SOCIETY OF LAND SPEED RACING HISTORIANS
NEWSLETTER 121 - July 23, 2009
Editor: Richard Parks [email protected]
President's Corner: By Jim Miller (1-818-846-5139)

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Some Names To Look For In This Newsletter:
 President's Corner, Editorials, I have read your article about Jack Mickelson and his roadster running the flats back in the forties, I just returned from the great gathering in Ventura and unveiling of Ernie's project, Road Runner Meeting Notes - Tuesday July 14th, Autobooks-Aerobooks, Thank You Very much for trying to shed light on Meb Healey, Can you add Rocky Robinson to the distribution for the newsletter, OBTW: Don't you know it is late, or is it early?, For those of you that live out here in So Cal that use to race at LACR I'm still vigilantly working on putting together a new facility, Editor's notes: Jerry Cornelison sent this request to us here at the Society of Land Speed Racing Historians Newslette, I owned this track T roadster for about 17+ years now, The course's (Bonneville Salt flats for Speed Week) are in the same place as last year, I was in the Albata club from 1953 until 1958 when I was drafted, Are any of the famous hot rodders from the '50's still alive?, I am looking for the following items for my Hall of Fame Museum, Andy Jensen's turbo will be in "Speed Demon" at Bonneville Speedweek, There is a short history of the Martin's Garage 75 years history on their website which can probably be expanded, I just like you to know that when Muroc reopened for the 50th reunion - my friend from California Bill Fisher - asked me to come over there to meet him, I have asked Pat O'Hern to write his bio for us, I'm guessing that the rear end (on the Spencer Simon track roadster T) is a Cyclone, Ed Roth gave me the Name Moldy Marvin many years ago, Do you know anything of a chapter of Gear Grinders in the San Fernando area of Los Angeles in the late 1940's and 1950's, I spoke with Jim Miller at The Pete (Petersen Automotive Museum) the other night, This is in response to your message in the last SLSRH Newsletter (#120, July 16, 2009), Old racing photos by Chuck Fawcett and Tam McPartland, I was wondering if you have any information on a car built by Denny Larson in Los Angeles and raced Bonneville sometime in the 1950's, I never had the chance to meet Don Radbruch in person but we E-mailed each other nearly every day, With regard to the pic sent of a turbine attachment to a quick change rear end assembly, According to my research, the car raced in two 500's under the sponsorship of Tucker, I been very busy and have some interesting news to share with you, For all of you Rat Fink Fans, Editor's notes: Recently a reader wrote to say that her family knew Karl and Veda Orr and do we know anything about them, Checkered Flag 200 Car Show and Family Fun Day Petersen Automotive Museum August 30 2009, I'm working on an article about stock car road racing in Southern California during the 1950's, This streamliner was built in 1937 (Auto-Union), Paul Yocum was a good friend of mine and as a kid he swept the floors in the Shelby Cobra shop, Random Shots

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President's Corner:  
   I'm sitting here thinking there's got to be a better way to gather our history. It's not like you can go down to the bookstore or even the net and get info on some obscure event that took place last week, last year or forty years ago. When looking at the big picture you could say us car nuts got lucky after WWII because that's when magazines devoted to cars really took off. Before that you might have gotten Throttle magazine, the S.C.T.A. News or maybe a story in Colliers, Life or Popular Mechanics. What really makes it hard for us LSR types is maybe one or two pages in a magazine, if you were lucky, would have something we are interested in. What does all this mean? You end up with a lot of stuff. I've run out of space to keep stuff. The solution was go out and buy more shelves. This creates another small problem. You have to move and re-arrange everything by unloading what you have from the cases. Stuff is now everywhere. The upside to all this is you can rearrange everything into some kind of order. The downside is that every book and magazine slows you down as you always see something new and have to re-read it. Help. A lot of the old stuff doesn't get looked at much so you tend to forget what you have. Here is a case in point. The following is found in the January 30, 1953 issue of Motor Sports World, another of the L.A. car magazines that didn't live too long. A fellow by the name of Bob Barsky published this one and on the editorial page he wrote this; "Stimulant. The latest move of the AAA Contest Board in establishing a week for speed trials at Bonneville is probably the greatest single stimulant that could be applied to efforts to bring world speed records back to the United States. Until now the tremendous barrier of cost has held back such attempts on the part of individuals, while most of the manufacturers shied away from such publicity. The AAA action will now make it possible for anyone to make such an attempt at a nominal cost. The focusing of attention on such records likely will induce manufacturers to come out from behind their iron curtain and prove the merit of their product in something other than copyrighters' dream phrases."
   Another pipe dream? Seems our friends at the AAA ran away at the end of 1955 because of the crashes at Le Mans and Indy. Yes we got some records at Bonneville, but you have to really search to find them. Half-way through the magazine was the only other thing that might interest some of us LSR guys and that consisted of a two page story on Rene Bonnet. In one paragraph of the seven paragraph story we learn that, "Bonnet is now the holder of a majority of the international speed record in FIA class H, 500 to 750 cc. One of the most spectacular of these is the 200 kilos (120 miles) at an average speed of 115 mph." That gives us one small piece of LSR info in a 36 page magazine. What puts the frosting on this little tidbit of info is last year at Bonneville Mark Brinker, from Houston, showed up with his old Rene Bonnet designed D.B.- Panhard and set a record in class J Grand Touring at 93.994 mph. He will be back again this year looking for the century mark with it. To do a tweak on a Patton, Old cars never die, they just fade away then show up at Bonneville. Cool!

