“I had previously competed in what was then known as the Classic Saloon Car Championship run under the auspices of the Classic Saloon Car Club from 1980 to 1982 in an Austin A35. Several drivers from this era, who later went on to be the driving force of the HRSR series also competed in A35’s including Glen Maskell and Phil Wight.
As the years rolled forward so did the interest in later cars from the 1960’s, in what was often termed, in retrospect, the ‘Golden age of saloon car racing’, and not unnaturally some drivers, myself included, looked to seek perhaps some model that would provide, shall we say, a better performance.. Some of us, moved into the Pre ’65 series, which as the title suggests was aimed at those saloons which were produced prior to 1965.
Again this series was run and promoted by the Classic Saloon Car Club,(CSCC), and the technical regs ran pretty much along the lines of their Pre ’57 series with restrictions on such things as carburation and wheel rim widths, etc. It therefore favoured such models as Lotus Cortina’s and to a certain extent the larger engine, American cars.
A group of drivers, myself included, felt disaffected by these restrictive rules and that perhaps a wider range of both British and European saloons could be made more competitive with more freedom to utilise certain mechanical modifications to provide a closer racing environment.
Glen Maskell approached me at a meeting at Brands Hatch, when I had briefly raced an A40 in Pre ’65, and asked whether I would be interested in being involved in a new series where it was proposed that an approach be made to the British Racing & Sports Car Club, to see if they would be interested in promoting an alternative .
The rest as they say is history and the late John Nichol, BRSCC, Competition Secretary, was very enthusiastic and eagerly promoted this new Historic Saloon programme, with the model cut off date of December 31st 1966. Mini’s and their counterparts, ie, Elf’s and Hornets, etc, were initially not permitted as at the time there were other series in which these cars could compete. My decision was to continue to compete in the A40.
I was mindful that the A40 could be made into a very competitive race car as had been proven by the likes of Dr George Shepherd in his giant killing Mk 1 culminating in his winning the ‘SuperTura’ series in 1960. This of course, latterly encouraged others to choose this humble Austin including Jonathan Williams, a later noted Ferrari works driver, Frank Williams, of F1 fame, Mick Cave, Phil Middlehurst and many others who went on to motorsport success.
My father had always been supportive of my racing efforts, (providing I didn’t ask him for money that is), and his position in the BMC/BL Longbridge, Research & Development Dept, meant that all sorts of mechanical ‘goodies’ were available via Special Tuning in Abingdon! There were also a couple of guys in his department who actively raced and their knowledge and expertise was often called upon.
I had by this time sold my previous A35, complete, but minus the big valve Cooper ‘S’ cylinder head, which had been worked on by one of the engineers in Longbridge, and was really state of the art at the time.
I had a larger MG 1098cc based race engine, bored out to 1120cc, built for me by one John Beattie, who was more versed in BDA/BDG engines for the ‘Hillclimb Brigade’. (One of John’s claims to fame was that he was previously in the Rock Group, Band of Joy, with the legendary Robert Plant and drummer John Bonham before they moved on to be part of probably the greatest rock band of all time, Led Zeppelin!)
John insisted that I brought the car to his workshop in the Shropshire countryside where we would fit the engine and generally get the car into some sort of readiness for competition. Finishing late I returned home and went back the next day where we fired the engine up. All went well for about 5 minutes when during an increase in revs, the engine suddenly stopped! A post mortem the next day revealed the cause.
Removal of the head revealed one of the valves embedded into crown of no 3 piston. As anyone who knows their ‘A’ Series engines, they are divided into two basic categories, small bore and large bore. Small bore are 803cc to 1098cc and large bore 1275cc. Certain components are interchangeable between the sets of engines incl the cyl heads which often mount on the same studs in the engine block. However, when fitting the large bore Cooper ‘S’ head on the small bore MG 1100 block there needs to be a small amount of machining carried out on the block to prevent exhaust valves coming into contact with top of engine block. This machining had not been carried out, hence the sudden stop
John accepted the mistake was his, stripped and correctly ‘pocketed’ the block so that the head fitted correctly and everything worked as it should.
