Category Archives: Karting Track Guides

Expert guides to every karting circuit in the UK, with tips, tricks lap times and more

Circuit Guide: Capital Karts

 

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This circuit is the longest indoor track in the uk measuring 1050m, it has 23 challenging corners and a huge 80m straight professionally designed for the ultimate karting experience.

Turns 1 to 5

If you get it right turn 1 is a flat out left but you must turn in early, after passing the apex lift slightly and quickly turn right and shift your weight left to get grip. Turn 2 and 3 should be made into 1 smooth corner catching the apex of turn 3 and letting the kart move to the left side. Before turning into the apex of turn 4, move towards the pit entrance preparing to apply light brake pressure at the pit entrance, then turn in for 5 with the throttle back on and run as wide as possible ready for the next section.

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Turns 6 to 12
This next section is where most time is lost or gained, turn 6 is flat out and stay right on the exit ready for turn 7. Turn 7 is flat out if you get it right by turning in early and hard then ease back on the steering and make it a double apex with turn 8. You need to be hugging the apex of turn 8 and the left side of the track. Turn 9 and 10 are also flat out and can be made into one smooth corner. If you get on the apex of turn 9, exit turn 10 by hugging the left side of the track. At turn 11 you need to be tight on the apex and get to the right ready for turn 12. Stay on the throttle!

Turn 13 to 17
Turn 13 is a fast easy left but on on the exit prepare for turn 14, the hairpin by race control. Move to the left ready to apply the brakes for the first time since turn 5 being careful not to lock the wheels as this will drop engine revs on the exit. On the approach to turn 15 be on the right and apply light brake pressure and get that apex with the throttle back on. Turn 16 can be taken flat out but I advise to lift quickly upon turning, to settle the kart on the bumps. Exit 16 and get to the right as quick as you can, ready for the fast long sweeping left of turn 17. You want to hugging the apex of this one.

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Turn 18 to 23
After passing the mechanics workshop, turn 18 is a very slight right where you want to hug the right side to get the right line for turn 19. Turn 19 is the hardest to get right as you will be travelling fast and don’t want to lift! Take a wide exit ready for turn 20 where you apply a slight amount of brakes as you are turning into the apex. You want to be in the middle of the track on the exit as turn 21 is very close by and tight if you find yourself too far right. Turn 22 requires a lift of the throttle so you don’t run wide on the exit and turn 23 is important to get maximum speed down the start/ finish straight.

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Overtaking and Insider tips
You need to be as smooth as possible with steering and pedal inputs so you keep sliding and skidding to a minimum, this just lowers your engine revs and hurts your top speed. This track has plenty of overtaking points. Turn 2 and 3 can be taken tight to position yourself on the inside for turn 4, if blocked for turn 4 then keep left to be on the inside for turn 5. The exit of turn 10 can be taken tight or wide to overtake, tight and you’re on the inside for turn 11, wide and you can overtake on the outside of turn 11 and be on the inside for turn12. Turn 15 you can position yourself wide right to gain the inside line on the exit of 15. When following another kart into turn 18, stay right slightly longer than normal and turn tight to be on the inside for turns 19 and 20. The same applies for turn 22 turn in late exiting on the right side and drive round the outside of 23. The lap record is 1m11.2s but anything in the 1m12 to 1m13 seconds is a quick lap and shows you know what you’re doing!

For more information on Capital Karts head to their website www.capitalkarts.com

 

Like this article? Then read these:

Circuit Guide: Grand Prix Brimingham

Circuit Guide: Daytona Milton Keynes

Circuit Guide: Fulbeck

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It’s a few hundred metres from PF International but Fulbeck doesn’t deserve to
be overshadowed.

Turn 1
A long run to the first bend usually sorts out most drivers after the start but, if needed, the
first turn does allow side by side racing on the first lap. The normal racing line is full left,
braking before a conventional turn in. Once on the kerb hold this position to the apex. Let
the kart run wide as the bend tightens allowing it to take up the full width of the track.

For gearbox karts this is the main overtaking point, being wide enough to offer a variety of
lines for those who dive up the inside.

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Turn 2

Approach the right flip from the left hand side of the circuit, braking as you run to the right
of the circuit beyonf the kerb. Accelerate into the chicane braking just beyond the kerb,
which you can run across. Exit, clipping the left hand kerb, straight lining the bend as
much as possible to complete the manoeuvre on the right of the track.

