J N Sims 4/5/04

Mid August sees the Westfield Sports Car Club Track Day at Mallory Park.  This is always an excellent, and over subscribed,  event when Westfields of all shapes and sizes can go out to play together.  The vast diversity of power, handling and experience means the relative lap times of the cars is astonishingly varied and always adds to the interest!

By virtue of experience (I assume), certainly not power, I got to go out in the elite group with all the V8,s. This was sure to prove "interesting" as I had the smallest engine of all the cars attending. No change there then!

The first session was wet but I elected to retain my race dry tyres (Yokohama 008R's) as I hate changing wheels and I thought the experience would do me good.  Those "in the know" in Kit Car Racing do say that, provided there is no standing water, 008's are fine.  There wasn't any standing water and a drying line was appearing so I thought I ought to give it a go.

On the whole it all went very well, despite a few sideways moments. Too much too soon after Gerards gave more than a little shimmy. Not the thing to be doing at 80.  Too fast through the Esses also saw much more curb than one would want but it keeps the marshals on their toes.

Whilst avoiding any self inflicted mishap it almost ended in tears as, despite all having been told to use our mirrors and allow cars to pass on the left, a car I endeavoured to pass on a number of occasions came close to pushing me onto the grass at least twice. I had a "little word" after the session.  This problem aside I had an excellent outing passing lots without anyone coming near to pass.

The day continued in a similar vein with all giving way, generally, and speeds increasing as the track dried and others confidence increased.  All in the experienced (& V8) group were of the best standard I have encountered on any track day with the exception of one unfortunate soul.  On every outing I eventually ended up stuck behind a particular car who’s track sense could be described at best as ungentlmanly.  I am of the opinion that if a car appears in your mirrors on one lap having been no where to be seen previously he must be lapping faster. This level of logic seemed to allude this particular chap who, despite my prompt arrival in his mirrors, would not make room and insisted on racing down the straight for the subsequent corner.  This is a big problem with Slug (Slug is the name of my 1300 Westfield)  as, being of limited power, we achieve quick laps by maintaining speed in corners and exiting fast. When following a car who creeps round corners and dumps shed loads of power down on the exit to sprint for the next corner we have worst of both worlds.  To compound the problem the gentleman in question assumed a line on Gerrards, in the middle of the track, at a speed which would allow passing on either side but with insufficient room on either. A brilliant demonstration of tactical blocking. So sad!

I could have taken all this very personally when, on the last session, I arrived behind Chris Varey in V8 "Awesome Hairy Beastie" who was being similarly detained by our friend.  Chris has extensive (and international) track experience, was driving one of the most powerful Westfields bar none, and races a Porsche in the 750MC Roadsports Series. The fact that Chris was also stuck is fair testament to the appalling track manners of the twit.  Chris graciously waved me past  to see if I could get by (even he moves over when people arrive behind him).  This was achieved by reluctantly passing on the right into the Esses. In race terms it was an easy manoeuvre as our friend consistently braked very early and took an "unusual" line, but it did mean braking the "passing on the left" convention which I was loath to do.

Not wishing to point the finger, but if anyone should see a green Westfield with a small linear (French looking) rear number plate on the left hand side keep well clear.  Granted I was running race tyres on the day so I should have been quick, but then this guy loaded his track tyres into the back of a car come the evening so he had alternative rubber too!

The day did have its casualties, one of whom was Jez.  I met Jez earlier on in the year when we shared a garage at a Brands Hatch track day. Jez runs a very clean, purple, factory prepared (i.e. no expense spared) Zetec.  Mid afternoon Jez noted some oil around the rear wheel bearing "Strange!" he though.  Indeed it was strange when the drive shaft let go and destroyed the upright next time out.

No matter, Westfield came to the rescue removing the upright from their car so Jez could drive home. Not in your wildest dreams did they.  The AA was called and the car delivered to the factory for collection in "... about two weeks".  Jez was stranded so I dropped him off near Cambridge on my way home. I hope he lived near Cambridge.

