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This blog is copy and images produced for my own amusement and of little interest otherwise. Most of us lead rather repetitious and humdrum lives and have little reason to record even our most exciting happenings as they are common place. My doodling comes into this category but as no one has to read this I've no apologies, but thank you if you do. My brief profile - I'm retired and live in the south-west of England and anything else I might wish to admit to will become apparent in the following words and pics.
Scrolling down you will find my 'occasional diary' of activity and images, reflecting my interests and the world as it passes by. All the copy and images are copywrite of fyrth.com with the exception of borrowed images, Michael Fogden in the case of the mug shot, and I acknowledged these sources. I'm fortunate being able to grow old disgracefully competing with an Ensign Formula 3 racing car, designed and built by Mo Nunn in Walsall during May 1972. The Ensign is used in speed hill climbs and sprints and Hill Climb & Sprint Association events, the pic courtesy of Richard Danby at Wiscombe Park near Honiton, their 2009 summer event run by Woolbridge Motor Club.  Motor sport has been a life long interest of mine, kindled at the Boxing Day Brands Hatch in 1954, an 8 year old leaning over the wooden paling fence whilst the grown ups devoured the turkey. I prefer hill climbs and sprints on tarmac roads or circuits like Cadwell Park, cars running individually and timed electronically to 1/100th of a second - hence the 'Burt' strut on the nose of the Ensign. This form of motor sport is less stressful than circuit racing as I don't need someone else's accident, I can do well enough on my own. All types of cars compete, road going saloons to highly powered single seaters, different classes so you can choose your own level of competition. It's also good for spectators as you can generally get quite close to the action. Everyone are free to wander through the paddock to examine the cars and talk to the drivers, no 'prison camp' fencing like F1, everyone approachable unless they have mechanical issues! This short video gives a flavour of what we enjoy.
Regular reports of hill climbs and sprints can be found in Speedscene Magazine.
 The pic is of the Ensign at Oulton Park in late May 1973 by Chris Bennett and being driven by Mike Wilds who was the first driver of the car, then sponsored by property company Dempster Developments/Colin Phillips for whom Colin Bennett did the preperation. Wilds competed in a full F3 season, all the UK championship events and Europe including the Monaco F3 race in 1973 before changing to the latest March 743. The car then found a new home with David Franklin of the Huntsman Garage near Downend in Bristol, very successful in hillclimbs and sprints and it has since remained in the West of England with owners  Ted Williams, Bob Bailey, Chris Bigwood, Nigel Bigwood and Kevitt Payne, Nigel repurchasing the car for Classic F3 circuit racing before me. It had dropped a valve and was lurking rather sadly at the rear of Nigel's business premises in Alma Vale Road, Clifton, dirty, dusty and unloved! I should say that it was not love at first sight as I was unable to get comfy, the cover plates of the bag tanks drilling my thighs. However, further visits emphasised my theory that one's body alters to accomodate the chassis, a deal eventually being struck.
 Fitted with steel crank, twin Weber 45DCOE carbs and DA19 profile camshafts it develops 180bhp with 134 lb.ft. torque which means that whilst exciting to drive in the dry there is no drama in the wet – simply use a gear higher and let the engine torque do the rest, just like a road car. The last rebuild was by Phil Price at Connaught Engines and it looks immaculate, the pic taken just before the engine was dropped into the chassis, not the easiest job as clearances are tight, almost to the millimetre. I lack the cast centre camshaft cover fitting over the spark plugs so if anyone has one? After 6 years in the car it still looks tidy, no oil leaks, the Ensign remaining a delight to drive. Completing the powertrain is a Hewland Mk 8 gearbox, still 1972 spec complete with the main casing from a VW Beetle that is inverted, perfectly fine other than it is impossible to drain the oil unless the car is turned upside down! Light, reliable with a vaste choice of gear rations which can be quickly changed for the best results at the next event.   A routine gearbox check and I thought pics might be interesting, or not ......! Great thing is that ratios can be changed by simply removing the rear casing. A good idea to save the oil that slops into the tray - on reassembly just pour in what came out or measure and replace with the same amount of clean. The gears slide out from the main casing, although it is a good idea to insert a shaft as the gears ease off the layshaft otherwise they fall everywhere. I use bit of broom handle - the gears and bearing carrier can then stand in a tray for the oil to drain and examination, change or whatever. In this case a routine inspection and ratio change, all ok and no sign of metal in the oil so reassembly after a nominal clean. This is the sort of job that can be done single handed in the paddock if the ratios can be improved after practice, up to now something I avoid as it's too easy to loose bits or reassemble with additional road grit as a lubricant.Events are held all over the country and here the Ensign is competing at Shelsley Walsh hill climb in the Teme Valley west of Worces One car is never enough and there is also my earlier Mallock U2 Mk 2B. Arthur Mallock just sold the chassis and parts for the enterprising purchaser to assemble Again Prescott, June 2002 exiting Pardon hairpin with the car loaded to the offside and consequently the nearside rear wheel wanting to spin without the modern atributes of limited slip differential or electronics.
 This interesting monochrome image by John Hayward might even be 40 years ago if it was not for my 'space man' helmet. The serious camber on the front wheels is due to a quait suspension system, 1950's Ford E93A beam axle cut in half and centre pivoted to provide a simple form of independant swing axle suspension with a low roll centre but the dissadvantage of dramatic camber change. The rear is equally 'off the self' with an axle from a 1960's Post Office Morris Minor van cut and welded to offset the differential so the drive shaft is angled, allowing the driver to sit beside the shaft and not high above it. Despite the basic and economical design the car has no nasty habits, delightful to drive and quick for 1961, emphasising that Arthur Mallock was a fine designer. The wheels are narrow and conveniently similar to modern Formula Ford so I can use Avon ACB9 historic Formula Ford tyres. Whilst talking about the Mallock it’s worth mentioning that the little car is for sale.  A lot of the details have been mentioned previously, particularly this car being a recognised Formula Junior and therefore eligible for all their activities, both in the UK and Abroard. I've run the Mallock for 12 years and competed in 180 events with amazing reliability, play being stopped once with a broken camshaft, not so unusual, whilst a rear radius rod mounting cried enough on another occaision. Obviously ‘on the button’ and I'm continuing to prepare and comlete with the car. The Connaught built dry sump all-steel 1098cc Ford engine dynoed at 110bhp at 8750revs, 79lb ft at 6750revs whilst the Ford 4 speed 3-rail gearbox has Quaife dog internals; the rear axle has the rare 5.3 cwp with other ‘higher’ ratios in the spares box. Inevitably there are other spare parts and 2 sets of wheels, one ACB9’s and one circuit Dunlop CR65’s. If you have an interest please email me and we can discuss details, the price being line with what might be expected for a cheaper Formula Junior. CONTACT ME
