Honey, I want to be a racing driver.

ARDS Are You Really Ready to Race? Novice racer and new TrackDriver team member, Carl Owen, has his heart set on club racing. In part 1 of his journey to getting onto the grid, he explains why passing the ARDS test is scant preparation for battling it out on track against other racers 38

ARDS TEST Honey, I want to be a racing driver. You can imagine the response I ve always loved driving quickly and subconsciously fancied myself as a race car driver. Thing is, you really can t drive quickly on British B-roads any more. It s not only dangerous, but the road surfaces are too bumpy. And it s illegal. So when I was presented with the opportunity either to buy a fast road car (Porsche 911 or similar) or something for trackdays, it got me thinking: why not go the whole hog and become a racing driver and build my own full-blown GT race car (see Team Cars on page 80)? Researching club racing it was soon apparent there was lots of choice. Openwheeled, single-seater, tin tops, Historic, single-make and many more. As far as I was concerned, it boiled down to two major categories; single-make tin tops or Historics. Whilst the idea of a single-make event is appealing, as everyone drives almost identical cars, this type of racing is a lot closer and therefore more prone to comings together. That put me off a little from a budget perspective. On the other hand, Historic racing has a diverse range of cars and longer races, reducing the pressure on that first corner Eventually I decided to race in the Classic Sports Car Club Modern Classics which features production GT and sports cars of the 90s including Porsches, BMWs, Alfa Romeos, and hopefully my Audi TT quattro turbo. There are different classes for different types of car loosely based on engine size and depending whether the engine is normally aspirated or has forced induction. Many of the eligible cars are also very powerful with engines over 3.0-litre I reckoned that would make for some exciting racing. This format is based around a 30-minute qualifying session followed by a 40-minute race with a compulsory pit stop and optional driver change. The CSCC prides itself on very clean racing and keeps a watchful eye on unnecessary contact: a major plus point from my perspective as re-building my car isn t a viable option. The cars must retain their original silhouette and are only allowed spoilers that were originally fitted to that model, which goes a long way to reduce the budget and level the playing field. Brakes and suspension are free but the engine, gearbox and induction type must be original, although they can be modestly tuned. Finally, you are only permitted to use MSA List 1a or 1b tyres, which are generally track-biased road tyres that should last several races. Getting started Deciding on a race series was all very well, but there was now the small matter of obtaining a licence. Step one is to join the Motor Sports Association (MSA www. msauk.org) and purchase a Go Racing starter 39

pack for around 64. If you are 18 or over you ll need a medical certificate from your doctor: leave plenty of time to get it. It took me a while to find a doctor to do this because these medicals aren t a priority. Mine cost around 110, but if you re over 45 you may also need a stress ECG that costs a lot more. After that it s the half-day MSA course for novice drivers run by the Association of Racing Drivers Schools (ARDS), otherwise known as the ARDS test. Once you have successfully completed your ARDS, you have to apply for your actual race licence, which costs around 58 for a Race National B licence. With your novice licence you can go racing at most Club racing events in the UK. It sounds so simple, and to be honest it is, but it s no walk in the park. Also, for the first six races you have to put a black cross on a yellow background on the back of your car to alert other drivers to your novice status. This can be removed once you have successfully collected six signatures from races where you have driven to a satisfactory standard; you can also obtain one signature by marshalling at one event. Once you have six signatures you re considered no longer a novice and can apply for your Race National A licence. Carl s experience: not all good This overview of the process is a considerable simplification of how things went for me. I had no track time whatsoever before taking my ARDS test, so as part of my preparation I turned to sim racing, using iracing s online simulator in an attempt to develop some skills. One of my concerns was heel and toeing, as all my road cars are automatics. This takes a lot of practice to get just right and using the iracing simulator with three pedals and a manual six-speed gearbox really helped. I was also able to practice racing lines on the simulator and appreciate the benefits of aiming for slightly later apexes to avoid running off the track at the exit. I booked my ARDS course at Silverstone and opted for the full-day course to get as much track time as possible. Disappointingly, this turned out to be exactly the same as the half-day course in terms of track time; just 45 minutes, which was way too short in my opinion. The rest of the time comprised other driving activities; on a skidpan in a tail-happy Caterham 7 and a front-wheel drive skid car, both of which were fun, but had absolutely nothing to do with the ARDS test. The ARDS written exam is quite straightforward and mainly focuses on safety in particular, ALL the flags have to be identified 100% correctly. The information is on the DVD that comes with your Go Racing pack, so if you re a diligent student you should have no problem. However, a couple of people did fail the written test and had to re-sit it. Prior to the test, one of the other students said to remember that it s not the Union Jack that can be used to start a race, but the National Flag thanks, whoever you were, as it came up. Compared with the relative simplicity of the written test the track driving part was a whole new kettle of fish. Firstly, the instructors weren t any old driver/trainers: they were full-on racing drivers, many of whom are well known. Mine were Rob Barff (endurance star and co-host on the GT Academy TV programme) and Andrew Bentley (Formula Ford, Star Mazda, and Lotus). I did my practical test with Bentley who started by driving a slow sighting lap I booked my ARDS course at Silverstone and opted for the full-day course to get as much track time as possible. Disappointingly, this turned out to be exactly the same as the half-day course in terms of track time; just 45 minutes, way too short of the Silverstone International Circuit in a track-prepared 250bhp Renault Mégane Cup. Then bam, a proper fast lap. OMG! Am I expected to drive like this? This was driving at a totally different level, and if I wasn t intimidated before, I was now. And to make things worse, I was so busy hanging on to my seat that I totally forgot that I should be remembering the circuit. The main thing that surprised me was the g-force when Bentley was driving; it can t be simulated. Under braking the belts physically dig into your flesh. Messing about in the skid-school car was fun, but of little relevance to learning how to race. Learner Carl would have preferred much more time on track 40

