Our sport has been around a lot longer than the internet, so browsers of this site can use this page to contribute reproductions of period articles from the printed matter available at the time, or even write something original, on a nostalgic theme...

Contributions can be a report of a great race meeting, a driver interview, what have you?

Keith Duke's scrap book part 2

Here we are then, another run through one of my scrapbooks. Quite a lot of Barry Lee, which I guess shows how good he was at publicising homself! Also, the best picture ever of Tony May in the classic BP/Custom Car colours. Okay, not a Hot Rod but sure as hell nostalgic... Keith

See the GALLERY or follow THIS LINK for direct access.
Visit Keith’s own website at http://keithduke.fotopic.net/

OVAL TRACK CLASSIC MAGAZINE
ISSUE ONE REVIEWED

After quite a build-up, the very first issue of Oval Track Classic magazine has been published. And worth the wait, it certainly has been. With the current appetite for all things nostalgic – from the recent (relatively) launches of classic and retro classes on track in the 21st century, and Richard John Neil’s cornering of the classic oval racing book market – this is indeed a timely venture from the aforementioned Mr. Neil in conjunction with Short Circuit magazine’s Mark Haddleton.

Issue one (it is to be a quarterly magazine) strikes a fair balance between, as it says on the tin - so to speak - classics of the past and of today. But it is much more than just a “what old pictures have I got in the attic” or “here’s some Classic Rods at Hednesford last week”-type exercise.  That’s not to say that there aren’t plenty of great pictures, there are, most of them previously unseen or brand new, and wherever possible, in full colour.

From the present, Kevin Hunt tells us both about his own racing history, and his present involvement with building and racing Classic Hot Rods.  This is followed by a feature on how the present day Classic Hot Rod formula came about, and how it’s developing and evolving.  If you’re deeply into the history of Oval Racing as a whole, you’ll find a great feature on the restoration of a Dastle Midget, and that’s followed by an in-depth history and profile of Historic Saloon Stock Cars, penned by two ladies very closely involved with the class.

Our very own Graham Brown lets us in on some of the secrets of Stock Car and Hot Rod memorabilia, and in particular programme collecting. A dark art to a lot of us, but GB explains the difference between the real thing, and facsimiles(!), and some of our sport’s history makes its way into his very informative spread.

New Brighton on Merseyside is the “Lost Track” feature, and one that this reader found particularly interesting.  When Cliff Butler, from that neck of the woods, used to race National Hot Rods, he’d tell me about this awesome place with serious banking, and I always thought he was exaggerating, or looking back on it with the same rose tinted spectacles that help me remember the Aldershot of my youth as much more than it ever was. But no, the pictures and story bear Cliff’s tales out, and what a pity the track is long gone.

There’s plenty more of interest in Oval Track Classic – an interview with ‘70s/’80’s racer of several classes including Hot Rods before he went “down under”, Graham Kircher. He now restores classics of a slightly larger variety – trucks – in Australia.  A feature on Layhams Farm, Danish Hot Rodder Soren Meder, Dave Willis and the Warwick clan are in a photo spread, and a piece by Alan Humphrey on the old days of driver fan clubs followed by classics on the telly – there really is something, plenty in fact, for everyone in this publication.

Out now, available from http://www.ovaltrackclassic.co.uk or a trackshop near you for just £3.80, nationalhotrod.com recommends this mag for anyone with an interest in preserving and/or remembering and celebrating the past of our great sport, and looking for some interesting reading matter…  NR

Dave Longhurst Interview from 1987
Taken from the 1987/88 Hot Rod Yearbook, a Short Circuit Publication,
Contributed to nationalhotrod.com by Shane Downes.  Photos by Keith Duke.

Every once in a while you’ll meet a racing driver who is totally committed to his sport. One such driver is Dave Longhurst who highlighted his enthusiasm this year when - despite limited financial backing - he travelled to Buxton and Yarmouth in one day to complete in just four races, a total travelling time of just under 15 hours!

Dave began racing at the age of 14 when he raced a Morris Minor at his local Angmering grass track. “It cost me £7 ready-to-race and I competed in the novice class - a bit like our Ministox but a non-contact category."

The following year Dave took an A40 to victory in the championship and eventually progressed into the Hot Rod class when he came of age.  He won the Hot Rod class title four years on the trot, and having achieved as much as he could on the grass,turned his sights to the stadium ovals in 1983, converting his grass racing Capri to a Super Rod. During his first year with Spedeworth, Dave won the Pride of the South Championship at Arlington and promptly followed it up with victory at Wimbledon. “Arlington is certainly my best track - I won four out of five finals there. I’ve always gone well there and besides, it’s only up the road."

