Intro
A two day meeting at Oulton Park is a rare event due to heavy noise restrictions on the circuit. The CRMC therefore arranged a meeting spread between the Saturday and Monday of the Bank Holiday weekend, this would also enable the competitors to have plenty of time for motorcycle rectifications, Suzuki rebuilds and to recharge on the Sunday which would be a pleasant novelty. Due to the rarity of competing at this venue, save for the Classic Festival at Donington Park in August; Oulton Park was to be the highlight of the Classic Racing Motorcycle Club this year.Sadly, due to a variety of other commitments, many riders were unable to attend. Squadron Leader Symon Woodward, Chief Technician Mick Rudd, Sergeant Andrew Green & Corporal Gavin Heggs were this meetings representatives. They were also supported by new member, Wing Commander Dave Williams, racing his Yamaha FZ600 in the Production class for the first time. Their anticipation was high, no less so for the fact that none of the riders had actually been around Oulton Park before. That is unless you were Woodward; even though that was so long ago that most of the Team had not even joined the RAF then.
Post Classic 750
#14 Green
Race 1
I am still new to riding the bike but it is far more planted than the 250, however it has around 30hp more so I am still getting used to it. I got off to a great start, especially considered a lot of the grid was large capacity 4 strokes. I made some good places up but was struggling to get the power down as the bike has a tendency to want to wheelie all the time. This problem made braking for the last corner a precarious event as the front end never really settled along the preceding straight due to the bumps. It was at half way through the race that I noticed the water temp hit 100c, this was just as the bike seized. Luckily I already had the clutch in anticipating the problem. Game over for the 350’s weekend due to no spare engine parts on the bespoke engine I had built. All was not lost as I spoke to the CRMC officials who kindly let me transfer my other 2 races I had with the 350 onto my Yamaha RD250 and into the 500 Air-cooled class.Post Classic 500 Air Cooled
#157 Woodward.
brake him into the next corner, to regain the lead. The rest of the race was a steady improvement in pace and collection of small errors as all riders got more familiar with the track. The Ducati was never more than a second behind me but I did enough to keep him there to take the victory.
#14 Green
With the 350 out I decided to ride my 250 with the aircooled 500's for races 2 and 3.Race 2
Turning up into the holding area to find I was hand scribbled onto the bottom of the start sheet, no grid position as I hadn’t qualified or done the first race, was not the greatest start. I had to wait until everyone else had gridded then the gate marshal walked over and said the only grid space left was number 25. That’ll do, don’t mind if I do! Put me 15 from the back, I was imagining I was going to get bunged onto the back of the grid. Smiles from me and off I wandered to 25th…The race had a big bunch of larger 4 strokes singles a pair of Ducati twins and a couple of 4 cylinder Suzuki 4 stroke of some form and some larger RDs. On the start I was making my way through the pack, luckily my nimble little 2 stroke slipped passed 4 or 5 on the outside of the first corner. Meanwhile 2 of the 4-strokes were fighting each other to get back off the grass, the big heavy lumps were all over the place. I worked hard to settle down in the field and get used to the new tyre I put on prior to this race. Everything was still a learning curve with the new to me track. I managed to work my way up to a 5th place finish. Oulton Park was fast becoming my new favourite circuit.
Race 3
This race had me off to a better than expected start, racing was still fresh in my mind as I was only back from the 250 race which was 3 races previous. Buzzing from my second place in that race it helped me into a good feeling for this race. I settled in behind a couple of 500 Ducati twin’s and sussed out a move to close the gap and split the pair. This worked better than expected as I out braked the pair of them into the first chicane and blocked their exit. The EBC pads supplied to the team are really something else, this braking advantage I used again later in the race. I settled down and was feeling no pressure, I soon realised I was catching a TZ250 and a Honda 500 single only a 100 yards in front. They appeared to be tripping each other up and I was able to close them down. They were not aware of me closing in on them and I out braked the TZ into the last corner and brought myself alongside the big single. He was then able to pull away a little along the start finish straight only to let me brake enough to come along side as we tipped into the first corner. He had out braked himself letting me come across the back of him to take the tighter line. I never saw him again and came back over the line in 3rd. Very pleased with the little bike, and I also went 2 seconds faster than in my 250 race. My fastest lap at Oulton Park yet.Post Classic 750 SUPERSTOCK
#74 Heggs
The VFR had received a fresh paint job and new clutch during the down time between Snetterton and Oulton Park so now it not only looked great but hopefully it would also be putting down some power.During my Friday evening walk round I got chatting to a chap riding a BMW in the same class who ended up qualifying on the row behind me during qualifying/practice. This would prove to be a good pairing for me to build my confidence in this new machine.