I still have the offending piston with the embedded valve ,mounted on clear Perspex base, which he presented me with!”
OULTON PARK- 27/28 March 1986
“During the closed season I had built a 1275cc based Spridget engine. This was done by former Special Saloon Champion ,Charles Bernstein, whose lightweight racing Mini had utilised an ‘A’ series block when competing in the Brush Fuse Gear series in the 1970’s, which he won. The engine was built by Charles and others in the ‘Experimental’ at Longbridge and was a 1380cc engine producing some 120 bhp at the wheels, a very respectable figure in the 1980’s.
I must have missed the season opener at Brands Hatch on March 2nd but duly arrived at Oulton Park for the Easter Bank Holiday week end. Practice was on the Thursday with the race on Good Friday.
Bob Sherring turned out with his 6 ½ litre Ford Galaxie 500 saloon this being the model before the later popular coupe style, and which Bob raced in later years.
The entry list also comprised many familiar names from the previous CSCC series with Phil Wight now in more period appropriate Lotus Cortina’s, as was Chris Boon, Hugh Marshall and Colin Woodcock ( recently passed away, sadly). This took care of classes A & B Yours truly in Class C, up to 1500cc, with the A40 together with Mike Aspinall in a 1200cc Anglia and Jon Williams in his 1500cc Ford Cortina GT.
Glen Maskell, had discovered, (from memory in a lock up garage in the London area), a proper period racing Ford 105E Anglia formerly raced by brothers, John and Mike Young under the SuperSpeed banner. Although later modified with cut away arches, Glenn had spent considerable time and effort returning this genuine racer back to the correct specification for this series. The Anglia was competing with it’s period SuperSpeed, 997cc engine. However, on this occasion the car was recorded in the race programme as a Cortina! Glen’s other competitors in Class D, up to 1000cc, were A35 stalwart Tim Blackburn, (who still has his car to this day), and Chris Baker also A35 mounted.
Qualifying saw familiar names such as Chris Boon, Hugh Marshall and Colin Woodcock. With me, next up in the A40, then Glen, Bob Sherring, Tim Blackburn then Chris Baker. Phil had a problem with a bent valve in the head, which local engine builder, Terry Carthy fixed for him over night.
Autosport magazine, Motoring News and other periodicals gave a good report of the race and Phil’s start from the back of the grid with a 10 second penalty was clearly the star drive. His ‘press on’ style clearly alarmed Chris Boon, who on the penultimate lap spun at Old Hall, allowing Phil in to second spot overall.
Race winner, Richard Hill recorded a best lap of I min 45.26, 80.58 mph but Phil was quicker on 1 min 44.64, 81.06 mph. Phil has always said if it had been a ten lap race and not eight he might have taken a lucky win ! I took the class C win ,in the A40, with a best lap of 1 min 54.32, 74.19 mph then Glen Maskell’s Anglia in class D with 1 min 55.63, 73.34 mph.
All class winners established Lap Records for the new series.”
CASTLE COMBE 5th JULY 1986
“My next race was at Castle Combe, that noise sensitive venue in Wiltshire and where I always seemed experience some technical issue at scrutineering other than a loud exhaust, to be discovered by the ever zealous Scrutineers. Usually, any problems were soon overcome one way or another.
Bob Sherring’s mighty Ford Galaxie headed class A with the two Jaguars for company, both 3.8 litre, of Chris Wood’s Mk 1 and Derek Pearce Mk 2 example. Derek has competed in various historic Jaguar cars for many years and has only recently hung up his helmet on medical advice.
Class B was the most popularly supported class dominated by the Cortina Lotus driven by familiar names including Steven Phillips, Hugh Marshall, Chris Boon and Colin Woodcock. Also represented was North Waleian Garage Proprietor, Geoff Pollitt in his Black Ford 105E Anglia.
Class C was represented by myself in the A40.
