Classic TT - arrival and set up

August 23rd, 2015

I'm writing this after what should have been the first night of practice for the Classic TT / Manx Grand Prix.    But no-one practiced last night, of which more later.

Racing on the TT Mountain Circuit requires a lot of preparation and planning, which doesn't make for a very interesting blog.  So I'll summarise by saying:

  • My good mates Keith and Rebecca and Andy bagged a great pitch for us in the paddock and put my awning up, which was already on the Island.
  • Alex and Simon and I arrived on the Island on the Friday, got Alex's amazing Kubla Khan style tent up, and our camping kit sorted 
  • While I signed on (requiring licences, inspection of leathers, boots, helmet, gloves, attending two briefings ,etc), they collected the bike from Slick Bass.

The bike had lived on the Island since the last Jurby race meeting, initially with master fabricator Phil Wall to modify the petrol tank (to remove the hoover air pipes) and to make a new radiator.  But the radiator core he spec'd and ordered was late arriving, so he modified one of my stock rads so that the intake for the ex-factory race-kit airbox that I had been lent (from sidecar ace Dave Molyneaux!) would fit.  This was done, and the bike then went to Slick Bass for a dyno run to check fuelling and set up.   The day before our departure I had a call from Slick saying the bike was running much too rich, was down on power, and re-jetting the carbs hadn't fixed it.  He thought maybe the ignition needed to be adjusted, which required a laptop and software and interface cable for the Ignitech programmable ignition, which he didn't have, and I did.  So we needed to get to his workshop on Saturday morning to do this, and as I had to sign-on etc, Simon and Alex went with the van. 

And they sorted the problem!  A broad change to the ignition curve, and a tweak to the airbox got the bike making a reliable 127bhp, with a fat mid-range and correct fuelling.  Happy Days!

So the boys brought the bike back to the awning, and we set-to putting all the bodywork on, to get ready for scrutineering and then practice, while rain beat down on the roof of the awning.  Then an announcement came over the paddock tannoy that the weather was too bad, and the forecast was worse, and there would be no practice that evening.  Which was disappointing, but meant the pressure was off.  So we finished a few jobs and then went to the pub - it would probably be our last chance for a night out for a week.  Next practice session is Monday evening.

A Good Day in the Sun

June 29th, 2015

The last attempt at racing the ZXR 750 had been a disaster, as detailed at  This left me with two serious problems:

  1. I needed to successfully complete a race before the end of June in order to have the necessary six race meetings for my TT Mountain Course licence
  2. I needed to get the ZXR sorted

Problem #1 was going to be addressed by entering the 28th June meeting at Jurby, with the offer of a loan of a race bike by good friend, and all round good egg, Andy Cowie.  Problem #2 was going to be addressed by leaving the bike with Slick Bass.

So I duly arrived on the Island on Saturday, combining my visit with a van delivery service for my usual partner in manx-related crimes, Keith McKay.  We grabbed the bike, grabbed the new fuel pump which I'd ordered in an attempt to address fuel-supply issues, and fitted it Saturday night.

Sunday dawned wet and very windy.  But the forecast was for it to dry out, and it wasn't cold.  We arrived at the circuit and set up, and put the wets in the bike.  Which was a waste of time, because we had to change them back to drys for practice, as the rain soon let off, and the wind and the temperature dried the track in double quick time.  Andy rolled up and we organised the somewhat complex logistics of the day - I was going to ride his bike in race 1, with my transponder and number (271).  He was going to ride it in race 3, with his transponder and number (71).  I'd picked my number to match his with the minimal fuss (I'd actually asked for 171, which might have been even easier).   So we then did the signing on, scruting bikes, scruting gear, riders briefing, etc, and were eventually ready to practice.

First outing was the Open, on a near 20-year-old steelie.  I was there for the finish, not glory, which was a good thing, as glory was definitely not an option.  And, as the finish was essential, I was being very careful.  Best lap - 1:23.  Pole was 1:09.  There were 3 people behind me, mind.   I then got to fire up the ZXR, and ran that in it's class, the Post-Classic (for machines up to 1992).  And it went ok, and reminded me of why I liked riding it so much.  The bike is old, and heavy, and not breathing as well as it should, but it's still lots of fun.  But, it was still important to get a finish for the day, so I was still careful - best lap 1:22, which actually made me second of the post-classic bikes (this race is also run with the Steelies, and a class called 'singles, twins & triples').   After about 6 laps, tho, the bike felt like it was starving of fuel (again), so I brought it in.  Keith looked in the tank and ascribed this to actually running out of fuel, so I said "D'oh!" and we put some petrol in it.  More later...