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Editorial:  
   Maybe 20% of all the material found in the Society of Land Speed Racing Historians Newsletter is redundant, that is, it has appeared before. Often it is a request for us to find someone or to ask if we know the history on a car, team or person. Sometimes it is a request from me to you to caption your photographs or write your biographies. Whatever the question, a great deal of what I do is duplicated effort and redundancies. Being redundant is not always bad. Many times people will not hear me the first time and like a mother I have to ask them, "Come to the table and eat your dinner." Sometimes I tell them so often the same old things that they tune me out, just as they did their mothers, "Where's dinner, I'm hungry and I know it's past midnight, but I was busy." Dinner is cold and in the refrigerator for the last 7 hours. You would think as editor that I would have long ago realized that most of you have reverted to your childhood and will simply not get with the program. That just goes to show you that mothers and editors truly believe that "children" and "readers" are teachable. Yet sometimes, telling the same information over and over again is important, because redundancy, as any engineer will tell you, is built into the product so that it will not fail under duress. Many an astronaut is thankful that engineers built those spacecraft with back-up systems, or ship builders made the hulls doubled. It's the same with land speed, drag and oval track racers, those that sacrifice redundancy for the sake of weight, pay for it when that critical piece fails at speed. You can also see redundancy at work in the Bible, when someone, usually a sinner or at least a lazy and slothful person, asked Jesus for an answer and he would say, "Verily, you should repent." Then Jesus would repeat it twice more; "Verily, you should repent." "Verily, you should repent." Mr slothful and lazy would say, "You don't have to tell me THREE times!" "Yes," says Jesus, "I do!" 
   It isn't only hot rodders and racers who don't get the message the first time or do what they're told. Society as a whole is like that. But hot rodders are well-known for disregarding good advice the first and second time. We could call this the first, second and third degree burns of hot rodding. The first degree burn hurts, but the hot rodder goes about doing the same things, having ignored the lesson. The second degree burn really hurts, and the hot rodder changes some of his behavior for a while and then goes back to his old habits. The third degree burn gets the message across in a way that the hot rodder never forgets and this time he changes his routine and starts to act like a mature person. That's exactly why I give you three warnings or more. So many racers get fixated on getting their cars ready for the oval, drag, or land speed races that they ignore everything and everyone around them, especially their wives. I once asked Ak Miller about his marriages and he told me, "They cleaned me out in the divorces, but they all deserved every penny they got." We all tend to ignore the problems in our lives and our families as we seek to push ahead with our racing. Jim Miller and I are just as bad. We aren't getting a car ready for a meet, but we are working non-stop on our historical researches and writings. Do we stop and see what's happening around us or do we just ignore everything and focus on one thing in our lives. I suppose I do that, or did before my mother broke her hip and now that injury is forcing me to reconsider my time and projects as it takes up a large part of my life, until her hip is repaired. Even I have to be told, "Get your priorities in line." "Get your priorities in line." "Get your priorities in line." It takes me three times to learn too. 
   That brings me to another point. Have you done your biography and captioned your photographs? Probably not, or I would have heard from you by now. Who's going to suffer if you don't write your life story or caption your photographs? Certainly you won't, since very few of my readers live six feet under. It's your children, grandchildren, nephews and nieces, probably the very same people you have been ignoring all the time you have gone racing. You've got no excuse, since you can follow our basic outline and we'll help you edit it. Here it is.
  a) Where did your family come from; your parents and grandparents and what did they do for a living?
  b) Where were you born and where did you grow up? What elementary, junior high and high school did you attend?
  c) Did you take any shop classes, while you were in school? Name your friends, especially those interested in racing.
  d) Did you join any car clubs or work on or own a car, or a race car, or work as a crewman on a race car while in school?
  e) What kind of jobs did you have as a young person while growing up? What kinds of hobbies and interests did you have?
  f) What did you do after graduation? Did you join the military? Were you drafted? Did you fight in the war?
  g) What kind of racing did you get involved in? Did you own a racecar, drive a racecar or work as a crewman? 
  h) Who were some of your friends that were involved in racing with you? Name and describe them.
  i) Tell us about your family, your wife and children. Were they involved in racing?
  j) What kind of work did you find after you left school? Was it racing related employment?
  k) Are you retired from racing? What are you doing today?
Take 20 minutes and write what you remember or what you want to say. Send it to me and I will edit it and send it back asking for more information. Answer the questions and we'll send this back and forth about 4 times and in a total of 1 to 2 hours you are done. Then have a party with your family, a "Caption Party," with the barbecue going, drinks and chips and have the kids and grandkids ask you questions about the photos; Who, what, where, when, etc. Have the best handwriters print on peel off labels what you have said and put the labels on the backs of the photos. An uncaptioned photo is almost a worthless one. One last bit of advice; Get Going, Get Going, Get Going!

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I have read your article about Jack Mickelson and his roadster running the flats back in the forties. My father and I have built a roadster and have reason to believe the roadster I own is the same Mickelson owned. Do you know how we can contact him? My father sent him a letter with no response. Do you know if he is still around? Thank you very much. Chris Julis
   Chris: I looked in my records and I couldn't find Jack's phone number or email address. There are several things that you should do. One, go to www.landspeedracing.com and look up the latest issue and you will find Jim Miller's phone number. When you call Jim, who is our president and chief researching historian, identify yourself, what you need and what you know. We are volunteers and none of us are paid, so we will want to help you, but sometimes you have information that we need to complete a story too and thus we share information. The second step is to make yourself known to others and especially through the internet. You can do that by sending in emails from time to time with the research that you have done, whom you have spoken to, what you have found out. The more names you give, the larger the index on the web and the more likely someone will see it and contact you. Thirdly, you need to get a phone tree going. After you talk to someone, ask that person to give you names and phone numbers of anyone they know that can help you in your quest for the answers you seek. That's exactly how Jim Miller and I do research, we find out all that we can from the person that we are talking to and then we ask that person for other people whom we can talk to. We don't give out information directly to those that inquire, but we do forward the messages if we know the person one is looking for. If we know both parties and there isn't a problem, we share the information directly; otherwise we simply act as a middleman. Jack Underwood is another person who might know where Mickelson is and I will copy this email to him as well. Let me know if you want me to put your email address in the newsletter and I will do that so people can contact you.