MY OCCASIONAL DIARY 20.12.11 The twincam was collected from Kent early in December, a Saturday morning to avoid the excesses of the M25 which was successful as I was back in Bristol by 1.30pm without undue speed. The engine looked smart, an encouraging sign, the rear drive shafts and hubs serviced and finished with new nickel plating. Full of enthusiasm I started fitting the engine on Sunday morning, trying to adopt a methodical process to avoid having to back track when something gets fitted out of sequence. I’ve thought of making a list but practice is the answer and this time had few problems other than the end of the tacho cable unwilling to screw onto its drive. Thankfully it did, eventually; the male brass thread must have been slightly damaged. Next time I’ll check it before the engine is lifted into the chassis. The gears went into the Hewland casing rather too easily, more of that anon! Before the rear suspension was fitted it seemed prudent to run the engine. Hot water into the cooling system, plugs removed and the engine spun on the starter to fill the oil filter and find oil pressure, an exercise that always seems to take an age. The moment of truth and the engined fired virtually instantly, promptly settling back to a subdued 1000 rev tick over, totally unexpected as the last time the twink was rebuilt it was decidedly moody, refusing to tick and generally unruly. This was encouraging as the dyno sheet shows improved power and torque figures. After this satisfactory result the rear suspension was fitted and the Ensign on its wheels for the gearbox checks. Gear selection seemed slightly hit and miss but first selected and the Ensign moved forward under power. Then second and an ominous clunk from the rear, no forward movement – problem! At times like this patience is a virtue, of which I have very little and it was obvious that the gearbox would have to be removed. Starting by removing the gears the layshaft draw bolt had sheered and the sleeve between that shaft and the clutch shaft not in place, effectively the draw bolt the only thing connecting the engine to the gearbox! A chat with Mark Bailey in Chippenham confirmed the situation and the following morning he speedily repaired my carelessness. Apparently it’s not unknown for the splined sleeve that sits on the end of the clutch shaft to come adrift and I’ll know better next time. In the midst of all this I did manage, for the first time, to remove the gearbox from the engine whilst the latter remained bolted in the car, something I believed was possible but had never had the patience to achieve. In the same way engine and gearbox were reunited. So good and bad but no great rush and this time the box behaved perfectly. Just details to attend to, securing wiring with cable ties and then changing my mind. There’s hardly a rush, over 3 months before anything starts to happen! In the meantime I’ve acquired a set of cast aluminium wheel centres, similar pattern to Brabhams of the 1960’s so ideal for the Ensign and similar to the original mags that came, as spares, with the car, now at a new home as I was loath to drive on 1970 mags. This new set need some detail machining but apparently fit the Ensign perfectly, the protective powder coating removing and a set of rims. I’ve had a second set of wheels in my plans for ages but been unwilling to spend too much money, somewhat optimistic; nothing in motor sport is cheap. This project might work out fine although then comes the expensive bit, another set of tyres. In the meantime I’ve the old set of cut A15s in the workshop roof which will do for testing and sprints. It’s that time again and my 2011 tail piece, on the way to Bottom Ess chasing two 5 litre Chevrons for BTD, image courtesy of Gary Thomas. Best wishes for Christmas and the New Year to anyone who wanders into this blog.  1.12.11 December and the autumn has flashed by, there always seeming to be plenty to do although I think that’s probably my age and the reducing work rate that goes with the territory. The second weekend in November and the HSA’s award lunch at a new venue, the Stratstone Restaurant at Shelsley Walsh. For many years this event has been held at Gaydon in their delightful roof top restaurant above the motor museum but falling numbers suggested that a change was due.
 Of course Shelsley Walsh is a perfect place for such a function but I’m afraid that the details fell rather short of what I expected. Happily the day was perfect, clear and sunny, encouraging some of us to walk the hill to develop an appetite, although perhaps it was just force of habit? In much the same way it was good to congregate in the yard outside the building for early drinks and conversation. Sadly the restaurant itself is too obviously an old cattle shed, feeling more like a village hall both in design and condition, not quite tatty but showing all the signs of no one being particularly interested, other than taking the not insignificant rental for this off-season Sunday function. The bar was adequate as was the catering although I made the mistake of choosing the beef – shoe leather as mother would say after a Sunday lunch disaster. That said, the stilton on the cheese board was excellent and available in adequate quantities, the curious combination of lemonade and stilton proving quite acceptable. Coffee was DIY with powder and boiling water, nuff said! The awards were duly presented and the day wound down with an easy drive home in the twilight. The internal redecoration work at the family castle has continued, the main bedroom more or less completed a week or so ago and as expected an easier job than downstairs, the windows in surprisingly good condition and simplicity as the carpet was to be replaced so no care was necessary at floor level. As with everything, getting back into a routine speeds work and I’m pleased to get this out of the way well before Christmas, leaving time for replacement carpeting and new fabric on the window blinds. This will also give me time before Christmas to assemble the Ensign, the engine and rear transmission components now complete and collection due very soon. Encouragingly the dyno sheet shows improvement in both power and torque although I’m always slightly sceptical about these things, the true arbiter being the recorded time on the hill, the tyres, the chassis and the driver completing the competative package. Concerns about the status of the drive shafts and hubs proved premature but safety is always an issue, particularly with the Ensign 40 years old this year, my slight worries about wear and cracks have been alleviated. I’ve made contact with a college in Somerset who run engineering courses and want racing cars to train students in the use of chassis measurement tools, in other word chassis setup, the plan being to let them have the Ensign in January for a few days. 5.11.11 Happily the non-competative event at
 A decent number of visitors actually joined the NT on the day and apparently, in that case, the revenue goes direct to the venue, so someone at Dyrham was probably quite happy?
 The second Sunday in October and the final HSA Championship event at Curborough, located on the corner of an old airfield close to a junction on the Trent Mersey Canal. Much of the immediate area is covered with vast retail distribution depots and this area was designated as a site for a new eco-town by the previous government, something else that is being forgotten. As always the weather plays an important part of the proceedings and the day was dry and warm with a strong breeze. The initially moist the track dried well with good times and few incidents, the recovery vehicle mainly pulling in cars with mechanicals. I was not competing and took the Ensign’s engine in the transporter, somewhat ridiculous towing this with just an engine inside but it’s easy to load single handed. This was duly transferred to  I had a lazy day as my help was not required, actually an excellent situation as these days many low profile club events find it difficult to attract voluntary help. As a result the event ran efficiently, 3 practice runs over by 12.15am and 2 official runs plus a class winner’s runoff by 3.15pm. For most present this was the end of their season’s sport and also the conclusion of a busy HSA Championship, 27 rounds of sprints and hillclimbs covering much of the Having made an early autumn start I’ve dealt with most of the jobs on the Ensign and Mallock and I now have to be patient waiting the Ensign’s engine rebuild although
Spirit of the Sixties -
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ter, the oldest permenant motor sport venue in the world where events have run continuously for over 100 years -1000 metres of steep and narrow farm road with a perfect surface which is challenging to drive and offers outstanding spectator viewing from the steep sides of the surrounding valley. Always spectacular to watch as cars reach speeds of 140mph on this narrow strip of tarmac, in comparison the Ensign's 100mph is paltrey although quick enough for me. For hill climb enthusiasts an iconic location where competitors only need pay the entry fee to drive a hill where proper race drivers excelled in the preceeding century. This neat pic again with thanks to 
, the business still thriving today run by eldest son Richard, possibly the oldest race car manufacturer in the UK and the world. My car was the 5th chassis built for resale and is a 
A group of striking Marcos Coupes had travelled from the east coast and something not seen every day, not one but two front wheel drive Bond Formula Juniors. In all much to see and plenty of time for talking and socialising.
Probably naively, as the engine is running beautifully, but it seems the right time, rather than waiting for something serious to happen at what will inevitably be an inconvenient moment. I’m learning the tricks, gears out of the Hewland before removing the gearbox from the back of the twincam, so much lighter to manage this way and then the twin cam is comfortably balanced when suspended from the engine crane, this particular item surely one of my most sensible and economical purchases. 