Race meetings have lots of waiting, and the wait until the first race seemed interminable.  But eventually I lined up for race one, the Open with all the fast boys on their modern bikes, and me on a borrowed 1996 Yamaha ThunderCat.  A finish!  All I needed was a finish!   Which I comfortably got, althought being an 8 lap race I was also comfortably lapped by the front 4.  Best lap (not that it matters at all): 1:21.   So, pretty much the most important thing for the entire weeked had been achieved - without a finish today, I'd not be getting a TT Mountain Licence, which would mean I'd not been riding in the Classic TT.   Which was the whole point of building the ZXR in the first place.

ZXR in the sun at Jurby

Much relaxed, I lined up for the first Post-Classic race (affectionately known as the 'Wacky Races' due to the mixture of classes and bikes).  The ARA club had moved to two warm up laps for this meeting (in an attempt to minimise cold-tyre crashes, I think), and the ZXR did these at pace, and then we were away nicely in the race.  But then on lap two, the old fuel starvation issue reared it's head again, and I returned to the paddock.  Listening to the fuel pump, it wasn't shutting off, which was the same problem that ruled me out of the Pre-TT Classic.  Lifting the tank, Keith saw that just as the tank sat down, the fuel pipe was kinking a little against one of the carburettors, restricting flow.   He had some much stronger pipe in his toolbox, so he and Andy and I quickly swapped this over, and the problem seemed resolved.  But I've thought that before...

I gained permission to run the ZXR in the second open race.  The bike and I were seriously outclassed in this company, and I got lapped again, but I did do 10 laps at speed without any issues, so it looked like the problem was indeed fixed.   So I lined up for the second Post-Classic Race, and my last race of the day, in a decent mood.  By now the sun was scorching down, and it was properly warm.  I got away with the pack, and while the fast boys on twins and steelies (sniff...that used to include me!) got away at the front, I got into a decent dice with Andy Cowie on his steelie, and Richard Bregazzi on his 650 twin.   So I got my head down, and passed Andy, and then managed to get past Richard.  And he came back past me.  And I got past him again, and this time made it stick.  I was enjoying myself!   And I was 8th overall, 2nd in class, with a best lap of 1:16.1.  Which is way off the 1:12s I was doing last year on modern bikes, but still not bad, and a pace I would have been happy enough with just a few years ago, on a modern-ish 600.  The 750 showed some decent speed, and I know there's more to come when we get the airbox sorted and Slick gets it breathing properly.   

So the day ended on a high, and we went to the pub in the sunshine.

Bad times at the Pre-TT Classic

June 2nd, 2015

The Pre-TT Classic was the meant to be the meeting where I a) rode the ZXR on a roads circuit, to see how it worked over the bumps and between the hedges, and b) got the last of the six meetings I need under my belt in order to get the TT Mountain Licence I need for this year to ride in the Classic TT. But things did not go well. I'm still cheesed off about it, so don't expect purple prose. It'll just be the facts, ma'am.

The Pre-TT Classic s a pretty big meeting, held during the opening weekend of TT Practice week. The whole island is gearing up for its annual two week party, every boat is delivering hordes of bikes and vehicles, the TT paddock is a hive of activity, with everyone setting up for some serious work or play, or sometimes both. There's a lot of energy and expectation in the air. I was on the 2:15 am boat on the Thursday. Despite having booked a cabin, I still didn't get much sleep on a boat that leaves after 2am, and arrives at 6am. After disembarking, I met Becca (partner of all round good egg, Keith McKay, who was as usual putting me up), who gave up an hour and a half before work to help me put my awning up in the Castletown Paddock, and then took the ZXR up to Slick for it's first dyno run. This gave us our first problem - it wasn't right. The bike was a good 10% down on power, and two of the cylinders (as measured with an infrared gun pointed at the exhaust headers) were running cool. Slick suspected ignition, and gave it back to me. I didn't have time to do much, as I had to go back to Castletown to sign on. But I did meet up with a Mark Bamford, who I know from Andreas Racing, who also has a ZXR and who lent me a set of original ZXR coils. I had a strong suspicion that converting my bike to use individual stick coils might be the root of the problem. But after I got back from signing on, I has just enough energy to eat then get to bed.

