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Some Names To Look For In This Newsletter:
President's Corner, Editorials, Joe Mondello Born August 6 1936 Passed away on April 6 2011, Joe Mondello passed away on April 5 2011 following complications from surgery, Paul Vanderley a member of the Bonneville 200 MPH Club passed away yesterday, The following was received from Mark Brown, I received a phone call from Virginia "Rusty" Harkey's daughter Robyn on March 26th at 11:30am from her and Virginia's Tampa Florida home to let me know that Virginia had lost her five year battle with cancer, I believe most of those racing fuels were formulated by the European racing teams before and after WWll, Indianapolis Motor Speedway Centennial Moment, New Bike Works and Prescott Bike Festival 2011, The 2011 March Meet photo and video highlights are now up, The Main Street Malt Shop and Santa Ana Airport Drag Strip Reunion is set for Saturday May 7 2011 in Santiago Park, All land speed racing Volkswagen's and racers both past and present are invited to be part of a Bonneville Volkswagen display to be held during Bug-In 36 on May 1st at the Auto Club Speedway in Fontana California, I am going to meet up with a BUNGHOLER next week and hope that brings more information about the club, Was there ever a racing club or team by the name of Timers, The car club was known as the T-Timers, The T-Timers had many chapters throughout California in the 50's, The "T Timers" was a club on the west coast, Click on the link below to see more info on the 'T timers' car club plaques, I was recently contacted by Bill Woodall, I am referring to this portion of your article on Hotrodhotline, Road Runner Meeting Notes, I received this email and it does have some connection to racing, Editor’s Notes: Here is a continuation of the interviews conducted by Sam Hawley for his book, New Bike Works and Prescott Bike Festival 2011
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President's Corner:
Jim Miller is on a road trip and will return next week with the results of his research.
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Editorial:
This is the 200th issue of the Newsletter and of course I am proud. In television programming, the 100th show is special because that symbolizes that the show will be looked at carefully by sponsors and TV stations for possible contracts to rerun the shows at a later date. If a TV show makes it to 200 shows then it is a guaranteed hit. It isn’t necessarily that way with newsletters or newspapers, but to me it means that we have put out a finished product that people have enjoyed for at least four years. Well, about four years, because I never dated the issues or numbered them as to year and issue. Sometimes I have skipped a week and at other times I have had so much information that I’ve had to put out two issues in one week. So it has been roughly four years that we have been in operation, give or take a few months. This is exactly the same scenario that happened back in the late 1930’s, when Wally Parks and Eldon Snapp produced an informative little Road Runners car club newsletter and passed it around to the club members. It grew in size and other people outside of the club wanted to have copies of it and soon Eldon and my father were passing the newsletter out at the SCTA Board Meetings.
Could this have inspired Jack Jerrils, aka Peters, to publish his wonderful magazine, Throttle, in 1941. The Road Runners club newsletter became the SCTA Racing News with Snapp and Parks as editors, cartoonist, photographers, writers and advertising representatives. That experience influenced a young man who knew of Throttle and worked for the SCTA; Robert “Pete” Petersen who along with Bob Lindsay created Hot Rod magazine. I won’t say that each was dependent on what came before, but I will say that each publication learned from those publications that came before. And the SLSRH learned a great deal from those magazines and newsletters and the examples that they set. We have just adapted the modern computer programs to bring to you a newsletter that meets your needs today. It is highly unlikely though that we would be doing what we are doing today had we not had others establish a precedent for us to follow. So today, on our 200th issue we celebrate our anniversary, not in years, but in memory and gratitude for those publications that we have followed.
I just received notices that Joe Mondello and Paul Vanderley have passed away. Sometimes people will email, call or see me in person and say, “All you ever write to us about are people dying. What a downer you are.” Others have called me Doctor Death, the ‘car guy’s undertaker’ and Morbid Mort. I can take the abuse, but what I can’t take is for those out there who won’t send me word when some of our great ones are ailing or have passed on. I want stories and bios from people when they’re alive and can see that we are honoring their lives. But sometimes that’s not possible and we lose these men and women before we can get a bio or a story on them. Sometimes all that I can post on someone is their obituary and I’ve been known to frequent funerals to get a story. Jim and I figure that there’s a couple of million of you racers out there who haven’t given us your story, wrote your biography and captioned your photographs. That’s sadder than losing you permanently. We all know the long odds about living forever, but those odds don’t have to be that long in getting your story and keeping it for posterity. Write your history now and do it for your family’s sake. Then if you also want the rest of us to know about you and remember who you were, send it to Jim or to me. Some of it will go to www.landspeedracing.com, www.hotrodhotline.com or www.AHRF.com; all great websites.