With a move straight from white grade to red, Dave ended 1983 third in the points. Although he was never destined to win any major events in Super Rod racing, he came close at Ringwood last year when he led the European Championship “...only to suffer fuel pump problems which dropped me back to third.” He also finished third in last year's National Championship but says, “The unfortunate thing is that I only managed to win races like the Tongham Classic and other such meaningful titles!"

October ‘86 saw Dave make his debut in Spedeworth’s new formula Hot Rods, combining it with Super Rod racing for much of 1987. ”I had always wanted to do National Hot Rod racing but money stopped us short of achieving that.  Then, when the new formula came along I took a closer look at them. I must admit I didn’t fancy them right at the start, but seeing as how we still had quite a lot of bits and pieces from the grass-track Escort hanging about, we decided to give it a go."

"I thoroughly enjoy it now, although there is a problem with the number of people coming into the formula straight from grass track racing, in cars that simply don’t handle. They only race them at local tracks like Aldershot or Wimbledon, and although I’ve got nothing against white-tops, twenty of them can be a bit too much!  All in all though, we get good average fields of 23/24 and are now having to have three heats."

Without any shadow of a doubt, Dave regrets leaving Super Rods.  “It’s a good formula, although when I first joined it I was told I would miss all the family atmosphere you get at grass racing. As it happened, it was the complete opposite since the Super Rod drivers are the best bunch of drivers around. I must admit at first I feared car 29, as I was told that I if was going to get a bump, that’s where it would come from! However after surviving my initiation course, I came to respect Stuart not only as a very good driver but an excellent representative of all Super Rod competitors. I would have continued with the class had Spedeworth given us more meetings.”

During 1987, 28-year-old Dave sampled his first taste of National Hot Rod racing, when a few friends clubbed together to raise the necessary funds for a drive in a rent-a-rod.. ”I had kept hinting to Carole that I'd love to have a go in one - that it would make an ideal birthday present!”  Dave’s wish was no sooner asked than granted, and he duly rolled out for his debut at Ipswich. “I managed fourth in my heat and then seventh in the final. It's certainly a lot more competitive than Super Rod racing, and because the cars are so light they’re a lot easier to drive, although I'm sure its not quite so easy when you’re on the pace!  I’m really hoping that at the end of 1988 I'll be in a position to move into National Hot Rod racing. I’ve had a Chevette shell sitting around for two years now, so I suppose it's about time I got my finger out and started work on it.”

Dave recently gained superstar status in the new formula Hot Rods. “ It's strange though”, he says, “because the points chart in operation is still the original one. In fact, out of all the other superstars, only Alan Dent is an active racer.”

If a career in Super Rods and new formula Hot Rods isn’t enough to contend with, Dave is currently in the throes of completing a Mazda Stock Saloon. “I took one out last Boxing Day at Aldershot and thoroughly enjoyed it. This will give me something to do over the winter, anyway."

Although Dave operates his own small business, Mobile Motor Services, he’s becoming increasingly involved in engine preparation work and is now looking after the engine in Steve Dudman’s National Hot Rod. “Naturally I do my own engines and my dream is to move into competition work.  I do quite a few engines for the local grass track boys, and now that I’m looking after Steve’s, I’m hoping to pick up some new business.”

Oval racing should be thankful for the likes of drivers such as Dave Longhurst, who are, all too often, the unsung heroes of our sport.  But without them the sport would have no future and in 1988 we expect to see Dave go from strength to strength.

Taken from the 1987/88 Hot Rod Yearbook, a Short Circuit Publication.  Photos by Keith Duke.
Contributed to nationalhotrod.com by Shane Downes

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Keith Duke's scrap book part 1

For reasons that I still do not understand during the 70's and 80's I was persuaded to reduce a lot of my collected racing magazines to scrap books.

Although this now seems like a bad plan it does mean that I still have a number of pictures that I might have lost years ago.

I am planning to scan some of the pages from these books on an occasional basis. Likely sources of the pictures are Custom Car, Auto Enthusiast and Motoring News.

I have just uploaded a few pages into the gallery and I hope that you like them.

That is probably the last nostalgia thing that I will contribute this winter with some real racing now only being a week away.