The next morning I was in the garage at 7:30am, jury rigging the two original coils I'd got from Mark, in the place of the four separate stick coils. I was joined shortly by Neil Davis, a friend staying with Keith, and he was an enormous help (more later). I just wanted the bike to be able to run on the dyno, so they were very much in a temporary installation. The bike started and ran, so we took it back to Slick and he gave it a run on the dyno. It made much neared the correct horsepower, and all the exhaust headers were a consistent temperature. So we thought we had fixed the problem, and went back to the workshop (Keith's garage), and set about turning my quick bodge into something that would be race ready. This took us the rest of the day - the mounts for the coils on the race ZXRs is in the fairing, meaning we had to run new long HT leads, and extend and modify the low-tension connections, and make mounting brackets, and... we had to put the bike in the van at 4pm to go to the circuit for the first practice.  We got through scrutineering with just a couple of advisories, I went to the holding area at the allotted time, and....almost as soon as I pulled out onto the circuit, the bike went onto three cylinders.  I hoped I might be abke to do a couple of slow (but not too slow - 'touring' on race circuits is very dangerous for everyone else) laps to meet the minimum requirment, but the bike stopped halfway round.  Neil and I had to wait until the end of the evening session, at around 9pm, to collect the bike and get it back to the workshop.  After a bite to eat, we started to trace the problem, and found it straight away - the 'quick release' connection for the fuel hose from the tank to the fuel pump was leaking, and the airbox (in which the carbs sit) had a decent puddle of petrol in it.  The engine was trying to breathe almost neat petrol.  We quickly replaced the connector, and thought we had it fixed.

The next morning I took the bike for an unofficial test ride, and it seemed fine.  Except, when working on it, the fuel pump didn't always stop running when the system was up to pressure.  It was like it had an airlock in it.  But we managed to make the problem 'go away', and loaded the bike in the van again, for the second and last practice session.

Another straightforward scrutineering, we waited in park ferme, my session was called, and I pulled out on the circuit again.  This time the bike pulled strongly to Balla Keighen, and all the way down the long straighto to Iron Gates.  But then it coughed, for all the world like it was running out of petrol.  I nursed it for a bit, but it came to a halt just by Great Meadow.  

There is a requirement for every rider/ machine to complete two full timed laps in practice.  I had not.  So I wouldn't get to race. So I went to the pub.   I know it's a freshly built bike, and 'teething problems' are to be expected, but I was very cheesed off indeed.

I've left the bike with Slick.  He'll get it sorted. 

And also my great friend Andy Cowie has offered me the use of his bike (a 600 steelie) so that I can get the last race meeting done before the deadline.  

First race meeting of 2015

May 18th, 2015

It's been a long time since I last raced a motorcycle.   Last September, in fact - that's 8 months ago!   But first, some background...

A New Hope

After putting myself in hospital at the TT last year, it was clear even to me that continuing to race big fast modern bikes round the TT course was not going to end well.  Or, to be more precise, it was likely to end badly and permanently.  But I already had a plan to prepare a Kawasaki ZXR750 for the Classic TT; this would enable me to still ride my favourite road in the world, but crucially a) on something a fair bit slower than a modern ZX10R and b) under a lot less pressure to prove (to myself, to the organisers, to the spectators) that I had a right to be out there.  The Classic TT is a race, obviously enough, and the fast guys are properly fast, but part raison d'etre of the whole event is that it's "a show" - for specators to look at the bikes and say "I remember them", or "I used to have one of those".  So, when I saw the Mistral Kawasakis a couple of years ago, I knew almost immediately that this was the path I would follow.

So in late 2013, I bought myself a road-going ZXR750, and set about collecting everything needed to turn it into a decent F1 spec Classic Racing Motorycycle.  The original plan was to ride in the 2014 Classic TT, but the crash at the June TT put paid to that.  So last winter I started the build, and eventually arrived at this:

ZXR before first test ride

While there are still a number of things to be done, I was quite pleased with the appearance of the end result.  But this was a bike built to race, so how it goes is more important than how it looks.

