The first few events were Club Hill Climbs and Sprints and the car performed well in its class, but oil surge was causing some concern. The sump was removed and its capacity was increased by adding 'wings' on either side. This together with an uprated oil pump seemed to cure the problem - but not completely.
Unfortunately disaster struck at a Harewood Hill Climb event in late 1973. The oil pump seized, resulting in a destroyed crank and rods. The fault was thought to have been caused by a piece of the welding from the sump conversion coming adrift.
However it had not been a bad start to the season with five 1st placings and a lowest place of 3rd plus a lap record at a Cadwell Park event.

An enforced layoff meant no action for the car until June 1974 Competing in the Longton and District Sprint & Hill Climb Championships, the car gained four 1st placings, three 2nd's and a 3rd place plus and end of season class record at Oulton Park.
The engine had performed well, but the same could not be said for the gearbox. Mainshaft seizure caused problems on two occasions - a complete change of gearbox seemed to solve the problem.
At the end of the 1974 season, the engine and Gearbox were removed and stripped fro inspection by Crosstune. Bill Crosland of Crosstune always had several interesting competition cars in the workshops, one of which was the 'Super Lightweight' 26R of 'Chippie' Stross, which Bill maintained together with his mechanic Allan Bowers. It was Bill Crosland who informed me about a BRM Phase IV twin-cam complete engine which was for sale at a Manchester garage. Enquiries led to a part exchange deal and the BRM engine was brought over to the Crosstune workshops for inspection. The engine was reputedly used by Kim Mather in a single seat race car, some may remember his successes/exploits in the '70's. The engine had been built up by Sid Latter - the head engine builder for BRM.

On stripping the all-steel BRM engine, a broken Mahle piston ring was found, but worse still, the bore had been damaged beyond repair - so much for good faith and face-vale purchases - Caveat Emptor !!
Bill had new stepped liners fitted and Wills rings together with a new set of pistons and the motor was then rebuilt.
With space inside the car being at a premium, the dry sump tank was fitted in the boot and no problems were experienced. The car was running a 3.7:1 differential at the time and Bill Crosland - who was always a radical thinker - suggested trying a 5.1:1 for the Hill Climbing Championships, the car was only just ready and no testing had been done on a Hill Climb or Sprint.
The first event was sufficient to tell me that the 5.1:1 diff would have to go. With approx. 150 BHP from the engine, even with a Salisbury LSD, wheel spin was difficult to avoid. Gear changing was also became frantic to avoid running out of revs, even so acceleration was 'Mind Blowing' - the diff would be more suited to Autotests. The diff was immediately taken out and a 4.4:1 was fitted. This proved a much better option in view of the fact that Sprinting required higher gears.