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Motorsport - Locost Derek Linley, the owner of Team Wildcat, is the main Technician in Dews Haulage's own workshop. Dews Haulage
have helped Derek over the last year and have given him web space to advertise his team and for your interest. TEAM WILDCAT
Having spent several
years through the 90s competing on quarter oval circuits with a two-litre stock car in the national world of outlaw series, I gained superstar status following an accumulation of race wins plus podium finishes.
In 2001 I took the opportunity to move into full national circuit motor
racing through the 750 motor club, joining the one make series for Lotus Seven style cars called Locosts. I joined the championship at Mallory Park Leicestershire in June of that year in a self-built car.
That season I managed a one hundred percent record of five races finished from five starts, managing to qualify for the grid at all the events, ending 2001 with five finished and ten championship points with a new
under developed car in a brand new and totally alien form of motor racing which had more speed, left and right hand bends, plus overtaking without
the use of contact. It left me with a great feeling of anticipation for the 2002 season.
The 2002 season went very well, with improvements in the cars abilities and handling. There was work done on
transmission gearing and ratios. The car and myself became more and more competitive. Regularly finishing in the top third of the weekends final positions, and on the verge of breaking into the top ten.
In the 2003 season I found myself unable to penetrate the top ten positions due to several new very experience team
drivers, and ever upward spiralling development costs. So a change was planned for 2004 to compete in the Northern
Sport and Saloon car championship with an adaptation of the same locost kit car used in the 750 mc one make series.
With more freedom in, the Darlington and District Motor clubs championship regulations, alterations were made to the engine, suspension, wheels and tyres.
2004 began another enjoyable trip into the unknown. With new circuits, new opposition and a new race format. 2004
went well, new circuits were dealt with, the competition was measured. Under the new freedom in regulations the car's
extra power and consequent development in handling and braking made this a learning year for the team. With work to be done for 2005 feelings are good and the quest continues. 
The 2004 season concluded having had a very mixed transitional season, the new modifications to the car provided more
than their fair share of problems. Which only seemed to show up in race trim. Despite the slight setbacks and between
various disappointing results, the racing was fast, clean and fair with a pleasant feel to the club and championship. At the
end of the year after the championship points were calculated, dropped scores and count back were taken into account. I
was presented with the trophy for second in class F. Which after the season's problems was a very welcome award and a
huge spirit lift towards the 2005 season. Myself and team Wildcat were also honoured to receive the club's annual Piston
broke trophy, which is awarded for outstanding endeavours throughout the year, which was a big surprise, leaving the team and I with the kind of warm, homely feeling you only seem to get at this level of club motorsport.
During the winter months we have done some work on the suspension and front geometry of the car. Time was also
applied to make more permanent jobs of the temporary repairs and quick fixes carried out through the previous year.
After a pre-season testing day at Donnington Park a confidence in the cars handling was found, high hopes were built for the first round of the 2005 championship at the knockhill circuit in Scotland.
2005 season begins
The new season began at knockhill in fife, which is a short, twisty but flowing circuit with blind bends, crests and
highspeed descents. During a good qualifying period in which I achieved the fastest time in class F giving me class pole
position for the race, an oil surge problem arose due to the extra corner speed in the car and the undulations of the
tracks layout, which ultimately lead to a difficult decision to withdraw from the race to save the engine from possible oil starvation damage. Oulton park
International circuit in Cheshire was the scene for the second round of the D&DMC championship. Oulton
Park is a track with a healthy combination of bends and straights to satisfy most competitor's appetites. Being considered
a real drivers circuit and difficult to get right. The dry, sunny weather of the race day brought a conclusion to a frantic,
two weeks in which engine problems were found after round one in Scotland, which meant a highly inferior engine was
fitted to the car, forcing a decision just to drive for the chequered flag and a points finish. A finish was indeed achieved
and points for second place on class F were gained. Which due to the new attendance points issued from round one moved me into first place in the class F championship after two rounds. 
Knockhill
Following the previous problems of the earlier rounds. Designed and fitted a new radical breather system for
the engine. We approached the Knockhill race as a test weekend. Then five laps into the qualifying session things were
going well, no visible problems had arose, so I began to use the cars full ability to the maximum within the wet track
conditions. A respectable grid position was achieved out qualifying several higher classed cars due to the levelling result
of the wet track, taking pole position in class. Returning to the pits after the session a full inspection was made of the car,
the news was good no oil loss. The race was a late afternoon affair, which unfortunately allowed the circuit plenty of time
to dry out. As we all formed the grid it was clear the higher class car's power advantage would again take them farther
up the final race results then their grid positions may have suggested. Sure enough after a frantic start at the first sign of
a straight the class E cars let rip and took their rightful place ahead of the lower horsepowered cars. Setting myself the
mission to hang onto the back of the class E group for as long as I could, I set the fastest class F lap of the race , but
slowly the gap inevitably began to grow lap by lap and the focus shafted to leading home class F. The race then settled
down into the normal class pattern and apart from the later laps when care must be taken as the very fast top class A
cars begin lapping through the field, the race was uneventful. Which following the afore mentioned problems was a huge
relief for me and the team, so a good race was had covering the full distance without incident and car problem free to conclude in a class F win for myself and celebration for me and the team. 