Plans for the Season

In order to arrive at the Classic TT in August with a sorted and reliable bike, I would obviously have to ride it and develop it a bit first.  The original plan to was to get it out on track in April, at the two-day Jurby meeting, and then run it in the Pre-TT Classic on the Billown circuit in May to make sure it worked on the bumpy roads circuit.  But I'd severely under-estimated the work involved in race-preparing a 23-year-old bike; not only was I turning it into a race bike, I was also effectively doing a nut-and-bolt restoration, too.  I got my entry in for the Pre-TT Classic, and then fretted as I waited for components to arrive and work to be done.  At the beginning of May, the engine still hadn't run!  But, then everything came together, and I had a running and rolling bike.  Now, I needed a suitable club meeting to run it at and check that everything worked...

 Mallory Park, 17th May

I finished the bike on Wednesday 13th May.  Of course, a project like this is never finished.  But the bike was ready to be ridden in its first test on track.  I quickly checked what meetings were coming up, and found EMRA were running at Mallory this Sunday. Of course, it was way past the closing date, but the entry secretary at EMRA couldn't have been more helpful, and sorted everything out over the phone for me.  So, once I again I found myself loading a van at the weekend, and heading off to a race circuit on Saturday afternoon.  

I met my mate Pat, who has himself just started racing this season, at the circuit, and we quickly unloaded the van, got the awning up, and everything set up in it.  And then we went for a curry.   I slept in the van that night, and it would be fair to say that I did not get a good nights sleep.  Not helped by the fact that I was nursing a very unpleasant head cold.

Race Day...

...dawned bright and sunny!  After tea and bacon sarnie, we got in the scrutineering queue. The bike passed with a couple of advisories, but there was a problem with my crash helmet - no ACU Gold Sticker!  This  despite the fact that it had previously been passed at the TT and by ARA.  A quick trip to the race office sorted it out (apparently, because my Shark had come direct from France, the sticker hadn't been applied by the UK importer), and then we were ready for practice.  Also, long time race mechanic and former endurance racer Alex Ferrier had turned up to help too.

Practice was called, and I pulled out onto the circuit.  A circuit I last rode round at least 10 years ago, if not 15.  But still, Mallory is not especially complicated, so I wasn't worried.  However, braking and changing down for the hairpin at the end of the first lap, the bike lost power and died.  It felt like a fuel problem.  I had to sit with the marshalls until the session was done; while sat there, the bike would fire up, run for a few seconds, then die again.  Definitely fuel starvation.  I got the bike back to the paddock and Pat and Alex pulled the tank off and found that the fuel hose routing was not ideal.  Because the bike uses a race airbox, which the carbs sit inside, this makes this area all a bit complicated. The guys changed some hoses, tried a different routing, and then I went out for second practice. 

This time the bike did manage a whole lap before the fuel starvation kicked in again. I got it back to Pat and Alex, and left them to pull the bike apart again while I went to the race office to see if I could get special dispensation to get out in the last practice session.  Which I did - the EMRA officials were fanastically helpful all day.

This last session was for the Earlystocks class - big air-cooled twin-shock bikes from the 80s.  The sort of bikes that the ZXR made obsolete.  And so it turned out on track - the ZXR ran well and with the pack for five laps, overtaking a fair few of the Earlystocks bikes.  And then it felt like it was going onto reserve again, so I pulled in sharpish.  This time I went to one of the paddock race suppliers and bought a good length (over 2m!) of replacement fuel hose, and Alex re-worked the entire fuel system.  And then we were ready for Race One.

Or were we?  The bike fired up nicely in the awning, but when I got to the holding area, it sounded sick.  A different sort of sick than fuel starvation - this time, like it was not on all four cylinders.  We got shown out to the grid, but all was not well, and as the flag was waved for the warm up lap, I paddled the bike off the grid and into the paddock.  The guys confirmed by ear that it was only running on 2 cylinders, which meant ignition.  So tank off again, and this time carbs and airbox to, which led me immediately to the smoking gun...

