TT1 4 Hour Endurance racing

piranha-bro2 said:
Chapeau!! - but, geez, you guys certainly have a penchant for adding the unwanted excitement factor!! :ROFLMAO:
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Yeah well never set out to allow things to go wrong! Hours/days spent in the workshop checking/preping . The misfire appears , found now back, to be an inline fuse holder breaking its connection from battery to its female spade connection. The basic wiring is now several years old. All inline fuse connectors now replaced. The tank issue stems from the engine being rasied to a higher position, and even though there appeared to not being an issue in the worshop, I'm using the bike harder now due to the confidence in reliability . Also I've improved the handling. Basically carrying more corner speed and thus for instance I'm putting a lot more force through my inner thigh contact on tank. Back on Dyno Friday.
Andy
 
I really enjoy hearing about the issues and especially the on-the-run fixes. That putty has fixed a lot of stuff. Great team effort.
 
KERMIT1200 said:
I'm using the bike harder now due to the confidence in reliability . Also I've improved the handling. Basically carrying more corner speed and thus for instance I'm putting a lot more force through my inner thigh contact on tank. Back on Dyno Friday.
Andy
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we went through 9 fiberglass fuel tanks as they kept splitting on the bottom edge where the seam was before I worked out it was the riders force bearing against the tank sides during cornering causing the issue, blamed everything else up to then
Once we made our alloy fuel tanks, not one issue since
 
The race reports certainly do make for engrossing reading. The endurance format really brings that pit garage 'fix' into the picture. The commissaires can't have been too happy about your 'leaking coolant' story! :cool:
 
My feet and legs were always sore after a big day on the bike, all that pushing and pulling with my legs and feet. It must be way more stressful racing, especially if you're braking stuff.
 
Le Mans starts, always a favourite here!
Well, maybe not always… I was in a proper push-start version last year, got my best start ever, and clean-bowled another competitors pusher! (think Jasper Carrott: “the pedestrian ran right, then left, then I ran over ‘im”) Lost a couple of laps, and then to add insult the bugger passed me later in the race!
 
My first few races were push starts - fukn pain in the arse - no contest my 165cm trying to push start a fuelled up SF vs some dude on a TZ, couple of steps while astride and zing - away we go. I cheated after a couple of those efforts and used the starter button!! Then they got smart and ditched the idea of push starts entirely. I can't push start the SFQ on my own, not a chance in hell.
 
Andy said:
Le Mans starts, always a favourite here!
Well, maybe not always… I was in a proper push-start version last year, got my best start ever, and clean-bowled another competitors pusher! (think Jasper Carrott: “the pedestrian ran right, then left, then I ran over ‘im”) Lost a couple of laps, and then to add insult the bugger passed me later in the race!
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Bugger, but if he fell off in front of you, you could have run him over proper!
 
We survived . When some one like Russell Benny of Phase One endurace team retires his team because the conditions are too bad, it gives you an idea of the conditions.. Bikes were crashing when following Safety Car, and on the straights. Approx 25 bikes crashed in the 4 hours, we crashed after 3 hours 15mins, rider OK (air bag went off, left soulder damage), knocked bike back in to shape. Got out with 7 mins to go,passed chequered flag, recorded a finish. On a positive note the bike was fueling far better, even pulling power wheelies in 3rd. There is a very slight dip in the track when you come out of Adelaide corner, and the front wheel would lift and stay lifted under power. Now using 4litres of fuel every 20 mins rather than 4.5.
Full report to follow.
Andy
 
Reading the report from Phase One it did seem like pig headedness to not declare the finish earlier. Low power bikes not getting any traction, straight line crashes behind the pace car, ridiculous to risk injury. I hope your rider is ok.
 
Here it is , final report of the year from Magny Cours. Big thanks to Nick in helping to put together.

Magny Cours

Preparation for the last race at Magny Cours began as soon as we returned (victorious) from Pau. Fix the tank, replace carb’ inlet rubbers, buy spare throttle cables. The forecast suggested we’d be facing our first wet race, a cold track and all at night! We believed a finish would be good enough to land the Championship as our nearest rival (Semtex Ducati) could not catch us as they’d missed the previous round at Pau.

