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Track Guide: Wombwell

wombwell-karting-track-guide

The Lap
The Wombwell track is anti-clockwise making it different to many tracks that club racers are used to. A tight left soon after the start line, Turn 1 can cause considerable grief at the beginning of a race and sorts the men from the boys.The racing line takes the driver on to the extra tarmac area full right. Braking and turn-in are conventional, just missing the kerb at the apex. Running wide, the exit allows the driver to use the wide friendly kerb under power, but you need to stay off the grass. If the exit is correctly executed the driver may well be offered an overtaking opportunity at the end of the following straight leading to a very fast approach to Turn 2 (a tight hairpin left) which makes this bend exciting.

 

Thread the Needle through turn 1
Thread the Needle through turn 1

Turn 2

A wide entry to Turn 2, braking just after the marshal’s post, should take the driver on to the kerb, which must be followed closely until the bend starts to unwind. Exit running across the track to the far kerb and eventually onto the straight, with the correct line taking you near to the wall.

Turn 3

Turn 3, a fast right hand bend, is approached alongside the wall and flat out. Clip the kerb on your right and run to the outside of the track. Brake and turn right into the second part of the complex, almost clipping the kerb on the apex. The track is slightly downhill and this combination requires a well set-up kart. Oversteer is certainly preferable to understeer.You really have to have a good exit from Turn 3 if this turn is to be taken without grief.

 

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Turn 2 is unique

Turn 4

Turn 4 is a slower left hand hairpin approached from just left of centre moving to the right just before the braking point. Turn in late to get a good clean exit which should see you running down the right hand side of the track. Mess up the exit from either Turn 3 or Turn 4 and you are certainly asking to be overtaken.

Turn 5

Passing the pit entry you turn into Turn 5, the final corner. Approach this 90° left hand bend from the extreme right hand side of the track. Brake in a straight line and turn in, clipping the kerb, running wide to hold a position full right for the start/finish straight.

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Circuit Guide: Hooton Park

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The Hooton Park kart circuit, situated a stone’s throw away from junction 6 of the M53, opened its doors in 2006 on the site of the old RAF Hooton airfield; making it the newest MSA licensed track in the country.

The Lap

A lap of Hooton Park starts with a long straight leading to Turn 1, a 90° right. On entry there is an extra bit of tarmac on the left which can be used for braking and set up a wider entry to the corner so minimum steering is required for making the apex. The kerb is low but running it just tends to upset the kart but be sure to use as much of the run-off kerb as possible to maximise your cornering speed. This is one of two obvious overtaking spots on the track as you can get a tow from the kart in front up the start/finish straight and the wide entry leaves plenty of room up the inside for passing them.

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This circuit lends itself to great racing…

Turn 2

A short straight follows to Turn 2. On paper it looks similar to the first turn but this one only requires a lift on entry, has a higher apex kerb and has nowhere near as much run-off kerb. Approach from the left and move in to clip the apex mid-corner before just brushing the run-off kerb on the exit. When the track is green, it is a common mistake to carry too much speed into this turn and suddenly experience oversteer at the apex so it’s critical to not push too hard into this corner during those first few sessions after a rainstorm.

Turn 3

Next up is another long straight which leads into the very fast Turn 3. This right handed corner is 180° from entry to exit and starts tight before opening out on exit. So, with this in mind, an early apex and high entry speed is required therefore braking can be left until just before the marshal post (or level if you’ve got a well set-up kart and feeling brave) and smoothly roll the kart through a mid-kerb apex. Leave putting the power on until you’re past the apex and let the kart run out to the outside white line for the remainder of the curve on to the next straight. It is important not to bring in the power too early or hard as the amount of rubber that is usually present at this bend will cause the rear of the kart to destabilise itself, either through hopping or sliding, which will cost you vital tenths of a second. The key to this corner is that you must be very smooth on all counts (braking, steering and throttle).

T3 is the second obvious overtaking spot on the track as the long straight before it allows you to pick up a tow and get alongside them by the braking zone. You can lean on your opponent on the exit too as you let your kart run wide naturally giving them the option of either dropping in behind you or taking a trip over the grass.

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Trecherous in the wet, Hooton Park can be difficult to get right.

