Roy B

continued from above Saloons All three races had classic last bend finishes. Heat 1: 17 cars. In this opener Kieren Bradford (27) played a major role. Ian Govier (28) was stationary in the fence facing the wrong way as the field hurtled down the straight. The 27 car picked up Georgie Boult (57) and followed him in into the 28 car. The resulting hit saw the caution flags out and a slight delay whilst Ian gingerly exited his car. It was very fortunate that he was drivers side to the fence as there was a large hole through the left side. At the restart Bradford chased down long time leader Jack Grandon (277). Entering the last lap he made contact with Grandon who spun. This delayed the 27 car long enough for Junior Buster (902) to mount a last bend successful challenge for the win. Top 3: 902, 27, and Frank Little (10). Heat 2: 17 cars. Another hectic last lap. Aaron Totham (561) was way out in front until he got baulked by a backmarker. Bradford saw his chance for an audacious last bender but the 561 car was just out of range. As Aaron headed for victory the 27 car rebounded off the plating, and Buster once again swept past to steal the place. Top 3: 561, 902, and 27. Final: 15 cars. Grandon looked to have this in the bag. However, towards the end of the race Billy Smith (161) was gaining on him. As they both raced down the back straight on the last lap Smith had got himself in position. Entering the final turn he kept his foot down on the go pedal and made hard contact with 277 sending him into a half spin. Both cars headed towards the fence, and in a mad scramble Smith just got clear. The 161 car was slow to pick up speed and was so close to being passed by the 3rd place car but just made it over the line by 0.3 of a second. A well deserved win as Billy had been racing at the Racewall the night before. Leaving Cowdie they drove through the night arriving at Smeatharpe at 06:30 that morning. The internal damage to the 28 car It was so lucky that the car was driver side to the fence continues below

continued from above As is the tradition at Autospeed circuits a pre meeting Grand Parade opened proceedings. F2’s Heat 1: 16 cars on track for this one. On a still soaking surface Steven Gilbert (542) was so much faster than the field and he took the flag with close to a 2 sec lead. Post-race checks changed all that though. The rear axle offset was way out and resulted in a DQ for the 542 machine. Dale Moon (302) was promoted into first place. Top 3: 302, 560, and Ryan Sheahan (325). Heat 2: 19 cars. A bit of aggro in this one featuring Chevy Mills (538). In the early laps a pack of cars were entering turn 1 with Paul Moss (979) pushing. The end result was a trip to the fence for the 538 car with Jack Prosser (844) going in with him. Presumably Mills thought Prosser was the guilty party and promptly launched him fencewards next time round. Both cars were out on the spot bringing out the caution. At the restart Ben Goddard (895) caught and passed Moss for the victory. Top 3: 895, 979, and Jon Palmer (24). Consolation: 15 cars. A first win in this one for Matt Hatch (320) after a battle with Charlie Fisher (35). After rectifying the axle offset Gilbert came home in 3rd. Final: 29 cars. Much to everyone’s surprise this race went from flag to flag without a caution. The track was now dry on the straights but damp on the bends. Hatch had taken the lead early on until Moss and Paul Rice (890) arrived on the scene. These two pulled clear and swapped the lead between them. It all ended in tears for the 979 car however when they came upon a backmarker. Rice sent the lap down car into Moss who ended up going over the bonnet of the adjacent 689 car and into the turn 4 plating. The way was now clear for an untroubled run to victory for 890. Of note was a brutal fencing of Neil Hooper (676) by the 24 car, and a race long side by side battle between 24 and Ben Borthwick (418) which cost them a lap in lost time. Top 3: 890, 560, and Mark Gibbs (578). GN: 25 cars. Another good one. The track was now virtually dry so higher speeds were in order. After repairing his car all eyes were on Hooper who lined up directly behind the 24 car. Would he exact his revenge? Despite having at least three opportunities in the early stages Neil was’nt for taking Palmer on. Just as well really as Jon loves nothing better than carnage and mayhem. Gilbert set off after Mills and passed him for the win. More action from JP (24) as he snookered his car builder Wrench, and pit neighbour James Rygor (783) in one direct hit for a 2nd place finish. Top 3: 542, 24, and 560. Neil surveys the damage after Jon Palmer fenced him continues below