2005 season
CROFT june
now the engine oil retention issue had been addressed and reliability was not a worry any more we were
able to begin to work for potential power we needed from the engine. Successful changes were made prior to the race
meeting at croft. The engine work had indeed increased the power, but as a side effect the power delivery had become
sharper and harsher leading to wheel spin at virtually every corner exit and curb apex on the circuit. So as an overall
result, lap tames were not improved. The race itself was otherwise problem free and due to the lost seconds per lap I
had to settle back and accept the result of second place in class F on the day. This kept up the championship point's momentum through and we stayed ahead in the class standings.
The extra performance was obviously now in the engine. All we had to do was harness it and the extra lap speed we
were looking for could be achieved. This lead to the decision that a limited slip differential was now a requirement to help tame the aggressive tendencies of the car and reclaim the time being lost through wheel spin. 
Photo by www.whatnonegatives.com
www.daviddoveracing.com CROFT august
the first race of august was at croft, three competitors from classF were present, so it was a good time to
see if the newly fitted limited slip diff would make the difference in lap times to close the gap to the leaders. The day
began poorly as a drizzly session, but drying track did not suit my tyres. As it turned out it didn't matter as the car
refused to start up for qualifying. So no appearance, no time and put to the back of the grid. Problem of broken rotor arm was repaired for the race.
Starting at the back of the grid of twenty seven cars I got the start of my life helped by a midfield incident into the first
corner which I missed, I made up sixteen places in the first lap to end up two places in front of both my class F rivals,
FANTASTIC! Five laps went by without my rivals closing the gap I had too much. Then disaster struck, as I leapt over a
high curb to avoid a spinning car, number one plug lead became dislodged putting the engine onto three cylinders and
me steadily back to the rear of the finishing order. Zero to hero then back to zero again. Ending the race third in class F
as I had started. We took some comfort in the performance the car had showed before the plug lead incident. 
Photo by www.whatnonegatives.com
www.daviddoveracing.com
CROFT double-header following an average qualifying result due to being caught out with tyre choice in changeable
conditions. I was hoping for another demon start to match the race before. It was not to be, after jumping through the
two rows in front of me on the grid that's as far as my great start got, when I got boxed in and had to file in through the
first corner sequence. On the second lap round I spotted my class F rival beached in the gravel trap at clervoix corner,
which dulled the disappointment of qualifying a little. The race progressed and I found myself in a race long battle with
four other cars. Strangely all from different classes, which mattered not as the race for pride was on. Several overtaking
moves were played out amongst us all lap after lap with the track places changing every lap. As with all race drivers the
final results faded into the background after such a great close and exhilarating race, were all four drivers had stories of moves and close calls all told in an excitable, giddy voice you only get after a great race.
Photo by www.whatnonegatives.com
www.daviddoveracing.com
The second race of the weekend was on Sunday afternoon with the grid made up from various times over the previous
track time resulting a slightly better position than Saturday. My usual lightning start was curbed due to several very quick
higher-class cars starting from the rear of the grid carving through the field. After the lap one shuffle I was well out of
touch with the class F leader, as I tried to catch up with him pushing very hard and a little too hard now and again, I was
in serious danger of throwing away second place in class, so I cooled off a little towards the end of the race and
completed a successful weekend with a class win on Saturday and second on Sunday. Which with a healthy points tally enforced my hold on the class F title.
Photo by www.whatnonegatives.com
www.daviddoveracing.com
CROFT September After qualifying on Saturday morning, which was wet and drizzly, a good time was achieved to place
myself at the head of class F on the grid. Unfortunately the race was not scheduled until Sunday afternoon. Sure enough
the race was dry and sunny, so keeping hold of the class lead in the race would be a tall order. But with a good start it
was possible. After a good start seeing of four cars I had to take avoiding action when a car locked up it's brakes and
didn't make the first corner. After a long trip through the gravel trap I rejoined at the rear of the pack with work to do. As
the race progressed I fort my way back to ninth place overall and second in class, but with no way of catching the class winner. We took eighteen points for second place and stay at the head of the class F championship.
Photo by www.whatnonegatives.com
www.daviddoveracing.com Summary season
After a shaky start to the season involving several problems, which were laid to rest as the season
unfolded. The car became reliable and began to work very well. With a total of on average four seconds a lap being
improved through the year, which shows we are heading in the right direction. With plans and improvements to put into place for the seasons to come, future lap times are sure to tumble.
At the 2005 seasons close, the point's totals are calculated resulting in me holding the highest score in class F.Meaning
myself and team wildcat are crowned class F champions for 2005.
2006 season
After discussions with David Dove, the owner of David Dove Racing. We were offered the chance to assist his race team
as support/driver for the 2006 season, as he campaigns in the British GT Championship in a Ferrari 360 moderna. The
chance to be involved in the British GT's and with top flight drivers like David Dove and Calium Lockie was too good to
miss, as the experienced input from them would be invaluable towards team wildcat's endeavours for the future.
Changes to the D&DMC's class specification introduced for the 2006 season, resulted in my current locost racecar
becoming potentially uncompetitive due to class merges. The decision was made to re-build the car in order to make an
assault on the 2007 championship. After talks with the guys at Mk sportscars it was decided to rebuild the car
incorporating an Irish sprint chassis and lightweight components in accordance with the new class regs. So on the one
hand there was a sense of disappointment at not being able to defend my current class F title, the team and I are filled
with excitement at the prospect of creating another class winning car with a new set of parameters to adhere to, and a new car to build and develop.
Derek Linley Back to top
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