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I just returned from the great gathering in Ventura and unveiling of Ernie's project. The Spurgin / Giovanine Roadster, restored to its 1948 trim was an awesome sight. Ernie Nagamatsu, Bill, Will and their supporting crew did an amazing job of recreating the missing parts and matching them skillfully to the original body. The energy level and enthusiasm of Ernie, Elaine and the entire group was something to behold at the event, Sunday. I felt honored to be in their company and bring the 557 Roadster to display beside its restored ancestor. Reuniting with Karin Spurgin and her family, Craig Rufi and his wife, was very special and brought back many memories. Meeting and talking with Terry Baldwin and Kent Borgh was also a very special pleasure. The whole event will be a great memory for the remainder of my life. Being able to see and touch the car that I last sat in as a young boy in 1952 was like being transported back in time to a very special era with fantastic memories. Curt Giovanine
   Curt: Tell us more about what you remember from the late 1940's and early 1950's concerning your father and the other people involved with the roadster.

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Road Runner Meeting Notes - Tuesday, July 14th, 7 pm at Ed Martin Garage - The Road Runners welcomed a new Associate Member to the Club at our July meeting. Dave Bennett, from Oakhurst, CA (near Yosemite), is building a '51 Henry J with '52 DeSoto power. He plans to have the car ready to race next season. Dave will be upgrading to SCTA membership beginning next year. We also welcomed Prospective Member Jake Krotje back for his second Club meeting. There was much discussion on several important issues including the SCTA out-of-bounds policy and Road Runners Cone pick-up duty assignments. Members will be kept fully informed on both important items. (details in full copy of Minutes) 2008 Road Runners Awards were presented: High Club Points - Mark Cavender (1350cc/P-P Hayabusa); Top Time - Ferguson and Adams (B/GC Camaro) - 182.584; Harvey Haller Memorial Trophy (for extraordinary Club service) - Buddy Fitzgerel (in memoriam). Congratulations to all. Our August regular Club meeting, as per our tradition, has been suspended because of Speedweek. Those members not going to Bonneville are invited to a Club dinner at the Old Spaghetti Factory in Riverside at 7pm on August 11th. Contact Jack Masson for details. Those members going to Bonneville will meet at the Nugget Hotel for a buffet dinner on August 11th. Jim Kitchen is coordinating.
   Road Runners and friends are reminded that the 75th Anniversary Celebration for the Ed Martin Garage (aka "Road Runners Club House") will be held at the Garage on July 25th from 4 to 8pm. Food and libations will be provided. Road Runners, friends and customers are invited. Bring your Hot Rods for a parking lot display. The Ed Martin Garage is a third generation business started by Willie's grandfather in 1934. The business was later run by Willie's father. Willie has been proprietor for the past 18 years. If you would like a report on all of the Club business conducted at the meeting, please contact Secretary Jerry Cornelison for an e-mail copy of the complete meeting minutes. Next regular business meeting of the Road Runners is Tuesday, September 8th at 7pm, at Ed Martin Garage. Also, if in the area, don't forget "Burrito Thursdays" at Ed Martin Garage! (Posted July 15, 2009). Jerry Cornelison, Road Runners-SCTA (est 1937) http://www.ussarcherfish.com/roadrunners
   Jerry: Do you think that Willie Martin would do a history of the garage for our newsletter?

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Autobooks-Aerobooks, 3524 W. Magnolia Blvd., Burbank, CA 91505. 818 845-0707 Tina Van Curen

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Thank You Very much for trying to shed light on Meb Healey. It is funny you said he was a Lancer and the meetings were in Hollywood. My dad was a Hollywood Lancer. He put it on the side of my Camaro when it was painted blue in remembrance of his club. Bobby Sykes Jr
Bobby: I wish there was more to the article on Meb, and in the future there may be as we keep on searching. But we could use more researchers, because there are tens of thousands of great stories out there and few of us left to do the job.

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Can you add Rocky Robinson to the distribution for the newsletter? He asked about some bike stuff that even I couldn't remember. He would be particularly interested in the first all bike meet in the 1940's. He seems like a worthwhile type. He answers to xxxxxxxx@xxxxxxxxx Jack Dolan
Jack and Rocky: We no longer add names to anything anymore. Takes too much time and since the newsletter is all on line, anyone can go to www.landspeedracing.com and simply look at the new issue. I send it in every Wednesday and the Hotrodhotline staff gets it on-line by Monday of the next week. The newsletter is for the use of all. What comes in goes into the newsletter, unless they tell me that it's PERSONAL or CONFIDENTIAL, in which case I ask them, "Why are you bothering me if you don't want to make your photos and insights available to everyone else?" You can see from this that editors are the worst kind of people to try and make friends with. And yes, your messages ARE going to go into the newsletter. We are glad to welcome Rocky to our group and look forward to what he knows and his photographs to our site. We can use more bike land speed guys to contribute and to get that aspect of the sport more fully involved in www.landspeedracing.com. Now remember, what was it that I asked you to do? Right, GO to the website and read, but if you want to send something, send an email with text and photos to [email protected]. Email addresses and other identifying information are not published in the Society of Land Speed Racing Historians Newsletter unless permission to do so is given.

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OBTW: Don't you know it is late, or is it early? Jack Dolan
Jack: You re-sent me one of the newsletters from February. www.hotrodhotline.com no longer sends the newsletters as an email. They are too long and it triggers the spam filters. To read the newsletters you have to go directly to the website and read it. Do it today and stop waiting for the cargo boat to come in. The BOAT has by-passed your island. As for late, if you are there to read it at 2 in the morning, I am there to write it at 2 in the morning. OBTW, miss your sardonic wit on the POBB.

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For those of you that live out here in So Cal that use to race at L.A.C.R. I'm still vigilantly working on putting together a new facility! But for now my focus has just been to find a place that we can legally race and I'm getting closer with every no I receive! For up dated information Please visit www.SaveLACR.org.  "Tha Moldy one" Marvin

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Editor's notes: Jerry Cornelison sent this request to us here at the Society of Land Speed Racing Historians Newsletter, which is posted to www.landspeedracing.com. Sandy O'Hern is in the military, serving alongside her husband in the JAG department, in Yokota, Japan. She is going to have a baby on August 4th and will be away from family and friends. Pat asked us if we will send her an email or card and let her know that even though she is far away, that we are with her in spirit. Here is her contact info: Captain Sandra O'Hern, [email protected]. Or, PSC 78 Box 102, APO AP 96326. Use stateside postage and allow about seven days travel time. Sandy switched to Active Reserve when her husband was to be deployed overseas. She still works as a JAG as time permits. He is an F-15 Command Officer usually playing the aggressor doing tactical training exercises at bases around the world.

