Well it is time to put pen to paper and let you know what I have been doing the last couple of seasons in the Chevette. The car has been so reliable after an engine rebuild and rolling road set-up which Jon Mowatt carried out. I finished every race except one. Some of the older members might remember Jon from way back as he was no mean driver in a group 1 Mini.

Anyway my first event was April 2002 and I used the practice session to get the remaining rough edges off the engine and ended up in the middle of the grid. I had a reasonable start keeping my position but on the 3^rd lap some front-runners had a coming together out of Chessons. As I came round one of the competitors on seeing me, came back onto the track hitting me in the side and spun off. Damage was a broken rear wheel and badly bent axle, which had just been rebuilt. That’s a damn good start to the season I thought. I already had another LSD and rebuilt spare axle so this was put on. I also had to repair the bracket with the bottom suspension arm which was part torn out of the floor pan. Also the wheel was replaced with my spare and with no other damage, I was ready for the May meeting. It was again a very good grid turnout and I had a good position after practice. I was much nearer the front this time and had a better start, although was punted up the rear by a Sierra, which raised my eyebrows for a second, but I still held the position and overtook some competitors over the remaining laps. I ended up 1^st in class with the fastest class lap for cars over 1800cc and over not turbo charged, so went home with a nice shiny pot.

The rest of the season was fraught at times as some of the competitors were VERY close and therefore had to repair bodywork damage on occasions. I ended up with another 1st in class plus another fastest class lap also some class second places. All this gave me runner up position in the championship in class 6, which meant more pots to take home.

Soon after, the engine came out again for a rebuild which this time included fitting a dry sump. Once again Jon Mowatt was on the job, which was completed over the winter period, thus allowing time for myself to top up the finances, as this project was to be more expensive. The new engine was collected at the start of 2003 and put back into the Chevette. As it did not have the big wing sump pan anymore, it was easier to fit, although I still had a nightmare fitting the exhaust manifolds, which took me some weeks to finish. However I was pleased with the very professional looking high-pressure oil lines and drive belts in the engine bay.

Finishing touches included work to the suspension, new slicks and running in and set up on the rolling road. I was then ready for the start of the new season.

The races all that year were very close, and I collected more minor body damage. I took more class wins and second place finishes, but had to fight to keep my championship position almost every meeting. The car never faltered under the pressure, although I can’t say the same for the driver on occasions! At the end of the season I found I was again collecting the runner’s up pot in the Championship in class 6. I still could not catch the Escort who won the class. It was damned quick, well driven and well prepared, but I was satisfied with the result.

During the year I did have a couple of run ins with the Clerk of the Course for being a “naughty boy” i.e. overtaking under a yellow flag (oops!) and on one event was put at the back of the grid, (after having my best practice time ever and I would have been on the 3^rd row ). I worked hard in catching up my places until I over cooked it at Devil’s Elbow. I left the braking too late, shot over the shingle then part sideways across the track, somehow missing a couple of the other competitors and clouted the earth bank. The engine was still running however and I recovered onto the black stuff but had lost all the positions I had gained, but I did manage a finish. I think red mist got in the way that time. Some of the car’s fibreglass body was damaged which meant more repairs and the car was now looking a bit battle scarred.

At the time of writing, the engine is out again for another build, hopefully to gain a little more power. The suspension is being sorted with much stiffer fully adjustable shock absorbers, but I am having to bolt it onto another rebuilt LSD axle. There are always improvements to be made it never stops. Always more time and money needed but I try to keep on top to be competitive, and we all know what that’s like.

I won’t give up just yet and get out the pipe and slippers or go senile. Even after some 30 years or so the bug is still there. Some of my neighbours think I am mad working in a cold garage in winter while they watch football etc on telly, but they are all softies!

My plans for 2004 are to do the SEMSEC Lydden race meetings on 5^th June, 10^th July, 1^st August, 4^th September, 26^th September and 23^rd October, as well as the Lydden sprints on 3^rd April, 5^th June, 10^th July and 23^rd October and one sprint at Goodwood on 3^rd July. Have a good 2004 season all.