The following is how I remember a lap of Mallory, I wouldn't be so presumptuous to suggest it is ideal or even near right but I hope it gives a feel for the circuit.

Down the start finish straight at full throttle, approx. 6500 rpm, 4th gear and 105 mph, may reach 110+ if you're lucky but unlikely in the Slug.  Move to the left for the entry to Gerrards, the big sweeping right hander, yellow lines for the pit exit appear on the right, the merest touch of brake at the end of the yellow line to settle the car, or more accurately settle the nerves, (some may just lift or even go in flat subject to nerve) turn in and feed the car onto the inside curb, still in fourth and feed in the power.  Try to maintain the cars composure on the inside line without sawing at the wheel, the car should be well dug in with the hint of wanting to drift at the back. Slug allows for full throttle almost immediately after the initial turn in is completed with the slightest hint of feathering subject to conditions. By 3/4s of the way round we will be well up to full throttle again and allowing the car to unwind from the corner and drift to the left of the track for the exit.  Looking for 6000+ rpm here if we can get it, 90 mph . This is the most frightening part of Gerrards as if you have been over enthusiastic early on, even half way round, you will run out of track on the left. Frequently the left front wheel seems to just kiss the edge of the tarmac at the end of the curbing, just giving that little extra thrill.

Exit Gerrards very close to the left of the track and maintain the left hand side towards the right, left "..Esses". Hold fourth gear and squeeze the brake peddle at a point after the 100m board, on this occasion there was an upturned bale on the Armco which provided an excellent reference point. Apex the right curb  mid way and, almost in a straight line, clip about a foot off the left hand curb this at full throttle after the first apex, too much  curb will flick the car to the right inducing a spin.  Run straight after the left curb seeming to hurtle towards the Armco, or on this occasion polythene wrapped hay bales. Ease the car left to complete the turn and up the hill to the right hand hairpin at Shaws.

Whilst the rest of the circuit is a fairly relaxed affair, things do get a bit hectic at Shaws. Brake hard, with even the slightest hint of locking from the front,  whilst changing down third, second heal 'n' toeing and getting that excellent popping from the exhaust, if it's going to breath fire it does it now.  I tend to go in quite deep to try to straighten the exit, turn in quite abruptly at what seems almost too fast and balance the car round the corner feeling the grip and inching on the power.  Too fast on entry and the car won't turn in.  The inside is quite thrilling as it's not so much a curb as a wall.

The exit seems very slippery as, even with the 1300, too much power too soon will see the back end come round. I've come very close in the past, but then you must keep the marshals amused.

Move over to the right for the left hand Devils elbow, changing up to third just off the limiter. Apex just bellow the tannoy and the car seems to go a bit light and skittery as the track dips away, this can be very scary in the wet. Following the apex go almost diagonally across the track heading straight for the building on the corner changing up to fourth. as the sweep straightens out and you run down to start another lap.

So there you have it, a consistent sub minute lap without any problem and very little drama. This is all very well on a clear tack but you put some other cars in amongst it and you have a very different story. But then there would be no satisfaction if it was easy.

I have very little doubt that there are many, with far more experience than I, who will consider the above total cobblers and I couldn’t argue.  Slug has very limited power - the best I’ve seen is 115 mph - and I’ve only driven at Mallory eight times.  Less power makes the car far easier to handle and less likely to bite back than a V8, but then who is having the most fun?

J N Sims Feb 1999

In closing I thought I would include a few Kit Car times from Mallory and my description of a lap in the Slug.

As a matter of reference, on a dry 31st May 1998 pole position in 750 MC Kit Car Championship class B (max 1660 cc, single cam, single down draught carb) was 53.33 seconds (average 91.13 mph). The fastest Westfield was Tony Edwards 7th at 55.47 seconds and then me 8th with 55.68