Just the start as I’ll be checking the corners with the suspension to be stripped and cleaned, the fuel tank and pump that lurk beneath the seat, measure the clutch plate wear – plenty of time and no panic although I’ll get on with things whilst the workshop is still warm. The steering has always had miniscule slack, never bothering me but this time I took a closer look at the rack on the bench. Curiously nothing untoward and on reassembly I turned the universal joint pinch bolts a bit tighter than before, seemingly the simple solution. There will be some work necessary on the drive shafts as there’s slight movement between the nearside hub and shaft, a worn spline perhaps? On the off side the chrome plating, probably as old as the car, is lifting in a radial pattern at one end, suggesting cracking. Having removed the chrome there’s nothing obvious but I’ll have the chrome stripped from both shafts for proper examination and then bright nickel plated which apparently does not camouflage cracking quite so effectively.
In January this year I remarked about the permanent road blockage of 
This seemed a good opportunity to examine the reconstruction and take some early morning exercise last Sunday. I descended into The Gorge from Clifton Village via the precarious ‘Zig Zag’ footpath, the top and bottom of which are close to 
Around the steps masses of industrial chicken wire is laid to discourage earth movement and at the bottom what appears to be a catchment area, presumably a sump for debris and water? Interestingly this has exposed what appears to be a tunnel running parallel with The Portway and I must try to learn what that’s all about. As before the steps climb into the woods and then abruptly cease, as before, leaving a steep and muddy climb up to The Promenade in Clifton Village. I've always wondered why the steps and path stopped where they do as thee is no view or any other feature! I cannot imagine that many people use these paths other than rugby and football teams indulging in serious training but it's interesting the rural oddments that exist in the middle of towns, in my case an easy walk from home. Sunday the 2nd October and Bristol MC/National Trust display and demo at Dyrham Park close to M4 J18 and the following weekend the 
Not having been to Loton this year it was interesting to return once again to the venue and nothing much seemed to have changed although I’m sure the organisers would be disappointed that I had not noticed some dramatic improvement somewhere! As usual I travelled there on Friday afternoon, a convivial b&b just 2 miles down the road keeping life simple. The Ensign was continuing to run well and still retained the suspension settings from Gurston and gearing from Wiscombe, as it transpired the gearing slightly low as the 85 mph top should have been over 90 mph and the engine was buzzing. For both days the Ensign was with the modern 1600cc class, a chastening experience with times towards the rear of the class. 
Saturday I was overdriving and fell off through the Loggerheads complex, a tricky section which I understand and should know what to do but didn't, bouncing across the grass and returning to the track suitably embarrassed with one or two extra scratches beneath the Ensign’s long and vunerable nose. Much the same on the Sunday, conditions on both days dry, the sky threatening a serious downpour that never materialised. Again I fell off, this time after Loggerheads at Fletchers Dellow, the left into the small straight, perhaps not entirely my error as subsequent grass removal and examination of the Ensign revealed a damaged o/s rubber drive coupling or ‘doughnut’. I always carry a spare and it’s easy enough to replace. Curious really, cause or effect? 
Everything worked fine afterwards and I decided to just drive smoothly and stop ‘trying’, probably a good idea as the final run was a PB!
Whilst wet at 8.00am on Saturday the track quickly dried and was fast, so much so that I should have done a PB on my second practice run if I had not turned into Bottom S a little late and the Ensign’s rear became unsettled, loosing 0.3s. However that’s what happens, the trick is to do everything perfectly on the same run. Having sped through practice the afternoon timed runs were something of a fiasco with a myriad of delays including one for a spectator who had sustained an injury, a further delay whilst the air ambulance landed to collect this unfortunate person. As MAC officials are always rattling on about the importance of paying spectators to the bank balance I would have thought that it was about time they arranged adequate safety cover – action in other sports does not judder to a halt because a spectator has sustained an injury. 
Finally at 4.15pm I took my first timed run in the Ensign, track conditions inconsistent with occasion light showers, later improving with a second shot at the hill by which time I’d lost interest. There was then the irritating need to relocate in the paddock for Sunday, fine if the new space is vacated, less so if, as in my case, the occupant, although not competing on Sunday, was disinterested in moving. The Ensign was dumped elsewhere overnight. To continue my moaning Sunday was again a mixture of sunshine and showers, very moist and slippery at the start of practice. Having arrived early to retrieve the Ensign and relocate in my, now vacant, paddock shed, I decided to take an early practice run after walking the hill. Immediately in front of me the newly rebuilt pre-cross-flow in Ivan’s Ford Anglia decided to let go in the Esses and dumped oil onto the track. 
Rather poignant as I’d earlier walked up with Ivan, this his first visit to Shelsley. The combination oil and absorbent powder on a moist track made a heady mix - I took a very leisurely run to the top. As the day progressed, most drivers could relate their own 
years organised a group of west county clubs, 
o feel enthusiastic, the sky remaining implacably grey all the way to Honiton and promised worse to come. Amazingly it remained dull and overcast all day but the track, despite plenty of ‘green’ visible on the final straight, drove beautifully with grip in the woods and good traction from the corners of Sawbench and Martini. Quite a number of championships had rounds on both days although I was not involved, just another outing to wear out the Ensign and try to improve personal times. As a contrast it rained heavily in the Sunday morning darkness so the track was moist when practice started, slowly drying and later in the day probably as fast as Saturday with some cars quicker whilst others, like me, a tad slower. Helped by the modest daily entry fee of £72 there was a good entry on both days and as with most clubbies an entry of predominantly saloons and sports cars although the 1100c and 1600cc racing car classes were full enough.
Following the unscientific but successful revised damper and roll bar settings at Gurston there were no changes although the ratios in the Hewland were adjusted to 85mph rather than 102mph top gear. All was fine and Saturday a decent PB in the low 41’s although keeping everything in perspective, not as quick as the same car with David Franklin driving in April 1974! The Ensign has neatly designed pedal locations, clutch and brake pedals adjustable at the ends of their shafts, throttle with an adjustable positive stop to reduce the chance of the cable breaking whilst left of the clutch pedal an adjustable foot rest to wedge the left foot, one great lump of heavy metal although it won't break. Not using the clutch once moving I always use the rest, needing to brace myself through the Esses and top two corners. As the weekend’s plan was to get in the 41’s a slightly slower Sunday was of no consequence and anyway, still light years behind the 1600cc class winner! 
In the Ensign for this weekend and Gurston’s classic class, for a change running at the end of the programme and as it transpired, probably the best place to be. Again two days, Saturday with three practice runs and the weather forecast proving remarkably accurate with ‘occasional showers’, happily brief with the worst settling in after P3. Whilst the track was not entirely perfect for P1 I decided to get on with things and was about 1 second off best, in itself poor although better than my Gurston times this year. Having read my past event notes diligently I noted that I had used very different damper and roll bar settings when achieving the Ensign’s best here, not skill but a mathematical error although clearly efficacious. These I used for P2, now dry, a further ½ second found so it seemed a good idea. As always happens, P3 and I was back where I started, ‘Page 11 from The Racing Driver’s Book of Excuses’ – a missed gear!