Class D included both Glen Maskell in the SuperSpeed Anglia and newcomer Tony Castle-Miller’s beautifully prepared Fiat Abarth 850, finished in Fiat Works colours of Grey, White and Red. (Am I right in recalling that this was an actual factory car?)
In the race Richard Hill’s Cortina Lotus went ahead of Chris Boons similar example both ahead of Phil Wight, who had been on pole but had a dreadful start. But Phil overtook both Hill and Boon on the outside of Camp Corner and gently eased his way in front. I managed to overcome both the Cortina Lotus of Colin Woodcock and Hugh Marshall and come in third overall behind Phil and Chris Boon.
The crowd’s favourite though was Tony’s Abarth who it is said, “ threw his Fiat around with abandon…
All class winners established new lap records.”
BRANDS HATCH, 23rd/25th AUGUST 1986
“This was a split two day meeting on the Saturday and Bank Holiday Monday. The 60’s saloons was the last race on the Saturday. Entries were now starting to creep up and on this occasion thirteen cars were entered in the programme.
Bob Sherring’s Galaxie was joined in class A by the 4.7 litre Ford Mustang of Nick Amey. I seem to recall Nick previously competing in an A35 in the Classic Saloon series some years before, so there was a large power difference between the two cars! Class B held the usual suspects, with exception of Phil Wight but new comers included Basil Ball and Mark Apps both in Cortina Lotus.
I was joined in Class C with newcomers, Garry Woodcock, (son of Colin) and John Williams both in Cortina GT’s. Class D was headed by Glen Maskell and Tony Castle Miller and joined by another newcomer, Tom Read in his Hillman Imp.
The race win went to Hill with Colin Woodcock and Stephen Phillips battling for second spot with Colin just getting second by a mere 7 hundredths of a seconds, but Stephen took the fastest lap and record at 59.67 secs, 72.61 mph!
Yours truly took the Class C spoils in the A40 with a fastest lap of 1 min 2.38secs, 69.46 mph.
Fastest lap in Class D fell to Tony Castle-Miller in the Abarth on 1 min 3.11, 68.65 mph but with Glen’s Anglia very close on 1 Min 3.23, 68,52 mph. Again all Class Winners set new lap records.”
MALLORY PARK 21st SEPTEMBER 1986
“So it was that the final round of the series took place at Mallory Park. I have always liked Mallory, mainly because it suited the A40 being a small car where you could take advantage over some of the larger competitors, (larger as in vehicle not driver size), particularly under braking for Shaws hairpin!
Colin Woodcock, Cortina Lotus, was on pole with 1 min 00.8, with myself second, A40, on 1min. 01.1, Steven Phillips, Cortina Lotus, 1 min 1.04. Glen Maskell, Anglia was the fastest class D car on 1min 04.8. Glen was clearly getting to grips with his Ford as his lap times were gradually getting closer to mine at every meeting.
I had a flying start and managed to get around Colin’s Lotus and achieve a two to three car length advantage. On lap three however Colin caught me and I spun at Shaws hairpin and he went through. I rejoined in fourth spot but this was short lived as the engine suddenly dropped onto three cylinders at Devils Elbow. I managed to shut it off quickly and this later showed that I had saved any damage to the engine, as on strip down, later in the week, it revealed a melted piston, but not before I had established a new class lap record of 1 min 00.5, 80.33 mph.
Colin Woodcock went on to win followed by Hill and Marshall with Gary Woodcock in his Cortina GT. Glen Maskell took the honours in Class D together with a new class lap record of 1 min 04.1, 75.81 mph.
Of the four races I took part in I had won the class, up to 1500cc, three times and established lap records with just the one retirement. If I was going to progress then I clearly needed to ‘up my game’ and part of that strategy was to seek a good sponsor! This was to be my aim over the closed season.