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I owned this track T roadster for about 17+ years now. I can only say that this has been a great experience for me knowing all the people I have been speaking to from the past, due to the direction I was given from the trail of each person's name I was given. In 1992-93, I got this Model T in pieces from a pass-along owner named Charles Johnson, who was going to sell the car in pieces. When I saw the car, I just fell in love with it and I made the deal. He told me that the owner of the car was Gary Mylar and I had to do the paper work through him. I was told by Charles that this T was a track roadster at one time. Truthfully I did not know what a track roadster was. When I met Gary Mylar, I did not know what to expect. His place was full of memorabilia of hot rods and American graffiti history. I was curious about the track T information. He said that the car was owned by a one-armed race car driver who raced it from the 1920's to the '40's era. At that time he said he had the name, but he had to find it. It was quite obvious that his office was really crowded with tons of paper stacked all around. Mylar showed me a magazine called Honk, in the June 1953 issue, where the car was featured in the centerfold. I was shocked from the awesome picture of the car that it once was. For there it was, a great name for a car, called "Lightning Bolt." The car was too good to be true, but it was. There sitting next to the car was a good looking guy named D'Angelo with his car photographed by Eric Rickman. You could swear he looked like Joe DiMaggio, the famous Yankee baseball player. The car did not have the nose when I bought it. When I asked Gary, he said I had to find Chet Carter to be able to find the nose and he said it was in a barn. I just kind of ignored the suspicions.
At the time my mom was an operator for Pacific Bell and I asked her to help me find Chet Carter. She told me that she couldn't because it was illegal. So after 200+ phone calls, I reached a Mary Root who connected me to Tom Prufer. I then got in contact with Chet. I was pretty excited about all of this going on. Chet picked up the phone and he had a crisp cowboy accent. I told him I had his car and he did not catch me at first, but when I mentioned Gary Mylar and the track T, he got disappointed, because he was expecting Mylar to sell it to him. Chet told me to come over to meet him; so a date was set. When we met, I've got to tell you, that was one enjoyable great person to talk to. He was going to move shortly and so he gave me a number to call to a Bob Coulsten, but the last two numbers were missing. Chet then pulled out his magazine of Rod and Custom, from May, 1954 naming the car "The Perennial T," meaning the same car again the next year. Photographed by Dean Moon, there was a paragraph about the car, mentioning that this car had many modifications even before 1925 had rolled around. I actually got carried away with the investigation of this project. I have watched and always enjoyed detective movies, but this was real. After another fifty plus calls I finally reached Bob Coulsten. I have learned that Coulsten had the nose for over 30+ years and has never wanted to sell it. I believe I have found the bend. My thought was you can not win them all, so the next best thing to do is to make a duplicate of the nose.
I gave Bob a call and I went to meet him. Just as I suspected, he was not going to sell it, but he gave me a tour of his garage. He was actively working on his winged dirt track car. He pointed up and there was the nose shining in lacquer black with the chrome related parts. I asked him if he was willing to allow me to borrow the nose to have a duplicate made. He accepted on the terms that we would get an estimate from the great fabricator Jack Haggerman. Since we both knew who he was, he had asked me for a deposit on the nose. Of course I did not have the money then. I told him I had to work to come up with that sum and it was bad timing. My Dad had lost his lease on his shop and the mortgage was in danger. I told my dad that if I got his new place up and got the store running where he can start over, would he let me borrow some money. He agreed and I spent three grueling months of hard work to prove my success. My dad did not want me to spend my money on this car, but he knew I kept my word. I called my friend Mike Arndt to ask him for some help on picking up the nose. When we went there a week before Christmas, Coulsten looked at me and told me that he had decided to sell the nose to me after all. I was overwhelmed and relieved. I did not tell him that it was my birthday at the time and that I was really thrilled. He also showed me a June, 1960 Rod Builder Magazine with Richard Petty on the front cover.
The car was put behind the centerfold and titled the "B" Modified BOMB. I bought the nose to my car with the original Dzus screws Bob provided for me. I locked the nose in place. I stood back and saw this absolutely gorgeous car that just amazingly glowed. I had goose bumps everywhere. Man what a sight. As the next week or so went by I was given a call by some people I never knew. The word got out fast from somewhere. Mike Dobrin and Dick Liebfritz came over to my dad's shop where I kept the car in the basement and they checked out the car. It was fun that they got acquainted with the car, but I never really did ask them how they found out. Another guy called me by the name of Jack Costella and he invited me to come over to see him. When I came over, he was working on a very sleek Bonneville car. Jack introduced me to a man named Don Lewis who actually built the hair pin rods for the T, when D'Angelo had it. He also said that he remembered when Bob Allinger was building the nose at his shop in Santa Clara next to the San Jose Airport. Allinger built the Tornado Streamliner body for Lee Chapel as well as the rear section of the winning 1947 Unlimited hydroplane boat called Miss Peps (Pepsi Cola). This boat had an Allison engine in it and it was driven by Danny Foster. Another surprise, with a weird twist, was that I owned a 1967 FiberFab Valkyrie that was once owned by Tom Martin and was built by Keith Black. Sporting an 800 hp Aluminum ZL-1, 427 Chevy and a Formula 1, Z.F. 6 speed Transaxle. Jack told me he rode this car around the block once. This Valkyrie was tested for its aerodynamics back in the old days. Of course the engine blew up the transaxle. Now it sports a 327 with a Corvair transaxle. I presently have an ultra rare Richmond 5-speed transaxle with a quick-change. I was told that there are only 30 of these.
To find out more about my car I took it to another level. The car was in the Grand National Roadster show (Oakland, California) in 1953 next to my late friend Dick Williams' first winning roadster at the Grand Nationals. I found out from my historian friend, Jim Palmer, who said that the Tornado was at the same show with Dick Williams and D'Angelo's T. This was a surprising situation. My brother-in-law's ex-wife's father was Don Tognotti. Don was the promoter at the time and I just felt weird about the visit. I met some great people there, like Gene Winfield and Blackie Gejeian. Blackie told me that he tried to race Chet for the car, but that never came to be. When I came to the Grand National Roadster show Tognotti tried to get me to see Greg Sharp. This was all very helpful to me until twin tragedies happened. Tognotti passed away and so did my mom. I stopped my project for 15 years. I finally got going on this project again when I was working one day and a magazine came in with a picture of George Lucas. Remembering Chet Carter from the American Graffiti movie, gave me the spark I needed to get going again. I got in touch with the Carter's and his long time friend Tony Lloyd. Tony, Chet and Chet's son (Jimmy Carter) came to visit me with historian Jim Palmer. We had a great meeting and I explained that Allinger's daughter (Mariella Allinger) and I are looking for Lee Chapel's daughter for personal and historical reasons. If anyone out there knows anything more about this, it would be a tremendous help in completing a history for this car. As we speak this car is under restoration.
The car has a Pat Warren quick-change rear end. A rare 1937 oval drop tube front axle probably more drop that replaced the original '34 axle. The hairpin rods were built by Don Lewis. The '23 body is on a stepped-up frame to accept the model-A high arch rear leaf springs. The engine is being built by Tony Lloyd, a professional flathead engine builder and drag racer. I have acquired a '39 tranny with Zephyr gears. It will consist of a closed tube shaft. It will be everything that Chet Carter would want down to the white leather interior, black paint with Chinese red flames. I have the original Edelbrock four two's and it will have 4-97 Stromberg's for the '59 AB Flathead. I actually have the original Auburn Speedster dash and the original gauges that were on the car. But I had to access a hand pressure pump and switch which were gone. The original sculptured radiator was re-cored. The car was painted with a wild paint job that was painted by Sal Leslie. I really did not want to take the paint off, but it was cracking left and right. I bought new Firestone tree rubber tires for the 16 inchers that still has the original juice brakes and the wheel covers are '46 Ford. The original bell steering wheel is still with the car. The nose still has the original weld repair that was done in late 1953 by Allinger for Carter, because it used to have a Chevy-6 with 3 carb hole cutout and side pipes. This car used to have a redhead 4 cylinder, a Cragar, a Chevy 6 with 3-2's, a flathead V8 with 4-2's, and then a Chevy 283 with 8-2's as its final stage. This car raced in Scotts Valley in '49 and was owned by D'Angelo, Les Joseph owned it for a short time, Chet Carter, Frank Archer, Bob Coultson, Jack Workman, Jack's girlfriend, and finally Gary Mylar. The nose was missing when Jack Workman got it. Spencer Simon
Spencer: Great story and I will publish this and your photographs in the Society of Land Speed Racing Historians Newsletter and we will look for the information that you need.

