THE RETURN OF "OLD YELLOW"

The ravages of time and neglect had caught up with 'Old Yellow'. Not a wheel

had turned for nearly ten years. The engine and gearbox were clapped after

one comp too many back in 1981. Catterick stickers clung doggedly, but proudly

to the battered panels and the home-made roll cage shone brightly with a thick

coating of rust.

How many more of us have 'old friends' shut away in a dark damp garage,
under piles of kids bikes, broken lawnmowers,wife's junk, etc? Let this little
story be an inspiration to all of you!

Garage companions over the last ten years for "Old Yellow" had been a
mixed assortment: 'Blue Mini' with squeaky suspension; 'Yellow Allegro'
who took us all round France without missing a beat; 'Red (rot-box) Fiat',
the wife's banger; 'Grotty White Van' with wood floor and duff clutch stayed
for nearly a year. And then, magically, came 'Posh New Mr. Ford', who
was very smart and smooth enough to park outside. Now there was room
to start on 'Old Yellow'. One day I'll build a bigger garage!

When 'Old Yellow' first chugged into my life over 20 years ago, the
specification was quite remarkable: ten years with the Army; twice round
the world with the previous owner; air conditioned interior (I hear they still
make them like that!); stripped plug thread glued in with Araldite; reverse
gear bush automatically unscrewed from the shaft after five yards in reverse;

starting was by hand only, as were the windscreen wipers (remember those?).
There were a few good points too, four wheels meant transport to work. The

chassis was original and not repaired anywhere(!), and amazingly the bulkhead

was absolutely pristine — unheard of today! And all Tor the knock down price of

£140. They don't come like that any more.

Anyway, back to 1990. First job, out with the engine. For those of you (most
of you probably!) too young to remember the 2-litre engine, we are talking
about 1997cc's of pre-historic side valve technology, with a generous 6.9:1
compression ratio. But now we have the technology of 1990, we can
rebuild it! ...

Rebore . . . regrind . . . latest (1960) pistons, new cam (it was rubbish!
Problem is I gave the old one away!) . . . skim flywheel by half an inch . . .
new oil pump (disgustingly expensive, needed machining to make it fit, and
not enough oil pressure) . . . much regrinding of valves, and no change out
of £700.

The once-perfect chassis and bulkhead were, alas, no longer perfect. So
Mr. Acetylene and Mr. Oxygen came to the rescue. The gearbox went back
in with a prayer and a big hammer (and was actually to last a full competitive
year before the layshaft bearing ground — literally — to a halt the day after
a memorable victory at Tong '92). It all went back together very slowly.

Next Problem . . . The roll cage. Haven't the regs got hard work? Mr. RAC
would not have approved of the old roll cage so out with the hacksaw and
out with the cage. Now came a major dilemma. Where to fix the front hoop
without butchering the bulkhead and keeping the front hoop inside the rag-
top? Not easy is it? After many heart-searching nights pondering the problem,
the decision was finally taken to drill and tube the bulkhead near to the top
so as to take the new mountings. The roll bar was actually fitted by ever-
smiling Jonathon Oldfield (free plug there Jonathon!). This task being beyond
my natural talents with hacksaw and hammer. 'Old Yellow' was quite pleased with

all this attention, and side valves rattled with excitement when the engine was

revved. But all was not happy in the garage for long . . . Many well-worn parts

were pressed back into service.

Yellow' was not amused. How could anyone expect those 40-year-old axles
to work? And what about those tatty tyres? Hard words with 'Yellow' at this

point: "If you want to do Hameldon then that carb will have to do." . . . "Don't

you dare complain about that exhaust after I've just fitted that new wing."
Later the same day . . .

Did 'Old Yellow' sit on the start line in the p****ng rain waiting for the
green light. All the old friends from the 70's were not to be seen. 'Big Red
Coiler' roared past showering 'Yellow' in a cloud of mud . . . Quick, there's
the green light! ... GO! . . . 'Yellow' rattled off the line and the adrenalin
(after a long absence) flowed . . .

The record will show that a Mr. Depledge in a very fast "light(?)weight"
won an amalgamated class (1 & 2), 'Yellow' (with handicaps) could only
manage second, and drove home determined to get some new "Go faster
stripes" like "Big Red Coiler". 'Old Yellow' was back!

"Pig-Master"

The Guardian Angel of the 80's

CASTLEFORD '92 - REVIVAL OF THE 80's

How it stayed fine I will never know, but it had to be the biggest entry in
class one this year! (and probably last year as well). Might even have been
a bigger class than the National. There was lan Bartram in a borrowed(?)
80". Good to see you going back to the roots of the sport lan, keep it up!
Graham Miles had dusted off his old 80", but he claimed it wasn't running
right (I bet it will be for Tong!). Heath Smith had scrounged a double entry
in a very smart brown 80", and was muttering something about "Firth
Hunting ".

Glen McKeith had mended the head gasket on his “bargain of the year” 80

And there were more whose names I didn't even know. Anyway, well done
to Ann Boyd for beating the lot of us.

So if you've got an old 80" in the back garden, get it mended and get trialling!
There's going to be some real competition in 1993!

CASTLEFORD C.C.V. TRIAL

13th December, 1992

This was an event of 14 sections, some of which were challenging indeed.
organised by Clerk of the Course, Sarah Hampton. The writer, incidentally.
is able to confirm that rumours circulating about hot lunch being provided
to helpers on Saturday by the aforementioned C of C are correct. Will future
event organisers follow this lead?

Sunday morning saw an excellent turnout of 39 entries starting to tackle the
early sections promptly at 10.30. Section One served to wake up some
competitors, being very difficult between 6 and 5. Section Two gave drivers
a tricky climb almost blind after coming through the undergrowth. Section
Three provided a steep drop into a "bomb-hole" followed by a slippery climb
up through 3 and 2. Turning from 2 to 1 here proved more than difficult
due to an error by the writer (!) in re-setting the section to minimise
inconvenience to local residents. Section Four seemed to give some drivers
trouble sliding into the 8 stick, a good burst of power was the way through
here. Section Five needed great care to avoid sliding off into the very deep
stuff. Section six caught out some drivers right at the start with a tricky ascent up a  gully.

Section Seven was difficult all the way with much wheel twirling and a steep finish.

At this stage everyone was more than ready for lunch.
Feeling refreshed the competitors made their way to section Eight which
featured a "wall of death" gate and a very difficult finish. Section Nine needed
a delicate touch early on to avoid sliding into the bushes and from 2 to 1
over a crest was very exciting for some. Section Ten gave a very steep
switchback ride. Section Eleven started with a very sharp descent followed
by a tricky cross-axle part with a tight exit and final burst back up the hill.
Section Twelve saw Keith Wilson (Y.R.O.C.) making an uncharacteristic
mistake costing ten points. Brent Taylor was notable here with a fine drive
almost getting him through the fiendishly difficult 1 gate. Section Thirteen
was a short sharp test with cross-axles and wheel twirling. The final section
provided a real sting in the tail with a difficult turn at the bottom of the bank
and what seemed an impossibly steep 1 gate.

Overall this proved to be an excellent event, testing the full range of driver
skills and surely enjoyed by all. — John Bradbury.

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