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some prep stuff followed by...

Mallory testing - 17th February 1999

Brands Hatch - 7th March 1999

Lydden - 17th April 1999

Brands Hatch GP Circuit - 12th June 1999

Lydden - 26th June 1999

Brands Hatch - 11th July 1999

Snetterton - 4th September 1999

Lydden - 25th September 1999

Brands Hatch - 10th October 1999

Preparation for 2000 - November / December 1999

Early January 1999

Well, that's Christmas done and dusted. Not a terrifically festive time as it turned out. Anyway, I got some stuff sorted on the bike. I got a one litre petrol/oil jug from Halfords and marked a little plastic medicine bottle with 25ml marking (for 40:1 oil in a litre of petrol). I filled the radiator with de-ionised water and got it started up. To my surprise, it started OK. It was a bit difficult to kick it over at first with the increased compression, but it went! Whilst it revved OK on the stand, getting it to move under its own steam was a different matter. After a lot of mucking about with jets, needles, etc. it finally went well enough to fly round the block. It felt really quick too!

The final spec was: 330 main jets (actually, it ran with 290s - then I changed to 330s for safety), needles in their highest position (clip in notch 5), air screws 2 turns out.

At one point I had problems with carb flooding, but that seems to be cured now after a carb strip and clean.

I read something on the net today about supporting the carbs to help prevent inlet rubber cracking - so I might have a look at that. I've since read something else that reckons it makes no difference!

Remaining details to be sorted include: a trailer, a rear tyre, a temperature gauge, life insurance, a fire extinguisher, a chain for my dog tag (which I got cut at the weekend), paintwork - including the engine bore and stroke, number plates and numbers. I might pick up some bits at the Road and Racing show at Ally Pally.

Early February 1999

Some of the outstanding details have now been sorted. I put a wanted ad in Loot for a two bike trailer and received a surprising number of calls. I'd got sick of continually ringing people to find out they'd already sold. The first one I went to see was in Woolwich. Sounded good, but when I measured it, it was three inches too wide to fit round the back of the house. He wanted £150 for it with no lights, and it was a bit rough. The next one was in St. Albans. This one was £100 including lighting board so I bought it. It behaved really well on the way home round the M25. I've arranged life insurance through Virgin; £66 per month for £130,000 cover. I got a chain for my dog tag in the security shop in Maidenhead, and I've put my St. Christopher on it too. At the Ally Pally show I bought a free-standing front stand, rear tyre (to be sent post free from Dennis Trollope Racing), trailer tie-downs, some sockets and books. I?m planning to get the temperature guage, number plates and numbers from Taymar (when they receive stocks of temperature guages).

I've now discovered that the tyres need tubes, so I?m not so keen to fit them myself. The rear tyre has arrived. I've also read about the poor effects on fueling that the conical K&N style filters have. Apparently the chrome end cap sets up some kind of pulse wave in the carb that stops correct air flow. The best set up is supposed to be the Pro-Flo Y-pipe kit. This is a two into one rubber pipe that has a large K&N sitting at the end of it. Problem is that it's only available in the USA. I might order one if I find problems with the current set up.

My entry form has gone in for the first meeting (BEMSEE/BMCRC) at Brands on 7th March. The dates for the New Era stuff aren't even finalised yet! Hopefully still doing Donington on 28th March though.

Still considering some simple paint work changes. I might still paint the wheels red too.

I made a few modifications to the trailer at the weekend. It has a couple of eyelets by the wheels, but nowhere else. So, I've drilled a few holes in it for attaching the hooks of the tie-downs. I also fitted a missing bolt to one of the mudguards to stop it flapping around. The only other thing I did was to fit a number plate to the lighting board. It should be ready to go now. The first test will be when we move house. I've thought it through, and I think it will be OK. I'll just have to be real careful about how I tighten the straps down so that nothing gets damaged. I could really do with getting a canvas cover for use on the trailer. It'd be a real shame to arrive at a circuit after a long drive in the rain, only to find that the bike is water-logged and won't run. It might have to wait until after we move, as it's difficult to get anything sent when we don't know what our address will be next week.