Hi there folks, Let’s have a look back at the opening Taunton meeting on Sun 15th March. 35 F2’s, 17 Saloons, plus ORCi Minstox and Bangers were in attendance at this Smeatharpe season opener. Extremely poor weather persisted throughout the morning. As this eased off the track gradually dried out during the afternoon leaving us with a marked increase in speeds, and an extravaganza of hard hitting action. The stadium takes quite a battering during the winter months and keeping on top of repairs and maintenance is a major job. However, a few alterations had taken place over the winter. A new bar has been assembled on the turn 2 banking. The trackshop behind the home straight stand is no more. It suffered weather damage during the off season and has been condemned. A replacement was in the process of being installed at the top of the turn 3 banking. Let’s hope they still have their large stock of old F.1 mags/programmes. In the pits it was a chance to see several new cars, some of which had debuted at St. Day the previous weekend. There were three WRC’s built by Luke Wrench (560), and raced by himself, Aaron Vaight (184) and Paul Rice (890). A brace of Motorworld cars for Joe Marquand (689), and Jon Kind (229), plus a KMR for Matt Linfield (464). The Motorworld car of Joe Marquand Luke Wrench's latest continues below

Hi there folks, I did’nt expect to be doing this that’s for sure. What a horrendous week. Each day that passed added more fear and anxiety for everyone. It does’nt seem real does it? It’s going to be a long haul before even the slightest hint of normality returns. The supermarket panic buying is showing the worst side of humanity and is totally unnecessary. My youngest daughter is a newly qualified nurse in Leeds, and after finishing a 12 hour shift is having to scratch around various shops for whatever food is left. She had a bit of luck this morning though, as Tesco opened up the first hour for NHS staff. My son is also employed by the NHS looking after vulnerable adults and his workload is increasing daily. At least they shouldn’t have the worry of losing their job or income. However, my eldest daughter works in the car trade and is obviously concerned for her job. I am still working at present but there are rumours of a shut down. I think it’s a case of when rather than if. It’s easy to become obsessed with checking the news and social media but this can fuel the anxiety rather than ease it. I find a look at the news at teatime is the limit for me. To subject yourself to some of the doomsday scenarios on the internet can wear you down mentally. As regards the racing I honestly don’t think we’ll see much of the season. My concern is will the tracks survive without any income? Only time will tell. We will get through this folks. Just be strong for each other. I’d like to express my total gratitude to the staff of the NHS, supermarkets, and the truck drivers that get all the food to us. Hopefully people will now give the truckers the appreciation that they’ve always deserved rather than reviling them at any opportunity. Okay, let’s discuss the plan. As you know, usually through the year i get out and about to various places, and other race meetings. This then provides the next winter’s articles. I have some things which can keep us going for a while, but not the whole year if i put it on weekly. It’ll be better to spread it out a bit, or put it on every two or three weeks perhaps. I do have some ideas and places I want to go to which will add to it, but it all depends whether we go into the total lockdown phase. As it stands I only have the one meeting to showcase so the majority of things will be non racing related. I appreciate that not everyone is interested in old derelict stuff, railways etc. The picture side of things is a bit problematic at the moment. A technical hitch is preventing the gallery from being reinstated at the present time. I’m limited to only a few pics to upload to the forum post. These have to be reduced in size which affects the quality, or makes them too small to see easily. It is a great shame as I do have loads of pics for each thing posted. I’ll leave you with this pic from the opening Taunton meeting as a taster for next time. This Saloon was stuck at turn 3 when a car was followed in to it Keep safe everyone, i’ll be thinking of you.

Hi folks, would anyone like me to continue with the off season articles whilst the racing is suspended?