Welding the tank was tricky as the metal is very thin. I needed to raise and locate the tank more securely. This was achieved with larger and relocated tank rubbers and a more solid rear strap (cable ties…). New inlet rubbers, (Triumph Sprint items) helped as they lowered the carbs’ slightly. The final touch was to gently reshape the tank recess with a hammer (courtesy of Screwfix not SnapOn)!

I refitted the lights with extra LED sidelights to help pit-wall identification. The final piece of the jigsaw was to reduce the rear sprocket by one tooth to accommodate the long straights.

A trip to the dyno at ‘Dynotec’ improved acceleration out of corners with leaner needles and resulted in 110 bhp and torque at just over 80 Nm at the rear wheel which I was happy with.

Andy Peacock (Andy P) and I drove the hire van south. Nick and Lorraine had already arrived on the Jota. Ben, Tony and Tim were following down in a rather crowed Audi TT (♬Oh dear what can the matter be? Three fat ladies stuck in an Audi TT♬). Dick and Nina were travelling up from sunnier climes in Spain (Nina bought muffins) and Bernard would be joining us from Orly, south of Paris on Saturday.

Hosting F1 up to 2008 the Magny Cours circuit and facilities are showing signs of decline. The garages are cramped and walking the circuit suggested a tired (sic) surface. The layout however shows its heritage with a combination of fast straights and tight corners.

We shared the garage with the rather excitable Italian TRT Yamaha team who, despite their SnapOn tool chest, spent the meeting cadging our tyre pump, cable ties, fuel tank repair epoxy. Tony taught them how to swear in English and in-between Duolingo they passed the time beating wheel bearings out with a lump hammer and Dremmel! Histrionics between riders and pit-crew were off the chart...but even the pissing rain couldn’t persuade one of their pit-crew to remove his Ray bans! Ciao baby!

Friday dawned, the garage was set with mum’s famous fruitcake centre stage. Eyebrows were raised though when Nina whipped out her muffins (oh matron) – everyone agreed strong contenders as a ‘show stopper’. Moving on... free practice was grey, 9° but initially dry. We went out on the Michelin Power GP2 tyre which we’ve used all year. We should have gone out on wets as it was difficult to get any heat into the tyres and track grip was low. Tony reported a minor misfire (inspection revealed nothing and it went away) during his first session but on the whole the Laverda felt strong – so strong it power wheelied out of Adelaide (thanks Dynotec). Second session was more of the same but rain was threatening and temperature dropping leading to a few crashes in the braking zones.

Night qualifying was the final session which meant we had to cover a minimum of 3 laps. Tony went out first on what was now a damp track. No need for heroics just get a few laps in and ensure communication with Andy P on the pit-wall. By the time I went out the track was greasy and the temperature falling all the time. It wasn’t possible to get any feedback from the greasy, cold track and that in turns made me tense which further makes riding more difficult. I came in with my confidence shot and serious doubts that I’d get through a wet race…



Saturday dawned and Race Control summoned the Team Manager (Lorraine) for an 8:15 meeting. Tony tagged along which was just as well because his overtaking a rider behind the safety car was the only agenda item. The TM told Tony to ‘stop speaking’ and confidently proclaimed ‘Je suis tres desolee’. They were told to get out...

Saturday was fresh but dry. Bernard arrived from Orly and qualifying showed up no faults. With the Laverda feeling strong and dry conditions my confidence grew. I was now ready to race. The race was scheduled for 16:30 so we had time to practice changing the wheels and performing pit-stops.

With the clock counting down Tony realised he hadn’t activated the air-bag system in his leathers so we scrambled around and, unusually for blokes, ended up reading the manual! While all this was going on the weather was closing in...By the time we lined up for the sighting lap there was drizzle...pandemonium as teams raced to change to wets.