Mallory testing - 17th February 1999

The house move has been put back a bit, so that meant the 17th Feb was free for a trip to Mallory. It was all a bit "last minute", but I?m really glad we went. The sessions run every Wednesday, with the morning for cars and the afternoon for bikes and sidecars. The previous Sat/Sun I rubbed the spare wheels down and got them painted. I'd got a car from work for Monday and Tuesday, so I took the wheels (still tacky!) and tyres to PDQ for fitting. Late night in the garage on Tuesday getting the whole thing back together. I spent most of Wednesday morning packing the car and loading the trailer. I stuck the TZR125 on the trailer to balance it up. I had a checklist of what to take, but it's very tempting to take the whole garage "just in case". We left the house a bit later than I'd hoped and then got stuck in slow traffic on the M25 and M1. I was starting to get nervous and was well pleased when we arrived at the circuit at 12:30 ish. It seemed chaotic as the car boys/girls tried to get out and we tried to get in. I didn't know we had to sign on before going to the paddock, so I got my first practice at reversing with the trailer on the car. Then I started driving the wrong way round the circuit to the paddock! U-turn at the hairpin! Thankfully I was in the second solo session, so I had some time to unload, sort petrol, etc. Even so, I was a bit panicky.

I was apprehensive as I ventured onto the circuit for the first time (going the right way now!) - I'd seen pictures of the layout, but nothing else. I just followed everyone else to start with (it's not too difficult to learn Mallory) but almost came unstuck immediately under braking for the hairpin - new brake pads. I suppose they did get better as they bedded in, but I hardly noticed. The brakes on the old LC are definitely not up to anything like the standard of the more modern stuff. The really good news was that the engine was pulling cleanly and strongly. I didn't notice any problems with the handling (not going fast enough!) although the forks were working hard over the bumps on the exit from Gerrards.

The speed of some of the other bikes was incredible. The 600s and 750s accelerate soooo quickly. I was quite slow going into corners, but could keep with the smaller bikes (RGV, RS250, etc.) once in the turns. I only overtook one bike all day (three sessions), but was pretty pleased with that!

In the last session it started to drizzle and then the left side-panel came loose and stuck behind my foot. I was lucky not to lose it really. I came into the pits at that point as it was almost at the end of the session.

On reflection, it felt real good to be back on the track (first time since last June) and it was very reassuring that the bike goes OK. The trailer made a bit of a dig mark in the front tyre wall, so I'll have to look at that. The front tyre is already my biggest scrutineering worry - it hasn't got a lot of tread left. The brakes were disappointing and my right forearm was sore. My fastest lap was about 1 min 12 secs.

The bike got wet and salty on the way home (no cover yet) so I gave it a wash-down the following Saturday. The gear selector had worked loose and the engine must have got hot as the rad wasn' full (note: must get a temperature gauge). Apart from that, no worries.

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Early March 1999

I'e got a place on the grid for Brands on the 7th and am number 24. I picked up some numbers, number boards, sprocket tab washers and a temperature gauge from Taymar at the weekend. Fitted the numbers and boards last night, just the temp gauge to go. This one is tricky since I need to fit it in some sort of box. I've been looking around but haven't found anything suitable yet.

Brands Hatch - 7th March 1999

I looked at the forecast on Friday and it said that Sunday would be dry with sunny intervals. Oh how they lied! It started raining on Saturday evening as I was packing the car/loading the trailer, and didn't stop until Sunday evening when I was unpacking! Brands was very, very wet - and cold too. The paddock was almost full when we got there at 8am, so we immediately unloaded and I changed into leathers ready for scrutineering. The queue was about five bikes long at the 8:30 start of scrutineering, but my bike failed. The right clip-on was just touching the tank on full lock. I took it away and made a quick adjustment, but when I got back to the scrutineering bay, the queue was about fifty bikes long! I had a quick word, and managed to get a "re-examination priority" - going straight to the front. All OK this time, so then I got my clothing, boots, helmet checked-out. All OK there, so off to the race office to sign-on and get a practice pass. Just time for a cup of tea before practice at 10:00. The bike started fine and the temperature gauge showed the progress of warming the engine. I made my way to the pits to join the queue for practice. Sitting there, after about ten minutes, the temperature gradually came up to about 70 degrees. Then it was out onto the track (for a ten minute session). Bloody hell, paddock bend is steeeeeeep! I very quickly realised that some of these people had done this before - boy there were some quick people out there. The conditions were very very wet and I was having a little trouble building my confidence. I suppose I did about six laps before we were called in. I was glad I'd worn full water-proofs. My boots/feet were soaked through. At the end of the session the temp gauge said 25 degrees - typical LC.