It has been fun and we will do more next winter.

Keith
See more of Keith’s scrapbook pages in the GALLERY or follow THIS LINK for direct access, and visit Keith’s own website at http://keithduke.fotopic.net/

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Hednesford:  The Raceway Pictorial

See all these photo-scans in full-size in the GALLERY

By Garry Staines: Like many others, I was saddened by the recent death of Bill Morris, the founder of our much loved formula. Graham Brown’s tribute on this website, gave a great insight into the man and his development of the home of Hot Rods; Hednesford Hills.

I recently won a lovely magazine on e-bay that shows some great pictures from the early days of the track. I have reproduced some of them, along with some words, for your enjoyment.

”The Raceway

“The disused water reservoir situated on the top of Hednesford Hills makes a perfect auto-sports arena. The first pictures date back to 1954 when stock car racing was imported from America to the Midlands.

“An estimated 30-40 thousand people invaded Hednesford Stadium, as it was called, but the conditions were not just what the spectator would have wished. Inevitably, however, after, a year or so, the crowds dwindled, and the promoters realised what a terrific cost and amount of work would be required to get the conditions up to a decent standard to hold the interest of the spectators, so they took the easiest way out and closed down.

“Bill Morris, the present promoter had had more than a little interest in this situation as he had been one of the most prominent drivers of stock cars in those early days.

“In 1962 he took the bull by the horns and started to develop the venue to the standard he thought was needed; and now after some 5-6 years it is a credit to him.

“Stock Car racing was the only auto-sport in existence at the start of the raceway development; but now we have many other thrilling auto-sports such as hot rod racing, Destruction Derbies, figure of 8 racing and auto thrills shows, all of which have been pioneered and perfected by Bill Morris.”

Abridged foreword, from The Raceway Pictorial, circa 1967/68.  Garry Staines

See all these photo-scans in full-size in the GALLERY

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National Hot Rods, the 1980s, and me!
by Keith Duke

Click HERE for the excellent photos accompanying this article.

The eighties started out really good for me. At the end of 1979 Barry Lee had switched back to an Escort, by the middle of 1980 Mick Collard was World Champion in an Escort, and as if that wasn’t enough, George Polley was back in Hot Rods and in an Escort!  What more could a Ford fan want?

However, over the water in Ulster, things were stirring and by World Final time 1981 the scene had changed for ever.  Ormond Christie - having tried various ideas to build the ultimate Hot Rod - hit upon the idea of whacking a 1700 crossflow into a Toyota Starlet. A huge step forward was made there and then.

Other hybrids had been built before, but this was different - and very fast. More followed, along with the very pretty Toyota 1000 shape, the Mazda 323 and of course the Davy Evans Chevette. George Polley, in the way that he only he can, responded with an Anglia - before giving into the Japanese revolution.

During 1983, my hero (Mr Lee in case you haven’t guessed) started a less than hugely successful experiment with a turbo-charged engine. This carried on through to the ‘84 World Final, at which point he left the scene to do other things.

If I was honest, I was not around that much at this time.  However, at the start of 1987 we had the prospect of the George Polley Testimonial at Aldershot. Great as that was, the icing on the cake was a one-off comeback of 351 in Alf Boarer’s car.  It was an amazing night, despite the extremely low temperatures.

All of a sudden Barry was back, first with borrowed cars, and then his own Starlet.  The ‘87 World Final gave Barry something to scratch his head over as he was the only driver to get a top 10-placing in both the qualifying heats, but which then equated to only fifteenth on the grid for the big race! The race was an interesting affair, with Barry, and Pete Stevens engaged in driving into each other, whilst George made his way through to lead. Towards the end, George, and Norman Woolsey, needed to lap Barry - at which point Barry found amazing speed to be able to block the outside line for several laps. What inspired him to do that, who can say? But it was very exciting, although I suspect that Norman saw it somewhat differently.

This race was the debut for George’s “paper bag” car that - on reflection - probably did a lot to push the formula towards spaceframes.

On to the ‘88 World Final, and in truth, Barry was overshadowed by the amazing drive by George Polley to 2nd from 27th on the grid to dispute the lead with Phil White. An amazing race, and I have lost count of how often I have watched that video. Always ends up the same though!  In amongst all this, the Barry Lee Hot Rod story came to a stop again after a disputed black cross; he was gone, and the car was sold to Roger Peck who would later use it to liven up the scene in style.