Race 1
I lined up on the grid enjoying being amongst other motorcycles of my own class (see the Pembrey race review if you haven’t read it yet) and somewhat weary of the much faster superbikes who were, for the most part, in front of me. With two practice sessions and a race on the 250 already under my belt, I hoped for a good performance. A good start showed some promise as I quickly passed 6 riders by the time we got to a congested first corner. The next few corners were a busy affair as I passed a huge Kawasaki going into Island bend and took to chasing the middle group who were already stretching out. As the laps progressed I pushed harder through the faster bends, progressively improving my lap-times. Later in the race I was lapped by the race leader on a monstrous Suzuki GSXR through Lodge corner, naturally I tried to stay with him which I managed fairly well till I started to find ground clearance issues through Cascades as my exhaust link pipe touched down. The drag along did me a favour; allowing me to catch the boys in front of me, dispatching one of them before the chequered flag was reached.Race 2
After a restart due to a 6 motorcycle pile up at Hislops and subsequent fire, we gingerly rode round the track that now had trails of cement dust due to spilt oil. An average start was followed by me plucking my way through a few riders before settling into my groove. I made small adjustments here and there, improving my lap times and getting slowly braver on the un-inspiring stock 2 pot brakes. The machine in front of me was gradually getting bigger but sadly we ran out of laps before I could get near enough to him.Race 3
This was the last race of the day so I thought I’d better make it a quick one. There was also a friendly chap on a BMW who I would have quite liked to have a do with too so I tried to make a good start of it.
Due to the previous races pile up, a fair few race leaders were starting at the back, as a result the start was quite lively. I held my own into the first corner staying with the more powerful BMW but was soon met by John Warwick on his somewhat singed FZ750. I was happy to stay with them for a while but slow performance through the usual places and a new problem had me dropping back. The new problem was going left. I could do this quite quick but the VFR ran out of ground clearance quicker causing the back wheel to come off the ground!I drew a couple of machines in for some overtakes through the long right handers that I was quicker through and felt like I was still improving up to the flag. After finishing I was pleased to see I had made the best lap time of the team on the VFR. Considering her handicaps and our relatively short time together, that was quite an achievement for us.
Post Classic 250 air cooled
Practice
Three RAFMSA machines were entering into the PC250 class this weekend and for once there were no real dramas to speak of. We were also joined by Richy Gelder, a classic TT racer that Green had convinced; coming along was a good idea.All riders returned to the team gazebo praising the circuit and excited to get out racing. A well planned bit of following Gelder (till his bike seized) by Green propelled him along to a great lap time putting him on the front row with Woodward and, as ever, John Warwick. This was the first time that there were two RAFMSA riders on the front row. Heggs and Rudd both found some fine pace too, putting them both on the third row.
Race 1
#14 Green
First time ever at Oulton Park, front row of the grid after qualifying thanks to being shown the way around the previous evening by fellow class competitor Richie Gelder. I had a good start as I neither lost nor gained on anyone and I had the inside line due to the grid position. Only Jerry on his Suzuki X7 came past, I quickly settled into a steady pace in 4th place. Whilst on the second lap I noticed the bike sounded louder and I thought that the header pipe on the exhaust may have cracked. It didn’t seem to effect the performance so I unduly carried on. It then got much louder, however like football you play to the whistle so I carried on as I hadn't seen a black flag. Sadly I only managed to get a couple more laps in before they got me with the black flag…The exhaust silencer fractured off at the mount, luckily a marshal recognised the distinctive team paintwork and brought it back for me. Without the help off Gristwood Tom's sidecar team my weekend would have been over. One of the guys there Tig welded the silencer mount back on for me for which I am very thankful.
#71 Rudd
Starting alongside Heggs I was hoping to get a decent start and put him behind me, unfortunately the bike hesitated off the line and I ended up being overtaken by a couple of other competitors. I managed to eventually get past the 4 strokes and I could see Heggs ahead of me. The X7 didn’t seem to have the drive it had at Snetterton and I was struggling to close the gap.During lap 2 a glance at the temperature gauges caused concern. The bike was running hotter than I had ever run at, giving me a decision to make, back off and let the bike cool off or keep pushing to catch the riders ahead. I chose to keep chasing and unfortunately payed the price halfway round lap 3 when the left hand piston disintegrated. Lesson learned, X7 pistons don’t like running at 238 degrees C Head temperature and if I had backed off I may have started the 2nd race instead of rebuilding the engine.
#74 Heggs
#157 Woodward.