Turn 3
Approached from hard right this is a standard ninety left with either a dab of the brakes or
a light lift. Start hard right cutting across to the kerb, then running wide to the full outside
as you exit the bend. Overtaking is only possible if the driver ahead makes an error, but
the exit from this bend is crucial if an overtaking opportunity is to be taken at the next turn.

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Fulbeck is also known for it’s MASSIVE KERBS

Turn 4
Running from the ninety left, ease the kart back from the right hand side of the track over
to the left braking for the 180°. Turn in onto the kerb following it round to a wide exit. Let
the kart run wide to the very edge of the track. There are overtaking opportunities up the
inside as you enter the bend. This will make the exit more difficult, but provided that you do
not run wide onto the soil you should be able to hold the position.

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Turn 5
Fulbeck is famous for its Pits Complex, which is approached from hard right. Turn in onto
the nearside kerb braking as you straight line the bend. A driver with a good exit from Turn
4 may take the inside here. Hug the kerb the the 180° loop accelerating wide for the next
90° right. Do not run much wider than mid track as you pull back right, turning in early,
missing the kerb at the apex to run wide exiting the bend. The exit to the complex is one of
the most important turns on the circuit as it sets the driver up for the longest straight and
most usable overtaking point.

Turn 6
Turn in to straight line the entrance to this chicane. Brake as you cut across the track
keeping well to the right but missing the kerb. Turn in to a late apex running wide over the
exit kerb before letting the kart use the full width of the circuit. The most used overtaking
point for direct drive karts – if an opportunity opens up to nip inside a leading driver, it is
well worth carrying it through.

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Circuit Guide: Daytona Tamworth

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Turn 1:

On entry you must be careful not to hit the barrier, which is the border of the track on the left. It is important to carry momentum onto the straight as it is flat in dmax and sodi karts. Turn in smoothly and clip, but don’t run over, the kerb at the apex. Make sure to run out wide and use the smooth run-off if needed.

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Carrying speed is critical through this section!

Turn 2:

This is really a sequence of four fast corners which make a chicane and an amazing flick right. Keep the kart as straight as you can through the esses and run over the kerb on the last kink before the right flick uphill. I would recommend full gas all the way through.

Turn 3:

Arguably the most challenging corner on the track, turn three drops a little downhill after the uphill climb on the sweeping ‘straight’. A very late apex is required as it is a long sweeping hairpin. It will take a couple of laps to get used to and I used the start of the white strip on the outside as my turn in/braking/slide in point. Sodi karts have a lot of understeer so, as a result, a full lock steering technique can help to turn the kart in.

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Again, Being smooth and carrying speed is critical!

Turn 4:

This is the second out of a sequence of four hairpins. This is the longest and the fastest in this sequence. You can take it close to flat out but it will test the kart’s grip and your handling to the limit. Again, be smooth with the throttle and steering application and ensure that you keep the momentum up (it helps to follow others to try and get a better exit than them and to try out different lines.)

Turn 5:

Turn five is almost blind as the exit of four is very steep. It is the third hairpin and drops back down a little into the apex, which is almost flat then onto the downhill exit into six. After carrying as much momentum through turn four as possible position your kart to the left on the track and turn in. There is a slight bump on the inside but, although uncomfortable, it is unavoidable. Use the exit run off as much as you need and power downhill on your way into the fourth hairpin in the sequence. Similarly, to turn four, try and keep momentum through the corner.

Turn 6:

Personally, I found that a lot of time can be found (at least in a sodi kart) by taking a slightly later entry into this turn. Again, in the Sodi I felt like there was a lot of grip, helped by the change in height around the corner. Therefore, take a wide entry, chuck it in, then sort your steering out. Smooth out the corner on the exit and place your kart in the centre of the track, around three metres away from the end of the corner, to get the best entry point for seven.

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An Example of the right apex spot on turn 7

Turn 7:

This is a simple right hander which flows from six to eight and can be taken flat. The better the exit and position you get from turn six will allow you to move quicker through this corner. Kiss the kerb at the apex and run out over the extra exit space.

Turn 8:

The first corner of four which make up the “complex”. You can attack this more than the rest of the flowing corners on the rest of the track. I try to stay on the left, then turn in. The entry point came naturally for me and you should be able to kiss the apex and get a good exit then entry to nine by running the kart to the middle of the track.