So these are my pictures from the Eighties. Hopefully they are all from that decade - although my dating was not very good. At the start of this period I was using a simply terrible Kodak 110 camera.  It had a two-position lens - the zoom option just served to highlight the fact that the camera was virtually impossible to hold still due to its shape!  The pictures from this time are very bad, but I have included some as they are now unique.

By about 1982 I had acquired a Zenith E - very good camera, but only had a 50mm lens.  That was supplemented by a 2X-converter; not a very good plan as it only really works in very good light when using small aperture settings. The big move forward was a 200mm telephoto lens bought second-hand for £15.  A bit of a pain if you suddenly needed to photograph something close by, but a huge improvement.

There are very few pictures of the ‘Big 3’ in this collection, as they have already been collected together on my own site as follows:
Barry = http://keithduke.fotopic.net/c1197495.html
George = http://keithduke.fotopic.net/c1189430.html
Duffy = http://keithduke.fotopic.net/c1164102.html

Hope you like at least some of them! Keith Duke
Click HERE for the excellent photos accompanying this article.

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Looking Back - with Garry Staines

I recently stumbled across a great collection of videos on You tube, showing some classic Hot Rod races from the so called ‘Golden Days’. I often think that your memory has a way of making most things in the past golden and better than they actually were.  So it’s nice that the power of the internet can bring it all back for us.

I happen to feel that the current National Hot Rods are in a golden period and are as strong and competitive as they were at any time in the past. But hey, what do they say? “Nostalgia ain’t what it used to be’”, so let’s go Looking Back!

My first World Final was 1973, but only being three years old, I have no memory of the event at all. I have vague memories of Barry’s wins in ‘77 and ‘78, but the first World Final I can really recall was Gordon Bland’s victory in 1979. I’m sure they say that the first FA cup you remember is from when you’re 9-10 years old, so that kind of works for our sport too.  Over the coming months I plan to look back on some of the classic World Finals, with help from You Tube, and by digging into my dusty collection of old programmes and magazines.  We start 34 years ago, the 1975 Hot Rod Championship of the World.

Held over the weekend of 11th/13th July, the fourth World Final had a real international feel, with drivers from South Africa, Holland, Belgium, Germany, Italy, Denmark, Scotland - as well as England.  Back then, the A5 colour programme cost 25p.  I’m not sure how much it cost to get in back then, but if anyone remembers or has an old ticket from back then, I would love to know...

So let’s have a look at the programme
Whenever I buy a programme I always have a look at how many races are on, and that was the first thing I looked for as I opened this one.  Starting at 11am on the Saturday, there were 23 races over the weekend, plus an Autosport demonstration and a ‘daring stunt on the centre green’ with Mary Connors ‘The Human Cannonball’ being blasted over 100ft through the air.  I once saw Andy Harris try to blast someone that high, but that is another story for a different day!

The support formulas for the weekend were the Bangers, including a female challenge in a TV Banger destruction derby, the much-missed production cars, Stock Cars, Formula One Senior Stox and Superstox.

As with most programmes, the first page is taken up with a welcome from the promoter.  In Les Eaton’s piece, he predicts a third win from Barry Lee, even though he points out that a hat-trick of wins is almost impossible, but that it had been done before in the Superstox by Derek Fiske #304. On the next page, there is a piece on the defending champ, Barry Lee #351.  It points out that his great rivals George Polley #306 & Duffy Collard #19 were not racing in this championship (-was Duffy banned?  What was George up to in 1975?).  But there were many drivers capable of taking Mr Glitter’s gold roof.

A couple more pages in, they take a look at the English Qualifiers. Second in the points Dave Bozzard #99 is described as the most hated Hot Rod driver of the Spedeworth circus. Derek Fiske is said to be similar in style to Bozzard, when it comes to brute force.  Bryan Wright #43 and Micky Hall #563 also both get a glowing mention. Looking through the non-qualifiers, a few notable names: Jerry Wilson #134, Keith Shelfer #250, 566 Micky Codling (he did race in the WF as a reserve), Pete Winstone #128 and Sonny Howard #92 – he of the SHP constructors-fame.

Further into the programme, the London Diary written by “Youth on the Terrace” (who was this?), tells the story of a £1000-meeting held at Wimbledon. This featured three heats, two consolations, a final and a helter-skelter; all of which had at least two gold sovereigns for the first two place-men.  Jeff Simpson won a white and yellow grade heat.  Roy Eaton - driving a hot rod for the first time - came second in the blue grade heat (keep the gold in the family!) and Micky Hall beat Barry Lee in the star grade race. The twenty-five car final was won by Barry, just two weeks before the World Championship.