Now there was a lull in proceedings until my first race (race 3). I had thought that the 350LCs would race with 250LCs and TZR250s, however, the program said we were out with Supersport 400s. My saving grace was that I was on the last row of the grid for my first two races, then the front row for the third!

First race: Not too nervous, thought I'd do some following. This plan turned out to be seriously flawed when everyone else buggered-off rapidly into the distance! By the end of lap three, there was no one in sight. By the end of lap four (I think) the leaders were charging past me. There was no way I could follow these guys in the wet, but as the mid-fielders came past in the last couple of laps, I started to watch and follow and learn a bit. Then it was all over. I was glad to have stayed upright, at least four guys didn't.

Second race: Almost last into paddock, then I over-took someone on an RGV coming out of druids. This was a bit of a shock, and he came back past me along the bottom straight as his bike started firing on both cylinders again! Then he cleared-off. Assuming I was last again, I was taken completely by surprise when someone came past me on a VFR400 on the third lap. I hadn't been last at all, but I was now. By this time all races had been reduced to six laps due to the apalling conditions, and I was lapped by the leaders before the end.

Third race: Never has a front row start amounted to so little. I could not believe the speed people were coming past me into paddock. The whole place was awash, both with bikes and water. I started to gain some confidence as the race wore on, and managed to keep the tail-enders in sight to the finish.

My fastest lap of the day was 1 min 24 secs. Not quick at all, but at least there should be significant room for improvement!

When it was all over, I was very glad to get out of wet boots. I'd been squelching around all day and had rubbed blisters on my heels. The outside temperature was six degrees, so my feet were cold to the point of numb toes all day.

Of course, as we got home to unload the trailer/car, it stopped raining.

I've got a few things to do to the bike. Smaller jets, 'cos it's running a bit rich. Sort the lock stops. Sort/get some better mudguards. It'll need a good wash too.

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March 1999

I gave the bike a good clean at the weekend, and got through most of the work I wanted to do on it. I came down a size on the main jets to 320s. I'll see how they go. I cleaned the water out of the carbs! I stripped the front end completely and drilled the lock-stops to accept a six millimetre bolt to restrict the turning circle. This means that I can set the clip-ons to a comfortable position without falling foul of the scrutineer who checks for possible trapped thumbs against the tank on full lock. I need to get a mudguard for the front to stop mud/water being thrown into my face. Pretty much ready for the next run out now.

The next meeting will not be Donington on 28th March 'cos my entry's been refused. This was despite the fact that I'd cleared it with the club in advance. I can understand their position because LCs aren't racing that day, but their literature says that any novice in the club can enter the novice races - which clearly ain't really true.

So, the next meeting will be Lydden on 17th April (I hope).

Lydden - 17th April 1999

Well, Lydden was grand. What a difference a bit of good weather can make.

We drove down to stay with relatives in Kent on Friday night, which made the journey to the circuit about an hour on Saturday morning. It was a bit overcast when we arrived (7:30am), and a bit frosty. The paddock was pretty full, so I got in the queue for scrutineering early. With that out of the way, I prepared for practice. Four or five laps and I'd just started to figure out where the lines were. Bike was fine.

It was a fairly long wait until our race (we were in with the 250 MZs), but that turned out to be good since there was a shower after practice and a number of races were deemed "wet". By the time we got out, it was pretty much bone dry. The LCs start in front of the MZs, so I was on the second row of the grid. Ron Fry stalled on the line and had to get a push to restart his engine. The lights changed really quickly, and a number of people were caught napping. Ian Sedge, next to me, pulled a huge wheelie and was all over the place as the bike landed (it turned out that two MZs went down as a result). All I could see was Ron Fry in front of me - to my absolute amazement I was second as we headed to the first corner !! This was to be somewhat short-lived as fifteen screaming MZs came underneath me into the first bend. I saw Ron pull off with his hand in the air - bike cut out again. By the end of race one, I was starting to gain confidence, but clearly my corner speed could be far higher.

Race two was in brilliant sunshine, and I was on the front row. This time it was my turn to pull the wheelie, and those behind soon weren't. This race lasted two and a bit laps before Sue, on an MZ, went down hard in the first bend. She was right in front of me (having just passed me on the straight!) and I couldn't tell if the back went first, but the front hit a bump mid-corner and then started to slap. I saw her feet off of the pegs - then she was tumbling across the track towards the gravel. The race was stopped later that lap. We re-started after a long delay and this time I was hit in turn one by another bike coming under me. It pushed my brake lever round the bar, but was OK to continue. I was gradually passed by a number of people as the race developed, but was able to hold onto some.