continued from above There is the rusting remains of a James Simplex Vibrator which was used for separating the ore. For men living in the nearest village of Low Row this would have been a long, hard walk before they even started work. In the middle of a winter’s blizzard, in the dark it would’nt have been an enjoyable way to start and finish your day down the mines. Just standing in the middle of the smelt mill and looking at the crumbling stonework, and the neatly stoneflagged floor imagining the hundreds of men working here day and night is a sobering thought. One of the access tunnels into the lower level of the mine Looking down Gunnerside Gill There are a number of ways to return to the starting point at Keld from here. Either retrace the outward route, or take any number of tracks that criss cross the landscape. These link up with various other mines/shafts etc. An Ordnance Survey map is a must on a walk of this nature as you can miss out on seeing other interesting sites nearby. In snowy conditions the mine sites take on a whole new magnificence. The only problem is making sure you don’t fall down a snow covered pit or shaft! In the valley beneath the hushings it’s possible to find fossils that have been washed down from above. If any of you would like to do this walk, or any other of the “off the beaten track” things we’ve done this winter just let me know. I’d be more than happy to show you around. That’s it for this off season folks. When the gallery is back I’ll upload all the pics in connection with the last few weeks. If ok with the admin we’ll all meet back here in November and head off the beaten track once again. Here are a few tasters of things we’ll find over the next winter: A shed in the woods, but not just any shed. A fortress on the moors, with a portal to the underworld. Triumph over the Pacific, tragedy in the Dark Peak. The last train departed years ago. A look at a derelict station being reclaimed by nature. Dare you enter the tunnel where the grey lady waits? We’ll also have a series covering the history of Blackpool Transport, and all the usual F2 and Saloons stuff. Finally, I’d like to thank the admin for giving me the opportunity to put this winter series on, and to thank you all for joining me on our trips around and about. Back with the pit news from King’s Lynn next week hopefully. Obviously we’ll have to wait and see what the government’s next move is regarding the virus.

continued from above The smelter's chimney Wheel pit The amount of peat required at this site for fuel is reflected in the size of the drying stores. continued below