One of my great memories of yesteryear was seeing good old Joe public, bringing out their pride and joy for a few laps around the ovals. It often ended in tears as these ‘boy racers’ got a little bit too close to the fence.  For the 1975 production car championship, twenty-two entrants had qualified from stadiums from all over the country. There was some fine machinery doing battle around the hallowed 440-yard Foxhall oval, including a  Lotus Cortina, Viva, MGB, Sunbeam Imp Sport, Capri, Mustang, Alfa Romeo GT and a Mini Cooper driven by a Dave Brookes from London (#67 please tell me that was you. If anyone out there ever took part in one of these events, I’d love to hear your story).

At 3.30pm, the last race of the afternoon session on the Saturday was the BP/Custom Car Hot Rod Championship of the World. Held over 50 laps, the grid was decided by public draw. With current champ and hot favourite drawing a back row start, if Barry was to make it a hat-trick, he was going to have to do it the hard way.  Still, he had every chance with his stunning Mk2 Escort, which was only just produced in 1975 by Ford.

I won’t describe the race; you can sit back and enjoy it yourself: 1975 World Championship

A few notes, questions and things… My Dad, Sid Staines #271, bought Derek Fiske’s car about 1979/1980 from Roger Veitch, and raced it at Bovingdon with some success. I always remember that it had been damaged by fire. Legend has it that it caught fire on the centre green after the World victory. Was this true?

I know Derek was a star driver in Superstox, but did he win much after his big victory in Hot Rods?

My eyes may have been deceiving me, but in the video, I’m sure the Danish VW still had a windscreen & number plate!

Didn’t Barry’s ‘Rod On’ Mk2 look stunning? Not sure the air intake on the roof was doing much though!

The ‘Happy’ South African did well to box Barry in behind Bozzard…

I hope you enjoyed my look back. As well as telling the story, I have asked a few questions. I would love to know more from this weekend’s racing, any memories welcome, over to you….  Garry Staines

You can answer Garry’s questions and share your memories with him - and the rest of us - in the FORUM

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Dave Longhurst – My picture collection
by Keith Duke

Accompanying photos It was early in May 1984 that I was walking through the turnstiles at Arlington for the annual Mayday blockbuster. Nationals were on, but Barry Lee had already said that he was not racing - although he was due to do a demo in a Grand Prix Midget!

As I entered the stadium, the Super Rods were practising.  I did not see them often but was looking forward to seeing the much talked of Gordon Clark, and also Stuart Donald.  On the track, a plain red Capri with the number 30 on the doors, was flying round. This was Dave Longhurst.

As I recall, Dave won all three races that afternoon, and I was sold both on the driving and the way the car looked. However, I didn’t travel for Super Rods, and I don’t think I ever saw him race it again.

A bit later, and 1600 Hot Rods were born.  There was Dave again, with another classic Ford in the shape of the Mark 2 Escort, this car served him well over the years – I recall it running as a National at Wimbledon in 1987 (4000 Series final meeting) and ending up making heavy contact with a post. Inevitably the Escort made way for a number of Starlets (was there one Chevette as well?) and lots of success with those - although there are not many pictures of them in my collection.

Then there was the move into National Hot Rods, first with a Fiesta shape, and then a Clio. He raced the Clio at Angmering on one at least occasion, doing considerable harm to some link arms that were holding the back axle in place!

After that, Dave moved onto PickUps on the long tracks, racing with some other well known oval racing characters including Ricky Hunn and Jeff Simpson.

Whilst doing PickUps, the 2-litre Hot Rod Clio was born as “something to do in the week”.  Despite regularly protesting that the car was too heavy, Dave had a lot of wins with this car, and last time I spoke to him he still had it in the garage.  A return to National Hot Rods was next with a Colt. The high point of this foray was the fine win in 2003 world final. Dave carried on into 2004 to unsuccessfully defend his title, but then made the decision to convert the car to a Super Silhouette.

Into 2005 and the first meeting in the new long track class was at Brands Hatch. My recollection is that it ran okay in race 1 but then snapped the prop shaft in race 2.  Dave carried on with the class through 2006 and 2007.  Along the way, a 206cc was acquired; the Colt returning to short track racing with Phil Young.