Turn 4

Now you’re on the infield part of the track as you drive the “slightly curving left” straight towards the left handed Turn 4. This bend consists of a wide entry which is horribly off-cambered the further right you go so it’s best to approach this corner from a mid-track position. Begin braking about level with the start of the first inside kerb and keep trail-braking past the aforementioned kerb and get the kart so it’s at mid-track again for the second part of the corner which is tighter and narrower. If you’ve done the first part right, you should just be able to let off the brakes from your mid-track position to turn into an apex just clipping the inside kerb before getting on the power smoothly to run your outside wheel over the end of the exit kerb. As with T3, a lot of rubber can get laid here too so it’s important to be smooth on the throttle and steering round this corner. Overtaking is possible if you can get well inside your opponent before the first inside kerb, but be wary of the fact that they probably won’t see you until they’ve started turning in so it’s important that you’re fully committed to making the move stick before you attempt it. Failing that, if they get caught out by the off-camber round the first part, it could leave enough room to nip up the inside before the second kerb.

Turn 5 and 6

Once you’ve left T4, quickly get yourself to the left of the track ready for the Turns 5 & 6 chicane. This is a very fast part of the track which requires a bit of kerb to be quick. Enter the chicane flat out, getting close but not hitting the right hand kerb before lifting off the throttle and clipping the left hand kerb with your wheels whilst keeping as tight as possible on exit ready for the next corner. It used to be quicker putting your whole kart over the left hand kerb, but years of people taking the same line have left a massive nosecone formed dip on the inside of the kerb so it’s now quicker and smoother to just clip it with your wheels.

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I never knew Ayrton Senna raced here!? Or drove an X30!

Turn 7

Turn 7 follows immediately after the chicane which is why it’s important to stay as far over to the left as possible on the exit of the previous corner. This curve is similar to the Horseshoe at Clay Pigeon but going right instead of left. Brake on the very short straight part between T6 and T7 before turning into a mid to late apex on the first part, which has positive camber. At this point, balance the throttle whilst letting the kart roll out to a mid-track position between the two apexes before getting on the power fully ready to turn into the second apex (off-cambered this time) before running wide on the exit, the run-off kerb is almost non-existent so it’s best using the white line as your guide at this point to gauge how wide you can go. Late lunges are possible here, as when the kart in front lifts to take the second part of the previous chicane, simply take it flat out all the way through letting the kart go all the way over to the other side of the track and outbrake them before they turn into T7. However it’s also just as easy to overcook the entry speed and watch your opponent cut back past your inside through the second apex.

After you’ve exited the corner, get your head down and follow the straight past the start line ready to go another lap of the Hooton Park kart circuit. A fast, flowing circuit which provides great racing for both MSA and IndiKart drivers alike.

 

Like this article? Read our latest circuit guide’s: 

Capital Karts – Circuit Guide

Grand Prix Karting Birmingham – Circuit Guide

Circuit Guide: Glan-Y-Gors

 glanygors-track-guide

The Glan-Y-Gors race circuit, situated on the A5 between Corwen and Betws-Y-Coed, is one of the UK premier karting venues that started life comparatively late to other S1 race venues as a 500m non-MSA track in 1999.

Super One Rotax Series
Carry as much speed as you can through the final corner to maximise your run down the long straight

The Lap
The start of the lap begins with a short run to Club Corner, a flat out right hander which drops away on the exit. The kerb at the apex is flat so it’s possible to put a wheel on it whilst the exit kerb is tarmac, which ends with a heavily saw-toothed “add-on” that is best avoided. It is important not to get balked here at the start as you’ll lose a lot of speed going along Dragon Straight.

The Dragon Straight

is very long with a right kink in the middle, what waits at the end of it as another flat out right turn, only this time it’s uphill and leads into a blind entry to the Spoon Hairpin, the best overtaking opportunity on the track. Hit the brakes hard as soon as you crest the hill, the back end of the kart will be kicking out here most likely, before turning in from a mid to 2/3rds left track position to a late apex just off the high inside kerb, an entry position which is too far left will result in either missing the apex by miles or being swallowed up by the chasing pack. Once you’ve apexed in the correct position, Turn 4 which follows immediately afterwards will just be an acceleration zone whilst turning left.

