Michael O'Mahony started racing in the Trophy series while living in London in 2004 running the Maitresse Special. Moved back to Ireland in 2005 and rejoined the Trophy series in 2009 running the Reon and now the Snipe which is much quicker and is taking some getting used to. He is trying his best to keep it on the black stuff! Michael makes the average one thousand mile journey from his home in Bantry Bay, West Cork, Ireland and seven hour return ferry crossing for all the meetings. He is enjoying the racing and the friendly banter around the paddock and is better known to his racing compatriots as the Racing Leprechaun and is always ready with a joke and a laugh.


Recently passing my ARDS test at Mallory Park I am the newest and youngest driver on the grid, at 24. I had never been on a circuit before but passed the ARDS test no problems. I have thoroughly enjoyed my first three races and shall be a regular challenger next year. From spinning out at Silverstone to being interviewed for Motors TV every minute in the 750 motor club has been fantastic fun. 

The DNC car was purchased as a 'project,' one which my Dad quickly completed. I have no mechanical knowledge but the cars are very simple to work on. Currently running a Reliant Robin 850 engine we are keen to experiment and discover how to set-up the car for best performance."


Greg Thruston


Started racing Motorbikes at 14 years of age. Competed for the county in trials in Grass Track and Motorcross on motorcycles. Was Lincolnshire Car Grass Track Champion 1967.

I was a member of the British Team competing in the World Helicopter Championships 1986 in my own Whirlwind helicopter. Represented 750 Trophy series for a number of years at RTC and Board. Currently a Director of the club.

My present car is a Time 3B built by Tim Green. Rebuilt from a box of bits by Phil Evans at that time with 850 reliant engine. Now fitted with a 900cc Hillman Imp engine competing in Invitation Class. Competitive at times!

I am married with five children. Eleven grandchildren. Four great grandchildren.


Started in 1975 with the odd outing in a borrowed car until the 1990s when he ran out of friends and had to buy his own Sheane. Meantime he has performed may other roles in the 750 Motor Club ( Board Chairman, Race Committee chairman, Formula Vee Official, Centre Chairman, club steward & even commentator). He raced in the German Formel Vau Series for a few years at such tracks as Spa, Monza & The Nurburgring finishing 10th in the championship. He now does the same in the Dutch Historic Monoposto racing series, coming 3rd in class in the last 2 years. For this he has restored an APAL Formula Vee, affectionately known as "the teapot". The 750 Trophy Series allows historic Vees in the Invitation class so what better way to encourage old Vees out racing than to set an example himself and he does as many rounds that do not clash. 

I have always been a racing enthusiast but until I retired for the second time I had insufficient time to consider becoming a driver myself.During the last 25 years of my working life I spent a lot of Sunday afternoons in a large aluminium tube high in the sky.  I started the process being mentored by a chum Garry Heath who races an MGV8 who helped me greatly in getting to the grid doing my ARDS, then finding a car. Iconsidered several series and marques but eventually settled upon an Austin 7. My reasoning was fourfold.  I had open to me racing with the 750MC, sprints and hill-climbs with the Pre-war A7 Club, and Austin Sevens get invited as historic to race with many other clubs. These seemed great reasons for the choice as I was going to have to pack a whole racing career into a few years before I failed my medical. A further and a very important consideration as I was just as interested in the preparation as the racing was that the car was light and I could lift every part of the car in my workshop without a crane. I have now done four seasons with the 750 Trophy and three seasons with the Bert Hadley Memorial Trophy and enjoyed every minute. Well nearly as I have spent a bit of time in the gravel. Come on in, don’t wait too long.


In 1995 I attended a talk by Vince Leek on ‘How To Race Austin Sevens’ at my local club which was my undoing. I built my own A7 2-seat Special for dual use (all the bits came off with only 6 bolts) and first hit the track at Lyddon in 1995.  But by 1999 I had got tired of just going round in circles towards the back and snatched-up Vince’s Mouse Racer when it came up for sale in an attempt to be more competitive.  Happy to relate that in 2009 I actually managed to win the Championship. And I still have one of the fastest A7 Specials around Salisbury!

David Whetton

Hello, having always had an Austin 7 of some type all of my driving years, I always wanted to build a sporting type of special. This achieved, I began competing in the Pre-War A7 club Bert Hadley Memorial championship. This soon followed with racing with The Triple Challenge. To date I have competed in every race since it started 10 years ago . Although my car is a "road going" special, I`m still improving each year with some success , thanks to the Handicapping -- carefully calculated by Dr. Whetton.