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Dont get crossed up over the kerbs!

Turn 9:

Turn nine is a left-handed version of the right-hander of eight and on entry you should steer the kart very slightly to the right in order to get better momentum. Then work the steering to get the kart around the corner, using the exit strip on the outside of the exit as much as you need.

Turn 10:

This is a quick left flick which is taken flat initially but it is important to remember the next, and very tight, hairpin of turn 11. After using all the exit up that you can after turn nine stay to the right then flick left. If you flick a few centimetres later you can be rewarded with a better entry into 11. Another thing to bear in mind is that this corner is downhill and this affects the karts handling on exit. The kerb is useful for sighting the apex of the corner and can be taken fully.

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Keep your nose clean and avoid the final corner melee

Turn 11:

The last corner on the track is also the tightest and produces some interesting incidents. Braking has to be very sensitive as it is easy to lose the back end by braking to hard. With the added challenge of the entry being downhill entry should be the middle/right of the track. After hard, but sensitive braking, get as close as you can but don’t touch the tyre barrier at the apex. Then run out to the tyre barriers but, again, avoid touching them and power your way uphill to another lap of the fantastic Tamworth track!

 

Words by Henry Miles
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Circuit Guide: Whilton Mill

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Turn 1 and 2 – Oblivion

Oblivion is a corner in which the braver, stronger driver can pull an advantage out on their competitors. With the fast nature of the last corner the run into oblivion is a quick one, the driver must therefore be both patient and strong with the steering. Using the entire track on the right hand side of the circuit to minimise the steering input required to get the kart around the fast left-hander, this also reduces the chances of the driver turning too much, too quickly. This will cause the rear of the kart to feel loose and step out, resulting in under steer. If the driver has done this correctly and been brave enough on the throttle they will find the kart just to the left side of the middle of the track entering the right hand part of Oblivion. This corner is crucial to a fast lap as it leads straight on to the run up the hill; a slow exit leaves the driver vulnerable all the way up to Christmas corner. The driver should be aiming for a slightly later apex; there is a drain right on the apex, which provides the driver with a great marker point. If done correctly the driver should only have to use a small amount of the run off kerb, any more and the driver has probably been over zealous on the power into the corner.

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Turn 3 and 4 – Christmas Corner

The driver should have gradually moved over to the left hand side of the track on the run up the hill to prepare for this corner. While in a kart it doesn’t feel particularly steep at the turn in point or at the apex, it is worth walking the circuit to realise just how steep it is. The clever drivers will realise they can use this to aid the slowing down of the kart and the faster drivers will brake late enough that they are required to hold the brake all the way to the apex, this helps the loading of the kart maximising the amount of grip available through the corner. It should be noted that the entrance is quite bumpy so the driver should set their arms, chest and shoulders solid in order to take the force of the bumps without unsettling the kart. If the driver brakes too late they will find themselves under steering and end up far too wide for the lead into the left hand part of Christmas corner. The driver should aim to be just past mid track on exit, ready to attack the entire kerb on the left.

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Turn 5 – Inkermans

If the driver has taken the kerb through the left late enough they will find themselves over to the left for the incredibly fast and physical Inkermans. This corner is absolutely flat out in every class, combined with the three bumps through it to make it incredibly physical, it is fundamental again for the drivers to set their upper body to take control of the kart over the bumps.

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Turn 6 – Ashby

On the flip side to the uphill late braking required for Christmas corner, a much earlier braking point is required for the downhill Ashby. It is easy for a driver to out brake themselves into this downhill hairpin and this can quickly be spotted if excessive amounts of the run off are required to keep them going. The inside kerb can be used lap by lap, but it is only quicker if the driver is strong over it, not allowing great steering inputs on impact as this will cause the kart to be unloaded and will result in the kart bogging on exit.

Turn 7 – Parker

A large bump on the entrance to parker makes the braking point a difficult one. The key to it is, is to avoid the bump as much as possible. This can be achieved by keeping well over to the right and using part of the old layout (Zulu corner), which crosses the track at this point; this also allows a larger arc into the corner. The driver must use the kerb again with a solid, set upper body to maintain speed at the apex of the corner. The driver should aim to use the cross over point of the cut through on the exit to maximise the arc of the corner, however a quick return to the circuit is required or a large bump and a whole lot of grass will be the follow.

