Bedford

7th August, 2002 - Did the PCGB trackday at Bedford Autodrome on Saturday. The circuit is not as bad as I was expecting. It is an old airfield so is totally flat however they use plenty of cones to mark out the corners so it is not as difficult to see the corners as you might expect. The circuit is VERY hard on brakes as there are a number of high speed runs leading to slow tight corners, turns 1, 8, 9, 11, 15. The surface is generally very good with high grip and no bumps expect for the braking area in to turn 1 which is a bit rough. There are only a small number of pit garages, so not so pleasant if it is raining. I found that the circuit did not flow as well as Donnington as most of the corners are long and fairly tight, the best sequence is from the first chicane (3, 4) down through turns 5, 6, 7. Here you can build up some serious speed if you have the balls to keep the loud pedal pressed, I finally experienced the fantasic traction the 911 has through these fast sweepers. The trick is to keep the power on and be comitted to the corner any hesitation is soon punished as I found out with a spin at turn 16. Fortunately as Bedford is just a test track and does not have spectator areas there is no need for armco, so apart from turn 8 there is nothing to hit when it all goes wrong. The main straight is very long and I was getting about 130mph before braking for turns 9, 10. Would I go there again? Possibly. Donnington is a much more enjoyable track and I have not been back to Oulton Park yet..... -- Regards, Steve Waterworth stevew@stig.uklinux.net

A report of a Track Day at Bedford Autodrome, March 2002
Why Bedford: In my current car, 944 turbo, I have attended 25 track days. But, never at Bedford Autodrome. In 2001 there was a gathering of Titanic Porsches at Bedford, using the full 3.6 mile circuit. The reports from attendees were very favourable. In March of 2002, a track day at Bedford was on offer for 100:00 GBP via the BMW car club GB. I, and a few other Porsche owners booked onto the day.
The track to be used was again the full 3.6. mile circuit. There are 4 circuit options at Bedford, the full circuit makes use of parts of all of them. The Day: Friday March 23rd 2002, dry but a bit overcast. As I was travelling across country via Milton Keynes, the nearest fuel station to Bedford Autodrome is in the village of Clapham, super unleaded is available at the Texaco station. The nearest place selling Optimax that I passed, was on the A422 at Milton Keynes. I later learned that fuel is available at the autodrome, but at a higher than normal price.
Signing on was straight forward, coffee, tea, juice, was available free of charge all day. Breakfast was on offer, ranging from fruit, yoghurt, cereal, to bacon or sausage butties, all very welcome. The briefing took place in the reception building, comfortable chairs, tables, and with the use of overhead projectors, screens, and lecterns. This is a far cry from some circuits where the briefing takes place in a draughty, noisy garage. Track activity was split into two groups, a variation on the three group sessions. I was to be in group 'A' (experienced). I talked to some other attendees, who ranged from 'just got my beemer', to 'experienced campaigners'. Also met up with some other Porsche attendees, notably Tom and Henry from 911virgin.com. Tom and Henry were there with a 944 race car, a 964 RS and two of their customers who hadn't been to a track day before, (964 RS and 993). Car types on track ranged from mostly M power BMW's (M3 M5 M Coupe), Porsches (944 944 Turbo, 964, 964 RS, 968, 993, 993 turbo, 996), Caterham/Westfields, about 10 Skylines, and a few others like VW and Focus.
The track at Bedford is very wide, has huge runoff areas, with armco only evident at turn 8 onto the straight, and part way along the straight. Again, armco separates the pit lane from the track, but, there is also a wide section of grass here as well. The track is very flat, flatter than Silverstone. This doesn't help with orientation, ref: what comes next. Its all new tarmac, no old runway surfaces are used. Apart from a few runoff areas before you reach the grass. Cones separate turns onto and off of the tracks. What I mean is, as you turn from say the West track onto the full track, cones prevent use of the 'wrong' track. The usual recovery vehicles, marshals, etc. are in attendance. There are refreshment rooms, at each end of the garages, with free drinks (tea, coffee, juice, and water). Picnic tables are placed outside the refreshment rooms. Toilets are behind the garages.
