Years of preparing his own karts and single-seater cars gave Gavin Bickerton-Jones plenty of the core skills needed to make a career from motorsport. But never one to rest on his laurels, Norfolk-based Bickerton-Jones developed a specialism in dampers that has made him one of the most in-demand engineers in junior single-seater racing.
A title-winning race engineer in Formula 3000, one of the founding partners of GP2 championship-winning squad iSport International and latterly a Le Mans class-winner, Bickerton-Jones has come a long way since the days he spent scraping together second-hand tyres for his equally second-hand Class B Reynard in the 1987 British Formula 3 championship.
“I certainly wasn’t the next Ayrton Senna, but I think I was a decent, average jobbing driver,” he reckons.
His father Bill Jones had raced in the 1950s before running the Shardlow Motor Racing Formula 2 team for drivers including Chris Meek. His friends included BRM team manager Tim Parnell, the young Jones’ godfather. “I was always around racing cars,” he says. But when he began karting at 14, Bickerton-Jones had to do all of the preparation himself and so “learned a lot of hard lessons the hard way”.
But despite not having much by way of budget – “we never had any money other than the money just to get to the races” – he wasn’t deterred from making the step up to cars. Bickerton-Jones bought “an old Van Diemen – even at the time it was five years old – a Formula Ford 2000 that had been in a shunt” with a bent chassis. He straightened it out and with the help of a friend took it racing in the regional Donington championship. He went on to win the 1986 title aboard a 1984 Reynard.
“Again, we had to learn everything ourselves on that, changing the gear ratios and you really learn by burning, doing it like that,” he says.
A move into the secondary Class B division of British F3 followed for 1987 with a second-hand Reynard. But running the car “hand-to-mouth” in only a handful of races, where “just to get on the grid was a result”, it wasn’t long before the realisation dawned that “I’d been kidding myself, you just can’t expect to do really well on nothing”.
“I only ever had two brand-new sets of new tyres in my whole racing career,” Bickerton-Jones jokes. “Guido Basile always had new tyres so I used to go and look at all his leftover tyres and buy the best ones off him!”
Recognising that making a living as a driver would be a struggle, he took up a job with Dennis Rushen’s Norfolk-based Concept 3 F3 squad as a mechanic with Canadian Daniel Campeau.
“I ended up staying around Norfolk and I still live here now after all these years!” Bickerton-Jones says. “It was a good place to be from a job point of view. There was a real good little industry, all different formulas, different teams and everything around at that time.”
He followed the team into Opel Lotus before switching to David Sears Motorsport, winning the 1992 British Formula Vauxhall Lotus title with Piers Hunnisett. It was then that Bickerton-Jones began his first dabbles in formal race engineering – despite having no qualifications in the field.
“I was always interested, because I had driven and done things on my own car, on how to make things better or try to improve things,” he says. “I did an Open University course which was very helpful on the basics of engineering and the maths involved, and just consumed loads of books on the subject because I was massively into it. I built my own kart chassis and things like that to progress myself.”
This only deepened upon moving to Martin Donnelly Racing for 1994. The former Lotus Formula 1 driver (“I raced against Martin in Formula Ford 2000, he was a lot better than me”) could see his potential – the Ulsterman once told Autosport that Bickerton-Jones has “got a brain on him like a computer” – and paired him with up-and-comer Jamie Davies. Together, they clicked and the West Countryman finished second on his way to winning the McLaren Autosport BRDC Award.
“For all my career, he has been one of the best engineers that I’ve worked with,” remembers the 2004 Le Mans Series champion. “The attention-to-detail when you’re on the one-make formula particularly, he was absolutely brilliant. It was on-point to where it needed to be. If I said that something needed to change, the right decisions were made and the car would react and I would go quicker.”
The following year, Bickerton-Jones combined duties as team manager and engineer across five cars in Formula Vauxhall.
“It gave you a good insight on what was important and what wasn’t,” he says of a period that he describes with some understatement as “busy”. “When you’re dealing with that many drivers and different cars, you’ve got to be organised. Especially when you’re team manager as well, there’s lots of boring jobs that need to be done that are the building blocks of what makes a good team.
“It’s about time management really, making sure you get all that subsidiary work done so that you can spend a day getting the cars in the right place in the workshop so that when you arrive at the next circuit everything is ready to go and you’ve got a plan.”
Bickerton-Jones also threw himself into understanding the “clunky” data systems, then in their early days, when he says “was really what elevated me from where I was and set me on the path really”.
“A lot of people at that time were a bit frightened of computers or didn’t know how to use them,” he says. “Suddenly you find that you’re the point man then for going through the data with the drivers and things like that.”
He continued with Donnelly’s team as it stepped into British Formula 3 for 1997, which was capped by Mario Haberfeld winning the blue ribband F1 support race at Silverstone. But when MDR “sort of fizzled out a bit and went back to Formula Ford” Bickerton-Jones sought out pastures new at Sears’ second Formula 3000 squad – which was in the process of being renamed from Den Bla Avis to Petrobras for 1999.
He ran Bruno Junqueira to victory at Hockenheim that year, and after the Brazilian came close to a Williams F1 seat they were reunited for 2000 as Junqueira beat fellow Sears driver Nicolas Minassian’s Super Nova team to the title. Bickerton-Jones also ran Antonio Pizzonia and Nicolas Kiesa to victories before the DBA team shut down in 2003.
Bickerton-Jones had built a damper dynamometer while at the team after being inspired by a trip to use Williams’ seven-post rig, and also wrote the software to run it, having made this ‘black art’ an area of focus back in his Vauxhall Lotus days.
“That was one area I was always fascinated with,” he says. “There’d be people going around with these ‘magic’ dampers saying ‘you’ve got to run these’, but I wanted to quantify what makes one damper better than another for a car, rather than just hearsay in the paddock. You want a solid engineering reason for it.”
His damper rig, which he later took along to iSport, would also allow the operator to run simulations using on-track data. Bickerton-Jones credits the device with allowing Scott Speed to set the fastest time in GP2 pre-season testing at Paul Ricard in 2005, which meant the Formula Renault graduate carried the number one into the championship’s inaugural season.
“By putting all the info of the car into the software, the springs, what weight, corner weights, motion ratios, all that sort of stuff, it would work out the perfect damping for that car,” he says. “Then you can tune the damper to it to get right in the zone.
“It’s a big thing to know that you’ve got the damping somewhere in the window while you mess about with all the other things, the rollbars and springs and stuff.”
That deep specialism – Bickerton-Jones still rebuilds dampers now, running his own ShockBox company which counts the Hitech Formula 2 team among his clients – combined with his first-hand experience as a driver, are two areas of strength that he has lent on throughout his career.
“Almost irrespective of what sort of results you’ve had as a driver, you’ve been there, you’ve sat there,” he says. “I think some younger engineers that are very well-educated almost forget there’s a human being sat in the car. No matter if it’s Ayrton Senna or someone just starting out, they’re still a human being and you need to have them on side. Having driven myself, you know the anxieties you’re feeling as soon as you put the helmet on when you’re sat on the grid.”
Speed’s results with the brand-new iSport team Bickerton-Jones co-founded with former Petrobras colleagues Paul Jackson and Richard Selwin were deeply impressive in 2005 given it had been “put together on a wing and a prayer”.
“None of us had any money to put in it, we took a massive chance,” he says.
Its place on the grid was only secured when a former business associate and friend of the trio agreed to pay the €500,000 entry fee, returning which became the team’s first priority over its first three years.
“And we did it with interest,” says Bickerton-Jones. “That meant we managed to then start it on our own, we didn’t ne Source: Autosport