The Historic class at Gurston continues to slowly expand and for this event there were the regulars – Geoff and Lotus 22 twincam, High and Palliser twincam, Reg and Cooper T65 twincam, Mike and Elden Formula Ford and finally Chris, who made an error with his entry and was in the 1700cc St Bruno Roughcutter rather than his terrifying twin-engined Force sports racer. After competing at Shelsley last weekend George had stayed in the south and arrived with his awesome McLaren M12 sports racer, 7.6 litres of ground trembling V8, same owner for 40 years, tyres as wide as a road roller, perfect as he ran first in class and swept the track! Finally Richard and Amanda and their BDA engined Chevron B19 which I last saw at Crystal Palace, beautifully prepared and quick, in fact so well prepared that it will be with the good and great at the 
Overnight Friday there was plenty of rain, Saturday night the same so the track was wet when P4 started 8.30 prompt on Sunday. Running in the last batch meant that the track had time to dry, assisted by earlier competitors including the championship contenders doing the squeegying for us. Still moist we were all cautious but it was obvious that conditions would continue to improve providing rain showers stayed away. The programme proceeded immediately into the official runs and by the time for our historic class T1 conditions were nearly perfect. Mike and I are also in the 
Chris was close behind in the Roughcutter but had the reoccurrence of transaxle problems that have dogged the cars recent competition despite a brand new Elan casing last year, subsequently scratching from T2. This was after the lunch break and with a perfect track Mike was able to beat his target and Geoff was close to his PB in the Lotus 22. After a superb T1 in the B19, not totally suited to the confines of Gurston, Richard sadly lost T2 as the B19 slipped out of gear off the line, the immediate diagnosis being dog rings in the FT200 gearbox, if so simple but annoying. Following major work with new hubs and drive shafts after problems at the last meeting, Hugh now had an erratic starter motor in the Palliser. Mike, despite his Elden FF achieving the HSA target still had No.2 plug carboning and misfiring unless replaced. 
Despite all the care and attention lavished on our cars they are still on the mechanical ‘edge’ if used regularly. Our class elder statesmen George and Reg had no problems, experience clearly telling. The day ran its course, Scott Moran being confirmed as the National Hillclimb Champion for 2011, a popular win and the possibility that father Roger will finish second. With everything packed and prize giving concluded I was away by 5.15pm. Suddenly with the end of the season looming it’s getting busy, 2 days at Wiscombe next weekend organised by the ‘5 Clubs’, truly bargain hillclimbing at one of the UK’s best hills. A change of cogs, new numbers, a dash of petrol and then more opportunity for supervised hooliganism? 
Our Formula Junior class was a trifle embarrassing with only three cars. Vernon had brought his Ausper all the way from Scotland, an immaculate car with, amongst other things, down draught carburation and inboard rear suspension. Trevor and Roger from Surrey had their newly acquired rear engined Emeryson, their first event with the car and a few jobs still to do although good that they were competing. Sadly difficult engine starting for Saturday practice continued into Sunday morning, spark plug removal suggesting a failed head gasket with water jetting from number one. Their race was run and it was just the Ausper and Mallock, 246 and 247, who concluded the morning programme at around 1.00 pm, the otherwise thriving FJ category sadly under represented at what many consider hill climbing’s premier gig. Exciting, as always, to exit the start line, the hubbub of the paddock far behind, Mallock scrambling for grip up the steep incline before second gear and Kennels. Neat enough run, no PB, low 34s and before the dust had settled back down the hill into the paddock! The day continued with the briefest of lunch breaks, perfect for spectators but a long day at the factory for the voluntary officials and marshals on the hill. Vernon had his second official run in the Ausper moved to early in the afternoon so the Mallock was all that remained of class Q. With no class competition remaining there seemed little point in continuing so I declined my second run and packed up. As it transpired official runs eventually finished around 6.30pm which was really too late. Helped by the conditions there were several new class records and plenty of PB’s although surprisingly the outright hill record was not under attack.
In the past two were held at this picturesque venue, either end of the calendar, this changed in the hope of better weather conditions although these days it can be tropical heat at the end of April and a monsoon at the end of July. As it was Wiscombe enjoyed a dry weekend, not particularly hot as there was plenty of cloud cover, even a light shower for a couple of minutes, good conditions for our sport. Times were quick although many commented about the slippery track, a lack of traction apparent in the Mallock, no surprise there; some sections of the track including the start now showing their age and whilst the 
It all adds to the atmosphere and history which is really what SW is all about and in a way it's a privilege to park in the paddock and drive the hill in the footsteps of proper racing drivers! On a really hot day the crowded paddock can become quite oppressive with still air, packed bodies and the noxious fumes from the exhausts, for despite the regulations plenty of cars run on something not normally obtainable at their friendly garage forecourt! On days like this, to arrive at the top paddock after a competative run is like entering another world, cool and fresh with silent cars, although their drivers are still hyped up. As usual complaints about refused entries have been appearing in the ether and it’s a shame that this happens although it’s probably inevitable with the popular oversubscribed events where some drivers still enter at the last moment. At the same time the regular discussion about Shelsley’s paddock has reawakened. In many ways this historic place, its sheds dating form the 1930s, is ideal with most cars under cover if it rains. However time marches on and many modern cars, single seaters to saloons, have difficulty squeezing their width into the spaces, not forgetting the spare wheels, tools, water heaters, generators, power tools, lap tops, flasks, sandwiches,……...! Transporters have to be removed from the paddock after unloading and are not allowed to return until the event is over, a fairly standard practice at most venues although many police this properly. Not always the case at Shelsley and in the past I’ve returned to the paddock after my final run, having then to thread my way through transporters and tow vehicles, a bit irritating in the confined space. However problems can be overcome and many drivers, after their final run, roll their cars cautiously into the rather bumpy field that serves as the trailer park and load in a peaceful and stress free atmosphere. After a while I too adopted this practice. 
The paddock, normally quiet on Fridays was today busy, people lunching in the restaurant and on it’s grassed forecourt, the bar open, for some curious reason people parking their road cars in the paddock sheds although mine was fortunately clear so unloading and the chores were not hindered. The BBC were also on the hill in force, shooting a feature for Country File on August 7 with Claire Balding and James Wong. Later in the weekend a long term Shelsley aficionado remarked to me, not entirely favourably, about the different atmosphere in the paddock on Friday afternoon? Times they are a changing, as Dylan once musically opined. Fitting a couple of jobs into my return journey made the exercise quite efficient. Saturday morning I was on the M5 at 6.30am, clear going north but looking dire southbound, schools just out for the summer holidays and every third vehicle a car and caravan, not that I can talk, normally towing the transporter. Leaving home it was clear blue but low grey clouds hung over The Cotswolds threatening all sorts, happily thinning before Worcester and that’s how it stayed, for the whole weekend! The hill had received a heavy downpour Friday evening; this having thoroughly cleaned the track, removing dust and detritus, so it was just perfect. Very much a day for the serious championship competitors the Ensign was entered in the pre-1984 class for somewhere to go and nothing much to worry about. It was really good being back at the hill, so much so that contrary to my normal procedure I started practice rather seriously, settings identical to those used on the last hot dry day, the Ensign immediately on it’s pace with the second run just 0.12s off the best, the car working rather well. 
This was still well out of contention with the rest of my class but just fine so far as I was concerned; the Ensign’s official timed runs in the same area although start times for 64ft were disappointing. Because this championship has a top 12 runoff after each set of official runs the day did drag on a bit, particularly as the Ensign, together with a number of other cars, had to be renumbered and moved to different sheds for Sunday, an exercise hindered by the participants of the final runoff still filling the paddock. Not their fault and things were amicably sorted although it makes me wonder whether event organisers ever look further than their revenue when planning an event.