As I was not racing on the Monday I had to make Saturday’s races count, after two laps fast John showed his skill and pulled away, this left myself and Jerry’s X7 battling for second. We both had different stronger parts of the circuit so the gap and our positions swapped constantly throughout the race. On the penultimate lap I out-braked Jerry on the inside into the large hairpin, but then found a false neutral, unfortunately the gear I eventually found was lower than the one I need, resulting in the back wheel locking up and violently sliding out to the outside of the track, throwing me out of the seat and almost swiping Jerry off his bike. By more luck than judgement I landed back on top of the bike and my near catastrophe also hindered Jerry’s progress so I stayed in front. The following corner is a chicane, the type which all modern circuits seem to have these days. Unfortunately, we had also caught up with a back marker who was (for me) in the wrong place at the wrong time. I made a poor decision on which side to go past which meant I ended up over the kerbs/grass, as I tried to get back onto the track Jerry whipped round the other side of the backmarker and powered off over the brow of the hill. I could just imagine the smile in his helmet. I gave chase but realised that there was no way I could close the gap in the remaining one and a half laps unless I had some luck. It just so happens, Lady Luck was about, all of a sudden Jerry’sspeed slowed and I zipped past, to finish second. The Suzuki of Jerry had an issue, but he manged to nurse it home for a 4th,
Race 2
#14 Green
DNS due to exhaust being repaired#71 Rudd
DNS due to ongoing engine issues.#74 Heggs
Happy to be turning right (towards the front half of the grid) onto the track for my starting position again I made a strong start where I stopped short of passing Gelder so that I could try to latch onto him and his in depth knowledge of the track. Unfortunately a very familiar red BSA squeezed up the inside of me, getting in the way and allowing Richie to speed away. It took me an age to find the pace to get past the BSA but when I did so down the hill into cascades, it stuck and I didn't see him again. From there I was in dead air trying various things into the two chicanes and pushing harder into the faster corners each time. My lap times improved but for me it was a parade to the finish line.
#157 Woodward.
Jerry and I both knew that to keep with fast John, we needed to not trip each other up and not let him make a break for it over the first couple of laps. Unfortunately, nobody told John and after a couple of laps he had gapped us enough for it to become another battle for second. This battle was close, intense and fun with both bikes never being very far apart. The race followed a similar pattern, Jerry would be quicker around the first bend, but I would get better drive down the hill, he would then smoothly carve around the left-hander at the bottom where my Yamaha would patter like crazy as soon as I came off the brakes until I got on the power. I would then catch him through the fast left-hander and into the large hairpin. On the penultimate lap Jerry’s X7 was slightly slower around the first bend than he had been previously. This enabled me to be right behind him as we went down the hill where I knew I was quicker, so I pulled along the outside of him. Unfortunately we touched which sent my bike into a high speed tank-slapper from hell, as I fought with the bike trying to scrub speed off before the pending gravel trap, my front wheel then clipped Jerry’s rear which also sent him into an equivalent tank-slapper. We both careered into the gravel, probably due to my greater experience of these situations (if you listen to the rest of the team anyway), I was already planning my exit route and cut diagonally across the gravel trap. Jerry, the gravel trap amateur, was left in the middle of the gravel trap trying to paddle his stalled machine out of it. I then rode a lonely (and slightly guilty) final lap and a half to finish second.Race 3
#14 Green
Not starting race 2 meant I had to start in 20th place, unfazed I just got my head down on the start and tried a trick Woodward told me a while ago. It payed off as I came out of the first corner approximately 5th and a good run down into the first left had me in about 3rd or 4th, I was on a roll. I could make out Graham Ascot on the X7 and Richie Gelder leading the race in first just in front. I was lucky enough to out brake Graham into the first chicane after the hairpin and then it was just Richie in front. I managed to get a good drive out of the second chicane and up the hill. I also gained on the run into the last corner on the brakes, again testament to the pads. I tucked in behind Richie down the straight in the slip steam and passed him over the finish line to find myself in the very unusual territory of leading the race. This lasted just over a lap before John Warwick showed me how fast I should be going by riding around the outside of me by a good 10mph into the approach to the hairpin. This put me into second and without the help of a rocket motor I wasn’t going to catch John. I had a cheeky look over my shoulder to see what was happening behind. It showed that as long as I didn’t do anything stupid I had gapped Richie enough to hold onto second place. A very good result for me, certainly the best I had ridden all season. Big thanks to Richie for taking the time to show me the new track on the first evening.#71 Rudd
DNF this time due to a jetting error which meant the bike wouldn't put down any power. I managed a lap and a half before retiring.#74 Heggs
#157 Woodward.
Chickened out and went home. He had an excuse but nobody could remember what it was.In Closing
#14 Green
The 350 is a large bill! Only softened up by a 2nd place and a good bit of riding finally. The K-tech rear shocks really paid off and handled a treat. The little 250 never missed a beat all weekend and it had the best brake set-up ever.#71 Rudd
There is a reason why everybody else is on Yamaha’s Mick!!#74 Heggs
I had a fantastic weekend on a new favorite circuit on two well behaved motorcycles. The VFR has come on fantastically with only a few problems to sort before Darley Moor. I am looking forward to getting out again soon, hopefully with more RAFMSA riders to enjoy a little racing with.#157 Woodward.
A more successful weekend than I envisioned and no mechanical issues, (bar some serous front end patter) meant it was a very enjoyable weekend. Andy Green seems to be on a real role and is going to be a clear threat for the rest of the season.Finally special thanks go to the companies who continue to support us: EBC brakes UK, Talon Engineering, Stahlwille UK, Forcefield body armour, MCA Leicester, NGK spark plugs UK, Royal Air Force Motorsports Association, Royal Air Force Central Fund, Spencer Racing, Tony Salt Tyres, Witham group Motul, Speedbikepics, Sports pics, R-Tech Welding and individual sponsor for Symon Woodward: Mick Abbey tuning.
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