Anglesey Sprint

Circuit Description

Since the circuit was opened as an MSA (Motor Sports Association) and ACU (Auto Cycle Union) Championship venue in 1997 we have attracted competitors and spectators from all over the world. For this season there is a variety of events catering for all tastes. Motor Cycle Road Racing is very much a growth sport for both competitors and spectators - Anglesey offers plenty of action, the sweeps and rises of the circuit give the competitors a superb challenge and spectators excellent viewing. Car enthusiasts are well catered for also with six Car Race Meetings, three Sprints, two Rallycross and five Stage Rallies. The Rally stages have been updated and offer spectators continuous action. The Car Races have attracted many prestigious championships for a variety of categories.

Course Description:

You start up the pit lane. As it is downhill you ought to be almost flat in third by the time you reach school corner, the first part of which is a 45% right-hander. I think you only need to lift rather than brake on the first lap, but work up to this gradually in practice. Stay wide to get a good line into the second part of the bend. Either way you certainly want to carry a lot of speed into it as the road goes quite steeply uphill on the exit. The car feels light and skittish on the second apex as there is a slight brow there. If you've done it right you have drifted to the middle of the left-hand kerb ready to turn into Abbotts except that you should now be going too fast to get round Abbotts, so braking is required

Abbotts has a blind brow and really does leap out at you. If you do overdo it, the rough stuff on the outfield will slow you down quite effectively but the advice is to let go of the steering wheel to avoid broken fingers and/or wrists. You do want to keep the momentum going as you will still be going uphill ready for the Radar complex.

Radar is really unnerving. This is a 90% lefthander over a brow. It's totally blind when you are sat low down. You need to turn in before you can see the bend so that you can exit on the left hand side of the track ready for the following right-hander

Since this right-hander leads onto the top straight the exit speed is probably more important than anything else about that complex. I stay in third through this lot but should really change down to second - I just haven't decided where yet. The exit kerb makes it feel almost like an "ess".

The top straight curves here and there, making it more interesting than Aintree, and it is flat in 4th.

Unfortunately it leads into a hairpin with a deceptively tight exit. I seem to need to slow to walking pace to get round this.

You can get up into third for Douglas, which is a left hand kink, but you want to keep over to the left on the exit to get a good run at Mountview.

Mountview is a right/left "ess". If you kept on the left after Douglas, I think you now want a late apex for the first (right-hand) part of the ess. The second (left-hand) part of the ess presents no problems and you should be able to get into fourth pretty soon.

Obviously a good exit speed pays dividends all the way down that straight, which is downhill.

The only differences for the second lap are pretty obvious. First, you need some hard braking and a downchange into the first bend. I try to use distance to the end of the rumble strip past the end of the pits to judge braking distance. Second, if you are on slicks, your tyres should have warmed up by now and most bends can probably be taken a bit quicker than on the first lap. Finally, Douglas can be taken much faster as you reach the finish before you have to worry about Mountview - but do watch out for the timing equipment on the offside.

* Thanks to Dennis Doyle for Content from his website. http://members.tripod.com/sprints/

More Information

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