And now my thanks ...

Despite our Mercury problems and the resulting Lifeboat tow in the Irish Sea, we did have a great race.

A recalculation of the results based on our completed legs pace showed that without the problem and the two missed legs, for which we received a maximum time penalty, our race time would have been 27 hours 9 minutes.

This would have put us 2nd in RB4, and 15th overall. (Of course, this is a hypothesis and anyone can eliminate their problems in this way!)

Still it left us feeling that despite not having the speed of the 380hp Goldfish and some of the twin-engined race boats in our class, we weren't that far away given the mix of weather...

We didn't have a support crew or sponsors, so a few thanks are due to people and companies who helped:

Scorpion. A great boat and very capable in the seas. I didn't open the tool box all the way round and Ben and Jamie were quick to help us with a power socket and a few loose screws in Scotland.

A credit to the company that nothing broke nor needed attention. We'd also like like to thank Joy for looking after all our needs so well and Graham for his wise advice and commitment to high standards.

E P Barrus. We didn't buy our motor from E P Barrus but Mike Williams and Mark provided us with full support and advice. It was Mike who told us to look for the alternator/water pump belt when we broke down in the Irish Sea.

They didn't have an answer for the frothing oil, but they think there may be a special oil product which doesn't froth...

Henri Lloyd. We paid for our clothes/bags but felt they were very good. The Shadow Smocks with rubber necks, cuffs and waist, combined with the salopettes, worked very well in all the conditions we faced.

As we were carrying most of our clothes on board we particularly liked the waterproof bags.

Ullman Seats. Roger and I finished the race in good shape. I'm not sure that would have been the case without suspension seating. While I wouldn't describe our Ullman seats as comfortable, the combination of shock absorbing seats and toe straps worked well. I would use them again.

The Race Organisers. I am still not sure how Mike Lloyd's organisation works, but it is obviously an enormous project to pull off. We had particular help from John Moore, the Scrutineers, and the race office team under Annie Beakhurst.

And last but not least, our webmaster, Paul Rodgers, who competed against me in in the 1978 Round Britain Sailing Race. Paul managed to keep the information flowing - even after my Blackberry stopped working.

- Gavin, July 1st

Three Mercury problems

Many people want to know more about the problems with our new Mercury Optimax 300XS.

The most serious issue for me is that the three problem areas are known to the manufacturers. Fixes are already in place, I am told. Then why aren't the fixes in place on the engines they sell?

The three main problem areas are:

1. Frothing oil. Looks like Cappuccino but feeds progressively into the reserve tank on the engine until the alarm sounds. Hard core racers disconnect the alarm.
But we want to protect the engine. After circa 3 hours of running you have to remove the engine cowling and bleed the oil.
We didn't manage one long leg on the race without having to stop to do this.
2. Alternator Belt. Ours came off in the Irish Sea. We were towed into Fishguard.
I understand this is a known problem with a fix. And the answer involves a tensioner pulley with a lip rather than the smooth one supplied.
3. Gear box. It runs quite hot which might be why it is hard on its seals.
The main seal failed during running in. A replacement gearbox was provided. The replacement also leaked oil and filled with water. We caught it in time and fitted a replacement selector shaft seal assembly.

It is a good engine. I like it. But how very disappointing that Mercury haven't dealt with these known problems in the production unit.

- Gavin race +1

Lowestoft to Portsmouth

On each leg of the race you learn something. On the way to Edinburgh, we stood too far out to sea resulting in a painful (in every respect) run into the Firth of Forth, allowing some others to get in ahead by running along the beach.

From then on, we benefited from using the lee of the land, despite adding quite a lot to our overall mileage.

Ahead of each leg, Roger would plot the closest routes possible round the bays and we would make the call under way about whether we would straight-line the bays or go in.

With the prospect of a run into the wind up the English Channel, we put some weight into the bow in order to keep it level while pushing hard upwind. Its downside is that we took circa three knots off the speed coming down the East Coast. However, once round the corner, it started to pay and we were able to reel in the boats ahead.

Everything is relative, of course. While it feels that a head sea churned up by a F4-F5 breeze slows us considerably, the ability to race upwind at 36 to 40 knots in these conditions says a great deal for the design of modern ribs.

As usual, air bubbles filled the Optimax oil tank, triggering the alarm. We had to stop to bleed the system off Beachy Head. It allowed a boat we had worked hard to pass zoom by.

The run to the finish was uneventful, really. But there is a certain significance to me of leaving Portsmouth and turning West and then coming back nine days later from the East. I remember well feeling the same in Plymouth when we sailed round Britain. Not, though, in anything like nine days.

- Gavin race finish +1