Race three - second row. Managed to stick with Dave Higgins all race and while I could get alongside on the straight, I didn't have the confidence to throw it up the inside. Eventually I closed right up on him, got good drive out of Devil's Elbow and went up the outside approaching the hairpin. I put it into the hairpin not knowing where he was and just went as fast as possible towards Paddock and the line.

I was the last LC all day, but not by very much at the end. I took two and a half seconds off my lap time - getting down to 55.88 - the quickest LCs were in the 47s - so I've one heck of a long way to go yet.

The bike was good all day, although I did buy some EBC Green pads in search of improved braking. I may not use them yet - I should concentrate on corner speed.

Really looking forward to the next time out.

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Brands Hatch GP Circuit - 12th June 1999

I was hoping for some very good weather for Brands but it wasn't looking promising as we arrived to a very damp track. Scrutineering was fine, but I was a bit nervous going out for practice. The track was very wet in places and there was a lot to learn on the long circuit. I was surprised how short the "long" straight down Pilgrim's Drop seemed. The bike was reaching max revs in top for just a short while before backing-off. I didn't queue for a second practice as I really wanted dry time on the track, not wet time.

The track had just about dried-up completely in time for my first race. We were in with 250LCs and TZR250s. I had a front row start, which I don't like at the moment. I got off the line OK, but had a lot of people flying past through Paddock - scary. It felt like years since I'd been out on the bike - six weeks since Lydden. I felt as though I was lapping slowly with everyone else pulling away from me; although I still went over the kerb at Dingle Dell on one lap! The race was stopped after four laps, and I was next to last.

Race two - front row again. Similar story to race one, but my lap times had improved by four seconds a lap, down to 2:06. Again the race was stopped after four laps. Next to last again, although the guy I beat in the first race wasn't out this time.

Race three - it started to rain while we were waiting in the collecting area. We did the warm-up lap with the rain getting slightly harder. I was on the last row for this one, which I prefer! Into Paddock about three people went down. Druids another couple went off, then the red flags came out. We waited ages on the start - by now there were only three 350s left! So I resolved to get a finish and some points; which is what happened. I felt as fast (or slow!) in the damp as I did in the dry, but my lap times turned-out to be well down when I got the results sheet - 2:15. It's just occurred to me, whilst writing this, that I might have won a trophy!!

Looking back, it was quite a treat to ride the long circuit. I was obviously losing a lot of time in three places in particular: 1) the approach to Hawthorn Bend is very fast at the end of the long straight - I was braking too hard and turning-in too early - not enough bottle; 2) Dingle Dell is a blind entry over the crest of a hill, how the World Superbike riders get completely airborne over the crest I do not know - lack of bottle for me again (not that I ever hope to get an LC airborne!); 3) Surtees is a tricky double apex left hander - I couldn't get the entry right, but I wasn't the only one, I saw all manner of assorted lines being used.

Looking forward to some better weather at Lydden in two weeks. It will be the first time I've returned to a circuit, so I'll be able to see if any progress has been made re: lap times.

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Lydden - 26th June 1999

The forecast for Lydden was excellent and sure enough (for a change) the weather on Saturday was scorchio! The bad news was that I was 4th reserve in all races!! I spoke to Dave (top man at BEMSEE) during the week and he said he thought I stood an excellent chance of getting some racing in. So, we got to Lydden bright and early, got through scrutineering and nipped out for practice.

Practice was OK. I concentrated on braking less and getting my corner speed up. The bike was fine except that the right hand fork leg showed signs of oil coming past the seal. I lifted the dust cover and mopped-up the surplus, making a mental note to check it again after the first race.

By race three (my first race) there had already been a few fallers and a fair bit of fluid deposited on the track. There was a lot of cement dust down. I started from the back of the grid and got a reasonable start. On the second lap I passed a couple of people going in to Chessons, but they both came back past me the next time down the straight. I followed them closely for a lap and then noticed one of them blowing oil out onto their exhaust. I was trying to avoid following the oil-dropper and missed my braking going up to the hairpin. I ran wide and lost a lot of ground. I lost the plot a bit from there on. I must admit I find it tough being in with the 400s.

I was reasonably pleased when I got the results sheet since, although I came last, my lap time had improved by half a second (not as much as I'd hoped though - from 55.88 down to 55.20).

