KERMIT1200
Hero member
- Location
- Worcester,UK
Brands Report -
It doesn’t matter how fancy your new shiny RST leathers are, if your Y fronts are on the baggy side you will pinch a testicle as the suspension bottoms going through Clearways! Clearly work was needed on the suspension – a fact confirmed by damage to the rain light that was hit by the back tyre during practice!
Fortunately TT1 were sharing a garage with the Dutch ‘Semtex’ Ducati team. The Semtex Ducati is head and shoulders above everyone else in the Classic Class but fair play they are generous with their time and expertise and offered to help. The suspension seemed fine on the flatter Paul Ricard but Brands Hatch has a lot more undulations. Semtex diagnosed insufficient rebound damping and also that the shocks needed lengthening. The Maxton shocks had a massive six clicks of extra damping and the shock mounts were extended by the last remaining threads. The results were transformational – it would have taken us many laps to have achieved the same thing.
It was positive though to be focused on suspension issues rather than what seems like perennial engine problems. The engine was running two oil coolers to tackle the record breaking 34º heat and Paul O’Mahony (new to the pit crew) had traced the slight oil weep to the starter motor gasket. The engine was sporting a cylinder head that had been refreshed with two new inlet guides and seals (the work completed the day before practice). The bike noise tested at a meagre 97db so the baffle was out but it was still nowhere near the 105 db limit.
The pit crew for Brands was reconfigured. Jean-Francois and Bernard couldn’t travel from France but Tim and Andy P were back on active duty and joined Ben and Mrs A. Paul O’Mahony took over chief mechanic duties but unfortunately got hit with sunstroke after Friday and retired hurt. The spectre of Nick jumping in to help during pit-stops loomed but at the last minute Tony’s brother John arrived – there was a collective sigh of relief knowing Nick would remain behind the camera!
25 teams were competing, the most notable of which was Team Bike who had recruited current BSB series leader Kyle Ryde for their RC30. We saw first hand that he certainly can ride (apologies)! Within the 25 teams there was only ourselves and Semtex competing in the Classic Class. If we both kept going Semtex were bound to win (10 secs a lap quicker) but a finish (never a forgone conclusion with the Laverda) would elevate TT1 up to second in the Championship. Semtex weren’t down for the next two rounds so who knows so long as we finished it might still come down to Magny Cours in October…
Qualifying passed without incident – Tony chose to just post a time that was ‘good enough’ and sat most of the session out. I used the time to become familiar with the new suspension settings and generally get more track time. I came in with a huge smile and revised knee sliders courtesy of Druids! The revised pit-crew were in the groove. Having Andy P back on the pit-wall ensured good communication with the riders and post qualifying Ben drained the tank to calculate fuel loads for the race. What could possibly go wrong…?
The race was due to start at 14:30 but inevitable programme delays meant it was rescheduled for 15:30 and reduced to 3 hours. Going from 4 to 3 hours changed the strategy from 4 x 45 minute + 2 x 30 minute sessions to a consistent 4 x 45 sessions. With no clock on the start/finish the riders would be guided by Andy P on the pit-wall on when to come in.
Unless you’re very lucky there is always going to be some kind of drama in an endurance race – you just don’t know when! The drama started within the first couple of laps when I noticed the fairing moving around. It wasn’t affecting the handling so I pressed on all the time wondering why it was a bit ‘loose’. After 30 minutes the fairing was shaking and I could see that the main mounting bracket had broken – I indicated to Andy P I was coming in. The pit-crew were ready but didn’t know the problem. Into the garage and a scramble for cable ties – the biggest one seemed to tighten things up so I was off out to see if it was fixed before handing over to Tony.
‘No, no, no’ Tony shouted in his helmet as the TT1 coughed spluttered and came to halt on the drop to Graham Hill bend. The misfire began on his out lap just past Druids. He backed onto the grass and luckily the TT1 fired up so it was back to the pits (sounding like a shotgun). The broken fairing mount was okay. Ben was about to remove the seat whilst I fiddled with wires in the cockpit. I noticed the rev-limiter light was on and the temperature gauge wasn’t reading correctly – waggling the wires put the TT1 back on 3 cylinders. Ben confirmed my diagnosis so I disconnected the common live feed and Tony was back out and running. Team work!
My second session passed without incident so it was over to Tony to bring it home. The TT1 was running well and then it...started to bloody rain! It’s the hottest ever weekend in June and now it’s raining!!! The rain wasn’t hard and this combined with a still hot track and road based tyres meant Tony could continue, albeit at a slower pace. We had rain tyres ready and indeed the pit next to us did change out tyres but then changed back. Tony was enjoying the conditions which were acting as a great leveller meaning he started to overtake some bikes and could stay on the back of some of the quicker lads (not Kyle Ryde). We entered the final 30 minutes but we’d fallen at the penultimate hurdle in Paul Ricard so nothing was being taken for granted. 15 minutes to go, 14, 13 and a red flag comes out! A rider has fallen coming out of Druids. Finishing on a red flag is a bit of an anti-climax but the race is done and we’ve finished again!
Post race inspection/discussion shows the fairing bracket is still good, silencer turned blue with heat, plenty of life left in the tyres and maybe something to be gained if I can iron out a slight carburation glitch. All-in-all however the TT1 has finished in the best health ever.
As ever thanks go out to the whole team - Paul who solved the oil leak before having to sign off sick, John for jumping in at short-notice, Andy P for his pit-wall comms, Tim for his fettling, Mrs A on lollipop duty, Ben for fettling and accurate fuel calculation and Nick for keeping out of the way! Special thanks also to those who turned up to support us, especially the guys sporting the TT1 T-shirts.