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The course's (Bonneville Salt flats for Speed Week) are in the same place as last year. The one around the dike may have been moved a little but not much, and the salt is very good.  Jim Jensen (Re-sent by George Callaway)

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Do you have a contact number or e-mail address for Terry. I was in the Albata club from 1953 until 1958 when I was drafted. That club had a lot of pioneers in it. Thanks for any help. What little I had was lost in a fire in the 1960's. Glen Barrett
   Glen: I am sending your email address on to Terry today. Also, if there is anyone in the Albatas that would like to be their club historian or bring the club back into existence, even as a social group for reunions only, please let me know because I would like to work with them in such an endeavor. The Albatas were friends and rivals of my dad's Road Runners and my father and Ak Miller often spoke fondly of their competitions with each other.

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Are any of the famous hot rodders from the '50's still alive? I knew most of them when I worked for Tony Capanna at Wilcap Company. I left the race car industry in 1960 and never saw any of them again. I have been searching the Internet trying to find any who are still alive. I would like to visit some of them before we are all gone. You may not recognize my name as I was not famous like most of them became. Tom Kelly 951-737-9219
  Tom: We have lost a lot of good friends in hot rodding, but a lot of them are still with us and doing well. Go to www.landspeedracing.com and read the back issues and that will give you an idea of who has passed on and who is still with us. We would like to have your biography and so I am sending you an outline to use to get started on your history. Send it back and I will edit it.
   Readers: Tom gave me permission over the phone to publish his phone number. Contact info is only published where permission is given.

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I am looking for the following items for my Hall of Fame Museum, which will open late this year in Auburn, Indiana. I need information on anything speed equipment or cars built by Grancor Automotive Specialists (Granatelli Corporation) like Ford Flathead motors, heads, manifolds, etc. Also, looking for any racecars I owned or built, including Indy cars, street rods, Bonneville cars or a Fordillac. I would like to have any information on the whereabouts of any of the above. I will consider a loan, a donation or I will purchase the items. No matter what, I would like to know what's out there. Contact Andy at [email protected]. Thank you. Andy Granatelli

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Andy Jensen's turbo will be in "Speed Demon" at Bonneville Speedweek. Andy Jensen went 5.94 @ 237.80 mph at the drags. See video at http://www.streetlegaltv.com/forum/andy-jensen-breaks-into-5-second-2952.html. Also, www.eTurbochargers.com. Ron Main

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There is a short history of the Martin's Garage 75 years history on their website which can probably be expanded. The website is at http://www.edmartingarage.com/. Over the years they have had a lot of experience with hot rods, drag racing, kart racing, land speed racing and I think even some circle track racing.  Jerry Cornelison
  Jerry: Thank you for the website and I will pass it on in the newsletter.