Anyway Sunday was the day and I was up before the lark and on the road, this time a clear sky all the way to Worcester and, hardly surprisingly, a quiet paddock with early arrivals appearing and those who stayed overnight heading for the facilities, bleary eyed, hung over? As usual the bodywork was stripped for the scrutineer and the same time I adjusted the brake balance. Fitting new pads in the front has made me consider balance more seriously and after moving the bias rearwards and seeing the brake performance disappear I’m now going the other way, always just half a turn, Shelsley ideal as a brake test can be carried out after the finish line, hard on at 100mph, always assuming the brakes are good enough 
to get there in the first place! Just 8.00am and everything done it seemed a good idea to wander to the top of the hill, no worries about examining the track conditions after Saturday, just the warm sun and an invigorating chill in the air. Joined by an inquisitive buzzard on the finish straight it was perhaps the best part of the day. Back in the paddock there was more movement but hardly a rush, a contrast to the frenetic activity of championship events. I was amused to see Simon, who lives at the top of the hill, arrive with his car in the transporter and rather cheekily asked why he did not just drive it down the hill – ground clearance getting across their access road from the hill – although he does drive his other, road going car, down the hill. Can there be a better way to go hillclimbing? And so the day developed, as in the report for Speedscene that follows. The Ensign went well, even better after Mike had helped me bleed the clutch during morning practice. It was dragging slightly and ultimately needed mechanical adjustment. Whilst of no great significance the ‘line to 64ft time’ then fell from 2.30s to 2.12s against a best of 2.10s – result? Last run of the day an identical 0.12s off the best, just like Saturday practice. Satisfactory, everything in one piece, third in class with two 5 litre Chevrons ahead, I’ll settle for that. 
Following the Gurston Down weekend Bristol MC held a two day affair at Castle Combe to celebrate their 100th Anniversary, Saturday being a single lap sprint with Sunday devoted to social activities. I’d considered entering the sprint but noise regulations at Combe are draconian and I need a larger silencer to pass, small ‘add on’ affairs to the existing system being unsatisfactory. As things transpired there was a shortage of marshals for Saturday so I helped out, making an interesting change from the regular competative routine. 
Following a very wet night the track was wet and slippery although the conditions did improve with a drying, if slightly chilly breeze. A largish field, around 160 entries and in the morning 2 practice runs were completed in 3 hours which was quite impressive, slightly slower for the afternoon competition runs due to the inevitable mechanicals and ‘offs’. Also close to home there was the 2 day event at Prescott on the same weekend so Sunday morning I headed for Cheltenham and passed a pleasant hour or two in the sunshine at another well supported event. Here practice normally takes place on Saturday although for this event a couple of classes seemed to be practicing on Sunday morning, lucky people with a potentially lugubrious weekend compacted into one day. Whilst for the driver Prescott is rather short and twisty, it's certainly a good hill for spectators with an easy stroll to the top and fine views over the track and surrounding countryside. I’d forgotten how compact the venue is on a race day with the crowded and steeply sloping grass paddock; haphazard tow vehicle and trailer parking and still plenty of loose stones on the upper levels, the light shot blasting of my helmet bearing past witness to these.
No such problem this weekend and everything was a pleasure although the Ensign’s times were well below par and a new driver might be the answer! As the next event will again be Gurston Down I had not bothered to change the gear ratios which were a tad high for Harewood. Still, with the corner weights again correct everything felt fine. 
It was interesting to see a car on display which had been built to the Formula Student regulations, formulated for degree courses in engineering, on display in the paddock and whilst I'm sure a worthwhile engineering exercise the design itself was far short of the requirements for use in the real world of competiton, just one example being the driver's feet vunerably located forward of the front axle line, ok if you can just bolt on another pair of feet. After the Harewood weekend another break from the weekend job and this time some serious gardening at home, interesting to observe that despite the very hard winter, the long spring drought with fine weather has encouraged a thriving garden with the best roses and hollyhocks ever. Even the fruit harvest is shaping up for a bumper year after our largest and most flavoursome cherry crop ever. 
Come the afternoon and this changed with vengeance, sudden squalls and heavy rain making driving something of lottery and I felt myself getting worked up about ‘waterproofs’, happily deciding not to bother too much as others were obviously wearing them over their race suits and not being chastised. Actually the conditions emphasised my opinion that the Ensign is a great wet weather car, good enough on the first wet run and then 2½ seconds faster on the second run in the middle of a torrential downpour. I was happy to settle with that. No good on Sunday where I was quite unable to match past times with good track conditions, trying much too hard and overdriving untidily as I had done at the first Gurston event in April, arriving at Karousel quite swiftly but then climbing all over the bank, subsequently leaving Ashes with the backend of the Ensign every which way on the power, at least having the presence of mind to lift in order to regain some semblance of control. 
However all in one piece although a serious chassis check on Monday suggested that the front spring platforms had moved, throwing out ride height and corner balance. I contacted Dave, a competitor with the experience and facilities to reset the chassis. Quite close to Bristol at Peasedown St John he was kind enough to fit me in today, a good experience as he dealt with the job swiftly and efficiently and with the patience to put up with my incessant questions, truly a hidden gem. With the Ensign on the ramp it was a good opportunity to examine the underside for more damage, easier than lying on a cold workshop floor, happily only a few scars from 'off piste' activity. Now the spring platforms have been locked with their ineffectual grub screws and lashings of silicone RTV onto the threads, something else to check on a regular basis. There should be no chaos this coming weekend, marshalling at Castle Combe at the Bristol MC’s 100 Anniversary Sprint. So with the 17 year old Audi tow car having just passed its MOT without any issues I should be quite relaxed? 
I was surprised that the total distance was only 97 miles, an easy 2 hours and shorter than travel to sprint venues in The Midlands. As the Ensign still had the low gears from Crystal Palace installed the Mallock had an outing, like its driver rather overcome by the wide open spaces of a proper track on which we had 1½ laps both days, enough to get tyres and oil good and hot and helped by excellent weather on both days. It took me a while to get used to the fast corners but I did knock 5sec off my previous best on Saturday and should have done better on Sunday if I had not misjudged one corner and spun the Mallock rather carelessly. Travelling at speeds not normally encompassed the vibration was noticeable, bolts securing the remote gear change working loose and a warning to keep an eye on everything else, fortunately no other problems occurring.
Staying overnight I used a previous b&b close to the track and it was good to have a cheerful family environment, pleased that I wanted a 7.00am breakfast so they could get on with things and even booking Saturday night supper at the local pub for me. Pembrey used to be a WW2 airfield, quite sizeable with the familiar pattern of 3 main runways and perimeter track, most still visible with the circuit using part of the site together with an active private airfield. Located close to the northern shore of the Bristol Channel I believe one claim to fame was the capture of the first complete Fw190 where the pilot thought it was a Luftwaffe airfield in Northern France and landed! Quite difficult, I imagine, although perhaps he was lost and low on fuel. Both days were rounds of the MSA British Sprint Championship, sadly rather lower profile than the hillclimb equivalent and apart from the very quick cars and their championship runoffs it could have been a clubby, even to the extent that there was no commentary and for that matter, a bare sprinkling of spectators. Personally it made no difference as the track is entertaining and the paddock facilities good.
A glutton for punishment I took the Ensign, another early start, so much so the gates were closed when I arrived. Having successfully overcome that obstacle the overnight campers were just starting to stir in the paddock, apparently a cold night in a tent. Curborough is not my favourite place and I had not competed here for several years, but was determined to enjoy the day. Had it been dry the Ensign’s Crystal Palace gearing would have been too low, but in the wet was about perfect. First practice and I was pleased with the level of grip on the soaking track, therein lying the answer as so often tracks are merely damp and unpredictable whereas this track already had standing water on which my soft treaded tyres worked well. 
