ car defending as if its life depends on it......

Once again the 33 ran faultlessly, though the abrasive surface at Anglesey had definitely finished the Dunlop’s off (much canvas was visible……) – new rubber would be required for Rockingham.

[BS25]

Rockingham

Rockingham is a bit of a marmite circuit, I like most of it – though could happily live without the banked Turn 1. Not that you really notice when driving on it but it’s also the only time we run anti-clockwise. The infield section is a mix of slow and fast speed corners and although it had been 6 years since I raced there I was looking forward to it. The entry was much better than it had been at any other time during the year and for the first time this season I would have the other quick 33 for opposition. Chris Snowdon is very well known in Alfa race circles having won the championship twice in the 90’s in an ex-BLS GTV6 3.3 (the first large capacity V6 anyone had done). He is also a very successful Sports 2000 racer and preparer. His 33 is prepared by John Sismey who is ex-BRM engineer and until recent retirement ran a specialist machining company that made racing engine components for current and historic race cars – including Maserati 250F and Mercedes/Auto Union pre-war Silver Arrows. In addition there was the supercharged GTV 3.2, another 400bhp 156 (fitted with a Delta Integrale/155 Q4 engine) and a 156 GTA. As previously discussed, we had issues at the scrutineering noise test which resulted in us missing qualifying. This put me on the back foot in several ways – obviously missing qualifying meant a start at the back of the modified classes’ grid, however, this was also my first meeting on the gamble that was a full new set of Hankook slicks – the plan was to bed them in through a heat cycle in qualifying. As that didn’t happen I had the tyres as a complete unknown straight out into the race! Whilst Hankook sounds like one of those budget brands that are barely black and round, they do have reasonable racing pedigree – the DTM has run Hankooks for several seasons, as has Euro F3. A little closer to home the VW Trophy also runs them – I elected for the softer of the two available compounds as the 33 is lighter than the Golfs. Fingers crossed then!

I did choose to take it easy on the first lap but with took it too carefully round the banking and into the Deene Hairpin, ending up becoming embroiled in the mass of Class E cars that had started behind me on the grid. On the exit of turn 3 the back end stepped out (cold shiny tyres) and I suspected that I was going to have a few laps like this getting some heat into the tyres. I ended the first lap in 12th but was starting to overtake cars and get positions back. The lead cars were well out of site as I was just over 9 seconds behind at the end of that first lap. As I got back to 5th during the next few laps the tyres warmed up and I was starting to move up on the 4th placed car (the turbocharged 156), passing it on lap 4 – which also turned out to be the fastest lap of the race and also a new lap record for Class A2. However, there were cars abandoned at several places around the track and red/yellow flags were being waved on most of the circuit – slippery surface ahead. This was an understatement and the theme for the rest of the race was ‘Alfas on Ice’. I’ve never liked the oil on the circuit scenarios – the unpredictability of not knowing what grip – if any – will be at each braking zone/corner makes it very difficult to commit to the corner. I always err on the side of caution – having seen many cars written off under such circumstances. I was now in 3rd but one lap from the end the rev counter stopped working and two corners later the engine died. As all the vitals were fine I suspected electrical and once back in the paddock we determined that the battery was flat – leading us to suspect that the racing alternator had failed. Alfa 33 honour had been upheld by Chris Snowdon’s car winning the race though he was surprised (and peeved) to see my fastest lap was 0.5 seconds quicker than his.

Race 2 was the next day so we had time to formulate a plan. Our airbox is packaged around the small lightweight alternator so fitting a standard alternator is possible but not ideal so we settled on running a larger battery (from the wife’s Punto!) than the race battery we usually use. Again I started from the back of the modified grid but made a more confident start so at least had the leading quartet in sight. I was gradually closing in – Snowdon’s 33 up front followed by the GTV 3.2 s/ch, 156 GTA and 156 turbo. I would gain through the infield but lose out in the drag race on the start/finish straight and Turn 1. It was hard work as I was really struggling with braking (as I do at several circuits) – the big stops into two hairpins really cooking the front brakes. The battery was fine though and I was up into 4th on the penultimate lap – at the finish there was only a 3.7 second gap between 1st and me in 4th – a good result considering the braking difficulties and the trials of the previous day!

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Silverstone International

Through missing the early season races I hadn’t really had a realistic eye on the Championship standings for Class A2. After Rockingham however it was still mathematically possible for me win the Class despite having competed at less races. The current class leader was a 33 8v – all he had to do was finish both races at Silverstone and he would win overall – likewise, I had to finish both races to stand a chance – regardless of what he did. The season ending Silverstone meeting was held on the International circuit – based in the Formula 1 Wing Complex.