As with the skid car, a session in a Caterham was fun in its way (above), but Carl was left thinking that there s so much more to learn about the practicalities of motor racing than simply knowing your way around the circuit Bentley pulled into the pits and we swapped seats: could I really replicate one of his laps? There were a couple of issues here. One it was the first time I d ever driven this car, and it was a manual. Two I had no clue where the circuit went because my mind was blank after the fast lap. Fortunately the Mégane was a kind companion courtesy of its front-wheel drive, and my heel and toe technique from the simulator served me well. The main problem was that I was totally clueless where the track went and what speed I could enter the corners. Bentley was tugging at the wheel like I was a learner, trying to get me on the racing line. Ten minutes later we were back in the pits and that was it for my first session. Bentley explained I had one more 15-minute training session with him and then it was the practical test where I would be expected to do three full laps without incident at race speed, each lap following the same line to prove I had total control of the car. The learning curve Fortunately there was a short break while others went out, but the general mood at base camp was sombre. Nobody was feeling confident and most of us realised we really had no clue about how to drive a race car on the limit. I spent my break intensely studying the track map on the wall, trying to remember the corners. What was strange was that normally I have a photographic memory and would have this locked in instantly, but because I was so overwhelmed and full of adrenaline my brain was in meltdown. This is where more track time would definitely have helped. In what seemed like no time I was summoned back into the driving seat. No more sighting laps and back out at full speed. From that point on I was a different driver. I stopped sawing at the wheel, braked a little earlier, the understeer calmed down. I started hitting apexes and then just as I was feeling a little more confident, it was back to the pits Next came what I call the overdriving phase; I felt a little more confident in the car and where the track went so I could be a little more aggressive wrong. Late braking + too much speed = massive understeer. The car was all over the place and I was sawing at the wheel like a rally driver. Then I outbraked myself and went off the track entering Vale; Bentley had to rein me in. What he said next was the turning point: You have no problem with speed, you are certainly fast enough for the test, what you need to do is slow down a little, relax, and just make sure you pass. He was so right; I was driving like an idiot in a car chase. All I needed to focus on was passing the test; I could work on my speed another day. From that point on I was a different driver. I stopped sawing at the wheel, braked a little earlier, the understeer calmed down. I started hitting apexes and then just as I was feeling a little more confident, it was back to the pits. Bentley concluded that if I could do three laps like that last one then I would be okay. After another short break it was back out for my actual test. My last three laps were crisis-free and pulling back into the pits Bentley indicated I d done okay phew, what an ordeal! About 20% of my class failed, and apparently this can often be a much higher percentage. For me it was a close call: if it hadn t been for Bentley calming me down, I m sure I would have failed, too. In hindsight I had prepared well for the written exam, but should have put some groundwork into learning the track. My recommendation to anyone wanting to pass their ARDS test would be to do a trackday on the same circuit beforehand, or at least watch some YouTube videos so you have a clue where the track goes. Maybe different tracks offer different percentages of track time; it s worth enquiring before you book. I have a race licence but am I really ready to race? I think not! To be honest I was a bit disappointed in my ARDS test. I mistakenly thought that we would have some more instruction on the practicalities of becoming a racing driver off the track, a bit like Top Gun for car drivers. I booked the whole day test hoping there would be more time to learn both on and off the track, but this wasn t the case. Don t get me wrong, the on-track tuition was really good. But I feel that a lot more could have been done to make the whole experience better. There really wasn t much instruction on racing lines, braking technique, power delivery, 42