...I'd known previously that one of the connectors onto the stick coils (I'd converted the ignition from the two big original coils to use four stick coils from a ZX6R) had lost it's clip to hold it in place.  I knew I had to fix this, but the connector was quite a tight fit on the coil, so thought it would be ok for a run round a short circuit.  Well, it was a tight fit when cold, but now everything was hot, the plastic had expanded, and it was quite a loose fit.  And the engine vibration had completed the scenario.  So we lock-wired the connector in place, and put the bike back together.  Again.   [For anyone wondering why a single loose connector caused the bike to go onto two, not three cylinders, it's because the feed from pairs of coils to the igniter are in series, not parallel.  There.]

First Race

This should have been my second race, but see above.  But first, a word about racing classes.

Racing classes are designed so that similar spec bikes race against each other.  So, there'll be a class for, say, 125s, and another for 600s, and another for old bikes (e.g. Earlystocks, above), and so on.  Unfortunately, my 750 didn't fit any of the classes that EMRA run.  It was too new to be an Earlystock (I think their cut-off is early/mid-eighties), it was too big for the pre-injection class (which EMRA only run up to 600), so I was left with the 'Open' (anything goes) and Superbike (modern 1000s).

So I lined up at the back of a sparse grid (~10 bikes) looking at load of very modern, very fast 1000cc bikes.  Some with slicks on.  The flag dropped, and the field rode away from me.  Still, I knew very well that I wasn't really here to race, I was here to run the bike (and sort out all the sorts of problems described above), and that trying to go fast and risking crashing would have been an utter disaster.  But we (me and the the bike) were definitely out of our depth - the rest of the field had more power, less weight, better brakes and suspension, and, to be frank more skill and track experience.  Did I mention I had a cold?  And hadn't been on a track in eight months?   All this, combined with the fact that Mallory is a very short track, meant that the leader (a moderately well-know and quick chap called Lee Jackson) lapped me on lap four.  LAP FOUR!!!  OK, he was doing 51 second laps, and my best was a 1:02, but, really, that hurt.  And during the next five laps, four or five others came past, too.  I suspect I've been last in my racing career before, though definitely long enough ago for me to have forgotten about it.  But I've never been that last!  In the history of being last, few have been laster.  Ouch.

But on the plus side...the bike kept going!  And it went pretty well.  It's difficult to judge power on the track, but I'm sure it needs some dyno time to get the engine working properly, but it was a reasonable starting point. And it steered and handled as I remember ZXRs always did - very predictable, enormously trustworthy front end, and rolled beautifully into the corners.  And the brakes worked pretty well, and the bike was stable on the brakes, gently but controllable waving the rear wheel a little on the ripples on the way into the hairpin.  And, looking at the rear tyre afterwards, the rear suspension doesn't look a million miles out, either.

Race Two

Race two was more of the same, but this was the Open rather than the Superbike, or the Superbike rather than the Open.  I really can't remember which.  On the warm up lap, I was comfortably able to maintain station with the back half of the field, which encouraged me to think thoughts of doing a little better.  Unfortunately, no - obviously while I'd been riding the warm up lap at 85% effort, they'd been at 70%.  One guy was behind me after Gerrards, but the rest just gently rode away.  Slowly, but away all the same.  There was still someone behind me, on a Suzuki TL1000, I think, and he stayed there for about four laps, but inevitably he got past, and then showed that he did have more pace by making a gap fairly quickly.   So, last again, but not as last this time.   And again, the bike behaved itself and ran well for the whole race.

When I got back to the paddock, I declared that we should call it a day, and pack up the van.  Which we did.

Next steps

I head to the Pre-TT Classic in just over a week.  Before then, I need to get the ignition coil connector sorted.  And a host of other little jobs.   But the day demonstrated exactly why you need track time on a new build - none of the problems we found and fixed would have even turned up on the bench.

Huge, HUGE thanks to Pat and Alex, without whom I'd have been a whimpering mess in the back of the van.  Thanks guys


Last race meeting of 2014

September 29th, 2014

....or: Why's Everyone Going So Fast? Oh, I'm Going Slow

This was the last regular meeting on the Andreas Racing Calendar (excepting the end-of-season 4 hour endurance). It was a two day meeting, running the track in one direction (clockwise) on the Saturday and the other direction on the Sunday. There was no real pressing reason for me to actually ride, but I'd said I was going to do the full season with ARA, and I thought I'd live up to my commitment. I was in 4th place in both the championships that I'd planned to have a run at this season, and it looked unlikely that I might improve on this. This was the meeting where last year I got seven wins from eigth starts, and I knew that I wouldn't be repeating that feat again.