Between the end of the 1986 season and prior to the start of the 1987 series I earnestly made approaches to several business’s and organisations who I thought would be interested in supporting my efforts in Historic Racing Saloons. Of those that I did approach none of them slammed the door in my face, indeed some offered good motoring discounts on products they sold which would have been useful, some offered the use of their facilities to prepare the car but it was hard cash that was really required to further my aims. I wasn’t really getting anywhere when suddenly, out of the blue, a chance conversation with the owner of the local garage in the Worcestershire village where I was living turned everything around. I used the garage on a virtual daily basis for fuel for my business. I knew the proprietor and had had casual conversations, on occasions, with him furthermore the garage was undergoing a massive redevelopment from it’s Post War beginings to something more modern and in keeping with the image that they were trying to portray. They held the franchise for both TVR Sports Cars and Lancia Cars together with an obscure make, FSO. There was also a successful used car sales department.
Charles Millington was a man who appeared to be going places. He asked me what I was going to be driving for 1987.He had seen the various race reports in the local press. I explained my plans and he said, “How much do you want?” I had worked out a rough budget most of which was focussed on the changes needed to the A40 to reduce it’s weight and improve it’s handling plus a contingency figure if things went wrong, ie mechanical maladies etc, etc. I told him £3500.00 for the season,( a laughable figure in today’s terms, but this was the 1980’s), and he said, “ I think we can manage that”. That was it, no complicated written agreement, no stage payments over periods of time, entrants licence & advertising permit for car, all paid for, a handshake and we were agreed!
He then told me that he thought it would be a good idea if his workshop manager was involved as he felt that he would be an asset to me. Without more ado he took me into the workshop where I was introduced to Nigel Whitlock. Nigel was a time served former British Leyland dealership apprentice and as was proved, over the next thirty plus years he turned out to be a very knowledgeable race car builder. After his Leyland training days he had worked, with ,amongst others, racer, John Fitzpatrick, he of Porsche fame. This had brought him into contact with several race car preparers of the day where he had picked up lots of knowledge. I am pleased to say that Nigel and I remain good friends to this day, although his interests now lie outside the automobile, unfortunately!
So it was that the A40 went into The Sports Car Centre’s facility where at the end of the day’s work the A40 would steadily be rebuilt encompassing the permitted rules of the HRSR series.
Initially our aim was to get rid of excess weight from the shell of the car. We removed the very heavy steel doors. With glass, trim and other ‘furniture’ the individual weight of each door is getting on for 56lbs, add to this a steel bonnet and bootlid plus the other areas of glass then you will quickly realise how much weight there is and which needs to be shed.
We were fortunate in obtaining replacement bonnet and bootlid, ‘off the shelf’ from a local automobile fibreglass panel manufacturer and who took both of our steel doors and made replica’s of those. 4mm Perspex was acquired for the relevant glass replacements. The A40 is unique in some respects in that it’s ‘two box’ design and as such does not have a rear interior panel which separates the boot area from the main habiticle. As it was one of the first of the ‘hatchback’ designs, the rear seats folded flat to allow storage of luggage or whatever, this facility is missing. Therefore, when building your racing A40 unless your fuel tank is fitted below the boot floor you will need to isolate your aluminium fuel tank from the afore mentioned interior.. What we needed was a quantity of aluminium sheeting plus angle sections to make a suitable frame to attach the sheeting to before sealing the whole assembly.
There then followed a bizarre series of events which led to me receiving the aluminium sheets needed for the project. I have a chum, Dave Loudoun, previously very well known , in one make series, who used several of his acquaintances to assist him in these endeavours. At a meeting at Silverstone I got into conversation with one such person and as often happens talk turned to racing in particular and he asked me what I raced. When I told him what I was doing and that I was looking for a small supply of ally sheets as part of the rebuild he told me.”I can let you have some of that. How much do you want?” We discussed it, exchanged phone numbers and I did not, at that point, really think much more about it. A week later I got a phone call, “could he drop off said ally sheeting?” We arranged a suitable time and I waited at home for him to deliver. Sure enough, at the appointed time an absolutely enormous HGV breakdown vehicle, used for recovering omnibuses, came along our road, painted in the familiar Birmingham City Bus Blue, complete with said company coat of arms emblazoned on the doors!