I received the following email from one of our readers; “I must have hit something I shouldn't have, can't imagine that. Can you do whatever to keep me hooked up?” Here is the automated message; “This message is to confirm the removal of your email address: [email protected] from the Landspeed Racing Newsletter. We're sorry to see you go! If you feel you have received this notice in error, please visit the Landspeed Racing Newsletter at our website: http://hotrodhotline.com, to add yourself automatically, or click on the link below to automatically re-subscribe yourself: http://hotrodhotline.com/cgi-bin/subpro/s.pl?a=1&l=3&e=idahokiwisid=:gmail.com. Thank you, Landspeed Racing Newsletter.” There is no reason for alarm. You clicked on the button that says, “REMOVE ME,” which I have done quite a few times myself by accident. But you are NOT removed from the newsletter. You are simply removed from the REMINDER EMAIL, which is a courtesy email sent out by Jack and Mary Ann Lawford to let you know that they have added a new issue of the SLSRH to the website, www.landspeedracing.com. You don’t need to have the reminder, it is just a courtesy. You can do three things; 1) go to the website and sign in again, 2) add www.landspeedracing.com to your list of favorites, or 3) simply google the website every Friday and see if the new issue of the newsletter is available. I send the newsletter to a group of 12 reviewers on Wednesday and then the website owner adds the newsletter to the website, usually no later than Friday. Sometimes we are a bit late and it doesn’t show up right away. Just keep checking. The reason that we encourage people to sign in is so that we can tell approximately how many reader/members we have.
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Joe Mondello; Born August 6, 1936 – Passed away on April 6, 2011.
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"And then there was the time . . . ." "Let me tell you, it was a fun ride." On April 6, 2011 we lost a man who epitomized the term “Persistence and Determination,” and Drag Racing and the Performance Aftermarket lost one of its brightest lights. Joseph A. (Joe) Mondello passed on at 9:21AM in Cookville, Tennessee at the age of 74 following complications from surgery. Joe was born on August 6, 1936 in Los Angeles, California. Joe had a passion for everything mechanical and got his inspiration for his Posi-Flow design from the most obscure place imaginable; water swirling in the toilet. But the basic idea of how the water flowed gave him all the engineering required to port and polish a cylinder head for optimum performance. That one observation led to a 54 year career as an engine builder, head porter and later as a teacher, inspiring an entire new generation of head porters and engine builders. Joe’s talents were his resume and opened the door for Joe to work with some of the most notable race teams and engine builders during the 60’s. That same talent continued his involvement through the turn of the century. His love affair with the automobile began at age 13. He wasn’t old enough to purchase a car so he convinced his sister to buy an old Ford Coupe for him – with his money – from a salvage yard. Joe spent many hours rebuilding and modifying the coupe which became his daily driver.
In 1951 his professional career began working on flat-head Fords in a local shop. His passion became his career, and his passion was drag racing. His success with his own car, a ’40 Ford Coupe, opened the door to work with other engine builders and the legend began. His talents brought him together with “Sush” Matsubara and the infamous purple Mondello-Matsubara Fiat Topolino blown fuel altered, which won two NHRA National events and is a National Speed and E.T. Record Holder. The record that still holds today -- 7.24 ET and 213 mph pass was made at the U.S. Nationals in Indianapolis in 1969, and won runner-up in Competition Eliminator. The record stands today because the fuel altered class was dropped from drag racing. GM, Ford, Chrysler, AMC – even Honda …Joe’s touch improved all of the breed’s heads for racing. Then one day he received a phone call from Oldsmobile. It seems they were getting ready to create an Oldsmobile Performance Parts Division and they were looking for engine builders to port and polish Oldsmobile heads for increased performance. They sent heads to all the big head porters in the USA and Joe was one of the chosen.