Saturday 27th September

The forecast was for early drizzle, but the the day started dry, so before scrutineering I changed the wet tyres that were still in the bike from the last meeting in July. This was perhaps poor planning, as the drizzle started soon after scrutineering, and carried on for and hour or more, turning into proper rain for a while, and making the track genuinely wet. It was still a real lottery as to what tyres to use for practice, but I decided the safest option would be a wet front and a dry rear, a decision significantly informed by the fact that changing the front is easy, and changing the rear is a pain.

I rolled up to the holding area for practice, and noted that every possible combination of tyres were fitted to the bikes there - full drys, full wets, and half-and-halfs like me. So everyone was guessing. We rolled out onto the track, and within a lap I knew I'd made the right choice - the front felt really secure and safe, and being smooth with throttle ensured that the back behaved itself on the damp track. A dry line was appearing, but it was still damp enough that I wouldn't have been as confident with a dry front tyre. And the timesheet proved me right, as I qualified 3rd fastest (and therfore on the front row), for the Singles, Twins and Triples class. Pole sitter was another old stager, Derren Slous, who was back racing after the best part of a decade away, and had used wets front and rear. And had destroyed the rear wet in the process. For the second practice the track was getting even drier, but rather than rush to change the front, we decided to roll with what we had. The bike felt great again, and while I was worried that the front wet might get chewed up, it actually looked hardly worn when I came in. And another 3rd fastest time, and therefor another front row start, in the 650 Twins class. 

Race 1 : Singles, Twins and Triples
Before the lights changed, Derren jumped forward a few feet then stopped again, and then we were all away. I got a decent start, but the regular quick boys are properly fast now, and Nathan Harrison (who has just turned 16!) soon came by, looking fast and smooth. And he was followed by Derren Slous, making up for his botched start. Later on Dean Osborne barged by, and then Eddie Venn on his Steelie (no so worried, as he's in a different class). And so it finished, but the twist in the tail is that Derren was penalised 10 seconds for his jump start, so I finished 5th overall, and 3rd in class. Which is not bad, but I was a little disappointed in my lap times as my best was a 1:15, and previously (well, before my crash at the TT) I'd been able to comfortably run 1:13s.

Result : 5th / 3rd in class
Best lap: 1:15.433

Race 2 : 650 twins
Another cracking start from the front row saw me lead into the first set of corners, and down the back straight. Perhaps I should take up drag racing! But after the flat kink of Snuffies, Dean Osborne came past cleanly on the brakes into the bus stop, only to crash as he flicked it from right to left. I'm only slightly ashamed to admit that there are few more pleasing sights in racing than seeing a rival fall immediately after overtaking you (assuming he's not hurt himself, of course). But last year's class champion (and this year's champion-elect), Callum Collister soon came past cleanly and made it stick, followed by the boy wonder Nathan Harrison. Two laps from the end Derren Slous came inside me on the way into Nans, but ran wide and I tucked back underneath him, and managed to keep him behind me until the flag. Not by much though, as we crossed the line less than 3 tenths apart. On the plus side, all my laps were now in the 1:14s, with a best just a few hundreths off breaking back into the 13s.

Result: 3rd /  3rd in class
Best lap: 1:14.045

Race 3: Singles, Twins and Triples
By now the sun was properly out, enough to warrent fitting a dark visor, and conditions were pretty good, with just a medium head wind down the back straight to deal with. I got another superb start off the line, even beating John Taubman's fast 600 Steelie, and led down the back straight again. This glory was predictably brief again though, as Nathan, Dean, Derren and John soon came past and showed me what a difference of 2 seconds a lap looks like. John had a nasty crash at the bus stop on the last lap, which caused the race to be red flagged, but we'd done enough laps for the result to be called from lap five. My pace had dropped off, with most of my laps in the 15s or slower

Result: 4th / 4th in class
Best lap: 1:15.484

Race 4: 650 Twins
By now it was relatively late in the afternoon, and at this time of year the sun was heading to the horizon, and shining into your eyes as you head into the flat out (on a 650 twin) kink at Snuffies. Well, it should be flat out, and I've done it flat before, but today I couldn't help but roll off and back on again just before the turn in. That's probably where a couple of tenths on my lap time were going, right there. This time I didn't make any places on the start, and while I was riding at the same sort of pace as my previous race, everyone else seemed to have got faster. Including a chap called Ian Raybon, on a GP125, who came past near the end and beat me over the line by 3 tenths. OK, it is a full-on race two stroke, with slick tyres, but still - it's only a 125 with probably 45~50 horsepower at most. All my laps were no better than 1:15s, so clearly I'd done my best for the day.