Carousel

By now you’ll be on the Snowdon Straight (the Mountain it’s named after can be found by looking upwards and right!). This straight is a rapid downhill descent which leads into the Carousel, two left handed bends taken at great speed. Brake just before the bottom of the hill before turning in to an apex just off the kerb, once here begin to feed in the power and let the kart drift out towards the centre of the track by mid-corner ready to clip the second apex as close to the high inside kerb as possible. Once through apex 2, feel free to use the entire track width on exiting to get a good run up the uphill straight. The entry to the Carousel is another good overtaking spot although be aware that the driver being overtaken probably won’t see you until they’re actually turning into the corner so it’s important to get fully alongside them at the turn-in point to make the move cleanly.

Fin Kenneally
Im mixed conditions, taking kerbs can be essential to a fast lap

Compression Corner

After exiting the Carousel, the track climbs uphill again, around another flat out right turn before heading into the second half of the lap, starting with Compression Corner. This corner is extremely fast and off-camber requiring a slight brake or lift on entry before turning in, using the track camber at the apex to keep the momentum up whilst letting the kart run out to the outside on the very steep downhill exit. Compression is not really a famed overtaking spot although it’s possible if the kart in front is going a lot slower than you. It’s better used to set up a possible overtaking opportunity at a later corner.

The Druid’s complex

The Druid’s complex follows quickly afterwards starting with a right hander, The first corner (Druid’s 1) is on-camber this time and is taken very fast, be careful when turning in not to drop your rear outside wheel off the edge of the circuit as you’ll almost certainly end up taking a scary trip over the grass. Once through the bend, try not to drift any wider than mid track to set you up for Druid’s 2, a left handed hairpin which follows immediately afterwards. Druid’s 2 requires decisive braking before turning surprisingly early onto the kerb which, if done correctly, will allow you to keep the momentum up whilst the kerb pulls you round before spitting you out exactly the right position to the next turn. Druid’s 2 use to be a good overtaking spot as everyone use to stay further right on entry leaving plenty of room on the inside to lunge your opponent. These day’s however, everyone is wise to it and stays tight on entry making overtaking a lot harder than before.

Devil’s Elbow

The next corner is the undulating Devil’s Elbow section. From your “perfect” track position on exiting Druid’s 2, turn into a late apex either fully over or off the kerb, depending on kart class, before dropping down the dip whilst keeping tight to the inside of the track, before accelerating up and out of the dip towards flat out left hander, which requires another late apex to keep you far over to the left for Paddock Bend.

Matt England
Play your cards right and you might end up like this…

Paddock Bend

Paddock Bend is an off camber, 90° right-hander requiring a slight lift off the throttle at the turn-in point. It’s important to get yourself onto the extra bit of tarmac on the right on entry (a good exit from Devil’s Elbow will assist you in doing this) to get the best line through here as a too tight entry will result in understeer through the whole corner and lost speed all the way back up to Spoon Hairpin. The apex is just off the massive inside kerb with the ideal exit point being just touching the edge of the red painted “add-on” at the end of the exit runoff. This is a popular overtaking spot with experienced drivers as the driver in front will pull left to take the corner on the run out of Devil’s Elbow, leaving plenty of room to get up alongside your opponent before the turn-in point and give them the option of dropping in behind you or end up on the grass on the exit to start another

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Circuit Guide: Fulbeck

fulbeck-track-guide

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.

9M7_KF1RFosterJones
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: 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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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: Oulton Park

oulton

The track is characterised by its rapidly changing gradients and blind crests leading into unforgiving corners but is loved by all who take part at this unique venue.

1 Old Hall Corner
I approach Old Hall Corner in 5th gear at 115 mph pulling 10,600 revs. and keep tight to the left hand side of the circuit using the extra bit of tarmac. Giving the brake pedal a tap, I come down one gear to 4th. Aim for a normal apex, but you can attack the corner as it has a good positive camber. Flick the kart into the apex and let it drift through the corner at about 98mph using the camber of the corner to hug the inside. Let the kart naturally run out wide with the left hand side tyres touching the rumble strip on the exit.