I would mention at this point that we were at least 50 miles from the outer reaches of Birmingham and this vehicle was obviously out of place and off it’s patch, in a little Worcestershire village. Out jumped my new ‘friend’ with his assistant who then proceeded to offload two large sheets of aluminium, more than enough for our needs. These were normally used for making up the various outer body panels on Birmingham’s finest buses. Neighbours curtains began to twitch. I think a Tenner was passed over and they disappeared back to Birmingham as quickly as they had arrived. Thank God there were no legal ramifications from this scenario. We quickly made up the relevant ‘firewall’ in the car and just as quickly gave it a coat of primer to hide the Birmingham Corporation dark blue colour, which would have been a dead giveaway if the Constabulary had spotted it!
The car was now much lighter and more akin to a proper racer. Of the four races I did we won the class on three occasions incl fastest lap and a new lap record despite a mechanical failure at Mallory Park.
Incidentally the car still survives, now raced in one of the Scandinavian Historic series, and still sports this panelling from 1986/87, but looking somewhat ‘tired’ after such a long period as a racer!”
THE 1987 SERIES
“The BRSCC found the series a sponsor for the 1987 season in the form of Ronnie Scott’s Jazz Club, that hallowed London establishment, and Mecca for Jazz enthusiasts worldwide. The series was entitled the BRSCC Ronnie Scott’s Sixties Racing Saloons Championship”
MALLORY PARK, 19th APRIL 1987
“Again I seemed to have missed the opening round of the season, so we arrived at Mallory Park for the 19th April round.
I do not seem to have a copy of the practice times but certainly there was a very healthy grid of 17 cars but Geoff Pollit’s Anglia and one other car failed to make the start. Of historical interest was the Lotus Cortina of Sir John Whitmore. A car which had been prepared for him by Peter Bryant, (under the Pipeline Induction Heat entry), and was purported to be a replica of his European championship winning car from the mid 1960’s. Sir John was joined by fellow Cortina-Lotus drivers, Wight, Hill, Woodcock and Ron Cosgrove all in Class B up to 2500 cc.
Class A saw the faithful Bob Sherring in the mighty Galaxie, accompanied by former Pre ’57 stalwart Terry Heley forsaking his Pre ‘57 Zephyr for another Ford, a Mustang. In addition there was Brian Morris in his Triumph 2.5.
Class C was very well supported with 7 cars. Myself and newcomer, John Searby in A40’s plus Jason Greenwood, Gary Woodcock in the lone Cortina GT with the additional Anglia’s of Mike Aspinall, Nick Rumney and Glen Maskell. Glen had spent the closed season uprating the power unit in the Superspeed Anglia and now had a 1500cc unit, by, from memory, Dave Rowe.
Alone in Class D was the Fiat Corsa Abarth of Tony Castle-Miller.
The National race reports of both Autosport and Motoring News make interesting reading, particularly the battle for the lead, between Wight, Hill and Sir John. The latter having been demoted from pole position at the start down to third on lap one at Shaws Hairpin. I had an excellent view of proceedings from my fourth spot and as M/News stated ‘Sir John must practice his starts! As the race progressed, Sir John indulged in less than gentlemanly behaviour in his efforts to get to the front. On lap 8 he hit Phil from behind into a half spin at Shaws and went on to take the overall win. Hill was third behind Wight with Colin Woodcock just getting ahead of yours truly for fourth. Phil was furious and if Glen had not calmed him down at the end of the race he would have said some rather nasty comments about the driving methods of the knight of the realm.
Myself and Tony Castle Miller both set new lap records.”
CASTLE COMBE 25th MAY 1987
“Class A was represented by the sole Bob Sherrings 6.5.litre Ford Galaxie. Class B protagonists were all Lotus Cortina’s, Wight, Hill, and Tony Lanfranchi, also former star of BBC’s 100 Great Sporting Moments, Chrystal Palace Osram series saloon event, Mike Crabtree aswell as Geoff Pollitt’s Anglia. Class C drivers were Glen Maskell, Superspeed Anglia, John Searby in his big engined A40 and me in mine!