Team Whitby started racing in our Austin 7 Mason Special in 2001 with No 1 son (Steve) racing in the inaugural Austin 7 Triple Challenge and No 2 son (Keith) racing in the Trophy series. That year Steve won the Dingo Trophy for road-going cars in the A7TC. The following year, Keith also won the Dingo Trophy and I did the Trophy races. In 2003, I started racing in both the A7TC and the Trophy in the A7 and that has continued to date. I somehow managed to win the Dingo Trophy in 2008 and again this year.

The Austin 7 Mason Special was built by a 750 Motor Club member Nev Mason in Kent in the late 1950s. It is based on a 1935 chassis and built to Nev's own specifications (I have all the original bills and build photos!). Nev used and raced it in the original 750 Formula in the 1960s. On one occasion he even lent it to Mike Peck to race! Nev now lives on the Isle of Man but continues his interest in his old car and I give him regular updates. The car remains very much as Nev built it, a testimony to his workmanship.

About 4 years ago, I bought an old 750 Formula car off Ebay, configured it for the Trophy series and Keith started to race it. However, it never ran properly so I have just completely rebuilt the engine, raced the car (slowly) at Mallory Park, and am optimistic for the future!

My wife Sue is the Team manager and has done a truly magnificent job in this role.

Nic Grele

Nic started racing in 2001, after 18 months rebuilding the 1953 Greyford Special, with his brother Paul, who also races in the 750 Trophy. In 2003 it was decided having one car between two just wasn't enough and the 1970 Jeffrey Mark 1 was purchased.

Best year in the Trophy was 2006, with a second place overall in the series and winning the Windley Handicap trophy. A move to Spain for 3 years in 2007, meant limited fettling time, though racing was maintained, flying back for as many races as possible.

A move back to the UK in 2010 means more racing and more time in the garage to get the car competitive again!

Born in October 1934 the same month that Lt. Agello flew at 440 MPH in a 24 cyl. Macchi-Castoldi engined seaplane ! But it was not till 1962 that I started racing in the 1172 formula, moving to a Terrier FJ in 63, then a Cooper F2 in Libre in 64. Race mechanic for Natalie Goodwin, John Cardwell, Alan Rollison, Graham McCray and Paul Mayor in various F2 F3 and F5000  in Australia, New Zealand and the European Circus. At this time I joined the 750 MC and built and raced Austin 7's,750 Trophy cars and 1172, and latterly a Coventry Climax engined car, winning the series in 91/92/93.

 I am now again playing again with a Coventry Climax 750 engined car that has overlapping front swing axles and even with my increasing years still towards the front.I think Trophy racing is an ideal starter series for young and old first time drivers and returning drivers, they cant go wrong, the amount of experience and comradeship within the series is unsurpassed and wont change.

God Bless the 750 Motor Club and all that race with her !

Uncle Don. 


"Issy" my race car, started out as a lovely road going Ulster until I met Darrell Woods! He said, "Have you raced that car?" Obviously I said no. Three years later, I appear to have a full on 1929 racing Ulster! I believe in evolution not revolution, so we just get a little quicker every time we go out. Budget also plays a big part in what you can and can't do, but despite this, "Issy" is taking up the pace. I've now moved to France, where I have got the most monumental workshop you could imagine for my builds. The Ulster Boys are well ensconced here and boast the benefit of fabulous weather and wine,food, so that you will have to come over and share the experience! We are building road and race cars to order, so let us know what you want. Meanwhile, on the race front, we look forward to a great season, but don't forget Angouleme for the rampart racing. At least to come and spectate. Either way, let's keep the spirit alive, and our cars on the tracks!

Tim Holcroft-Smith

Involved with the 750MC since the 1950s when father was General Secretary.

I have been a Director, General Secretary, 750 Trophy Rep, Centre Chairman, Chief bottle washer whatever!

Built the car in the early 1960’s to comply with 750 Formula regulations and raced it until 1975 originally with an Austin 7 engine and, when the regulations changed, a 750 Reliant.

The car was then retired and suspended from the garage ceiling until rebuilt in 1982 as a 750 Trophy car, then a 750MC series purely for Austin 7 engined cars. Campaigned until 1993 when the decision was made, as the car was a getting little tired, to do an over winter rebuild.

A big mistake as it was 12 years later before the car and driver were revived to compete in the Austin Seven Triple Challenge series.

The car has done well over 100 races in its various guises. Won a few and lost a lot!