The International Circuit at Silverstone sounds great – the circuit is, but the paddock on the back of the Wing is awful! To start with, access to it is via the bridge the crosses the Hangar Straight – so you have to do half a lap on the perimeter road before accessing the paddock. The pit complex itself is great but the space behind it is essentially for the F1 trucks and hospitality centres – way too small for a 200 entrant club race meeting! The garages themselves were full of Caterham’s and the immediate area behind the pits was taken up by Caterham team trucks and the various supercars/Chelsea Tractors of the competitors! It seems strange coming to the biggest facility in the UK and having so little space! Paddock aside, the circuit uses the Grand Prix start at the Wing, turns right into Abbey before swinging left into Farm Curve and then tight right left through Village. We access the Hangar Straight via ‘The Link’ and therefore missing out the old Luffield/Woodcote/Copse/Maggots/Becketts portion of the full Grand Prix circuit. The blast down Hangar Straight leads to the right hander at Stowe then down into the Vale (slow left) then right through Club and back onto the start finish line. Despite missing the other section of the circuit it’s still a good challenge – plus we do get to do that section when we race on the National Circuit.

It was a wet qualifying session and I was underwhelmed with the Hankook wets but also suffered from the windscreen misting up so was happy to qualify pretty much in position. Race 1 started damp but in the absence of intermediates it was definitely slicks. The circuit was wetter than it looked however so on the green flag lap I knew the first few laps of the race would be tricky. It was worse than that as at the first corner there was a multi-car accident – mainly due to over aggressive driving – which delayed me severely. Offline and with stone cold slicks I also ran wide onto the Hangar Straight and fell to the back of the field – not quite the ‘steady run to a safe finish for the points’ I had in mind. Warming the slicks up took a few laps but I had started to overtake cars and once there was some heat in the tyres I was lapping just slower than the pace of the leaders – albeit nearly a minute behind. By the end of the race I had recovered to 5th and 1st in Class – pretty much where I would have hoped to finish overall anyway – it had been a fun race carving through the field (it was the biggest grid of the year with 32 starters). The paddock afterwards was sombre – expensively damaged cars from the first corner accident. My points rival had finished – second to last with a gearbox problem – but obviously scored points for 4th in Class.

Race 2 was the next day, and definitely dry so no tricky tyre choices! Again, I needed a finish to score points but now also needed my points rival not to finish. I got a good start from the third row holding fifth just behind the two cars in front. I raced conservatively - remember I needed to finish – and finished a comfortable 5th at the end – mission accomplished. I knew I was faster than the two cars in front but was nursing the brakes in the dry and settled for 5th and another class win rather than become embroiled. There had been a safety car period during the race as Luther Blissett (ex-Watford/AC Milan/England footballer) managed to write off his Alfa 156 – just proving that things can go wrong during last race of the year. My rival for Class points also finished (just!) so picked up sufficient points to stay ahead.

So that was another season over – my 18th season since starting in 1993. Two overall wins and six class wins (out of eight) – a good season! Thanks must first and foremost go to my father (Tom) at BLS for all his hard work on the car through the winter and during the season. I’m not local enough to be able to help as much as I would like to but the very least I can do is drive the car as well as I can and certainly not throw it off and undo all of his good work! It was definitely a highlight winning overall at Cadwell on Father’s Day! Thanks also to Shrew to whom we entrust all the transportation to - he does a brilliant job and as you all know is a massive enthusiast – much more than just a man with a van/trailer – thanks Shrew! Accompanying Shrew to Anglesey for the weekend was family Shrew – I was more than happy to give Jixxer the class winner’s trophy from race 1 – it was his birthday! Other thanks for support should also go to Kev, Ralph Bee and David Cannard – the latter two have been supporting BLS since the late eighties!

2015!

A weak link on the car is front brakes – work is underway on the upgrade and I will post news/pictures soon! I’ll also be selling the calipers/discs that I have been using (Alcon 4 pot and 164 TS discs) in due course. I have some suspension changes planned too – mainly to try and account for these harder tyres we have to use.

Thanks for reading!

[KevJTD]

brilliant insight into the racing season mate, really great write up

i look forward to getting out a bit more in 2015, now i should have more time on my hands...

looking forward to it already

brilliant pic by katy at anglesey, not seen her for a few years so catching up with her and her dad will be nice too

[PETROLHEAD]

Fantastic summary Bryan, loved reading it and reliving much of the experience from the would be calmer side of the pit wall!

Yes, Anglesey was terribly abrasive wasnt it? I still have nightmares like groundhog day, a never endling loop of Bon Jovi key changes! Lol!


I feel I'm very lucky to be a part of the bls racing effort, as do my accompanying tribe on occasion, and can't wait for the 2015 season

I'll probably drop in on Tom soon, just catch up and get a sneak preview on your brake plan too!

I mentioned to Tom before my interest in your Alcon set up as I run the same hubs already, and my use will nowhere near stretch their capability like you do, so probably ideal to use with my 15's.


Great post, looking forward to much more as the season gets underway

[Kegsti66]

Thanks for the read Bryan.
Enjoyed your write up and wish you all well for next season.
I will try and get to a few meetings next year.

[Johnboy]

As above
Great write up of season chap and good luck for 2015 even tho I don't think you need in that car

[KevJTD]

i can see a CAF meet next summer somewhere suitable, show some support to the BLS boys

[PETROLHEAD]

If im in the van, I normally have a couple of seats spare mate.

We could do Anglesey with a large CAF Karaoke squad!