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I just like you to know that when Muroc reopened for the 50th reunion, my friend from California, Bill Fisher, asked me to come over there to meet him. Then he had something that came up at work and I decided to go anyway. It was a ride, but it was really worth it. I had a lot of fun and I got to see Jack Costella there, but I did not get to see Wally Parks and Rich Fox. Later I found out that Ernie Periera knew something about my T roadster. I liked the Pierson brother's coupe and I saw the black flamed coupe which I think was the California Kid. I actually tried to find Wally at the time, but the day was already over. I was there the second day and I did get a chance to talk to Kentucky Colonel Eric Rickman at another time, but he couldn't remember. Also here is a picture of the flathead with the Tornado heads that Lee Chapel was advertising to sell in his catalog.  Spencer Simon
   Spencer: My father, Wally Parks was at the 60th Muroc Reunion. I don't recall a 50th, since that would have taken place in 1988. At the 60th reunion Huell Howser was interviewing a number of people, including my father. I remember that Huell said to the Colonel in charge of the base at Edwards AFB, "Colonel, can you fix a ticket for me. Your guys caught me speeding and I really can't afford to have another ticket on my record." The Colonel hemmed and hawed and said it was really beyond his authority, but that was probably for our benefit as there was a crowd of on-lookers. The video of the event is on sale at the SCTA souvenir trailer or at the Motorsports Museum most likely.

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I have asked Pat O'Hern to write his bio for us. I sent him the outline. Will keep you informed. Jerry Cornelison
   Jerry: Work on all of the Road Runners for me and start them on their bios and captioning of their photographs.

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I'm guessing that the rear end (on the Spencer Simon track roadster T) is a Cyclone which is a copy of the Halibrand V8 or Midget units. Bob Falcon

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Ed Roth gave me the Name Moldy Marvin many years ago. My real name is Jeffrey Hillinger. I'm the guy that they are talking about in all of the press articles on the web site at http://www.savelacr.org. I'll work on the Bio and try to get it done sometime next week. You can always research some of my background by searching Google for Jeffrey Hillinger, Jeffrey W. Hillinger or Moldy Marvin. Moldy Marvin, A.K.A. Jeffrey Hillinger
   Moldy: I'm looking forward to your bio. As for nicknames, they seem to be a remnant of the Depression Era. Nicknames were prized by the guys in the 1930's into the '60's. One couldn't give himself a nickname, it had to be given to you and it usually was a sign of derision that over time became something valued and cherished. That Big Daddy gave you the nickname "Moldy" is very special. There will only be one Moldy (via Roth of course) and that's you. We could really use a historian to research nicknames. This would be sort of an encyclopedia of hot rodding nicknames.

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Do you know anything of a chapter of Gear Grinders in the San Fernando area of Los Angeles in the late 1940's and 1950's? My uncles were members in the club there and I was trying to get information as to if there was a chapter out there. I was looking at my grandmother's funeral guest book and a bunch of guys signed in as Gear Grinders. It would be great to be a part of my family's past in the Grinders. If you can help me I would be very thankful. John Bobadilla
  John: I am sending your email on to several active Gear Grinders and perhaps they can help you find some history on the club, its members and your family in the club. The club is one of the largest in the SCTA and has an active racing group. They meet over in Anaheim now and I'm sure that they would welcome you as a guest at some of their meetings.

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I spoke with Jim Miller at The Pete (Petersen Automotive Museum) the other night. You may recall I have been racking my brain trying to recall the name of the guy who operated a fabrication shop on National Blvd in Culver City in the 1950's. It popped into my head during a conversation with Jim, as soon as I heard the name "Marvin!" Marvin Faw operated this shop where I was a frequent visitor. He did racing Sporty Car metal work, built some custom street roadsters and built his own Sprint Car, when the name was just starting to get usage, that was powered by a Dodge V8. This was during a period where The California Racing Association (CRA) was making the transition from Track Roadsters to Sprint Cars and the two styles raced together in their events. The Clark & Tebow Ardun roadster was "blowing the doors" off of everyone. I was just out of the US Navy and working the swing shift at the AiResearch plant at LAX. I spent my mornings working at my dad's wheel alignment shop building my 1932 Ford, Five Window Coupe Jalopy Racer, which may have been the very first of these race cars built from the frame up. Most were junkyard cars converted to racers by stripping them down and adding a roll cage, in case you were wondering where the cages ever came from. Anyway, the mystery has been solved....Marvin Faw! He was a nice guy and I wonder whatever became of him. Does anybody know? Bob Falcon
Bob: I'll post your comments and if you want direct correspondence with our readers, let me know if you want me to make your email address public in the newsletter.
Richard: The Man's name was Marvin Faw. I also have another address for Marvin's shop from Bob Morton corroborated by Dick Guldstrand. I have another source that said this shop was actually someone else's shop and not Marvin's. It gets confusing. There are a lot of guys like Marvin that the info on them is all mixed up. Jim Miller

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This is in response to your message in the last SLSRH Newsletter (#120, July 16, 2009). Here is a link to a brief piece about Amanda Ferguson on our Road Runners website: http://www.ussarcherfish.com/roadrunners/amanda.htm. Amanda drove full time till this season. This year she is alternating driving duties with new Road Runner and driver Helen Winters. Amanda recently graduated from the University of Redlands and will be attending Grad School in San Diego next year. Hopefully, once her education is complete she will be back to driving full time. Jerry Cornelison, Road Runners Historian

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Old racing photos by Chuck Fawcett and Tam McPartland at http://www.tamsoldracecarsite.net/CF1000ChuckFawcettHomepage.html. Courtesy of Ron Cummings

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I was wondering if you have any information on a car built by Denny Larson in Los Angeles and raced Bonneville sometime in the 1950's. It raced in a "street" category and was called the "Streetliner." Denny built the car from scratch and it was powered by a Chrysler hemi, as I recall, it had a plex bubble made from some surplus fighter component. It was driven by Romaine Dauphin and if I remember correctly went 185+. I worked for both Romaine and Art Wolfram in the '60's and the car was in Art's shop in Tarzana when I worked there. Thanks. Ron Mayhew ([email protected])
Ron: I don't have any recollection of the car, but I'll publish this in the Society of Land Speed Racing Historians newsletter and include your email address if you wish. Please let me know by Tuesday afternoon if that is fine with you, otherwise I can't use your email address. We have about 500 readers at www.landspeedracing.com, which runs the newsletter for us. Also, write a story about what you know about the car and people involved, for the more information you include the more likely someone will know something. Use Google on the internet for other websites and groups, like the 1320 club and HAMB. The more you get the word out the more info you will receive.