Result: 7th / 6th in class
Best lap: 1:15.197

Sunday 28th September

After feeling a sense of disappointment over my pace yesterday, I gave myself a bit of a talking to. I was out at the track primarily to enjoy myself - this was club racing, not MotoGP. And it was only my second meeting since my TT crash, so even being out racing was something of an achievement. And I was twice the age or more of some of the fast lads who were beating me (with the exception of Derren Slous, and I'm still 10 years older than him). So stop whingeing and just enjoy yourself.

Practice Conditions were mild and bone dry, and would remain so all day, so tyre choice was never something to think about. But without that lottery, grid postions more accurately reflected real pace, and so this time I qualified in 6th then 5th places for my two classes. Still, second row was not bad.

Race 1 : Singles, Twins and Triples
This race was spiced up by the addition of Paul Metcalfe on his GP250, and Ian Raybon finding even more pace on his GP125. I got away with the front runners, but Dean Osborne was on a mission and set what I think is a new class recond of 1:11.0, and a gang of others were running 11s, 12s and 13s, which I couldn't match. Near the end Matty Mylchreest (last year's steelie champion, having his first race meeting this year) came by, and we had a bit of a battle, with Matt taking the honours at the end.

Result: 8th / 6th in class 
Best lap: 1:14.428

Race 2 : 650 twins
By now, even writing this the next day, with 8 races over two days, they all start to blur together! So I can't remember that much about this one. It's notable in my mind for the fact that I set my best lap time of the weekend, dipping into the 1:13s for two laps, for the first time this weekend. But another fast youngster, Jack Hunter, had found some more pace (2 seconds a lap since his previous meeting!), and was another person to fill the places in front of me

Result: 5th / 4th in class 
Best lap: 1:13.926

Race 3 : Singles, Twins and Triples
Dean Osborne and Nathan Harrison were clearly on fire for this one, setting low 1:11s and finishing less than a tenth of a second apart over the line. Unfortunately, I was too far back to witness and enjoy this.  I got an OK start, but the guys with more pace than me pulled away, and there wasn't much I could do about it. Including Ian Raybon on his GP125, who was obviously revealing in its awesome corner speed, and had dropped his best time to a 1:12.6 - that's a as fast as I went earlier this year on my ZX10R!

Result: 6th / 5th in class 
Best lap: 1:14.486

Race 4: 650 Twins
Last race of the day, of the weekend, and of the season (probably), for me. The sun was out, and there are many worse ways to spend a Sunday afternoon. I got away with the usual group, and felt like I was trying quite hard. Nathan Harrison was away at the front, looking for the limit, and found it, crashing unhurt from the lead at the bus stop. Paul Metcalfe and Ian Raybon demonstrated what GP class bikes are all about, taking first and second positions on their two strokes. Derren Slous finally broke into the 1:12s, and got third (and first in class), and I had a right ding dong battle with Jack Hunter. He passed me down the straight, and I passed him back into turn one. Next lap he passed me down the straight again, and I passed him back into turn one again - unfortunately, we'd gone under the chequered flag just before this, and he beat me by 8 hundreths of a second. Good fun though, and this is what it's all about.

Result: 5th / 3rd in class 
Best lap: 1:14.072

All in all, a great way to end a season that has had it's ups and downs, to say the least. I started to find a little of the pace that I thought I'd lost, and after telling myself to just enjoy it, I really did.  I remained in 4th place in both championships, but that wasn't important anyway.

I'll just take this opportunity to thank all the officials and marshals at Andreas Racing Association for running a season of great club meetings.  And Keith McKay, Rebecca Wallis and Andy Cowie for their help throughout the year, and especially to Dave Clarke for letting me ride his fantastic Supertwin again.  And lastly to all the other competitors in the ARA paddock, who make it the friendliest paddock I've had the pleasure to race with.

Watch this space for 2015 plans...