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my perspective | motorsport diary | archive my personal perspective on life and motorsport in today's world it often seems that it's vital for us all to be busy, indeed too busy. happily for me i've arrived at a time in my life where i can choose my level of activity, although when i ponder the past and running a business, that's probably always been the situation. perhaps it's just being a bit selective and deciding on priorities and not wanting to have it all - immediately? more will become apparent if you have the time to browse this blog, i'm long since retired from paid work and live in the south west of england, amongst other things interested in motorsport. i write about this and other bits and pieces that come to mind whilst also describing the club motorsport sprints and hill climbs i attend in the uk. everything on this blog is copyright and where known, borrowed images are acknowledged. i can be found here if you want to communicate. how did i become interested in motorsport? as in so many cases its inheriting something from the family, my father was an enthusiast, albeit with insufficient funds to become actively involved. from an early age in the 1950s i remember spectating with the family at brands hatch and goodwood and in the 1960s it was crystal palace or silverstone with friends. before i had a driving licence the palace was an easy ride on the 137 bus from home at streatham hill. these were the days before anyone was concerned about noise, pollution and global warming and the aspiration of most people was to own a motor bike or car and i was no different. i started off with a vespa scooter and ariel bike and then, like many in those days, pre-ww2 austin 7s, 10 to buy and generally in running order, easy to maintain if you had a few spanners, screwdriver and the inclination. it became something of a habit and i always owned one or two and it's only in the last few years i've been without, having lost the pleasure of driving them on today's roads. however they are great fun, with a very actice club movement under the auspices of the austin seven clubs association . it was austin 7 type 65 aob180 that gave me my first taste of competition, low-key racing with the vintage sports car club in the late 1960s, everything on a shoe string budget. sensibly i stopped but the interest remained, plenty of other things to do with my modest income. still playing with cars ulster ha7153 was a long term rebuild and then an interesting road car. i followed racing as a spectator, many vscc events and the occasional grand prix in the uk and europe, drifting back to competition with a vintage special in 1978, again at a modest level, hill climbs and sprints which i enjoyed more than the circuits. this lasted a couple of years but there were other priorities family, home, education and building a business. i continued to follow hill climbs and started helping out in the 1990s, an excellent way of learning and enjoying more of the sport without the costs of running a car. i was not planning on competing again but one thing led to another and early in 2000 i purchased an early mallock u2 that chris alford was selling for it's french owner. some 2 years later i heard about a 1972 ensign f3 for sale in bristol, all there but in need of a little attention, nothing serious although it had dropped a valve and needed a little tlc as all competition cars do if there have been standing for a while. mallock u2 mk 2b - for sale having always owned austin 7s and, because of this, a member of the 750 motor club in the 1960s, i became interested in the 'specials' that raced in their 750, 1172, and 1200 formulae, absorbing the monthly 750 bulletin and spectating and marshalling at race meetings. mallock, or to be historically correct, the u2, was a familiar name, together with others like milmor, rejo, and drw. therefore, when this car appeared for sale i was a lamb to the slaughter, so to speak, being unfamiliar with what to look for and what to avoid in a competition car. however, i was fortunate as the car was everything that i expected and i can understand why they were so popular and successful in period and excellent for modern classic motorsport. this car is the 5th mk 2 chassis that arthur mallock produced and in those days the chassis and parts were supplied for the purchaser to assemble, choosing their on engine and gearbox. originally sold in 1959/60 to john mangolettsi, i've been told that the car was fitted with a competition 1100cc bmc engine and gearbox from eddie maher and assembled as a replica of arthur's mk 2 when raced as a formula junior . if this is correct and if so, for how long this specification remained remains open to conjecture in the absence of any original documentation. whatever, it's a lovely early sixties single seater that goes well and has no nasty habits, unlike some other cars of the period, 105bhp from the steel 1098cc 3 bearing ford engine sufficent to be interesting and immense fun. as with many competition cars, particularly those used for club racing, the history is vague. i believe the plan was to hill climb the car but this is difficult to research as few venues maintain an archive of their activities. a chance conversation found an owner from 1980 who kindly let me have some pictures of the car, subsequent owners coming to light although nothing much happened with the car until lawrence sufryn raced it in formula junior events. he'd instigated a comprehensive rebuild, a ford 109e block (a bit stronger than the 105e but still the 3 bearing crankshaft) sleeved down to 1098cc and ford 3 rail gearbox with quaife gears. the front swing axle is actually ford e93a with coil springs, cut in half and pivoting in the centre and with special hubs, still using using the ford king pin arrangement. the rear axle is modified bmc with unequal length half shafts enabling an angled prop shaft for more driver space and a wide choice of final drive ratios. this mallock is a mk2b with coil springs, 2 forward links and panhard rod, a development of the mk2 which had quarter elliptic rear springs and one link inside the body, permanently changing to coil over dampers with the mk3. this chassis was actually supplied with both and the mountings for the elliptic springs remain. there are drum brakes all round which are effective, twin morris minor cylinders at the front and riley 1500 at the rear. like many competition cars of this period a triumph herald steering rack is used, in fact a selection of components with nothing rare or exotic which is helpful keeping a 55 year old car active in competition. i use the mallock for speed events - hill climbs and sprints, disciplines of motor sport i prefer although there are formula junior circuit meetings everywhere in the uk and overseas, very active competition organised by the fjhra . whilst currently fitted with the lowest axle ratio - 5.3 or that fitted to the morris post office van, for those of a certain age, the car is quick with its small frontal area and fine for the wide open spaces of circuits although a little over geared for the hills. that said, the car's times are comparable with classic formula fords, the 1100cc pre-crossflow ford on twin 40s delivering a reliable 105bhp. the mallock is enjoyable to drive with slight understeer and almost 50/50 front to rear balance, a standing quarter mile of 13.7s with a terminal of 98.7mph making an enjoyable and safe little classic racing. i need to find the car a new home although in the meantime continue to compete. it's priced in line with other front engine fjs at 40k or thereabouts. if you are interested please contact me. ensign lnf3 as someone remarked at the time, you already have a car! however, life is never that simple and the ensign came to my notice because a friend was moting his rally imp and nigel bigwood, who owned the business, mentioned that he had a racing car for sale. i arranged to return the loaned paperwork about the car and