To the best of my knowledge Dave did not race at all in 2008 – if he did then I missed it. I for one am looking forward to his plans for 2009, which if they run in line with the size of the truck that he now owns, should be well worth seeing.

So there we are – Dave Longhurst – a great driver, a great guy to talk to, and someone who always seems willing to pick up a spanner or a welder to help another racer to get back on the track. Keith Duke
See Keith’s excellent Long’un photo collection from over the years in the GALLERY

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30 Years ago:  Rods Magazine
Revisited by Keith Duke

So, here we are then: the first of what might be a few trips into what has become known as Granda’s dust cupboard.

Yes, it is thirty years ago this year that Rods magazine appeared for the first time.  The first issue was titled Autumn 1978, and had an amazing cover price of 60p.  I seem to recall that at the time this was thought of as expensive!

In recent years I have spoken to Graham Brown about that first issue.  Apparently the total print run was 1500 copies, and it virtually sold out at one Wimbledon meeting. Luckily I was there that night to buy my copy.

The magazine was going to be available quarterly, by subscription, and there is a piece missing from mine where I dutifully sent off my cheque. That cheque was £2.50 for the next four issues.

After four issues the title changed to Rods and Stocks, and later it was launched onto the big stage for distribution through newsagents as a monthly. I had mine ordered through my local shop as it seemed the best way to keep the distribution figures up. I also recall actively looking for the magazine in other shops and whenever possible, rearranging their shelf for them, so that “we” were at the front.  In the end it probably was a step too far, and the magazine disappeared after the Jan/Feb 1982 issue.

Let’s have a look at some of what was in that very first issue:

First, the names responsible: the Editor was Dick Tammadge, Graham Brown was Features Editor, and Paul Hugget the Production and Art Editor.  Two of these characters are still very active within our sport today…

Inside there was of course advertising.  Advertisers in the first edition included Burton Performance, P&J Auto Spares, Norman Abbot Racing, Hednesford Raceway (on its own – this was pre-Incarace remember) and Home Tune – the whole back cover.

The first article features the 1978 World Final. Written by Graham, the article sets the scene and then reports on the race itself.  Won by Mr Lee, you have to consider Stuart Jackson unlucky not to clear Jon Brooks earlier.

Here is then a double page spread all about the forthcoming Barry Lee Opel Kadette.  The article reports how Brian Gillibrand and his team and Tong Park Automotive will build the ultimate Hot Rod for Barry, and a rallycross car as well.  There are artist’s impressions of the car. Unfortunately, nobody told the artist that Barry was changing his sponsorship as well.  The article ends with the question “how can this combination fail?” What a difference the next 10 months were to make to that rhetoric…

There follows an article about Ray Larkin and Ted Allen, who traded as Racing Developments. They are probably best known for the colour orange.  Ted Allen raced as 114, and soon Micky Hall (563) was on board as well, to be joined by Mick Keen.  Interestingly, this article is written by Reg Bender – no further comment!

Onto the quiz page with some very difficult questions such as: What famous racing driver once competed at a Spedeworth Meeting under the number 283 and whose car was he driving?  Or: Who were Iggy and Friggy?

Also on this page we have the short-lived ‘Shunt of the Month’ feature. Winner of this dubious award was Jim Kendal – no. 27.

The centrespread features “Play Rod of the Month”. Can you see what they have done there? We have double page colour pictures of Leon Smith (401)’s Escort, outside the premises of Toric who were sponsoring him at the time, and a one page interview with Leon.

This is a fascinating article. We discover that Leon is a very unlikely racer with many qualifications including a BA in Economics. He then went on to turn his back on that world and open up a one-man garage business. He learnt his trade from a guy called Norris who used to build engines for Vanwell.   In 1972 Leon changed from Superstox to his first Hot Rod. His first meeting was at New Brighton. He got two seconds and a third and no damage. Unfortunately this situation did not continue as the Hot Rod, trailer and tow van were written off in the Mersey Tunnel after a disagreement with a bus!  At the time that the article was written Leon had just served a ban (caused by racing at Bovingdon) and was back into the red grade. He was also quoted as being lap record holder Wimbledon, Wisbech and Bovingdon.

Ironically - given recent sad events - there was then a two page article telling the Hednesford story complete with a panorama of the track formed from at least 3 photos merged together – not easy in those pre digital times.

Later there is an article about Brian Conde and the Home Tune Super Rod Capri, and an article about Dave Rackham (Hot Rod 7) who had just moved from PRI to Spedeworth.