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Turn 8 – Chapman

Chapman requires a lot of patience from the driver as the majority will try to turn in too early for the left, making for a steep and tricky exit through the right. The driver must hold the brake into the late apex of the left in order to load the kart slowly, incredibly small steering inputs are required when it is correctly loaded, excessive amounts and under steer will quickly follow. If the driver has apexed at the correct point they will not need to turn right on the exit of chapman, they will simply drive straight across the kerb.

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Turn 9 and 10 – The Boot

Edging back over to the right hand side of the kerb, it is important for the driver to brake hard with a strong posture over the bumps, but also not to be tempted to brake too late as this will result in the right hand part of the boot being incredibly steep. A large amount of kerb should be used into the left hander resulting in the driver exiting closer to the left hand side of the circuit but not right on the edge. The right-hander is one of the only corners on the track that an earlier turn in is faster, this is due to the fact that the kart dropping off the left hand kerb creates a load transfer to the outside wheels for the right hander. The driver needs to pick up the throttle as early as possible; maintaining an exit just past mid track, ignoring the ‘apex’ of the final kerb, use of all of the circuit on exit is required.

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Turn 11 – Pit Bend

The final corner is another fast and physical one. A slight lift in the faster karts is required to get the kart to the apex without under steer. Getting close to the inside kerb but just avoiding it, then allowing the kart to run out to the run off allowing all but 2 of the wheels to cross onto it. If over steer is occurring through pit bend look to the steering input of the driver, often they are simply putting in too much or too quickly, not allowing the kart to load up properly, resulting the rear tyres letting go. It is important to get through this corner fast as it is the beginning of the sequence of corners in the run up the hill.

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Overtaking hotspots

Christmas Corner – if the driver is able to drive through oblivion better or their engine setup allows them to travel up the hill faster than the opposing driver, Christmas corner is by far the easiest overtaking opportunity. The driver should avoid braking too late as they will find themselves running out of track on exit and thus vulnerable to a switch back manoeuvre.

Ashby – If the driver has traveled over the top of the hill and is brave on the brakes down into Ashby, it is a good overtaking opportunity. With the downhill braking already proving tricky, an overtake can be a little difficult. The driver can however use a little more of the run off if they find themselves coming in a little ‘hot’. A switchback manoeuvre is difficult due to being on the wrong side for the next corner.

Chapman – This appears to be a difficult overtake as it is downhill again, but due to such a late apex it can easily be achieved simply by turning in earlier and braking slightly later. With the track changing direction on exit it is difficult for the driver to switchback unless the overtaking driver is completely misjudged their braking point, often leading in them bailing out over the exit kerb anyway.

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The Boot – This corner provides three options for overtaking; in, through and out. A good exit from chapman can allow the driver to overtake going into the boot, the overtaking driver must avoid running too wide due to the tighter entry into the right as this will leave them vulnerable to the passed driver. A brave move in the transition from the left into the right can be achieved by carrying more speed into the left, naturally pushing the kart onto the overtaking, tighter line. If the driver runs too wide out of the right an overtake can be on by driving underneath them, placing them on the inside for the final corner.

Photos by Jamie Morris

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Circuit Guide: Buckmore Park

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Buckmore Park near Chatham, Kent is one of the best and most well known circuits in the UK. Since its launch in the 1960’s there have been quite a few changes and improvements to the circuit, however it still retains its ‘old school’ feel and technical layout. Since the circuit was bought by John Surtees CBE back in summer 2015 the circuit has undergone further improvement which will continue in the years to come.

It plays host to every type of karting in the country including all non-gearbox MSA formulae at club and Super 1 level, Club 100, BUKC, and Buckmore’s own myriad of in house hire karting championships. It has also been the circuit of choice for the prestigious Henry Surtees Foundation challenge which takes place every October.

The lap

Buckmore Park is one of the trickiest and most technical laps in karting due to large elevation change, positive and negative camber, fast and slow corners. The weather is always unpredictable too due to its microclimate thanks to it being situated in dense woodland and its proximity to the Medway river Valley.

Turns 1 & 2 (Conway’s & Henry’s)

Across the start/finish line the entry to turn 1 is fast. A quick scrub on the brakes is normally all that is required. An earlier than expected but smooth turn in here allows the kart to make the optimum line. Attempt to apex on the latter part of the inside kerb at turn 1 and hold it tight through turn 2 (Henry’s) following the white line with your inside wheels. Smooth throttle application as you apex is critical.