continued from above Now it’s time for our last walk off the beaten track for this winter. We’re going to head for Swaledale. It is very rugged and wild, and one of the northernmost dales (valleys) in the Yorkshire Dales National Park. It runs west to east starting around Keld in the high moors on the Cumbria/Yorkshire boundary, and ends near the market town of Richmond, home to a medieval castle. Get yourself a brew and i’ll tell you a bit about it. Swaledale is a typical limestone Yorkshire dale with its narrow valley-bottom road, green meadows and dry stone walls. There are numerous old limestone barns throughout the fields in the upper parts. Around 4,500 stone barns still exist in Swaledale, all built in the 1600-1700's. Virtually one per field. Sheep-farming has always been the main economy here. The traditional products are woollens, and Swaledale cheese. This dates back to the 11th century and is produced from ewe’s and cow’s milk. However, the idyllic scenery of country walks, village tea shops and holiday homes is only a recent invention. During the 18th and 19th century lead mining was a major industry, and the remains of this is what we’ll be looking for. Up until the end of the 19th century the hills around the valley were alive with hundreds of men mining minerals from beneath the moors. They toiled underground, whilst chimneys on the moor tops spewed toxic gases from the smelt mills. Ponies pulled carts of metal ingots to market in Richmond, and the life of those in the dale was poor and hard. The main mineral being extracted was galena, which when smelted (heated) in a very hot furnace produces lead. This was done with a very large open fire on the hillside, where the lead would pour out the side to be collected and cooled into ingots called “pigs”. Lead has been used throughout history for many things: roofs, pipes, and bullets. It was also used to create stained glass windows, paint, dyes, and as a glass glaze. Littered around the countryside here are many circular depressions in the ground where a “bell pit” shaft was sunk and ore extracted. To find the veins of galena ore a method called “hushing” was employed. Springs up on the moor tops were dammed to create large artificial lakes. The dam would then be demolished and the torrents of water roaring down the hillside would strip all the topsoil and loose material off. This would reveal the heavy deposits which could then be mined. The veins were usually only a couple of metres wide but went straight down to great depths. They were vertical seams, unlike coal which is horizontal. Mining was done by driving in levels from lower down the hillsides, and from here the miners would then dig up and down into the veins. The men who worked at the face blasting the rock and finding the ore were called the “orewinners”, and the miners underground the “deadmen”. The deadmen had to take the “deads” (the non-productive rock) and leave it in spaces left open by previous mining. Boys over the age of 12 would have the job of dragging the ore carts out to the surface. Once on the surface the ore was dressed, separating it as much as possible from other rocks. Large pieces could be done by hand, but for smaller pieces a method called “bousing” was used. This used water and gravity to separate the heavier ore from the lighter surrounding materials. Streams were directed into a sluice system which gave an increased flow. From here it was transported to the smelt mills which were as close as possible to the mine levels. Furnaces were housed within, and the smelters job was to produce the purest quality lead. The smelters were the highest paid as they controlled everything: lighting the furnace, choosing the type and amount of fuel to use, and the casting of the lead pigs at the end of the process. Coal produced the hottest fire, and Swaledale had a good supply from the Tan Hill collieries, but too much coal produced inferior lead. The smelters used wood when they could get it, but the high moors are very barren and devoid of tree cover so more often than not easily obtainable peat was dug from the surrounding areas. Buildings were constructed to dry the peat. After smelting into lead pigs it was transported to market by pony and cart. Many local towns had lead markets, particularly Northallerton and Richmond. Life in the mines was very tough. Miners had shifts of up to 14 hours underground, doing back breaking work in damp, cramped, wet and cold conditions. The oxygen levels were so low that candles barely had enough oxygen to burn. On top of this, they had to walk to and from the mines from their homes in the villages. A walk which could be many miles each way, and would often be done in the dark. Miners and their families struggled to survive and the men often used to knit while walking, both to produce things for their own needs, and to sell. Towards the end of the 19th century, Spain and the United States were producing far greater quantities of lead at a much cheaper cost. Over two decades the mining operations in Swaledale came to a halt as they became unprofitable. Despite the harsh working conditions many miners left for Lancashire to work in the coal mines. There are parts of Lancashire where Swaledale surnames are still common. The villages around Swaledale lost two thirds of their population between 1875 -1885. Reeth was the largest village with a population of 1,425 in 1821. A century later it was down to 616, and has only risen very slightly since then. With the departure of mining, life in the dales became a lot quieter. Farming became the only economic activity. Ok then, let’s have a walk around and see what remains today. We’ll start in the village of Keld and cross the River Swale to have a look at one of the waterfalls - Catrake Force. It’s not visible from the minor road through the village but is only a short walk to reach it. It is made up of a series of four steps, each with its own waterfall. Leaving this we come to Kisdon Force which is a two stage falls. Again this can be easily reached on foot from the village. The rock at both of these falls is limestone and therefore is lethally slippery when wet. Leaving the river we start our climb up onto the moor. Before long we come to the delightfully named Crackpot Hall. There has been a building on this site since the 1500’s when a hunting lodge was constructed for one of the landowners. The current ruin is of a mid 1800’s farmhouse. It was an impressive two-storey structure with matching cow sheds at either end. It was rumoured to have been used as mine offices as it was close to the many lead mines. Sticks of dynamite have been found there! In the 1930’s a wild four year old child named Alice lived there. The current building was abandoned in the 1950’s because of subsidence. The name Crackpot is of Viking origin for “a deep hole that is the haunt of crows”. We now come to Swinner Gill and the track that takes us across the moor. Within 15 minutes we arrive at a scene that would’nt look out of place in the Lord of the Rings. This is the start of the most prolific area of mining activity. Lownathwaite Lead Mines are situated here. Dams, undisturbed shafts and ore processing areas abound. Most of these are from the 1700’s and earlier. Records exist dating back to 1680 and make mention of mineral rights assigned to a local family from 1544. The history around this area is simply mind boggling. Within 5 minutes Gunnerside Gill is reached. The whole scene is like a lunar landscape. Walking from the top to bottom of this gill you would have the whole process of lead mining laid out before you. At the top are the great channels caused by hushing, and the remains of the dams. Lower down the area is littered with buildings and structures. There are huts once inhabited by workers and supervisors, storerooms, engine rooms, dressing floors where the ore was prepared for smelting, and various kilns. There are also numerous shafts and caves. As we leave the gill and make our way further into the industrial landscape we find that we are walking on a wasteland of crushed rock, ground down virtually to a fine, sandy powder. In the middle of all this sits an abandoned cast iron stone crushing machine. Stamped on the side are the words, “Patent Kibbler Stone Breaker, Leeds, England. It is a truly surreal sight. The lone stonecrusher We now come to the most impressive derelict lead mining site of them all – Old Gang Smelting Mills. The smelter’s high chimney is still fully intact. The remains of a wheel pit are still visible. This was to house the large water wheel that powered the bellows to heat the smelting hearths. Old Gang Smelting Mills continued below

continued from above The very smart Aaron Vaight (184) bus Speaky was out in his Saloon both days The ever entertaining JP straightening out his nerf rail with an adjustable and an extension bar! continued below