Right I’m off to buy some new underwear…
Andy
It doesn’t matter how fancy your new shiny RST leathers are, if your Y fronts are on the baggy side you will pinch a testicle as the suspension bottoms going through Clearways! Clearly work was needed on the suspension – a fact confirmed by damage to the rain light that was hit by the back tyre during practice!
Fortunately TT1 were sharing a garage with the Dutch ‘Semtex’ Ducati team. The Semtex Ducati is head and shoulders above everyone else in the Classic Class but fair play they are generous with their time and expertise and offered to help. The suspension seemed fine on the flatter Paul Ricard but Brands Hatch has a lot more undulations. Semtex diagnosed insufficient rebound damping and also that the shocks needed lengthening. The Maxton shocks had a massive six clicks of extra damping and the shock mounts were extended by the last remaining threads. The results were transformational – it would have taken us many laps to have achieved the same thing.
It was positive though to be focused on suspension issues rather than what seems like perennial engine problems. The engine was running two oil coolers to tackle the record breaking 34º heat and Paul O’Mahony (new to the pit crew) had traced the slight oil weep to the starter motor gasket. The engine was sporting a cylinder head that had been refreshed with two new inlet guides and seals (the work completed the day before practice). The bike noise tested at a meagre 97db so the baffle was out but it was still nowhere near the 105 db limit.
The pit crew for Brands was reconfigured. Jean-Francois and Bernard couldn’t travel from France but Tim and Andy P were back on active duty and joined Ben and Mrs A. Paul O’Mahony took over chief mechanic duties but unfortunately got hit with sunstroke after Friday and retired hurt. The spectre of Nick jumping in to help during pit-stops loomed but at the last minute Tony’s brother John arrived – there was a collective sigh of relief knowing Nick would remain behind the camera!
25 teams were competing, the most notable of which was Team Bike who had recruited current BSB series leader Kyle Ryde for their RC30. We saw first hand that he certainly can ride (apologies)! Within the 25 teams there was only ourselves and Semtex competing in the Classic Class. If we both kept going Semtex were bound to win (10 secs a lap quicker) but a finish (never a forgone conclusion with the Laverda) would elevate TT1 up to second in the Championship. Semtex weren’t down for the next two rounds so who knows so long as we finished it might still come down to Magny Cours in October…
Qualifying passed without incident – Tony chose to just post a time that was ‘good enough’ and sat most of the session out. I used the time to become familiar with the new suspension settings and generally get more track time. I came in with a huge smile and revised knee sliders courtesy of Druids! The revised pit-crew were in the groove. Having Andy P back on the pit-wall ensured good communication with the riders and post qualifying Ben drained the tank to calculate fuel loads for the race. What could possibly go wrong…?
The race was due to start at 14:30 but inevitable programme delays meant it was rescheduled for 15:30 and reduced to 3 hours. Going from 4 to 3 hours changed the strategy from 4 x 45 minute + 2 x 30 minute sessions to a consistent 4 x 45 sessions. With no clock on the start/finish the riders would be guided by Andy P on the pit-wall on when to come in.
Unless you’re very lucky there is always going to be some kind of drama in an endurance race – you just don’t know when! The drama started within the first couple of laps when I noticed the fairing moving around. It wasn’t affecting the handling so I pressed on all the time wondering why it was a bit ‘loose’. After 30 minutes the fairing was shaking and I could see that the main mounting bracket had broken – I indicated to Andy P I was coming in. The pit-crew were ready but didn’t know the problem. Into the garage and a scramble for cable ties – the biggest one seemed to tighten things up so I was off out to see if it was fixed before handing over to Tony.
‘No, no, no’ Tony shouted in his helmet as the TT1 coughed spluttered and came to halt on the drop to Graham Hill bend. The misfire began on his out lap just past Druids. He backed onto the grass and luckily the TT1 fired up so it was back to the pits (sounding like a shotgun). The broken fairing mount was okay. Ben was about to remove the seat whilst I fiddled with wires in the cockpit. I noticed the rev-limiter light was on and the temperature gauge wasn’t reading correctly – waggling the wires put the TT1 back on 3 cylinders. Ben confirmed my diagnosis so I disconnected the common live feed and Tony was back out and running. Team work!
My second session passed without incident so it was over to Tony to bring it home. The TT1 was running well and then it...started to bloody rain! It’s the hottest ever weekend in June and now it’s raining!!! The rain wasn’t hard and this combined with a still hot track and road based tyres meant Tony could continue, albeit at a slower pace. We had rain tyres ready and indeed the pit next to us did change out tyres but then changed back. Tony was enjoying the conditions which were acting as a great leveller meaning he started to overtake some bikes and could stay on the back of some of the quicker lads (not Kyle Ryde). We entered the final 30 minutes but we’d fallen at the penultimate hurdle in Paul Ricard so nothing was being taken for granted. 15 minutes to go, 14, 13 and a red flag comes out! A rider has fallen coming out of Druids. Finishing on a red flag is a bit of an anti-climax but the race is done and we’ve finished again!
Post race inspection/discussion shows the fairing bracket is still good, silencer turned blue with heat, plenty of life left in the tyres and maybe something to be gained if I can iron out a slight carburation glitch. All-in-all however the TT1 has finished in the best health ever.
As ever thanks go out to the whole team - Paul who solved the oil leak before having to sign off sick, John for jumping in at short-notice, Andy P for his pit-wall comms, Tim for his fettling, Mrs A on lollipop duty, Ben for fettling and accurate fuel calculation and Nick for keeping out of the way! Special thanks also to those who turned up to support us, especially the guys sporting the TT1 T-shirts.
Right I’m off to buy some new underwear…
Andy
Warm beer? 
🏍