Turn 3 (Hairpin 1)

Use all the track on the exit of 2 and follow the white line to the baking zone of 3. Brake hard and sharply just after the change in tarmac by the Marshal’s post on the left. There are ripples in the track here so be aware and try not to lock up. Turn in late and attempt to get close to, but not touch the inside kerb. Trail brake all the way to the apex and apply the power promptly but smoothly as not to make the kart bog. On exit use all the track but keep off the kerb.

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Turn 4 (Hairpin 2)

Bring yourself almost all the way to the right from the exit of 3. Brake late and bed the kart into the turn for a late apex. Miss the first part of the apex by about half a kart, and just nip the second part of the apex kerb. The tarmac is very slippery at this corner so be smooth, a high minimum and exit speed here is critical for the long flat out run down the hill.

Turns 5 & 6 (the Esses)

Flat out in all karts, just nip the first left hand kerb, and drive over the red and white inside of the right hand turn 6 to straighten the line. You are trying to scrub as little speed as possible here so minimal and smooth steering input is required. In the wet, aim straight for the left hand kerb of 5 very early and brake in a straight line applying minimal steering input. Jump over the left kerb to turn the kart and then use all the right hand kerb in 6, minimise wheel spin on exit.

Turn 7 (Symes sweep)

The fastest and most exhilarating corner on the track as you plunge down-hill with what must be a nearing 4 meter elevation change. Flat out in most karts when rubber is laid, turn in smoothly at the end of the kerb on the left. Keep it pinned as you four wheel drift down the dip, keep your body solid in the kart as go through the apex, just touching the inside kerb with your front right wheel. As you pass the apex the kart will load up very quickly as the tack levels out again, this is why it’s important to be solid in the kart. Stay in the middle of the track for a heartbeat before the critical turn 8.

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Turn 8 (Pullmans)

Staying in the middle of the track from Symes, turn in gradually and very smoothly while rubbing the brakes. Too much brake pressure will unsettle the kart, and mid corner speed is crucial. Rub the brakes all the way to the kerb for a very late apex. You want your inside wheels to just drop over the back of the kerb (woops MSA track limits) onto the grass-crete here as there is a dip which will hook the kart and drag you around the corner. Stay left on exit for a good run though turn 9. In senior karts you want to exit so your right hand wheels just don’t touch the middle seam in the tarmac, in minimax/cadets/hire karts you’ll want to stay a little further left, maybe half a meter to a meter from the middle seam.

Turn 9 (Paddock)

Having stayed left from Pullmans, again rub the brakes as you turn in, trail braking. As a guide you should be turning in so you run your inside wheels just over or just inside the end of the middle seam in the track where the tarmac changes. Power on hard just before you apex to make the most of the banking in the track. Just nip the inside white line but beware of the drain hole in where the kerb meets the track (especially cadets/minimax) as it can unsettle the kart. This corner has a lot of grip due to the banking, tarmac, and rubber laid down so you can carry a lot of speed into it.

Paddock is also an effective overtaking place if you get it right, if you are close behind your competitor through Pullmans take a straight line from the apex at Pullmans to the apex of Paddock and brake in a straight line, you will surprise your opponent and be alongside before the turn in. Beware this is a high risk move and should be exercised with caution, you must fully commit and plan the move a few corners before.

Paddock exit kerb wide edit

There is a massive and bumpy kerb on the exit which looks daunting and if you half-heartedly use it will feel bad. It is best to run this but you have to fully commit to it and run all the way on it. There is a smoother line through it if you exit Paddock and aim to go in a straight line to the entry of turn 10, like the photo below. You should aim to put your left wheels as far left on the red/white bit as possible, then run just off the back where the kerb ends. Try being solid or relaxed in the kart as you run over this, different karts will respond better to one or the other for the smoothest ride.

Turn 10 (Garda)

Garda is the main and easiest overtaking place on the circuit due to the very late apex for this corner. Brake late and in a straight line with a bit of tyre scrub, and turn in smoothly and late allowing the kart to load up as the track rises to the apex. You should aim to apex right where the inside kerb ends (weird I know) but don’t go on the kerb as there is a massive dip where it ends which will kick you sideways and might throw your chain. As you apex the track starts to fall and there is quite a strong adverse camber. Keep right on exit. The faster the kart the further right you want to keep on exit. Senior Rotax/X30 will want their right hand wheel to be almost on the white line where the track juts out before the dip, whereas Cadets/hire karts should have more of a middle exit to carry more speed.