Checking the fork revealed no more oil leakage. I didn't get out for the second race. I should get a credit for that one.

There were so many fallers that by mid-afternoon we'd run out of ambulances and had to have an unscheduled 45 minutes break from racing until they came back from hospital!

I barbeque was a bit slow to start, so lunch was spread over a period of two and a half hours! The turkey steaks were a bit tough - also due to the slow cooking method.

I was really looking forward to race three. I got out on the back of the grid again and managed to keep with the tail enders for the first few laps. Then I started to realise I could catch someone - a guy on a yellow FZR400. I just needed the confidence to pass. I made a bit of a mistake going into Devil's Elbow with the rear locked, but made the time back up the following lap. I closed in through Chessons and got good drive, forcing my way to the inside through Devil's Elbow. I just put my head down and went as hard as I could to the flag, hoping he'd not pass me back. As I came to take the chequered flag I saw a wheel come alongside and assumed I was being re-passed - but no, I was being lapped by the leader!!

The results sheet showed that I was next to last and had once again improved my lap time - now down to 54.40. Next to last may not sound good, but having someone to race with (and beat!) makes all the difference - I was well pleased.

I?m starting to push the front a lot harder now - a lot of rubber is rolling off the edge of the tyre. The front end of the bike was going mental over the ripples through Paddock and Chessons - really slapping about. The worst point through Paddock was when one of the leaders came past me on the outside in race one. I had to hold a tight line to avoid running him onto the grass and the LC didn't like it at all, wobbling a lot at the front. I turned the steering damper up a couple of clicks after that.

Really looking forward to Brands in two weeks now.

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Brands Hatch - 11th July 1999

The forecast was excellent again, and again it was scorching (well, scorching by English summer standards). The later Sunday start at Brands was most welcome. It was very civilised having scrutineering from 8:30 until 10:00 - very little queuing. The bike had it's toughest look-over yet and passed ok.

I felt quite fast in practice and passed quite a few people. I seemed to get good drive out of Graham Hill Bend and was able to pass people along the bottom straight. First practice was red-flagged, so I queued for a second go and got out quite quickly.

In the first race I came fourth from last with a best lap time of 1:05.31. The bike wasn't behaving very well through Clarke Curve, with the front end flapping about quite a lot. Two of the people I beat were on 350LCs.

I was talking to Ian Sedge between the races and he said he?d been tipped to use more power in the corners. I tried it in the second race. As soon as the bike started to flap I gave it a bit more gas. Sure enough, the flapping stopped! I started trying to concentrate on setting the bike up for the corners earlier so that I could be on the power earlier. I had a bit of a scare before we went out for race two. I was sitting in the pit lane with the bike idling when someone tapped me on the shoulder and pointed under the bike. To my surprise there was a puddle forming under the bike, so it was obviously over-heating. I switched it off and the temperature gauge immediately went up from 80 degrees to out of range. I thought it would be ok when we got going, but it didn't come down so I was watching it closely all race. It didn't come down when I got back to the paddock either. Eventually I removed the battery and reset the gauge, whereupon it read 50 degrees. I topped it up, started it up and all was well. Scare over. Best lap in the second race 1:04.95, third from last.

For the last race I was hot and tired and determined to concentrate on the new riding technique. Result: fourth from last, 1:04.52. This surprised me as I felt slower, but I think that must have been because it was less frantic without the flapping. Dave Brooks did the fastest lap of the weekend on a 350LC at 55.29.

Another tip I got was to hang off the bike more. I may try heavier fork oil before Snetterton, if I get the time.

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Snetterton - 4th September 1999

I did manage to change the fork oil before Snetterton. Didn't make any other changes, but I did start the bike up before loading it onto the trailer as it hadn?t run for six weeks.

First impression of Snetterton was: spacious. The paddock was stacked full by the time us late comers arrived at 7:30am. We found some tarmac outside the paddock gates and unloaded. Scrutineering was fine.

I had lots of advice about the track from another racer about a week before the meeting, which gave me plenty of time to think. I also got a copy of PB which had Chris Walkers tips for Snetterton, and I've been reading Keith Code's "A Twist of the Wrist". I started running through the corners in my mind a few days before the meeting.

Practice was OK, but predictably short. Knowing where to brake and what gear to be in before venturing onto the track was a big advantage (I'd have been even slower without it!).