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Attached is something I put together as a reference to help me ID car plates in pictures and photographs. Something like this should be done with car plaques. Each one has to be treated as an individual image. When organizing them for publication some basic decisions have to be made like; are they to be in alphabetical order, are they state by state, are they listed by age, oldest first to newest. Also, are they divided into; racing clubs, car clubs, motorcycle clubs, other. What's required for each plate; photo, history, size, foundry. General info required; Intro, history of plaques, casting techniques, making patterns, high school car clubs, etc. How is this info to be published; book form, web, or CD. For each of the above media formats should be discussed so artwork will be appropriate for each one. Each task to be assigned to a responsible party, such as; photos, copy, editor, media layout, archiving media for production. Jim Miller

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I never had the chance to meet Don Radbruch in person but we E-mailed each other nearly every day. I guess we got along because we both knew some of the people from the real early days of CRA (California Roadster Association). I know Don probably gave the true identity of this Tucker (Tucker Torpedo Special Driven By George Barringer) car but his title probably fell through the crack! The car may have been purchased by Preston Tucker who was a fixture around The (Indianapolis 500) Speedway during the era, but the car raced the previous year as a Gulf Miller. Miller built the cars under contract for the Gulf Oil Company. They did not do well at all. If anyone wants more details let me know. Re: The QC Rear End Turbine arrangement. The rear appears to me to be one of the Halibrand Champ two speed Trans Axle units. The unit just might work backward if installed as pictured.  Bob Falcon

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With regard to the pic sent of a turbine attachment to a quick change rear end assembly. On examination of a blow-up of the pic to 8 x 10 it now appears the rear end unit is a unit made by Frankland. If this is an Eastern, or Midwest project that would ring true. But if it is a West Coast project it might be a Cyclone copy of a Frankland. It's not a Halibrand unit because we never used the really deep rear cover plate shown here. Size wise it appears to be what we called the Champ model which used the Ford truck ring and pinion gear set, but it is shown upside down. I think all the Cyclone units used the Ford passenger car gear sets. Sapper's Stock Car Products located in Sylmar, sold some center sections but he used the Halibrand units and repackaged them with custom tube axle housings with full floating axles.   Bob Falcon

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According to my research, the car raced in two 500's under the sponsorship of Tucker. The car under Gulf Oil Co sponsorship was first entered in 1938 and was known as the Gulf Miller. It was really an advanced design with a rear mounted six cylinder, supercharged, Miller in-line engine of 3.0 L (183 CID) with all wheel drive. When Ralph Hepburn pulled it into the line for qualifications in 1938, not enough time remained for him to make an official timed lap. The second appearance of the design was the following year (1939) with the entry filed by Harry Miller and driven by George Bailey who started in sixth position and finished in 26th position on lap 47 with valve problems. This was the very first appearance by a rear engine car in the Indy 500. There is no record of an appearance in 1940, but they may not have made a qualification attempt. They appeared again in 1941 with two cars. The car assigned to be driven by George Barringer was destroyed in the huge garage area fire the night before the 500. Barringer had qualified the car but it was totally destroyed. The second car was assigned to Al Miller who started in 14th position and finished in 28th due to transmission troubles. This car was entered by Earl Offutt. In 1946 the car sponsored by Tucker and entered by George Barringer who also drove it in the race. He started 24th and finished 29th with gear troubles. In 1947, again under the Tucker banner, entered by Barringer and driven by Al Miller who started 19th and finished 25th dropping out on lap 33 with magneto trouble. This marked the last year that any Miller powered cars raced in the 500. Information source for the above: Indianapolis 500 Chronicle by Rick Popley and L. Spencer Riggs. This was confirmed by: The Official History of the Indianapolis 500, by Donald Davidson and Rick Shaffer. Sent in by Bob Falcon

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I been very busy and have some interesting news to share with you. First of all I've got some new stuff for sale on www.AeClassic.com: 1950 Ford Custom Deluxe, a rebuilt flatty, mostly all original; SS Custom Motorcycle; 1963 Thunderbird Landau. Get Ready For "Moldy Marvin's Doin' It In The Dirt" #2 for 2009! "Moldy Marvin's Doin' It In the Dirt" was voted as the AV's #1 Staycation of 2008 and it's getting bigger and better every year! Coined as The "Burning Man of Rock-A-Billy! We have a very diversified draw of participants and spectators alike and our events have always been family friendly! Moldy Marvin's "Doin' it in the Dirt Camp N' Cruize" August 8th & 9th 2009. This will be my last show for the season so ya don't want to miss it! Free to Participants and Spectators alike! Free Car Show! Free Overnight Camping! Show Hours from 3:00pm -10:00pm. We've got some really great live entertainment along with fun and games lined up for the show to include our Sunday Cruize up to Wrightwood! Family Fun and Games include: Coloring Contest for the Kids, Three Legged Race, Potato Sack Racing, Egg Toss, Horse Shoe Pit, Tattoo Contest, Flame Throwing Exhibition, Vendors and More! Location: At The Outpost, 34141 116th Street East, Pearblossom, CA 93543. We're on the corner of Hwy 138 and 116th East. For More Information Please Visit: www.MoldyShows.com, or Give Us a Call at (800) 880-6567 or (661) 944-2299. Food And Fun For The Whole Family! The Car show is open to pre 73 Classics, Kustoms, Hot Rods, Motorcycles, Trikes and what ever else folks might want to bring out. For over night camping Participants and Spectators Alike can bring their Motor Home, Trailer, Tent or even Camp under the Stars. This event is in its Third season and it is getting bigger and better all the time, something you will not want to miss.  If your Company or Club is interested in sponsoring an award for the show Let me know! "Tha Moldy one" Marvin

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For all of you Rat Fink Fans, I developed a new Social Network a couple of months ago and it has been growing in numbers daily. I developed the network exclusively for Hot Rodders, Artists and Roth enthusiast of all types. Something I think that you might truly enjoy! For more information Please Visit www.FinkBook.com.  See also: www.MoldyShows.com, www.AeClassic.com, www.RatFink.org, www.SaveLACR.org. "Tha Moldy one" Marvin