continued from above Onto the opening F2 National Series rounds at Taunton and Bristol next. Taunton – Sat 28th Sept: Under the floodlights for this opening round. All National Series contenders except Jake Walker (298) were present. They led the Grand Parade at the start of the meeting and each received a commemorative mug. For the second year running it absolutely threw it down and did not ease until partway through the Final. Thirty-eight cars in total made this the highest turnout for the tarmac venues in the National Series. The races proved difficult for the NS group as all the winners came from those outside the series. Irrespective of the weather the racing was of the highest order. The heats went the way of Ben Borthwick (418), and Jamie Avery (126). The Consi to Joe Marquand (689), and the Final saw Avery complete the double. GN honours to Steven Gilbert (542) who clinched the Track Championship with one meeting to go. Jon Palmer (24) ended the evening as top NS scorer, with Micky Brennan (968) in second place. The Saloons were present at both meetings this weekend for their NS rounds. 27 cars were in the pits. Heat 1 was won by Kieren Bradford (27), with the other two going to Trent Arthurton (610), with aggro aplenty between Billy Smith (161) and Georgie Boult Jr. Bradford took the Final from Arthurton and Diggy Smith (116). Bristol – Sunday 29th Sept: Everyone except the drivers moved north the next day to the Mendips Raceway. Only 11 cars in addition to the 13 in the NS group were present. For some baffling reason the decision was made to split the 24 cars into a full format meeting. With eight going through from the heats to the Final this left a field of only 6 for the Consi. The thinking behind this left many scratching their heads, but race control obviously know best! Phil Mann (53) won the 11 car first heat, with Steven Gilbert (542) claiming the 12 car second heat. The sparsely populated Consi went to Rob Mitchell (905). The 22 car Final was when the proper racing started. Lots of bumpers going in, and some hard hitting action in amongst the NS group. Gilbert took the win to complete the double. Top 3: 542, Ben Goddard (895), and Kelvyn Marshall (101). 20 for the GN. The 101 car made a spectacular exit from this by launching himself off the infield banking coming out of turn 4. The car took off sideways diving up in the air and performed a hard crash landing into the fence. Goddard took the victory. Kelvyn takes a flyer. Pic credit to AJPracepics A number of clashes between Luke Wrench (560) and Micky Brennan (968 set the tone for the rest of the series. Luke did however pick up the Track Championship. After two rounds then it was Jon Palmer (24) who led the way. He was considered to be too wild to accumulate the points but proved everyone wrong. 19 Saloons were present at this meeting for their only visit during 2019. Arthurton continued his winning ways from the previous evening by winning both heats. The Final however saw him walloped out wide on the turnstile bend. Jamie Sampson (149) claimed the win, with Austen Freestone (341), and Max Gunter (23) completing the podium. Paul Moss (979) with some front corner repair work needed. A novel way of pulling some bent wheel guards out by the Wrench team continued below

Hi there folks, In this last one of the off season we’ll finish off the 2019 F2 WF weekend at Buxton with a brief look at the Sunday meeting. A few hours after the midnight finish of the Saturday WF meeting 46 cars were in attendance including three from the continent, eight from Scotland, and a quartet from NI. Charlie Guinchard (183) was using the Jon Palmer (24) car as his own was damaged from the Saturday CSF. Ht.1: 21 cars on grid with another flag to flag victory for Jessica Smith (390). Top 3: 390, Graham Fegan (NI998), and Luke Wrench (560). Ht.2: Adam Rubery (700) won this 24 car race. Top 3: 700, Mark Gibbs (578), and Gavin Fegan (NI718). Consolation: Chris Burgoyne (647) having missed the heats made his first appearance of the day in this and promptly won it. Top 3: 647, Richard Bowyer (761), and Brad McKinstry (NI747). Final: 761 crossed the line first for the victory but was adjudged to have jumped the start so was docked two places. After his early exit from the WF Luke Wrench (560) inherited the win. A feature of this race was Guinchy putting a big hit in on Graham Fegan. At the time I thought this won’t end well. Sure enough at the next corner the favour was returned with an even bigger hit from the NI998 car. It looked as though Graham was trying to send 183 to the Emerald Isle! Consequently the damage ruled the 24/183 car out of the GN owing to lack of time to fix it. The ever entertaining Fegan’s take on it was to simply say, “That’s what the bumper’s for”. Superb stuff. Top 3: 560, Sebastiaan Vowinkel (H33), and 761. Guinchy after the Fegan attack GN: Only 12 cars for this one. Another win for the impressive Harley Thackra (9). I thought the overall three days was a success especially Thurs and Sun. It was unfortunate that Saturday was such a late finish but big championship meetings always have the risk of overrunning. Rear corner damage for Jan Bekkers B96 continued below

