Bookworm,
There is no need to manhandle the aircraft or to hae exceptional intercept angles.
With regard to intercept angles think back to your IR training days - if there was a very strong wind from say 160deg at Calais, you may use a 90deg intercept in a relatively slow aircraft and not fel uncomfortable because of the relatively slow groundspeed towards the inbound track. That would apply to turning inbound in the hold, turning inbound in the racetrack or turning inbound following a parallel join into the racetrack (to be followed by final approach).
However, with experience you will have a few tricks up your sleve that help ensure a perfect result every time. Again remember the IR training days in all those holds- better to be a bit wide and a bit long (within limits) and give yourself time to make a good intercept of the inbound track for a decent period of time.
Calais only poses a problem for you because you are flying a slow aircraft and with a low ground speed, the procedure timing does not position the aircraft far enough out to make a simple intercept.
Hint 1 - once within 5deg of the inbound course on the ADF you can descend to 1310. So if you are tight to the FAP just before intercept, you can effectively descend at something up to 1000ft/min to 1310 as soon as the ADF puts you in the right place. That will enable you to level and intercept the GS from below at the LOM. The justification for this is the Lctr approach not the ILS approach!
Now looking at the race-track. Think of the worst case scenario in no wind. Aircraft TAS 60Kt. No matter which way one does it (parallel entry or full racetrack) the aircraft will only be at 6 miles when the inbound turn is commenced. This is an exagerated example of your problem.
Hint 2 - the racetrack procedure is designed for aircraft to fly at up to 160Kt. If you are flying it at 120Kt and there is no actual wind then you can say that in theory you are causing your own 40Kt (160-120) headwind. Of course, once turned inbound you will still have that theoretical headwind so if you correct for it to the full it will take you a long time to get back to the beacon! However, there is scope for sensible corrections to the timing that will put you further out but not outside the limits of the procedure.
Remember that the racetrack is based purely on timimg.
However again having said all that, I have not had any problem with the procedure using 130Kt for the parallel entry straight into final approach or using the restriction on the jepp chart of requiring a 120kt speed to do the full racetrack before final approach.
Regards,
DFC