First race: only me and Dave Brooks in the 350 class! I got horribly baulked going in to Riches for the first time. The guy right in front of me sat up, arm in the air. I was dithering about which way to go round him, as was the novice next to me. By the time we got it sorted, everyone else had gone. I was about third from last at the finish.

Second race: much better start and a bigger 350 class - four of us. I had a race-long battle with another 350 to finally pass him properly going in to the left-right before the bomb hole on the penultimate lap. The LC was over-heating on the last lap, but I kept it nailed, not wanting to give ground. Topped-up the coolant when the engine cooled down.

Third race: I noticed a coolant leak at the head to barrel join whilst waiting in the collecting area. The temp was OK as we came to the line. From the start I was immediately in a dice with two other LCs. I was passing, they were passing. This lasted for two and a half laps, when my bike stuttered along the back straight and ground to a complete halt coming out of the bomb hole. I'd run out of petrol. I had always put enough in the tank before the meeting before. I think Snetterton got the better of me with lots of full throttle. The push back to the paddock was across the grass - very hot and tiring.

Excellent day's fun and I thoroughly enjoyed the track. My best lap was 1.33.14, which is still slow.

Since getting home I've changed the radiator for my spare and re-torqued the head bolts. We'll see how the temp goes next time out at Lydden. I've sent away for a 41 tooth rear sprocket for Lydden and I?ve now got the MCN Circuit Guide that'll hopefully help me think my way through the circuits a bit more in the run up to the meetings.

I'm also getting hold of some 250 barrels for next year as the 350 class is being dropped.

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Lydden - 25th September 1999

It had been very showery in the week leading up to Lydden. Sure enough, it was raining when we left for the circuit on Saturday morning. Looked like it might brighten up though. I annoyed everyone in the car by continually saying how sunny it was going to be later in the day.

I made a mess of the sprocket/gearing change - bought a 250LC sprocket thinking it'd fit the 350. Doesn't, of course. Still 17/40 isn?t far out for Lydden.

Lydden was muddy and we parked on the grass at the top of the hill. Getting down to scrutineering was a breeze, getting back nearly killed me. They couldn't see me from the car, but I was pushing, sweating and swearing all the way. Had to have a ten minute sit down and a cup of tea to recover.

Out for practice - track wasn't too wet. Felt good.

BIG rain shower.

The format was for two 10 lap races, and I wasn't too sure how I?d get on in a longer race. I decided to wear waterproofs as the track was soaking. I started from row 5, but didn't get a good start. We were held back for a few seconds as the guy next to me jumped to the second row as the lights changed to red! Talk about keen.

Then we were off... I was near the back going into Chessons. I settled down and slowly started to catch a couple of bikes. I passed one going into the hairpin, and one on the way out on the penultimate lap. I was really hot in waterproofs, but dryish.

I was 15th out of 21 finishers, with a best lap of 59.22. This was quicker than the next five people in front of me, so if I'd got a better start and lapped consistently I could have been 10th. Very encouraging.

The second race was run under patchy damp conditions. My start was mediocre again. I worked my was up to about 14th and then made a mistake going into the Devil's Elbow. I went down one gear too many and sent the back end of the bike skating all over the place. I went straight on into the gravel trap but managed to stay upright. I got back onto the track asap, but four or five people came past. Then I was really ragged for a couple of laps. I was catching those in front but couldn't make up all the ground in the remaining two laps. I finished 19th out of 23 finishers with a best lap of 53.47. Again quicker than some of those in front.

Definitely my most enjoyable meeting despite the weather. I was in the 55s last time Lydden, and it was perfect conditions then. It was not an auspicious start when, during a preparatory check-over,

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Brands Hatch - 10th October 1999

I discovered that one of the exhaust studs had stripped the thread out of the right hand barrel. This really pissed me off. Perhaps the stud wasn't far enough in? perhaps I'd over-tightened it? I was checking them because they'd had a habit of coming loose early in the year before I fixed the vibration problems. Anyway, I cleaned the thread on the stud and the hole in the barrel and then gave both a blob of JB Weld before screwing the stud back into place. It screwed in OK, so there must be some reasonable thread left.

I've also made a decision about my road going TZR250 V-twin. I've hardly used it in the last year, so I'll make it my next track bike, to compete in SS400. To start with I'll leave the engine standard (47bhp at the wheel - not a lot really against RGVs etc. putting out over 60bhp) and change just the body work and tyres. Body parts from the TZ250B should fit as the frame is shared. I'll need another petrol tank too (don't want to ruin my Kirin Mets paint job). I spoke to Dave Stewart at BEMSEE and he'd be quite happy for me to run the bike as is.