So sad to hear this week that Mick Black has passed away. He had been a fan from the early sixties, and was of invaluable help in keeping Chris Pickup (50), and Dick Young (67)(attached pic credit) racing in the mid seventies. I got to know him when he was a mechanic for Glyn Pursey (175). He always had time for a chat, and rarely missed a meeting. I will miss seeing him around the tracks. RIP Mick

continued from above and another blast from the past a Ford Zephyr Who remembers one of these in the tv series Z-Cars?

continued from above This may look like any other Banger but it has an interesting story. It was made in South Africa in 1982 and imported to the UK in 1986. Only 200 RHD estates were imported in total. It is one of only two known survivors. The plan was to restore it as a show car but the shell was in a very bad state. The A-pillars and bulkhead were a mixture of gravel, newspaper, silicon, and filler! Virtually every seam had rotted out. The inboard brake calipers were seized and leaking. Amazingly though the engine fired up on the first crank after standing since 2012! It took four weeks of extensive welding to the A and B pillars, bulkhead, the entire floor and front chassis rails just to get it race ready. Another rarity - An Austin A55 continued below

Hi there folks, Just a few pics from yesterday’s Aldershot meeting. It was the Saloons annual visit and just under 20 cars took to the tarmac. Diggy and Billy Smith were evenly matched and raced in tandem throughout. At the end of their first race a last bender from Diggy on Billy for the win looked on the cards but it looked like dad let lad have the victory. Top 3’s were: Heat 1: Billy Smith (161), Diggy Smith (116), and Aaron Totham (561). Heat 2: Jack Grandon (277), 561, and 116. Final: 277, Jack Rust (172), and 561. Bangers were competing for the Undercracker Trophy. Forty were in attendance with a few rare cars racing. The track safety procedures here were as follows: At the end of a race all drivers had to be in their cars. If any drivers had left their cars during a caution period they would have been outside the confines of the track already. They were not allowed back on at race end. When the marshals were happy the pit gate was opened. All cars were then removed. Track clear up/corner marker tyre re-positioning then took place. Only after this were the next set of cars allowed on. It all went smoothly, and was very well organised as is the Spedeworth way. It did not take any extra time either. Diggy and the team changed a stuck in 3rd gearbox on the 176 car between races. Here's the old box coming out. Applying sealant to the mating face of the spare bellhousing before attaching it to the gearbox Billy works on the replacement continued below

continued Charlie Guinchard's car was done for the weekend after the Consolation Semi Final Ben Lockwood's after the Final We’ll have a look at the Sunday meeting next week, and also the opening National Series rounds from Taunton & Bristol. Then to round off this winter series we go “off the beaten track” once again. Join me as we take a walk around a remote Yorkshire dale known mostly for its beautiful countryside. However, this idyllic scenery and the hills around were once home to heavy industry. We’ll see what we can find.

continued The Sebastian Vowinkel car to continue

continued from previous post The defending champ Jan Bekkers tries out his new front outside tyre warmer to continue