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Editor's notes: Recently a reader wrote to say that her family knew Karl and Veda Orr and do we know anything about them. I sent a lengthy response with information that I knew and asked if she minded if I published her letter. The reply was that the communication is private and confidential. That's a legitimate request, but it ties my hands and makes research harder to do. I am going to publish my response though, since it helps to understand the story about a land speed husband and wife team that are extremely important to our sport.
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The first thing that I need to tell you is that I publish all correspondences to the newsletter, unless it is marked personal and confidential. The next thing is to ask you if you want your contact information in the newsletter so that people can contact you or if you'd just rather read the newsletters at www.landspeedracing.com. I prefer email addresses rather than phone numbers. You can also check H.A.M.B. or other land speed racing websites. Google and see what you can find. Veda and Karl Orr were founders of the dry lakes racing and legends. Veda had a sweet disposition unless she felt Karl was being attacked. Karl was much older than the typical 1930's young man at the lakes and he wasn't one to brook any opposition. He knew what he wanted and he went out and did it. My father and other SCTA guys had numerous arguments with Karl, adored Veda and more often than not acquiesced to Karl. Why? The reason is because Karl Orr was in the forefront of innovation. He understood the value of speed equipment and he was a hard competitor. His ideas were often resented, but almost always they were adopted. He was a racer's racer who even refused to honor the government's order to cease racing during World War II. There were some women racers in the early years in all forms of car racing, but they were sidelights and barnstormers, circus acts if you will. The early SCTA banned women in the clubs, because if you were a club member you had the right to race on the dry lakes and they were terrified that a woman might get injured or killed and their sport outlawed. Yet Veda raced and her times were not only competitive, but most often superior to the men's. Karl was the mechanic, owner and defender and when he put Veda in the car, rules were meant to be broken and the guys let her race.
Veda went out of her way to send the news of the dry lakes and of racing in general to the soldiers when the war began. There were three things the men needed; a pin-up of Betty Grable, a letter from their sweetheart or mother and a Dry Lakes Pictorial from Veda Orr. When the war was over and the men came home and re-started the SCTA, it was unanimously voted on to make Veda Orr a member. Veda is responsible for women being allowed into dry lakes racing. Do I know much more about Karl and Veda Orr? Not much more than that. They didn't have children, got divorced and moved to quiet secluded spaces. They were private people to begin with. Karl once stormed into the SCTA office when my father was the editor of the SCTA Racing News and with him were four or five of his friends. He wanted to rearrange my father's nose for writing a news item that said, "Karl is the sire of this new car." It was written in respect, but Karl took immediate offense. Since my dad's nose remained straight, it appears that he talked Karl out of doing cosmetic surgery by way of his fist. Some say that I only elaborate on the negative things about the Orr's and this is untrue. Karl and Veda Orr were mythic to us. They were trendsetters. They were the foundation stones for a group that exists to this very day, partly because of what they did for the sport. The problem is that we know so very little about their private or business life, except where they interrelated with other people. It is from secondary sources that we know the Orr's. Would we like to know more about them? You bet we would. You can help us by telling us all that you know and by reading the back issues of the newsletter for all references to Karl and Veda Orr, the First Couple of dry lakes racing.

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Checkered Flag 200 Car Show and Family Fun Day Petersen Automotive Museum, Sunday, August 30, 2009 11 a.m.-3p.m., 6060 Wilshire Blvd, Los Angeles, CA 90036. See www.petersen.org.  Chris Brown

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I'm working on an article about stock car road racing in Southern California during the 1950's. There were two races at Paramount and one at another location, I think perhaps Pomona. I have dates on the two Paramount's, but not the other, also promoted by JC Agajanian, I think. Do you have any info? Do you have any photos? Thanks, Art Evans, Phone 310-489-5330.

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This streamliner was built in 1937 (Auto-Union). I think it did 250+ mph. I have shown this to Mariella. She was pretty impressed. She wondered if her dad ever seen this. She also liked the story that I have sent too. She kind of wanted more said of about her dad, because he also built sprints and midgets as well as a lot of aluminum fabrication work. She also mentioned that he taught Arnie Roberts how to weld Aluminum in 1955-'56. I heard Arnie taught Ron Covell. Mariella has been in contact with some people in Australia from the article I found online at one time on Lee Chapel and Bob Allinger in the H.A.M.B. When I found this I never knew that she did not have any good pictures of her dad. Her scrap book was worn out with faded newspaper and photos that could hardly be seen. It was a great moment for her and her family. Willing to seek more about her dad, she was pretty shocked to find the remains of the tornado only 20 minutes away from her home. I helped pick her up at Stockton, California to see the car. As it turns out, Carl Schmid only had the parts and not the car. She decided to stick around with my wife and kid while I looked at his collection. I came this far, I said to myself and something made me get this far for a reason. I am going to see the whole ten yards and it was a task going into his yard. The tour was worth every moment for what he has shown me. He has two completed Offy engines and some early midgets and sprints and it was as if I just went back in time. As he took me along we finally got to the original 25 Plymouth Tornado tires still attached to the rims. The parts were located in separate places; then he showed me the headers, and the original Merc block that had the cylinders relieved for the large valves to clear. We came over to another section of the field, where there was the intake induction. It was just like the way we do our cars today. It had a single butterfly about the size of a coffee can. He told me that this was when the car was going faster; it was attached to the fuel injection unit. Finally he took me to his garage and explained that the heads castings were not that great back then, causing cracks, which I knew was true. With today's technology it is quite interesting to see what 50+ years of improvements have accomplished.   Spencer Simon

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Paul Yocum was a good friend of mine and as a kid he swept the floors in the Shelby Cobra shop. His neighbor was Donn Allen, who was the shop supervisor there. I became acquainted with Paul through Jerry Bondio who was a fabricator in the Shelby Shop. Bob Falcon

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Random Shots

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Land Speed Racing Websites:
www.hotrodhotline.com, www.landspeedracing.com

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