Turn 11 (Senna S)

Keeping right from the exit of Garda, as you plunge down the very steep gradient you accelerate very quickly. You should be flat here in all karts. The faster the kart the more kerb you should take. Minimise steering lock at the exit to keep the speed up. Beware the kart jumps on the bump in the middle of the corner. This corner is effectively an acceleration zone.

Turn 12 (Café Curve)

The last corner, uphill, over a crest, blind exit. As you rise up the hill follow the track as it kinks ever so slightly right before turning into the blind left hander. Apex in the middle of the kerb, taking a nibble on the inside. Open the steering after you apex allowing the kart to run onto the top of the white exit kerb. In senior karts this corner is only just flat out so keep your foot in, you may have to build up to it. Run the exit kerb for a little while and let the kart come off naturally as you drive toward the finish line. Make a straight line to Marshal Post 1 ready for another lap.

That’s a lap of the awesome Buckmore Park, one of the most fun circuits around and a personal favourite of mine. The main overtaking spots are Hairpin 1 & 2, and into Garda on the brakes, however you can also overtake into paddock (if you are brave enough) as well as turn 1 with a good tow.

Over the winter of 2015/2016 Buckmore has been undergoing some major improvements including tarmacking of some runoff areas with plans for the rest, as well as new safer barriers replacing all tyre walls.

I hope this helps, if you have any further questions leave a comment below, or message me on twitter @PiersPrior or at facobook.com/PiersPriorRacing

Happy racing,

Piers Prior

Henry Surtees Challenge 2015 -JS trophy

 

Like this article? Read our latest Circuit Guides here:

Circuit Guide: Daytona Milton Keynes

Circuit Guide: Hooton Park

Track Guide: Three Sisters

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The Three Sisters Race Circuit, situated in the town of Ashton-in-Makerfield, is one of the UK’s premier karting venues and holds the title of being one of the fastest “short” circuits in British Karting, with close, exciting racing and overtaking possible at almost every section of the track.

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The Start

The Start line is situated halfway up Conrad Straight, the longest straight in British karting, and you’ll be reaching extraordinary high speeds for a racing kart before barrelling into Turns 1, 2 and 3, which are also part of the Esses complex. Under racing conditions, hard braking is followed by a late apex for T1 just off the kerb.
Follow the kerb round before flicking left for T2 which is another late apex, you’ll be off the brakes and balancing the throttle at this point. Halfway round T2 the track is bumpy and you’ll probably feel the kart going airborne on the inside slightly but you’ll also notice that the uphill T3 can be taken almost without any steering input whatsoever so get on the throttle fully and speed your way up the hill. Overtaking into this complex is probably the easiest thing in the world if your motor has some  waft as the tow can be felt from up to 6 or 7 kart lengths back most of the time, so if you’re in front of someone by said distance going across the line for the last lap,  chances are you’re almost certainly going to have to defend the inside hard to stand a chance of keeping the spot.

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Valley Chicane

A short straight follows before the signature part of this course, the Valley Chicane. This is downhill, very fast, has high kerbs either side and the stopwatch will reward the last of the late brakers. Approach from the full left before swinging into the first apex, just clipping the kerb with your wheels (in the wet I would smash straight over this kerb) before straight-lining it down towards the second apex, staying clear of the kerb this time. If you’re good and brave you will have kept the throttle on fully all the way through here and will only be hitting the brakes once you feel the dip at the second apex ready to take the third part, a hairpin, towards the paddock straight.

Keep close to the kerb all the way round the hairpin whilst feeding in the power before running out to use a wee bit of the flat exit kerb. Overtaking is possible here if you get a massive advantage in speed over the guy in front coming out of T3 but most of the time it’s best to take this single file and use it to set up a possible move into the next corner. A half-hearted move here can result in some serious consequences.

Paddock Bend

Paddock Bend is next and is preceded by the straight of the same name. Leave braking until you’ve actually started turning into this corner, which is best done early,
and follow the high kerb all the way round until the very end which will set you up nicely for the next part of the track. That next part is immediately afterwards with two sharply left cornered bends known as Turns 6 and 7. This is a double apex which can be taken in two ways; one way is to go for a mid-track apex for the first part before getting on the power to get close to the kerb for the second apex and straight-lining the little wiggly bit afterwards on the way to Rodgersons Straight. The second way, and probably the better one for racing purposes, is to go in and get close to the kerb at both apexes before running out and running your wheels over the end of the high kerb on the right part of the wiggly bit before entering the straight.