The Track: After the briefing, all participants moved over to the pits and garage area. I left my road tyres on for the first session. The first session was in Ducks and Drakes format, i.e. follow the leader, no overtaking. Incidentally, overtaking is on left at Bedford GT, and the circuit is anti-clockwise like Rockingham. Pit lane entry is on the right. My first outing at Bedford, it soon became apparent that its very easy to 'get lost' on this track. There are fast straights, separated by chicanes, greater than 90-degree bends, and complexes that seem to be very similar. If you don't concentrate on where abouts on the circuit you are, then its difficult (at first) to recognise what comes next. For the second session, I changed onto P Zero C's, very worn ones, no tread pattern at all, almost slicks. I started off with 28 lbs COLD pressure in each tyre. Peter Emerson (944), joined me as a passenger. To say that I made a pigs ear of this session is an understatement. Ref, pay attention to where abouts you are on the track. At the end of this session, and in fact all further sessions, I decreased the tyre pressures to 34 lbs HOT, yes that does read correctly. For session three, I grabbed a ride with Henry in the 964 RS. This is a much quicker way to learn the track, hint: make use of instructors and experienced attendees at any track that you are unfamiliar with. Henry is a smooth driver, he showed me his strange line into the chicane at turns 3 and 4. Fourth and subsequent sessions, much better.
The pit straight ends in a very sharp left turn 1 (2nd gear), then accelerate into the chicane at turn 3. I used Henry's line into this chicane, and it was very fast, cars in front appeared to be slow through this section, cars behind disappeared from my mirrors. Hold the left curb through a long turn 5, then accelerate through the next right hander (turn 6) to the straights. The fastest straights are approached flat out through turn 7. A warning here: turn 8 onto the first section of the straight is tighter than ninety degrees. As you are approaching it with the go pedal pushed to the floor, it's easy to outbrake yourself. As I got faster through turns 6 and 7, I had to keep braking earlier and earlier for turn 8. Eventually, I used just past the apex of the previous turn 7 as my braking point. This allowed correct positioning of the car into turn 8, and allowed acceleration from the apex of turn 8. The straights are separated by an other chicane, turns 9 and 10. Speed along the first section is 125MPH and above. Apparently a Skyline was reaching 145MPH along here. Brake into the chicane, (turn 9), use 4th gear and accelerate onto the next section of straight. Exit from the chicane (turn 10), is very wide and easy, speed along the next straight section is again in three figures. Now comes the hairy bit, at the end of this straight is a hairpin, turn 11. Stand on the brakes, a very, very late turn in, 2nd gear, balanced throttle, and hold on. Don't back off, or try to accelerate too early in mid corner. Most cars slide at this turn, but a slide here is easy to hold on a dry track. The next turns can be taken going up through the gears, i.e. accelerating. But, turn 14 demands use of the brakes and down to 3rd gear, as the camber slopes away mid corner. Another short straight, another left hairpin, turn 15, followed by an opening right, turn 16, onto another straight. This straight, for me, is 4th gear in the red (6500 revs). A fast right, turn 18 followed by a further very fast right, turn 19, onto the pit straight.
It does take time to get used to this circuit. The old adage, get the lines first, then build up speed, certainly applies here. I didn't heed this advice, and my first fast session was rubbish. Cars in trouble: quite a few spinners, and off's, all of them in tight turns. Chicanes caught out most people, and trouble coming from lifting off of the throttle in mid corner. A skyline spun onto the grass, dug in, and ripped its front spoiler and some side bodywork off. An M coupe had brake fade in the morning, and then loud banging noises from the rear under acceleration. An M5 suffered a split fuel line. A Caterham looked as though it had found a 4X4 course, it was covered in grass and mud on both sides. Otherwise, a very quite day.
Summary: I found the track to be safe, hard to learn (my own fault), layout that makes use of straights, tightening bends and opening bends. In short, a testing circuit. The BMW organised day is a bargain, I didn't use all of my available time on track, e.g. had a ride with Henry, and didn't use the last session. But, I still completed 150 miles. Conclusion: I'll go there again. Pete Crosthwaite, March 2002
944 turbo, 1987 220 model, AMD chipped (1998) to 256bhp, 313 lb ft torque, Porterfield pads, SRF brake fluid, brake cooling ducts, Shell Helix super oil. Newish 17" Bridgestone SO2 road tyres run at 32/33 lbs COLD pressures, (225x45x17 fronts, 255x40x17 rears). Bald 16" Pirelli P Zero C track tyres run at 34lbs HOT pressures (245x45x16 all round). Car serviced and maintained by Bob Watson Engineering.