The contest was simple; the shop that created the most power with their modified heads got the contract to be the Oldsmobile Performance Dealer. All of the other shops used flow benches and modern equipment to prepare their heads. Joe used his eye, his hands to feel the ports and some common sense. No surprise, Joe’s heads made the most power and he was nicknamed “Dr. Oldsmobile” for his highly successful developmental work on the Olds V-8 engines. Joe took on every challenge presented to him – from helping develop the Briggs & Stratton engine for the Junior Dragster and Karting program, to off-road racing engines to off-shore and drag boat racing, as well as road racing (Mondello’s hands were all over the 1966 LeMans winning Ford GT-40 from Carroll Shelby). His Posi-Flow® heads were on many of Don Garlits’ Swamp Rats as well as many other leading racers – drag racing, land speed cars, boats, road racing and circle track cars. Garlits’ ran the first ever 200mph run with Mondello heads! His passion for excellence led him to establish the Mondello Technical School in 1996, devoted to teaching the art of professional performance engine building and head porting design to all who came, including young men and women who desired a career in the field.
The school started in Paso Robles, California and later moved to Crossville, Tennessee in 2005. His wife Mary says, “Joe’s passion was for those young people in the school. He wanted them to understand what it took to be a professional in the shop and in customer relations. He also extended that passion to teaching many of them how to be a ‘professional’ as a drag racer. He taught them the technical aspects of their trade (as an engine builder and as a racer) and how to interact with people.” She also said that the Quarter Mile Foundation and the PROJECT 1320 documentary became a major focus of his life for the last year or so. Before his passing, Joe had begun work on a 555 cubic inch World Products Big Block Chevy engine to be raffled for benefit of the Foundation, and was planning two additional engines. Mary relates how impassioned Joe was about the PROJECT 1320 effort and the raffle engine. “He said, ‘Mary, I did not qualify! I can’t finish the PROJECT 1320 engine…I’ve DNQ’d.’” Joe is survived by his wife Mary, four children Bernard Mondello, Stephanie Mondello, Gina Ozanne, and Nica Mondello-Gomez and four grandchildren, Nicole Mondello, Ross Ozanne, Adam and Joey Gomez.
Those wishing to donate in Joe’s memory in lieu of flowers can do so to two of Joe’s favorite charities: St. Jude’s Children’s Hospital P.O. Box 1000, Dept 142 Memphis, TN 38148 (mark check “For direct care of children”). The Quarter Mile Foundation, 6210 Beverly Avenue, Parma Hts, Ohio 44129. There will be viewing and a memorial service at Hood Funeral Home, Crossville, Tennessee on Friday, April 8, 2011 between 1:00pm and 8:00pm, and on Saturday from 1:00pm to 6:00pm. There will be a second viewing and memorial service at Holy Cross Cemetery and Mausoleum in Los Angeles, California on Tuesday, April 12, 2011 between 3pm and 8pm, with Rosary Service at 6:30pm. A Mass of Christian Burial will be held on Wednesday, April 13, 2011 at 9:30am, with burial following directly after the service. Hood’s Funeral Home is located at, Highway 127 (Main Street), Crossville, TN 38572. Their phone number is 931-456-4663. Holy Cross Cemetery and Mausoleum is located at 5835 W Slauson Avenue, Culver City, California 90230. Their phone number is 310-670-7697. Courtesy of the Joe Mondello website. Re-sent by Ron Main
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Joe Mondello passed away on April 5, 2011 following complications from surgery. He was 75 at the time of his death. Joe began racing at dragstrips throughout Southern California since 1951. He was responsible for the development of the Posi-Flow combustion chamber that is still used on cylinder heads in Chevy engines. He also devised big and small block Chevy cylinder heads and pistons during the 1960's before the big automaker did. He partnered with Sush Matsubara on the famous Mondello/Matsubara fuel altered car that proved so successful during the 1960's. His specially designed heads were used in record setting runs in Top Fuel drag racing and he can be attributed with the first records in cars breaking the seven, six and five second marks. His head was in the first Top Gas 200 mph record run, as well as in top fuel, fuel altered and injected fuel classes. He also helped racers set records in boat racing as well as car racing and was honored by the Boat Racers Reunion with their Honorary Award for excellence in engine building. One of the names that he was proudest of was Dr Oldsmobile. He spent a great deal of time researching and working for Oldsmobile. He also ran a technical school in his home town of Paso Robles, California, before moving to Tennessee. He loved sharing his knowledge with young mechanics. His wife Mary Mondello was his biggest supporter. He was also inducted into the International Drag Racing Hall of Fame in 2006 and the Dry Lakes Racing Hall of Fame in Buellton, California. Rewritten from www.NHRA.com.
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Paul Vanderley a member of the Bonneville 200 MPH Club passed away yesterday. No details. Glen Barrett
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From Riemann Mortuary.