understeer, oversteer, early or late apexes, etc. Fortunately I could already heel and toe, thanks to the simulator, but many on the day couldn t and there was no instruction on this vital technique. Then there are the rest of the rules and regulations. The MSA DVD covers the flags in detail, but there was not a lot else to prepare us for real racing the stock answer is that it s all in the MSA Blue Book but a little guidance would go a long way here. What about safety cars, for instance? How do they work and when do you restart the race? And how about rolling starts versus grid starts; pit lane speed limits; general pit lane safety and etiquette, etc? A red flag means cease racing but what do you do return to the pits or assemble on the grid? Then there s the car and race equipment; yes, we know from the DVD that you need a fireproof race suit, gloves, shoes and helmet, etc, and these must all meet FIA standards, but what about scrutineering? Things like roll cages: what do you need for each level of racing? And seatbelt dates, rain lights, tow hook specifications, permitted tyres etc. There really is a lot to learn before you even get near the start line. Could do better Perhaps if we want to encourage more grassroots motorsport in the UK then there should be a mandatory introductory course on all the basic rules and regulations, plus basic driving techniques required for driving at speed in amongst other race traffic. In Austria and Germany, if you want to play golf you have to do a weeklong course on golf techniques and etiquette before you are allowed on a proper golf course. If you want to work in a kitchen in the UK then you have to attend a full day s food hygiene course to learn the dos and don ts in a kitchen environment: mishandled food can kill. And yet in motor racing we have to pass a very simple multiple choice test and drive three laps of a circuit and then you are let loose in a potentially lethal race car go figure You could say well it works so don t fix it: I disagree. For example, I was at a club race this weekend somewhere in the UK that will remain nameless. I saw a car go off the track during waved yellows and hit another car. There were marshals on track only moments before, and more than one driver was black flagged for overtaking during yellow flag conditions, not to mention pit lane speed infringements. Then there was a fire attendant from one of the teams without gloves or helmet whilst refuelling and what was even worse is that there was a fuel spillage and the car caught fire. Flames rose 20 feet and the nearest guy was the one with the extinguisher, the one without the proper protective gear. Do these people not know the rules surrounding motorsport or do they just choose to ignore them? But all the drivers have passed their ARDS test. Keeping it real: or actually, not Several months after my ARDS test, and still having never raced head to head on track, I did a test day essentially a trackday for licenced racing drivers at Mallory Park in my newly prepared mk1 Audi TT. I was surprised to feel totally confident and very comfortable on track and around the other cars, all driving flat-out without incident. Don t get me wrong, the on-track tuition was really good. But I feel that a lot more could have been done to make the whole experience better. There wasn t really much instruction on racing lines, braking technique, power delivery, understeer, oversteer, early or late apexes, etc. There really is a lot to learn before you even get near the start line What had changed after the relative gloom at Silverstone? I can only put it down to the simulator and plenty of iracing. I had by then competed in over 200 real online races against other racing drivers around the world and had learnt some racecraft. My car control improved as I picked up a better understanding of a car s balance; so now I feel ready to race, cleanly and safely, against other drivers. The great anomaly here, I suppose, is that I ve arrived at this state through virtual means rather than practical ones such is the modern world. PART 2 A closer look at how racing on a simulator can prepare you for racing for real 44