continued from previous post Team Wrench on with the engine swap WF Day – Saturday 7th Sept An 82 car full to overflowing pits, with some cars outside on the grass verges. The meeting format featured three heats (incl. the WF). The Consolation Semi –Final was a standalone race. Time trials for the overseas drivers came first though. These were split into three quick fire sessions with all ten cars on track together. Kay Lenssen (H154) was the pace setter and was never challenged. Joining him on row three was veteran Jan Bekkers (B96). Sam McKay (NI24), and Wim Peeters (H124) slotted into the sixth row. A dummy grid was formed on track for the customary grid walk/meet the driver session which was extremely popular with the spectators. The opening race was the CSF. Twenty-four on track to try and secure one of the seven spots at the back of the WF grid. It is normally six but Sam Weston (468) had withdrawn from the big race. At the drop of the green polesitting Liam Bentham (488) got a big hit from Ollie Skeels (124) and ended up spinning into the first bend fence. Liam Rennie (3) was unable to avoid the 488 car and his race lasted no longer than his Semi at St.Day. Charlie Guinchard (183) and Dennis Middler (41) were also involved. At the start of lap two Chris Burgoyne (647) took the lead from Skeels before the caution flags flew for 183 who had been hit by Mark Gibbs (578). The lucky top seven at this stage were: 647, Craig Wallace (16), Jon Palmer (24), 124, Jordon Thackra (324), Steven Burgoyne (674), and Stephen Mallinson (788). The restart saw the front two break away as Skeels took Palmer out wide. The younger Burgoyne then passed them both when the 124 car got a flat. Mally’s challenge ended when he hit the stationary Harley Cornock (517) car. Up front Wallace moved ahead of Chris Burgoyne with a well timed nudge at half distance. Thereafter the positons remained static until the chequered flag. Top 7 who went through to the WF: 16, 647, 674, 24, 324, Micky Brennan (968), and Adam Rubery (700). Following this race it was on to the meeting proper and the two heats that preceded the WF. Ht.1: Another win for Harley Thackra, with Mark Gibbs and Aiden Derry (147) completing the podium. Ht.2: Jonathan Hadfield took the win from the blue grade, followed by Richard Bowyer (761) and Ryan Jones (72). It was now time for the World Finalists to come out on track and in the correct grid order as below: Inside: Outside: Gordon Moodie (7) Ben Borthwick (418) Andrew Palmer (606) Luke Wrench (560) Kay Lenssen (H154) B96 Jan Bekkers (B96) Steven Gilbert (542) Justin Fisher (315) Matt Stoneman (127) Ben Lockwood (618) Sam McKay (NI24) Wim Peeters (H124) Kelvyn Marshall (101) Aaron Vaight (184) Robbie Dawson (854) Rob Mitchell (905) Craig McConnell (NI925) Sebastian Vowinkel (H33) Dale Moon (302) Jack Cave (801) James Riggall (527) Euan Millar (629) Tsjalle Greidanus (H229) Gavin Fegan (NI718) Dave Polley (38) Ben Goddard (895) Timothy Bailey (817) Craig Wallace (16) Gerrit Huussen (H440) Curtis Greer (NI122) Chris Burgoyne (647) Steven Burgoyne (674) Jon Palmer (24) Jordon Thackra (324) Micky Brennan (968) Adam Rubery (700) “Gentlemen, start your engines”, was the call from MC Richard Kaleta, and the grid set off on two slow rolling laps. It was just about twilight and this added to the atmosphere. At the drop of the green Moodie gave it max attack, whilst Borthwick bounced out of the turn four fence into the path of the pack. Wrench ended up becoming launched into a barrel roll over Stoneman and on down the straight. Red flags were shown immediately. All were ok thankfully. A full restart would now follow minus 560, 127, H33, 184, and 418. Everyone moved up the grid through the vacant spaces but could not change sides. B96 was now on the front row with 7. Again the 7 car shot away and survived an attack from 606 going into turn one. Bekkers was slow off the line and got fenced by Ben Lockwood. Palmer (606) had ended up going wide and got involved in a pile up which earlier had claimed Riggall, Greidanus, Cave, and Thackra. Four more cars piled in which required a caution to clear up. A great battle for 2nd had been raging prior to this between at least seven cars. Rob Mitchell in particular was hitting everyone bend after bend. Gilbert and Marshall pushed Lenssen wide on the restart and Moodie was clear to build a lead at the front. As the battle intensified behind, the 7 car was able to extend it. Peeters came up into second with Dawson briefly in third. However, Mitchell and Marshall shoved him out wide in turn 1, and Lenssen’s attempt at a challenge was brought to a halt by a combined big hit from Jon Palmer and Euan Millar. Next to go were Millar, Wallace, and Fegan who ended up in a pile in turn 4. Peeters had by now edged clear in 2nd as Mitchell and Marshall swapped places. McConnell arrived on the scene and got past Mitchell for 4th. Behind these two the 24 car fenced Ben Lockwood. Moodie by now was cruising to his third world title although he had a fraught few laps after passing a backmarking Riggall. The 527 car followed him closely for a few laps and had some digs at his rear bumper. It was looking like he was going to pull a controversial move until another car got between them with a lap to go. The 7 car duly took the victory and a successful defence of his title. Interviewed post race he made mention of his demise 10 years earlier when he was cannoned into the fence on the opening bend by Speaky and Chris Bradbury. “I just had a wee talk to the fence – I said: “You did not get me this time!” he laughed. “A lot of people did not know that I’ve had a broken hand since Venray – i kept it quiet. So it was alright with one hand!” Third placed Marshall said, “There’s no catching Moodie is there? I tried getting Gilbert and Lenssen into him at the restart but he just rubs it off.” Top ten: 7, H124, 101, NI925, 905, 674, 542, 647, 854, and 38. Two Consolations then followed with 5 to qualify from each. Yellow roofed Ben Germany (190) led the first until Millar stormed through with 4 to go. Top 3: 629, 127, and 190. Riggall won the second which had slightly less cars. Top 3: 527, 618, and 24. By the time the cars came out for the Final it had been six hours since the first heat. The race was only minutes old when Lockwood had a major crash on the back straight. He went over the Hadfield car and took off up the fence leaving his car looking the worse for wear. It was that man Harley Thackra again who took the flag to complete a heat and final double. The race was notable for a big hit on Millar from Chris Burgoyne as revenge for a few incidents in past races. Top 3: 9, 801, and 527. The O’er the Border Trophy was raced for in the GN. Fittingly it was won by Steven Burgoyne. Top 3; 674, H33, and 905. The meeting ended virtually on the stroke of midnight with a rather depleted crowd, some eight hours after it had started. To the promotions credit they stuck to the meeting format and did’nt resort to cancelling races. Roy Goodman in his 90th year has a catch up with Jimmy Wallace continued on next post