For a change I drove sensibly and smoothly and was rewarded with decent enough times and no exciting moments, suiting me fine on a day enlivened by spins and off course activity, happily without any significant damage. Again there was the ludicrous situation of drivers of open cars getting saturated and cold as MSA regulations outlaw light weight waterproof tops. Drivers were quite reasonably ignoring this although during the afternoon someone in authority eventually noticed, doubtless from the comfort of their warm car, delegating to marshals the job of ‘waterproof wardens’, as if they had not already enough to deal with! However everyone survived and for me Monday was a serious drying day, even the wells beneath the Ensign's pedals had to be baled out. 
The Ensign returned and apart from 2010 the last visit was in 
There was a particularly striking 1990 Alfa Romeo SZ coupe in this class together with a Lancia 037 Stradale, pretty and effective examples of Italian design.
Equipe Hodgson had come from Newton Abbot for both days but were nearly thwarted as their blue Elan Coupe cracked its block, nearly but not quite as they brought their spare yellow Elan, as one would. Jo was driving today but could not match the pace of Andy Weber, his 1800cc Elan Plus2 on 39.04s, this event something of a family affair with Karen the very able Event Secretary. Gordon Iles (Mini) and Adrian Miles (Escort) were placed. The largest class on the day, 1977-2011, contained a wide selection, appealing particularly to your scribe a svelte red Renault GTA V6 from West Norwood There were several Smarts who otherwise circuit raced but were no match for winner Peter Vlasak, an impressive 38.32s and sixth overall in his Impreza WRX, 0.53sec clear of Nick Taylor’s Ferrari 348 with Matt Carter’s Honda S2000 on 39.27s.
The mayor of Bromley kindly presented the prizes beside the start line at 5.10 and so the event concluded. There had again been 2 practice and 3 competative runs, an excellent day of sprinting. The latest news is that the event will be a regular feature on the event calendar and is entirely to be recommended.
I chose the away day option once again, early onto the M5 Saturday morning, a chill night and low mist hanging over the Somerset Levels, trees peeking through, very ‘Hound of the Baskervilles’. Even thicker fog as the M5 climbs, south of 
Wiscombe is ideal for this with a steep return from the top paddock, driving down in third gear with the brakes hard on. The new pads were covered with magic ‘goo’, apparently when this disappeared they would be bedded. As a consequence my first practice run on Saturday morning was slow with cautious braking but on the return descent I could feel the brakes starting to work, subsequent examination revealing an absence of ‘goo’! More commitment on the second practice run and the brakes felt good.
I’d changed the Hewland to a very low gear setup for CP, 85mph in top, this coincidentally proving perfect for a dry Wiscombe where the perfect track conditions produced PB’s on both days. The jury is still out on whether the brakes are any better than before, but the are certainly not worse. Happily for the organisers entries were good on both days although a dearth of single seaters. Entered in the 1600 racing car class there were only 2 of us on Saturday and 3 on Sunday, 
Mixed with their large entry a wide selection of newer road going cars, a vintage class as a precursor to their event on the Sunday, plenty of motor bikes and racing cars’ ranging from a small Formula Junior Class to the large Pilbeam MP58’s that were at Werrington last weekend. The rains had arrived and the hill was like an ice rink for the first timed runs, not in itself a surprise for Wiscombe at the start of a season where much of the track is shrouded by woodland and therefore green and slippery. However I was surprised that the red flags came out when I lined up to start, Neil having spun his Huffaker FJ just after the gateway. A few moments and he returned down the hill under gravity so things were not too bad although he had tapped the car’s nose and the radiator was leaking. I then drove one of the slowest climbs I can remember and it felt like walking a tightrope. However it was good to be out in the fresh air, mild with heavy mist shrouding the hilltops to the south of the valley through which the hill meanders. 
So much so we were all late mounting up for the second practice run, increasingly urgent calls on the PA but no one too upset, that sort of event. In the meantime Neil had accomplished an almost instant paddock rebuild, the damaged tubes removed from the radiator core and their ends crimped, ‘radweld’ in the cooling water and he was ready to compete again. The 500’s have, in the past, tended to delay things as they all needed push starting. Technology has now taken over with petrol engine or electric/battery powered slave wheels rotating the car’s driven wheels for the purpose of starting. Most sophisticated although less fun to watch, complacent as I am with an onboard starter motor in the Mallock. James was competing with his Raven which I’ve seen before, a 60’s special built by his father who was also associated with the successful Rudeani, built by him and Heaton Rudd. The Raven was an enterprising project with 4wd, the rear mounted crossflow Ford engine driving an Imp gearbox, that in itself a triumph of hope over reality. The rear of the gearbox is modified with a forward mounted drive to a shaft along the side of the car to the front wheels. Sensibly James still has the car in 2wd format until the rest of the car is running reliably. 
Sadly problems intervened yet again, the gear selector shaft failing. 
Our small Formula Junior class also included Phoebe and Stuart Rolt, Phoebe driving their Elva 200 for the first time in ages and not familiar with Wiscombe. However all went well and it was interesting to listen to Stuart, now a well respected engine builder although I remember him from the early 1960’s and his exceptionally fast Austin 7 Ulster. He made an interesting comment about entering a 750MC organised Wiscombe in 1961 and opening the hill with reigning hillclimb champion David Good in the passenger seat, saved for posterity with a pic in the 750 Bulletin. Reading the report of this event pretty well everyone was there, including John Surtees who was spectating! Back to the 21st century and the sun appeared at lunchtime, quickly dryng the exposed parts of the track and consequently the first competative runs were enjoyable and much faster, Pilbeams heading the field although John, in his immaculate green 1971 McLaren M18 F5000, was close. Later the showers returned and like last week’s Werrington many single seaters, including myself, packed up. 
Bit of a waste really although Plan A is always ‘car back in the transporter in one piece’. Following a wet evening return to Bristol it was off to Shelsley Walsh on Sunday morning, 3 wheels to deliver to Peter in the paddock, spectating and doubtless irritating drivers who had the pressures of the event to contend with, although too polite to say otherwise. With the front brakes on the Ensign currently apart a chance to poll what front brake pads were favoured, after which I walked the hill and enjoyed one of Alan Richard’s ‘bacon & brie’ baguettes at ‘Bottom S’, as much of an institution as the hill itself! 
As the track dried, Sunday also having ‘sunshine & shower’ weather, it was enlightening to watch cars between ‘Crossing’ and ‘Bottom S’ whilst standing beside the marshal’s post, speeds there a bit quick and nowhere to go other than straight on. Not a place to suffer from too vivid an imagination? However not compulsory and when the skies cleared the track, the sport and the surrounding hills were magnificent, almost as much fun spectating as driving and certainly less stress. Now I've had the brake disc cleaned up it's time to decide whether I’ll try new front brake pads in the Ensign, although in either event the pads will need a short time to 'bed' in. 
The tone was established, a form to fill in for my breakfast requirements and 7.30 was considered very early for such a repast. Like all buildings of this ilk everything creaked and I had no conscience descending the staircase for an early morning shower having myself been earlier disturbed. At least breakfast was pleasant, sitting in the bay window overlooking the town, swallows skimming up the lane, blue sky dappled with thin clouds, competitors threading their cars and transporters through the town. Again two days of sport, separate clubby events and rounds for various championships including the REIS/HSA which I support. 
The hill looked clean enough, the prolonged period of dry weather helping although it had been necessary to pressure wash part of the track to remove embedded mud. The track from the start line to the notorious cattle grid/gateway was re-laid in 2010 although latter sections were now showing signs of age and some patching had been necessary. The kink before the final straight looked as daunting as even whilst the 6ft high and 6ft wide stone walls that bounded the final straight remained unforgiving.