If done correctly, all the braking will be completed during the second half of Paddock Bend leaving T6 and T7 to be where you would feed in the power ready for the next part of the course. Overtaking is possible into Paddock using a better exit from the Valley to your advantage and into T6 if they leave the door “very widely” open (and I stress, “very widely”).

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Final Complex

After the wiggly bit, Rodgersons Straight follows before Turn 8 and Lunar Bend. Turn 8 is a very fast left hand bend and how you take this corner depends on how well Lunar and Conrad Straight are taken too so it’s important that both the driver and the kart perform well round here. Approach T8 from the right before either lifting or power-braking into a mid to late apex, this part is bumpy and lays a lot of rubber so hopping is common here. Lunar follows immediately afterwards and will require a slight dab on the brakes. Turn in from a mid to left track position during your dab on the brakes and get close to the inside kerb, control the throttle to hug the kerb all the way round before letting the kart run wide towards the outside kerb. By now you should be on full throttle for the two right handed kinks which lead onto Conrad Straight to start another lap. As with the rest of the track, overtaking is doable here either into Turn 8 using the better exit speed from the addock/T6/T7 complex or into Lunar if you are right behind them and they stay too far left after the exit of T8, although in most cases it’s best using it to make sure your exit is as clean as possible ready to slipstream past them up Conrod Straight.

Photos by Jay Adair Motorsport Photography

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Circuit Guide: Daytona Milton Keynes

Track

The International circuit is 1360m in length comprising 11 challenging corners and a long back straight. Get up to speed!

Turn 1

From the start/finish line sweep left through turn 1 without lifting; it’s easily flat out in the dry, but don’t run too wide onto the steep kerb on the exit.

Turns 2 and 3
Turns 2 and 3 are a complex left – right flick. Brake hard but briefly in a straight line approaching turn 2 and get the kart across the concrete apron on the apex. Don’t drift too far right, just about halfway across the track before flicking the kart right into turn 3. Keep the same lock on and the kart will drift across to the right hand side approaching turn 4.

Turn 4
Brake hard on the slight uphill rise before the crest. Turn in and get the entire apron at the apex before running out as close to the kerb as you can.

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The Daytona Max Championship always swings by Milton Keynes

Turn 5
The approach to turn 5 is tricky. Point the kart towards the kerb on the left hand side and brake slightly before turning in early, apexing about a third of the way round before accelerating hard and letting the kart drift out all the way around the outside of the turn.

Turn 6
The approach to turn 6 is downhill, you may want a slight ‘comfort lift’ before turning in at the second black line that runs across the track. The apex is unsighted going in and the kart wants to get away from you as it’s quite steeply downhill. Hit the apex mid-way round the corner and let the kart drift to the outside of the track. Keep the same lock on and the kart will come across the track to the right hand side ready for turn 7.

Turn 7
Brake just as the kart straightens up properly and get to the apex in the middle of the corner and accelerate out and down the hill towards turn 8.

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They even have a fancy saftey car!

Turn 8
Braking for turn 8 is tricky as the track snakes through some esses before the corner. Aim for the right hand side of the track past the marshal post and turn in early to get all of the concrete apron and get on the power as early as you can. It’s better to brake a little earlier and get the power on early than to try and sneak some time on the brakes and get a poor exit as the long uphill straight follows.

Turn 9
Keep on the right hand side all the way up the hill and approach turn 9 hard on the power. Don’t lift going into turn 9; turn in at the black line that runs across the track and keep the kart on the inside kerb all the way round. Just after the red and white kerb ends, get on the brakes hard for turn 10.

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Even Hamilton likes a hack around MK

Turn 10
Turn 10 is the slowest corner on the track and is a good overtaking opportunity. Don’t take too much kerb on the apex of this hairpin as it unsettles the kart. Getting on the power early is key to a good exit and will gain time up to turn 11.

Turn 11
Turn 11 demands just a quick stab on the brakes before sweeping in across the apron and then exiting wide right up to the kerb. Stay on the right across the start finish line to start another lap of the technical and demanding Daytona Milton Keynes.

 

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