The final article is an interview with George Polley. This is a bit surprising as George was not in fact racing any sort of Rod at all at that time. From this article we find that George in 1978 was doing a bit a rallying with an Escort and also a circuit racing Escort series, where he is convinced that some of the quick guys are using dodgy engines. He talks about the four write-offs he had in 1977 and the money not coming in to keep going. He also mentions winter being a problem when the racing drops off and you cannot keep the money coming in.  Imagine making money from racing – those were the days!

I particularly like this quote from ‘The Driver’:  “These days huge amounts of money are being spent on building the Rods and they are getting faster and faster but somehow driving ability is not improving. We get so many crashes these days and I think a lot of that is down to the drivers”.  Some things never change...

So there we have it – Rods magazine - the start of a brave venture to take Hot Rods into mainstream media.  Who knows what will come out of the cupboard next?  Keith Duke

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25 Years Ago - the Story of the 1983 National Hot Rod Season
Taken from the 1984 Hot Rod Yearbook, a Short Circuit Publication, edited by Ann Patricia Neal
Contributed to nationalhotrod.com by Shane Downes

Confirmed masters of both the 1981 and '82 seasons, the Irish Hot Rod drivers continued to lead the way again in 1983, and whilst the English were able to retain some of their pride, the Irish had little trouble in keeping the matter in hand when, for an incredible third year, the province of Ulster proudly laid claim to the World Hot Rod Champion.  Of course on this occasion it was all down to Ormond Christie, 962 brushing all his problems of '82 aside to sweep to two dominating wins in the World and Irish Open Championships. Although the Irish had plenty of cause for celebration, they didn't dominate the Hot Rod scene quite as much as they did in '81 or '82.

As for the English it was once again left to Pete Stevens to spearhead their assault, and the Midlander actually won more NHRPA-recognised titles in '83 than Christie, taking a convincing win in the Scottish Open as well as successful defences of both his National (first driver to win 3-in-a-row) and European titles. He was undoubtedly the most consistent driver of the year but he still couldn't quite get his act together for the World at Ipswich.  He did however finish fourth, his best result to date.

Past World Champions had their fair share of the limelight too in 1983, with Davy Evans, Mick Collard and George Polley all winning major honours.  Evans took the Irish Grand Prix, Collard netted the British, and Polley celebrated victory in the UK Challenge Cup.  Peter Grimer got back the English Champioship he last held in 1978, whilst Malcolm Chesher finally got his hands on the Scottish.  Norman Woolsey ended his good season with a win in the Irish Closed.

The first championship of the year so far as the English drivers were concerned was their own national championship at Wisbech, also the scene of the 1981 event. The race, sponsored by Sonny Howard Preparations, was run over two days - May 14/15. After Saturday's qualifying heats, lap times the next day determined the grid. After heavy and continuous rain, George Polley and Kenny Cooke occupied the front row. Both Spedeworth men put up a superb effort, but Polley went out whilst leading with a flat, and Cooke spun while passing a backmarker. All this, plus the wet conditions, handed the race on a plate to that lover of wet weather, Peter Grimer! Cooke, despite his spin, recovered to take a fine second from Barry Lee. Kevin Towler and Ray Brammer were surprise, but nevertheless welcome, placemen in fourth and fifth, ahead of Stuart Jackson.

With barely enough time to scrape the cars of Wisbech mud, the top English drivers were setting out on the road for their first trip of the season to Northern Ireland. 1983 saw the reinstated Irish Grand Prix being held at Aghadowey on May 19/20, and the Irish lads lost little time in showing their continuing dominance! Leslie Dallas and Woolsey took the qualifying heats, although '82 World Champ. Davy Evans scooped pole position for the race.  Just for a change, Polley pipped Stevens to take the dubious honour of being the first Englishman on the grid on row two. Although Dallas briefly snatched the lead from Evans in the early part of the race, Davy quickly fought back, and cruised on to an easy win.  Dallas remained safely in second ahead of Stevens, Jackson, Woolsey and Noel Robinson.