As usual I was wandering about with time on my hands having unloaded and prepared the car on Friday afternoon. George had his early Alan Staniforth designed Terrapin Mk.1A, still fitted with the rear mounted transverse Mini engine and interesting David Gould designed gear linkage. 
I was quite taken with Peter’s Pilbeam MP50, built at Bourne in Lincolnshire in the early 80’s for the hills, nolonger the original Hart engine but a water cooled Hayabusa. Small and neat chassis, wide wheels, masses of down force, looked effective. All felt well for practice on Saturday although the timing systems provided by South West Timing were erratic and matters did not improve with the lowered tail lift of the organisers hire Transit being wiped across the door, front wing and tyre of my Audi tow car, although I am sure this will be settled amicably. The weather was staying dry despite ominous dark clouds and the first competative run was quick until I out-braked myself after the cattle grid and took the safe route off track rather than attempt the sharp left. 
No harm done and a second run to recover my dignity but this did not happen, the cumulative effect of the delays, timing and otherwise, caused cancellation of the second competative runs. Amongst many others I was disappointed, bearing in mind that part of our entry fee pays for professional time keepers. Following this debacle the timing worked correctly on Sunday and in the meantime I discovered part of the reason for the braking issue. During winter cleaning and checking I had incompetently reassembled the front n/s brake with a disc the wrong way round.
This was quickly rectified although the disc was scored and will need polishing. The Ensign’s times were satisfactory although I was now cautious with the braking and must review the front/rear balance. Anyway I did get a competative time although, almost inevitably, it rained later in the afternoon and I, like most of the single seaters, packed up early as there was no chance of improving our times on the moist track. 
So it was something of a mixed weekend personally but fortunately the Audi was driveable. Time in the workshop with the Ensign this week, a very low set of gearbox cogs to be inserted and the Mallock out for the next couple of events. Then it’s off to the ‘big city’ with the Ensign, Crystal Palace sprint at the end of May which promises to be a good event with a very interesting entry and amazingly enough, probably the cheapest B&B this year! Finally, a pleasant outcome to getting the roughened disc cleaned. John offered to help but could not fit the disc to his lathe. We then had a serious look at his recently rebuilt 1972 GRD F3 chassis 36, exquisite workmanship on his part, the rebuilt tub with aerospace rivets, everything quite perfect! He has already tested the GRD without drama and I'm looking forward to competing with him in the future as the Ensign and GRD look remarkably similar with low nose and side radiators. 
sunny, at least here in Bristol. The motorsport season is now under way following that curious UK phenomena of clocks going forward one hour on the last Saturday in March, useable daylight being a prerequisite for running motorsport events. 
Before that Gurston had their test day on the 27 March and I attended, no car, just spectating. Reg appeared with his exquisite Cooper T65 following 4 years of hibernation and fettling, looking superb although there is discussion regarding the ride height, perhaps slightly high due to its new Dunlop tyres having a larger diameter.
A pleasant day with decent enough driving conditions, the track cold and dusty but fine for test purposes. 
I planned a commuting weekend and trailed the Ensign early Saturday morning, leaving home with the sun rise although no larks to serenade me, any disillusionment brought on by an early start being compensated for by empty roads. I have got into the habit of early arrivals as the Ensign needs a little assembling, narrow trailer ‘slave’ wheels to be swopped, bodywork removing for scrutineering, and so forth. Now regular practice has greatly reduced the time involved so I had time on my hands and stupidly did not use some of it to walk the track. The classic class had all the familiar faces and cars. Hugh had taken advantage of the winter to explore the hidden depths of his Webers following unexplained power loss last season, finding some jets clearly wrong and rewarded by a real improvement in the Palliser twincam he shares with son Luke. As previously mentioned Reg was in action with the refreshed Cooper T65, Geoff in his very quick Lotus 22 twincam and Chris in my favourite St. Bruno Roughcutter, the rather eccentric but at the time, very expensively engineered 1970’s clubman’s car originally run by Barry Foley, at that time well known for his ‘Catchpole’ cartoons in Autosport. 
Interestingly, current MSA regulations dictate that cars cannot display any form of tobacco advertising, unless proven that the particular car did in period! 
When this regulation was introduced there were plenty of historic Lotus owners with their cars in F1 ‘Gold Leaf’ strip who were most inconvenienced, but not the ‘Roughcutter’. The day was also enlivened with ‘Fifth Gear’ filming a feature on hillclimbing (due to appear on May 13), Tiff Needell and Jon Smith driving a road going V8 Ariel Atom, both impressive for whilst the car is light and powerful the road tyres were quite unsuitable. Tiff wandered by our paddock spot and chatted to Mike about his Eldon Formula Ford which made up our class, similar to one Tiff raced after his introduction to motorsport in the Formula Ford Lotus that he won in an Autosport competition.
Much the same happened with the clutch, replaced during the winter and whilst working fine the pedal needed pumping. Again Mike obliged and this time a rush of opaque fluid indicated air lurking in the system, a perfect result! Otherwise the Ensign ran well, not as well as I expected with a new set of tyres and I should have walked the course earlier as my driving was untidy. Case in point, last run and I snuck two wheels onto the grass at the finish line so invalidating my time. Presumably not that far onto the grass as at 105 mph cars are liable to go wandering off on their own. However the day had been warm and dry and Sunday was even better, shirt sleeve weather at times and tyres warming in the sun, always a good sign. A smaller group as Hugh and Luke had entered too late and the entry list was full. The day included a new class of varied and delightful classic cars in the new BOC championship, an unusual mix of saloons and single seaters seemingly contrary to MSA category regulations, but hey, who's looking! Cortina Lotus to Lotus 61 Formula Ford, inevitably run on a handicap basis although I gathered the handicapper was at the end of a telephone!
I was now feeling more at home in the Ensign but nevertheless sought advice from Chris, a Gurson expert who also teaches at the Gurston Hillclimb School. There was an improvement on my first official timed run, still well short of past times but the plot was again apparent. Sadly, whilst we were in the start queue a Westfield left the track after the finish line, almost simultaneously with a spectator becoming poorly in the restaurant. Happily there were no serious personal issues but the delay caused the meeting to be cancelled after one official run. The image on the right was kindly taken by John Haywood. However it was pleasant loading the transporter in the afternoon sunshine, the Ensign still in one piece, the roads to Bristol empty for a Sunday afternoon, surely not everyone had gone to London for the FA Cup semi finals or the London Marathon?
I always think that summer is on the way when yellow appears, soon to be followed by multi-coloured tulips and the blossom and perfume of fruit trees. Good to be out and about and other people feeling the same way as yesterday there was even a young lady playing the bagpipes on The Downs. Playing rather than practicing, the ‘Sky Boat Song’ sounded proficient and rather pleasant at 150 metres, possibly the best distance for listening to ‘The Pipes’. Having decided that car preparation was complete I started fiddling with the Mallock’s rear brakes for no particular reason, luckily (?) finding that one of the brake cylinders had seized. A quick and accessible job and the brakes were soon stripped, all four cylinders looking horrible although they cleaned up well enough and everything worked. 