URL analysis for fyrth.com

http://www.fyrth.com//archive.asp
http://www.fyrth.com//mailto:
[email protected]
http://www.fyrth.com//mailto:[email protected]
http://www.fyrth.com//diary.asp

Whois Information

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Domain Name: FYRTH.COM
Registry Domain ID: 246621845_DOMAIN_COM-VRSN
Registrar WHOIS Server: whois.PublicDomainRegistry.com
Registrar URL: http://www.publicdomainregistry.com
Updated Date: 2017-03-07T09:32:20Z
Creation Date: 2005-11-04T17:29:46Z
Registry Expiry Date: 2017-11-04T17:29:46Z
Registrar: PDR Ltd. d/b/a PublicDomainRegistry.com
Registrar IANA ID: 303
Registrar Abuse Contact Email: [email protected]
Registrar Abuse Contact Phone: +1.2013775952
Domain Status: ok https://icann.org/epp#ok
Name Server: NS.RACKSPACE.COM
Name Server: NS2.RACKSPACE.COM
DNSSEC: unsigned
URL of the ICANN Whois Inaccuracy Complaint Form: https://www.icann.org/wicf/
>>> Last update of whois database: 2017-08-19T00:24:16Z <<<

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  REGISTRAR PDR Ltd. d/b/a PublicDomainRegistry.com

SERVERS

  SERVER com.whois-servers.net

  ARGS domain =fyrth.com

  PORT 43

  TYPE domain

DOMAIN

  NAME fyrth.com

  CHANGED 2017-03-07

  CREATED 2005-11-04

STATUS
ok https://icann.org/epp#ok

NSERVER

  NS.RACKSPACE.COM 69.20.95.4

  NS2.RACKSPACE.COM 65.61.188.4

  REGISTERED yes

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