I agreed with Tony I’d start on the Michelin's but would pit after a couple of laps and switch to wets before continuing. I braked lightly into Adelaide only for the front to lock and skid, released brake, it did it again as I sailed on at the tight hairpin, narrowly avoiding getting stuck in the ‘kitty litter’... I was in the garage on lap two! There was no pressure on Tim and Dick as they changed wheels – our strategy was to ride for a finish as that was all we needed for the Championship… Tim and Dick took the relaxed wheel change routine to new levels sending me out with the wrong brake spacers! It didn’t make any difference but when I pitted the correct items were put in for Tony.

Tony pitted and reported the mis-fire was back so the team went through the electrics spraying everything with switch cleaner. The weather was going from bad to worse with heavy rain obscuring the apex of some corners and plummeting track temperatures amplifying the scramble for grip. Hats off to the skill and bravery of the fast boys (including our Italian chums who fell off 3 times) who were still dragging their knees. Conditions were such that the Laverda span up along the start/finish straight, riders were falling off behind the safety car when riding in a straight line! Team Bike’s rider went down, broken collarbone and initially unconscious. Phase One appealed to Race Control to stop the race and when they wouldn’t withdrew their riders! By the end of the 4 hours 25% of the field were out with 5 riders in hospital!!!

We’d completed 2 hours 15 mins when Tony headed out for his second 45 minute stint. We’d been awarded half distance points - if we kept going the Championship was ours. Despite the conditions Tony was riding with confidence, even overtaking some of the field. Once this session was done we’d switch to two 30 minute stints to the flag.

Shout out to Andy P who braved the atrocious weather on the pit-wall holding out the board and counting the laps. It was all going to plan when Andy P signalled that Tony hadn’t come round - the garage monitor confirmed he was down but okay – what now?

The Laverda had slipped from under Tony as he braked from 120 mph for Adelaide. Tony was lucky he slid for 200 metres but the air- bag meant no breaks just soft tissue damage to the shoulder. He wouldn’t be riding again that night. The marshals thought he was out but Tony remonstrated with them to get the recovery van. We still had a chance.

Tony was wet (sodden), cold and bruised. We got him a hot drink and wrapped him up to keep him warm then our attention turned to the Laverda. We’d been lucky, clip-on turned inwards, one headlight out but all controls intact. It started on the button. The headlight was just a wayward connector caused by the impact and straightening the clip-on is routine for a race team.

Rain continued to hammer down outside the garage – no point rushing to rejoin the carnage. Building on our Pau experience we knew the sensible tactic was to rejoin the race with minutes to spare – a finish would secure the Championship... We drained the fuel load down and then with 7 minutes of the race left I found myself heading out for one last time.

Biblical rain and cold tyres meant it was not the time to be a hero. I dawdled round waiting for the chequered flag. I apologise to the marshals who came to the edge of the track waving flags but I was too concerned to take my hand off the bars to wave back...The chequered flag never actually came because once the Leader took the flag everyone was directed off the track. The team surrounded me in Parc Ferme and the party began – ♬We are the Champions♬ rang out...

What a season, so many memories, so many positives.

We completed every round, (albeit by the finest of margins) and showed we never give up! The pit-crew changed along the way and it was a particular pleasure to welcome new friends from France. The team bond, banter and collaboration were a highlight. Another highlight was the generous support the team received from ILOC and the folk who bought a T-shirt and wore them with pride at Brands Hatch – seeing you track-side meant a lot to Tony and myself.

The engine completed every round without issue, the Dynotec tune up was the icing on the cake! The bespoke replica frame is showing potential. A suspension tune-up at Brands, courtesy of Marco from the all conquering Semtex Ducati team gave us a solid set of base settings to work from – big thanks…

...and that brings me to the disappointing news that it was Semtex and not the TT1 that took the ‘Classic European Endurance Championship’. EEC let me know that the rules state that only points from your top 3 rounds count. We rode in all 4 rounds and ended with more points but rules are rules so it’s a case of ‘Close but no cigar!’

Congratulations to Semtex whose Ducati is fast enough to compete in the next category – they won every race they entered including Magny Cours where they finished 10th overall!!!

That then wraps up 2026 - big thanks to the Team. It’s been good to have you all along. What a roller-coaster! To be continued...
 
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