I put the exhaust back on the bike on the Saturday before loading onto the trailer. I also went over to Reading to pick up a mates RGV that he wanted to race. The exhaust went on OK, but I was very careful to tighten the nuts with a very short spanner.

It was a good job we arrived quite early on Sunday as Vince's RGV still needed a few loose ends tying up e.g. tyres. Eventually, both bikes passed scrutineering OK, which was nice. We both got out in about the third practice session, I passed him early on (he later made the predictable "scrubbing in the tyres" excuse) a saw him back in the paddock. I felt a lot quicker and more confident on the bike, so I was keen to get on with the first race to find out how I’d go.

Race 1: slowish start from the third row. Passed by a lot of quicker people going through Paddock and Druids, then it settled down. I was pretty much holding station. On the last lap I was passed by a TZR going in to Paddock but I stayed with him and got better drive out of Clarke and passed him before the finish line. What I didn’t realise was that I’d achieved a class victory! (only four of us in the class though). Still, it was really good to see the laurels hanging on the bike. Best lap was 1:00:97, which is 4 seconds better than my previous best.

Checking the bike over, I noticed the glued exhaust stub had departed – oops. I found a bolt in the toolbox and glued that in.

Race 2: slowish start from row 3. I passed the other main contender for 350LC class honours and settled down to some consistent laps. Then, on lap 3, disaster struck. Going into the Druids the bike sounded odd. Coming out of Druids it sounded like a tractor. I coasted down the hill and pulled in to the back of the pits. Looking down, I could see the exhaust hanging off – oh dear. Bolt gone, other stud loose. Back in the paddock I sorted another couple of bolts, glued them in and hoped.

Race 3: coming round to the grid, I noticed my main competition was about 3 rows ahead of me. I got a reasonable start but it was a bit spoiled by having to make almost a complete stop at Druids to avoid fallen riders. I settled down and gradually caught a guy on a 250LC, I passed him coming through Clarke, he passed me going in to Paddock. I passed him in the same place on the next lap and made it stick with a defensive line into paddock. Then I set about catching the other 350. It was too late, I could only get to within a bike length, I needed another lap to pass him.

A satisfying end to the season. I'm enjoying every meeting more than the last. I've also got my tyres sorted for the TZR now – Michelin Pilot Race. Very nice and shiny they look too.

Vince went well for his first meeting. He ended up in the 57s and was about ninth of the 400s in the Rookie class. He seemed well pleased and definitely hooked.


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Preparation for 2000 (October 1999)

I've started serious sorting of the TZR. I got a spare tank and rear subframe from a breakers, and I'm hoping to get some TZ pipes (I'll need some special mounts making up). I took the airboxes off and have looked at the jetting - it's standard settings for main jets are 220 lower cylinder and 200 upper. I've changed that to 310 lower and 290 upper. I'll run premix and leave the rubber trumpets on the carbs with some RamAir foam filters. I feel I've got to get rid of the airboxes as they take up a lot of space and make the bike awkward to work on.

Vince's preparation for next year has not started so well - he binned it in the first race at Silverstone.....oh dear. According to Vince the damage isn't too serious, but a new crash helmet will be required.


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Preparation for 2000 (November/December 1999)

I finally managed to get the barrels and heads off of the TZR. It was a bit of a game, but not too bad. Generally the condition of the bores looked good.

Stan Stephens wasn't so sure about the top cylinder. There was some scoring that looked like a seizure. Not the news I was hoping for. Anyway, I've left the bits with him for a stage 3 tune. This sounds like excellent value at £200 +VAT for 20 - 25% more power.

Got the piston off of the top rod - what a mess. I'll definitely be needing a new piston, this ones deeply scored and started to melt! I was pretty lucky it didn't nip up on me. Oh well, I'm sure uncle Stan will order me one for Christmas. Luckily, Stan says the plating on the bore is OK as the only scratching is right at the bottom on the inlet side.

One job I did manage to get done on the LC at the weekend was re-threading one of the exhaust stud holes. I wasn't looking forward to this as if you mess it up it's not good news. It went like a (wet) dream (although the job took a full 15 minutes!). Now I'm looking for anything I can re-thread - so the pets are keeping well out of my way.