A fairly predictable result went the way of Richard Hill, Lotus after Phil had a broken rotor arm which sidelined him, followed by David Lewis, A40, Bob Sherring, Galaxie Geoff Pollitt and Glen Maskell, Anglia’s and finally John Searby,A40. Fastest Laps, all closely matched, were Sherring, 1 min 19.2, Hill, 1 min 19.6 and David Lewis, 1 min 19.4.
I was delighted to be nominated for ‘Driver of the Day Award’ at this meeting after an incredible battle with Bob Sherring’s 6 ½ litre, Ford Galaxie. However, the award went to a 16 year old female Formula Ford driver instead!
MALLORY PARK 28th JUNE 1987
Another trip to Mallory this time for the BRSCC Saloon Car Festival.
Bob Sherrings Galaxie was the lone entrant in Class A. Class B was the province of the Lotus Cortina’s of Whitmore, Crabtree, Hill, Wight, Woodcock and Geoff Pollitt’s lone Anglia.
Class C was myself in the A40 together with John Searby and Pete Brown. David Huddlestone’s Anglia and Gary Woodcock Cortina GT completed the class. Class D was Tony Castle – Miller, Fiat Abarth and Neale Rain driving son Tony’s Austin A35.
Again a predictable result went the way of Whitmore’s Lotus Cortina followed by Crabtree, Wight and Hill. Yours truly, in the A40, had a real scrap with David Da Costa XR2 and the Metro of Tony Bardy (both invited in a separate class) for fifth overall with only half a second separating the three of us , at the flag!
Fastest Laps were recorded by ‘our cars’ and new lap records for John Whitmore, 57.5 secs, David Lewis, 58.8secs and Tony Castle –Miller, 1 Min 3.8 secs.”
MALLORY PARK, 2nd AUGUST 1987
“Went the day badly! A good entry for this meeting, but sadly not a good day for the Sports Car Centre’s A40. I do not seem to have any practice times for this race so cannot recall where I was on the grid which is not surprising as my participation was extremely short lived.
On the green light I powered away and entered the sweeping right hander of Gerrards Bend. From memory Geoff Pollitts Anglia collected the rear of Phil Wights Lotus Cortina. There was then total pandemonium as I contrived to avoid these two by steering to my right.
Getting on the grass on the infield I was heading towards the lake in the centre of Mallory which I needed to avoid as I do not swim well! The A40 came back towards the circuit still travelling in generally the right direction. The moment the tyres touched the tarmac and gripped the poor little flyer was pitched into a sideways, semi end to end roll , finally coming to rest facing in the opposite direction. As the car rolled I remember thinking, not of my personal safety, but that I would not be scoring any points this day! It is strange the thoughts that go through the mind in these stressful situations.
Back in the Paddock we surveyed the aftermath. The shell was very badly twisted but the roll cage had done it’s job in preventing serious injury to me. Apart from a couple of broken ribs, caused by the steel frame of the Corbeau seat, during the roll, I was unscathed, fortunately.
The question now was, what do we do? There was no choice but to acquire another car or bodyshell and commence a re-build. A plan was hatched back at home. Scanning back copies of the A40 Farina Club News and sorting the rust heaps from the potential possibilities I found a car just out of London which sounded as if it may be suitable. It had been for sale for some months and I think the paint finish was putting people off. It had at some point in it’s life been repainted in a non standard colour and was badly faded.
It says much for the friendliness and camaraderie that existed within the HRSR as some competitors offered to help in any way they could to get me back out there and racing. I rang Glen Maskell, as he, at that time lived fairly near to where the car was. Glen volunteered to call at the address the following day and look at the car. He pronounced the car sound in wind and limb, (very unusual for the A40 model as they do suffer from rust, badly, often in areas unseen). Arrangements were made the next day and we collected the car and brought it back to Worcestershire.
As far as the championship was concerned, up to this point, Phil had 21 points and I was just behind him on 20 points. Unusually, after the Mallory meeting there was another round the week end after at Donington. It was impossible for the car to be re-shelled, re-built incl re-paint in our colours, in just 7 days so we had to accept defeat on that one.