A new event to the busy Hot Rod schedule was the England versus Northern Ireland team challenge, the first leg of which was held at the Ballymena Showground on June 4th. Sponsored by John Player Special, the meeting sparkled with razzmatazz, the likes of which had never been seen before! Whilst JPS backed the event financially, Magee Clothing provided both teams with smart trousers and blazers in their respective country colours. A lavish lunch with the Mayor of Ballymena preceded the meeting which was recorded by "World of Sport" for showing on TV the following week. It was a rain soaked track which greeted the teams, captained by Barry Lee and Davy Evans.  Grimer and Dallas gave both sides a heat win, but it was Christie who passed Evans and Lee to take a resounding win in the final. Despite that win, it was England who went home with a slender lead, both sides eagerly awaiting the return match in England.

The first world semi-final was held at Ipswich on June 5th, making life hard for Collard and Grimer who had raced in Ireland the previous day! Both men made their efforts worthwhile, finishing second and third behind Chris Griggs.  Hednesford staged the second semi two weeks later, with Pete Winstone winning in the Noman Abbott rent-a-rod, followed by John Stone, Dave Bateman and Paul Staines. Notable non-qualifiers were Neil Facey and John Edwards.

And so on to the big one - the Motaquip World Championship.  Scorching heat added to the tension of the lap times, with young Andrew Dance setting the pace with a lap time of 15:53. Nobody came near that time; that is until the Irish came out.  Evans appeared first in a new Starlet, setting 15:67 on his first lap!  Next came Christie with a 15:42 to stun the packed stadium into silence on his first lap.  As if that wasn't enough, his third and final lap saw him record 15:35, the fastest lap ever in World Championship qualifying. 962 was now a clear favourite.

Christie drove with an outstanding degree of precision and composure to regain his crown, Stuart Jackson followed in a lonely second, Evans third, whilst Stevens came fourth ahead of Collard and Grimer.  It wasn't, even on Christie's own admission, an exciting race but it showed us the world-class calibre of the talented Ulsterman.

Christie and Evans were back on the mainland again just three weeks later for the British Championship at Newton Abbott, Evans defending his title. Whilst impressive, Davy retired early with transmission problems. That left Collard to hang to a fiercely contested lead, and take a very popular win with the home crowd, from Christie, Polley, Jackson, Alan Dent and Peter Grimer.

The 6th and 7th of August saw the return leg of the England versus N. Ireland contest, the Irish lads coming out on top at Wimbledon, to take a 15 point lead to Foxhall the next day.  Evans and Jackson won the two heats, with Stuart repeating his victory in the final. The Irish were still winners outright, taking the win by130 points to England's 120.

Next came a weekend in Scotland, the drivers battling it out for the UK Challenge Cup and the Scottish Open, Armadale being the host. Amid one of the best weekends racing ever seen, Polley drove his Starlet to a fine win, followed by Malcolm Chesher's Mazda 323 and Woolsey's Toyota 1000.  The race doubled as a qualifier for the Scottish Open, leaving Polley on pole. Pete Stevens took the win from Evans and Woolsey, after George P and Chesher bowed out with clutch and fuel problems respectively.

Just a few days later and the drivers were back in N. Ireland racing for the Irish Open at Aghadowey. Christie and Woolsey took heat wins, leaving 962 on pole. As expected, Ormond went on to win his second Irish Open, from Stevens and Woolsey.

September saw Stevens complete a hat-trick of National Championship wins, the 242 car leading home from Evans and Lee. Pete also set a new lap record of 14:20 at the Hednesford track.

It was onto Belgium next for the European, with six drivers crossing the channel.  Stevens was in devastating form, winning by more than a lap from Polley, Graham Holmes, local driver Hardy Olsen, Evans and Graham Wait.

The NHRPA Championship was the final event of the year, and it was the Irish who once again came out on top in a dramatic race.  Christie and Dallas battled for the lead, changing positions more than once, until Vaughan Scott blew his engine, spraying oil everywhere. With only 12 laps to go, the race was declared over, leaving Dallas to pocket the £1000 purse, ahead of Christie and Woolsey.
Scottish Championship    M. Chesher  162
English Championship   P. Grimer  88
Irish GP     D. Evans 932
World Championship     O. Christie  962
British Championship     M. Collard  19
UK Challenge Cup     G. Polley 306
Scottish Open      P. Stevens  242
Irish Open     O. Christie  962
National Championship    P. Stevens  242
Irish Championship     N. Woolsey  950
European Championship    P. Stevens  242
NHRPA Championship   L. Dallas  915
Related Videos
http://uk.youtube.com/watch?v=1m1dusloeeA
http://uk.youtube.com/watch?v=RdIip8Acnzo
http://uk.youtube.com/watch?v=-PyEucTBCpw
Shane Downes

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