GMR - Graham Martin Racing

07/09/2026

In just 3 days, MotorsportEventFinder.co.uk had 150k views — and with your help the listings grew fast:

📈 From 1,184 to 1,319 upcoming events
👥 393 → 416 organisers
📍 603 → 426 venues
🔗 52 → 79 sources

Thank you to everyone who's got behind this. There's still more to add, so please keep sharing it with your motorsport friends and clubs — let's build the best UK motorsport event calendar together. 🏁

https://Motorsporteventfinder.co.uk

04/09/2026

A weekend of racing. What's not to like!

02/09/2026

British motorsport is governed by at least six separate permit-issuing bodies — and none of them publishes anyone else's calendar.

Motorsport UK covers four wheels. The ACU handles bikes. Short-oval stock cars run under ORCi. Autograss has NASA. Speedway has its own control bureau. And there's a sixth issuing permits for driver training and arena displays that most people in the sport have never heard of.

Every one publishes its own corner. None publishes anyone else's. So a fan searching "what's on near me" has to already know which world they're looking in — and a newcomer has no chance.

So I built the thing I wanted:
1,184 upcoming events · 393 organisers · 603 venues · 52 sources

195 of those events sit in disciplines the main four-wheel calendar contains none of — 107 oval and stock car meetings, 39 autograss, 26 speedway nights, plus drag racing, rallycross and real-roads bike racing. An entire grassroots scene, invisible unless you already follow it.

Free, no sign-up, no ads. Search by venue, date, discipline or whether entries are still open.
https://motorsporteventfinder.co.uk

Update: 03-09-2026:
I'm absolutely bowled over by the fantastic response from the motorsport community helping to add another 200 events, 112 extra venues, 38 more clubs, 3 more disciplines and I'm sure there is more!

Keep sharing and keep letting me know where we are missing events.

06/08/2026

Dylan just put our DDM composite airbox through its paces on his YouTube channel — fitted to his beautiful Peugeot 205. Real feedback from a real build, in a real car.

It was a genuine pleasure collaborating with Dylan on this one. The airbox was engineered around his combination — proper port matching and packaging, no universal-fit compromise.

Give it a watch: https://youtu.be/aUWLHqaJEM8?si=kjY1LvT3VF61zltH

30/07/2026

Quick one for you — I built www.trackdayfinder.co.uk as a totally free way to browse and compare UK and European track days, and it's growing month by month.

I want your honest feedback:

Do you use it? If not, what's stopping you?

If you do, what's your favourite feature — and your least favourite?

And the big one: what feature would make it "next level" for you?

Drop a comment below. 👇

23/07/2026

A prototype isn't "make one and see". It's a disciplined loop: design, simulate, manufacture, validate — each stage there to remove uncertainty before you commit to tooling or find out the hard way on the dyno.

With DDM composite we go CAD-to-part fast, so runner geometry and internal transitions get optimised on real data, not guesswork. Get the loop right and weeks turn into days.

Read how a part goes from screen to a component that survives the car 👇

How prototype engineering in motorsport really works — the CAD–CFD–FEA loop, laminate vs DDM composite, and the specs that decide it. Spec a part that survives.

17/07/2026

The single biggest airflow gain on a set of velocity stacks isn't the weave — it's the entry radius. Form that bellmouth to roughly 1/4 of the bore diameter and air stays attached to the wall as it turns in, worth several percent in flow coefficient right at the valve. That's the bit that shows up on the dyno. In the new article I break down what actually makes power on a trumpet, and what just photographs well. Read it here 👇

Carbon fibre velocity stacks: the real power numbers, bellmouth geometry, tuned length and the resin heat limit that makes or breaks them. Spec yours properly.

14/07/2026

Search "bespoke carbon parts engine UK" and you'll find plenty of shiny weave and very little engineering. Here's the truth from years at the sharp end of motorsport: a pretty part that softens at 120°C or feeds your engine unevenly isn't just useless — it's a liability you paid a premium for. In my latest piece I walk you through what actually survives under the bonnet, and how to spot the difference before you commission. Read it before you spend. — Graham

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07/07/2026

Japanese & Javelin Sprint Series Rd3 — Cadwell Park.

First time back here in nearly 4 years, so I was rusty to say the least. But a few tweaks to the centre diff controller and a fresh set of Extreme tyres knocked over 1.5s off my PB.

I fluffed run 5 of 6, and timing issues meant Javelin couldn't fit run 6 in — so no chance to improve. Frustrating, because there was more in me and definitely more in the car.

Been running a thermal camera to check pressures and how the setup loads the tyres, plus using AI to capture the data and make better-informed calls on setup direction.

Ended up 11th overall, 2nd in class (Japanese SS) and 4th in class (Javelin SS). On to Blyton — where I'll be looking to extract a bit more. 🎥

01/07/2026

Let me say it plainly: a "universal fit" throttle body kit is a compromise dressed up as a product. If you want the response, driveability and peak power your engine is genuinely capable of, you need a kit engineered around YOUR cylinder head, YOUR port geometry and YOUR target rev range — not a generic part that bolts on and hopes for the best. That's how we do it at GMR. Read why engine-specific wins every time 👇

I’ll say it plainly, because someone needs to: a “universal fit” set of individual throttle bodies is a compromise dressed up as a product. If you want the response, the driveability and the peak power your engine is actually capable of, you need a made to fit throttle body kit — one enginee...