All credit must be given to Nigel Whitlock who rebuilt the car virtually single handedly in around a two week period.”
OULTON PARK 12th SEPTEMBER 1987
“So it was that we trooped off up the M6 to Cheshire’s Oulton Park with the untried and untested A40. We were now competing on the newly extended circuit. A good entry consisting of the usual protagonists with two new names David Brown in a 1275cc Mini and Mal Stuart from Cardiff in yet another Lotus Cortina.
Autosport magazine’s race report, waxed lyrically about Tony Lanfranchi and the handling of his Lotus Cortina, with the top five places all occupied by class B cars. David Lewis was 6th followed by Bob Sherring, John Searby, Mike Aspinall and finally David Brown.
Lap records were established on the new circuit by Bob Sherring, Galaxie, 2mins 8.9 secs, Tony Lanfranchi, Lotus Cortina, 1min 59.1and David Lewis,2 min 7.9 secs.”
CADWELL PARK, 27th SEPTEMBER 1987
“Back to Cadwell again and another good level of entries with the usual suspects. Class C showed an increase in the number of Austin A40’s, now up to four. My notes reveal that I had had the engine rebuilt just prior to this meeting
Practice showed Wight on pole with a time of 1 Min, 49.9, with Whitmore next up but timed at 1 Min 52.2, closely pursued by Crabtree on 1 Min 52.5. Then followed Colin Woodcock, Geoff Pollitt, Tony Broom and Richard Hill. Yours truly was 8th overall and fastest in class C on 1 min 56.6 with Brian Morris Triumph, 1 m 56.9 with Glen Maskell, Anglia, ever improving his times on 1 min 57.2. Then followed Bob Sherring, John Searby, Jason Greenwood, Pete Brown and David Brown.
A real battle at the front between Phil Wight, John Whitmore and Mike Crabtree kept the crowd on it’s toes with both Phil and John recording identical fastest laps of 1 min 49.3 and Mike Crabtree, on 1 min 49.4! Whitmore took the win ,just, with Phil pressurising him all the way after half distance and Mike Crabtree, third. There then followed Tony Brooms, Anglia, Richard Hill, Lotus Cortina and Colin Woodcock, Lotus Cortina. Then myself in the A40, Class C, best lap 1 min 55.3 with Glen Maskell in the Superspeed Anglia with a best lap of 1 min 55.6. Glen was now becoming a real threat as he became used to the extra power from his larger engine.
However the surprise of the meeting was John Searby’s lap time of 1 min 53.8 up nearly a full 6 seconds quicker than his best practice time of 1 min 59.8!!!!!
The championship points tally after this round put me just one point ahead of Glen in second place but Phil Wight was still leading overall.”
CASTLE COMBE, 17th OCTOBER 1987
“Practice went the way of Phil Wight first time out in an Anglia, on Pole with a time of 1 min 20.0, followed by Richard Hill Lotus Cortina, then Geoff Pollitt, Anglia, Mike Crabtree, Lotus Cortina, Bob Sherring, Galaxie, David Lewis, A40, Glen Maskell, Anglia, John Searby, A40 then Derek Goodacre, Jaguar Mk 1.
Mike Crabtree took the win, with Phil second and Geoff Pollitt, third, both in Anglia’s.
Glen Maskell pressured me in the early stages but this had faded by lap 5. Again this was a successful season for myself in the A40. I have, recorded in my records, that we contested 9 rounds, (although I think there was a meeting at Snetterton where I seem to have lost the results), with class wins and lap records at every event except where John Searby, in his A40, sneaked in a fastest lap at Cadwell Park!
Final championship results; Phil Wight won overall and took Class B win. David Lewis second overall and winner of Class C. Bob Sherring took the spoils in Class A.
I felt very pleased with our efforts over the season and thoroughly enjoyed the BRSCC Dinner & Dance at the Royal Lancaster Hotel in London, a fitting end to 1987. Charles Millington was also delighted to the extent that support was to be continued in 1988.”
Part Two to follow.