Hi there folks, It’s the 2019 F2 WF at Buxton this week. The event was a three day affair beginning on Thurs 5th Sept. We’ll have a look at this and the Saturday meeting, and cover the Sunday next week. Thursday 5th September A thinly populated crowd were on hand to witness forty cars gather for a full format programme. In the forty there were seven from Scotland, four from mainland Europe, and a lone entry from NI were in. In the pits pre meeting the Burgoynes’ were swapping gearboxes between the 647 and 674 cars, and Luke Wrench (560) replaced his engine. Ht.1: A battle between Gordon Moodie (7), and Matt Stoneman (127) at the back drew the attention as Harley Thackra (9) leapt away from the yellow grade to take the victory. Top 3: 9, Jonathan Hadfield (142), and Tsjalle Greidanus (H229). Ht.2: Another Thackra was doing well in this one, Jordon (324) racing from the blues. However, it was Jessica Smith (390) who was charging away up front. At race end Jon Palmer (24) who was taking no prisoners stormed through for the win. Top 3: 24, 324, and 390. Consolation: Kelvyn Marshall (101) just caught Russ Chadwick (137) for the victory. Top 3: 101, 137, and Wim Peeters (H124) Final: Thirty on track. Thackra (9) crossed the line first for a double win. Jess had driven brilliantly and was only caught by the winner. Jan Bekkers (B96) was closing fast and nearly took third from Mark Gibbs (578). Top 3: 9, 390, and 578. GN: It was the 390 car all the way as Jess took a very popular win ahead of twenty-five others. Top 3: 390, Ryan Jones (72), and Steven Burgoyne (674). Dave Polley built this in 7 days Chris discusses the gearbox swaps to continue on following post

Thank you for a top interview! Kelvin is a great character and always good to talk to. I'm really enjoying these mid-week "Small Talks". Any chance of the odd one or two through the season?

Photo credits to the aforementioned Mr. Bastock, and Unloaded 7.3 magazine.

What a great couple of pictures from the lens of Dave Bastock. Steve Rees was Guest of Honour at the F2 Awards Night, and Jon Palmer (24) gave him a very warm welcome!

Cheers stox74. Sorry to disappoint but i literally would'nt have the time to do this throughout the year. F1 is the priority in the season. I work a rota shift (incl. nights) and 3 months out of 4 it clashes with race dates. I can work the shifts around racing by swapping a few and using hols. Any spare days off you'll find me lurking around anything derelict/abandoned. A fair few disused railway tunnels can be waist deep in water through the winter usually with some old dead rats floating about! Definitely a job for summer. I do appreciate your suggestion though. We'll be having a look back at the 2019 F2 WF later this week.

It was announced that the new car was not quite ready Daryll