I have been a member of the 750 Motor Club man and boy for over 50 years and my first of many cars was a Speedex 750, then  I built and raced a Lotus 7 in 1965 to 1968 (which I still own)  then built a Formula 1200 in 1969 called  a Vanro P2 which I raced till 1973. Restored a Lotus 6 1985-1990, a Formula Junior Lotus 22 1992-1995. Restored the current Fairthorpe Formula Junior, but brought out the Lotus 6  and raced in the Invitation class in 2009 in the Trophy series.My intention is to bring out the Vanro P2 (F1200) in 2011.Did a lot of work for Lotus on the Formula One cars and on the Cosworth engine.

While all this was going on I owned and ran the Edmonton Tool Company till I retired in 1999, did I say retired ? I now have Ron Welsh Ltd working on historic gearboxes, hubs,flywheels, propshaft steering boxes etc.and do a lot of work for 750 MC members (Thanks Ron my C/R Austin 7 box performs well ! John)

Looking forward to 2011 and the Vanro and recommend to any past or would be racers to come racing in Trophy, years of experience and help not just from me but the whole grid.

Having built and raced a 750 special in the late 60s, as well as a couple of road going kit cars in the 90’s, I decided early in  2002 at the age of 66 to design, build and  race a car for the 750 Trophy Championship. The car was ready for the start of the 2002 season but I failed my ARDS test, probably due to the unknown onset of Parkinson’s disease. Fellow club member David Brand offered to drive the car, which was originally fitted with an 803cc SV Reliant engine, changed for the 850cc OHV after the first year. David raced the car for four years, winning the Series twice. His son Linden drove it for the next three years, again winning the Series twice and setting lap records at Brands Hatch, Cadwell Park, Donington Park, Lydden Hill, Oulton Park and Snetterton, and David at Pembrey.

For various reasons the car did not race in 2009, although Peter Bove practiced it at the early Mallory, qualifying 2nd below the lap record, despite the clutch failing to disengage when a pin fell out.

Needing a new driver for 2010, I advertised in the Bulletin and Paul Gorolini ticked all the boxes and duly won the Series with 7 seconds in Class C and one outright win. The car has only failed to finish once in the last six seasons; due to terrible weather conditions at Mallory. It also has had 30 outright or class wins. Except for one 3rd the car has not finished out of the top 2 in 6 seasons.

Car details: 6’9” wheelbase, 4’l” track, 335 kgs race weight., 850cc Reliant engine —ex generator set, standard cam, manifold, 1 ¼ " S.U., valve springs, distributor and points. Baffled sump with standard pump, 0.080” off the head and Inlet and combustion chamber modified, Imp clutch, standard flywheel, close ratio gearbox, Reliant Regal 4.375:1 rear axle giving 13.93 mph/l000 revs with the 175/60 x 13 YOKOHAMA  A0 48R tyres.

Although heavier and larger than some more powerful cars, the stiff chassis and low polar moment has resulted in a race winning car with good neutral handling in all conditions, although with no alternative differential. the car tends to struggle at Silverstone and Mallory.

John Britnell December 2010.


I started racing in 1965 with a Zoller blown MG,hence my love of superchargers!
By 1971 I was married with 2 kids,a mortgage and also self-employed so regretfully gave up motor racing for the next 20 years!
In 1989 I decided to have another go and was amazed at the prices MG,s were fetching.
Now I had owned A7,s on and off since I was 17 and had a Swallow saloon and a big pile of bits,so I decided to build an Ulster rep.
This was completed in 1991 and at that time was a pretty little road going car with lights and wings and 19'' wheels.  Unfortunately it fell over going round Copse at a VSCC meeting. The wings and lights were wrecked the wheels changed for 15'' ones and it now goes to meetings on a trailer.





I have been involved with motorsport since I left school, beginning with road rallying in an 850cc Mini and then to stage rallying in an Escort Twin Cam and later an ex works Lancia Fulvia.

After pausing briefly to earn a living I became involved in restoration of old racecars, Sports 2000 cars including Lolas, Royales and a Chevron, a Formula Ford, a Formula Four and even a couple of GT racers. My own on track competitive activities were resplendent with absolutely no success.

Having retired from the rat race 5 years ago, I concentrated my efforts into something even older than myself and produced a couple of Austin Seven racers, the second of which, The Black Sheep I now race in the 750 Trophy. It was assembled from a heap of bits predominantly from a 1934 Austin Seven and now sports a supercharged engine which has powered it to considerable success in the last two years.