2 Denton’s
Click into 5th gear along the Avenue keeping the kart to the left hand side. I take a late apex into Denton’s as the track drops away and keep to the right hand side as the track continues to fall. At this point I am doing about 118mph pulling 10,700 revs.

paulplus_6403c-x
Oulton Park is a firm favourite on the Superkart Calendar

3 Cascades
Keeping to the right hand side of the track approaching Cascades I aim for a normal apex. With a lift off the power, I tap the brake on the entry to the corner and come down to 4th gear. I hold the kart tight to the inside kerb but don’t touch it keeping the revs up at 100mph through the corner. Let the kart run out to the edge of the circuit on the exit but keep off the kerb as the track runs a bit off camber.

4 Island Bend
Grabbing 5th gear before the crest along Lakeside, I stay on the right hand side of the track all the way along Lakeside. Island Bend is taken flat in 5th gear at 122mph. The entry to the corner must be smooth and easy on the steering. Brush the normal apex and let the kart run to the middle of the circuit on the exit and then pull it back to the left hand side on the approach to Shell.

5 Shell Oils Corner
At Shell Oils Corner it’s hard on the brakes and down to 2nd gear. Turn in for a normal apex and hug the inside about two feet from the kerb at 65 mph using the banking of the corner. As the camber starts to flatten out and change to off camber aim for the marshals post on the outside and as I approach the exit kerb I grab 3rd gear.

OULTON
Home to more than just karts, Oulton is narrow and technical

Turn 6
After the hairpin the circuit is still on a gradual right hand curve. Gently bring the kart to the right hand side of the circuit and grab 4th gear.

7, 8 & 9 Britten’s
I approach the Britten’s chicane at 107mph pulling 10,700 revs still in 4th gear. Then it’s hard on the brakes and down one gear to 3rd as I turn into the left hand kerb and down to 2nd gear for the right hand kerb. As you go through the left hand exit kerb you then hit a bump where the Island circuit joins the International circuit. At this point I grab 3rd gear letting the kart run out to the right hand side of the circuit.

10 & 11 Hislop’s
Over the crest of Hilltop I keep the kart over to the right hand side of the track and grab 4th gear and then 5th as I go down the hill towards the next chicane. I approach Hislop’s at 115mph and bring the kart across to the left hand side of the circuit. At Hislop’s it’s hard on the brakes and down to 2nd gear turn as I turn into the right hand apex keeping off the kerb. Then I take a late apex for the left hand kerb at 60mph and try to keep the kart to the left hand side to set me up for the next corner.

12 Knickerbrook
Along the short straight I grab 3rd gear before Knickerbrook and then flick the kart into the right-hander so that the kart drifts to the left hand side on the exit.

dear leap
The gradient changes and undulations can unsettle a kart

13 & 14 Clay
Hill I bring the kart to the middle of the track as the circuit starts to rise for Clay Hill and take 4th gear. Hold the kart to the left hand side over the crest and grab 5th gear on the little straight. Through the left hand kink keep the kart hard over to the left hand side taking a late apex.

15 Druids
The approach to Druids is at 120mph pulling 10,900 revs. in 5th gear. I take a slight lift off the power and just feather the brake pedal with the left foot at the turn in point. Aiming for the second apex still in 5th gear I trail the brake to keep the kart stable and drift it to scrub off a bit of speed through the corner. I take Druids at 105mph and get back on the power at the apex letting the kart drift to the left hand side of the track over the crest on the exit and making sure to keep off the kerb.

16 Lodge Corner
Increasing the speed to 120 mph along the straight, I try and stay down inside the bubble as the kart floats over the crests under Warwick Bridge keeping the kart to the left hand side of the track on the approach to Lodge Corner. Then it’s hard on the brakes and down three into 2nd gear at 70mph. I take a late apex as the exit of the corner drops away steeply downhill and the kart understeers on the way out.

17 Deer Leap
I grab 3rd gear in the dip and then 4th over the crest at Deer Leap quickly followed by 5th gear and let the kart run to the middle of the track as I cross the grid to start another lap having just recorded a time of 1m 39.863s at an average speed of 97.04mph to set a new lap record.

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