I was not really happy and felt that new cylinders were necessary although confused because whilst the rear axle is Morris Minor the cylinders were clearly something else, smaller bore than Morris and twin leading shoe. Mallock’s suggested that they were from the Wolsley 1500 and better still pointed me towards 
Brighter and longer days, temperatures are starting to rise and it’s much more pleasant being active outside or in the workshop. Most of the car jobs are complete although last minute issues do appear from nowhere. I’m not taking either of the cars for testing prior to the start of the season although there are plenty of opportunities, hillclimb venues like Gurston or Loton Park having special timed test days before the season starts, this much more instructive than just driving the car. Clubs and individuals also arrange test days on a more modest basis and I have used both Curborough in the Midlands and Llandow in South Wales for this purpose. That said, once I’ve established that everything works correctly and that liquids are staying inside the car I loose interest. This season I’m planning on commencing with the Ensign at Gurston Down, the third weekend in April, later than normal but perhaps at last common sense prevails and the days might be warmer. As the tyres are new I’m not too bothered about the weather from a driving perspective, it’s just the hypothermia when standing about. 
I must just remember is to take the first practice run slowly in case the brakes are not properly bled, like last year. Maintaining this leisurely pace the following event will be a fortnight later, Werrington Park near Launceston, again the Ensign and their thickly grassed, steeply sloping paddock, a penance when raining although the hill itself is an exciting challenge, the lower levels also having been resurfaced last year. The following weekend the Mallock will be activated, Wiscombe Park near Honiton and the delightful 500 Owners event with a varied entry of classic racers and no one taking life too seriously. The better weather has also encouraged repairs the ravages of a cold winter, walls breaking up, foot paths lifting and shrubs in a sad state. Actually nothing too bad whilst a bit of brick laying and mortaring encouraged me to sort out other jobs like a decaying manhole cover that’s needed replacement years. Now there is no risk of anyone falling through although in that event it would have probably been in the dark and someone with no business being in the garden. 
Builders are also starting to reappear in the street and I am able to indulge my favourite occupation of scavenging skips. Whilst mainly rubbish it is amazing what goes to landfill from these 1890’s Victorian houses and the other day I liberated some perfect grey engineering bricks, not that I yet know what I’ll do with them! On a bigger scale all a touch trivial with the Japanese earthquakes and tsunami, the resulting problems with nuclear power stations incredible on top of all the other carnage. I’m sure their management would have done a thorough risk assessment in the event of earthquakes but they sadly stopped too short when the ability to pump of cooling water was considered. Today apparently the latest plan is to drop seawater from the air, shades of Chernobyl when the same thing was done with sand. Let’s hope the final result does not turn out being the same as in Russia but, in any event, this whole business will remove the apparent air of complacency with nuclear power safety, or lack thereof, as nations search for ‘green’ energy. After these cheering comments a few images from Gurston last summer..... 
The radical approach and change is healthy, although where there are no existing political structures to support this change chaos can often be the end result. I expect there are many hidden forces at work, trying to direct change to their own advantage, be it the CIA, Al-Qaida or even the UK government, to name but three? 
At the same time it seemed a good idea for them to mould another nose, 2 radiator covers and a gearbox cover. These were all well produced although I really wanted them thinner (and lighter) using a single layer of GRP mat. A sad case of poor communications on my part, neglecting to write down full instructions. That said I’m probably over optimistic believing the marginal weight saving would make any difference to competative times. Anyway I’ve now two spare Ensign noses trimmed but unpainted which can be easily fitted as there are only two Dzus quick fit clips to locate. Much the same with the radiator covers but the gearbox cover required careful locating and drilling for the mounting clips but this is now complete, just the surface preparation and the final finishing in red. The existing cover is a bit tatty and will become a spare. I hope an Ensign owner short of bodywork reads this as the cellar is now overflowing with panels and body moulds and it would be nice if some found a new home to make some space. Looking more positively, I take the view that if I have spares it is unlikely that I will ever need them – well that's the theory! 
Coincidentally the winds remind me of two books I have been reading again, both describing, amongst other things, intrepid sailing in wild conditions across the Southern Ocean and Cape Horn.
On Chichester’s death in 1972 Gipsy Moth IV was put on display beside the last three mast tea clipper, Cutty Sark, in Greenwich. Both were dry docked and became rather sad, the latter is now being rebuilt after that disastrous fire on the 21 May 2007. Gipsy Moth was rescued and restored in 2004 and after further trials and tribulations I believe now has a new home in Cowes, on the Isle of Wight. In my school days I worked at 49 Albemarle Street in the West End, Capt. O.M.Watts Ltd, a well know yacht chandlers where I met Chichester, a charming and unassuming person in the midst of everyone’s awe and respect.
These were the last days of commercial sailing craft traversing the globe, a forgotten world although some still survive as sail training ships. Rather bizarrely Moshulu has also survived, with parts in the movies ‘Rocky’ and ‘Godfather II’ and now a restaurant at Penn’s Landing in Philadelphia!
On a somewhat different thread I took the opportunity of having a look at a rather permanent road block in the Avon Gorge. 
The Gorge has always suffered from land slips, so much so that in the 1980’s a cover was built over the main Bristol-Avonmouth road beneath the Suspension Bridge, redirecting debris falling down the valley sides, in much the same way that has been done forever in the Alps. The same problem has become worse on Bridge Valley Road which connects the Clifton Downs to this valley road, bad enough to erect scaffolding to stabilise the valley side together with a large ramp and roadway onto valley side, presumably to allow access for the heavy plant needed to undertake what might be the long term solution. This ramp is reminiscent of a runway for the Harrier and quite unexpected, the road now only open to pedestrian traffic other than groundwork contractors. Hopefully all will eventually return to normal as this road is an important link from Clifton Downs onto the Portway. 
Mallock’s are well known by most motor sport enthusiasts and competitors of a certain age, mainly because many owned one some time in the past. It started with the enthusiasm of Arthur Mallock who competed in amateur motorsport after WW2 and like many others used the pre-war Austin 7 and Ford 8 as the basis for his activities. Like so many others his early specials were based on the Austin 7, initially trails cars, closely involved with the activities of the 750 Motor Club which grew exponentially after WW2, many competitors carrying their special building enthusiasm to much higher levels, Colin Chapman (Lotus) and Eric Broadley (Lola) being two names that immediately come to mind. 
Apparently the natural southerly water flow was diverted north by glaciation in the last ice age to create this scar in the landscape. The Avon now flows from the end of Bristol Docks to Avonmouth, spanned by Brunel’s iconic Clifton Suspension Bridge, 220m wide and nearly 100m above the river, the oldest operating suspension bridge in the world. The build was started by Brunel who then ran out of money, the job completed some years after his death, using the the cast iron 'rope' links and the swivels in the top of the towers from London's Hungerford Bridge, another Brunel construction.
Both towers are slightly different in design and supporting brick plinths are actually hollow, a fact only recently discovered as the original plans no longer exist! In time ships became too large for the river and locks so Bristol‘s major maritime trade passed to Avonmouth, that dock now superseded by Portbury Dock on the other side of the Avon which has the space and depth for large container and car transporting vessels. In fact Portbury is a major car importation dock, the acres of parked cars clearly visible to traffic on the M5 as it passes high over the Avon.
The Gorge is bounded on one side by Leigh Woods and on the Bristol side by The Downs. Both natural open spaces with good access, one wooded whilst The Downs are open parkland popular with joggers and cyclists and also used for funfairs, flower shows and an amateur football league during the winter.
It’s hardly surprising that the steep limestone walls of The Gorge are popular with climbers although those illustrated are carrying out regular maintenance and pruning, the results of their labours going up in smoke and flames last Sunday morning in just the sort of antisocial bonfire I remember with pleasure from my youth. 
It was actually quite impressive with the still morning air filled with thick smoke, although not quite so environmentally sensitive! 