Paul Vanderley rarely slowed down. Whether in his formative years or later in life when he was experiencing great success, Vanderley’s singular focus helped him blaze a lot of trails in many forms of auto racing. The racing community lost Vanderley on Thursday after a short battle with Stage 4 inoperable pancreatic cancer. Born in Grandville, Michigan, Vanderley died at 76 in Gulfport, Mississippi. A National Hot Rod Association Hall of Famer, Paul Vanderley is survived by his loving wife Kay; children Dan (and Linda), Cathy Watson (and Phillip), and Linda Powell (and Mark); brother, Ray; sister, Esther Gabhart; 9 grandchildren, Ashleigh, Paul, Joshua, Daren, Dana, Jordan, Jonathan, Natalie, and Mikayla; and one great grandchild, Hailey. Funeral arrangements are being handled by RIEMANN FAMILY FUNERAL HOME in Gulfport, Mississippi, located on Three Rivers Road, with visitation Tuesday, April 12, 2011 from 11:00 am to 1:00 pm, with a celebration service to follow. “We’re glad he didn’t suffer long,” said son Dan Vanderley, who remained in the family business when he started VDL Fuel Systems in 1998. “He lived a full life and we have some great memories.” Many of those memories included something to do with cars and racing.
As a teenager in 1950, he left Biloxi, Mississippi and moved to Santa Barbara, California to live with his sister Ruth Reed, 10 years his senior. It was in Santa Barbara where his lifelong love affair with cars began, first working in an auto shop for Bob Joehnck. “Paul was the kid that sat on his bicycle across the street and watched us work on the racecars,” Joehnck remembers, “and I guess he was afraid to ask if he could come in. One day I was by myself, trying to push a car into the shop and I hollered at him to help. After that, he was part of the scene. Paul got in at the beginning of southern California’s racing boom, involved in drag racing and circle dirt track racing. My impression of Paul was that he was a real racer. He didn’t care what he drove; he just wanted to go racing.” Vanderley continued to drag race after marrying Kay and returning to Biloxi. He met Don Garlits and Connie Swindle and campaigned one of Garlits’ Swamp Rat III top fuel cars before getting a Ford factory ride in their AFX Comets.
In 1964, Vanderley campaigned the Ford Comet with a highlight of winning his class in Daytona, Florida, at NASCAR’s Speedweeks. He continued racing dragsters and super stock cars through the 1960’s, and then partnered with the late Dick Moroso in the ’70’s, racing Moroso’s Corvette in the NHRA. The campaign garnered Vanderley several wins, including the NHRA Division IV points championship and the NHRA Cajun Nationals. He also raced super modifieds on southern tracks, such as Birmingham and Mobile, Alabama, Jackson and Laurel, Mississippi, and Pensacola, Florida. “It was a traveling circus in those days,” Dan Vanderley recalled. “You could make a living at it. Not a very good one, but a living. All us kids would take our toy cars out of the vans and play. We fought just like the big guys. My first bloody lip came on the backside of Mobile International Speedway. We laugh about it all the time today. That’s where we started racing.” In the ’80’s, Paul Vanderley turned his attention to his engine building business. He partnered with John Callies at Pontiac Motorsports on projects including the Indy pace car, IMSA GTU, IMSA GTP Light and IMSA GTP.
Together, the pair experienced great success including driver and manufacturer championships and a 1986 win at the 24 Hours of Daytona. “Paul had a special ability,” Callies said, “to see the air in his head ports and his manifolds that made him better than most. He was instrumental in the development of many of our cylinder head designs.” Vanderley continued to build engines in the ’90’s and focused on racing at the Bonneville Salt Flats. He teamed up with Jack Mendenhall, an old friend from his Santa Barbara days, and built a ’34 Roadster. Through testing and running at Bonneville, Vanderley entered the prestigious 200 mph Club. “It’s still a big deal today when you get into the 200 Club,” Dan Vanderley said. Through helping a friend Gary Aker, a young GM wind tunnel engineer, Paul Vanderley built an engine for a Pontiac Firebird that set a world land-speed record for a production car, approaching 300 mph. He stopped racing himself in 2008 in order to help his grandson, Daren “D.J.” Vanderley, focus on a blossoming career. “Sometimes it takes the tenacity Dad had to be successful in this sport,” Dan Vanderley said. When it came to life, slowing down was never an option for Paul Vanderley. In lieu of flowers, the family prefers memorials to the Missionary Fund, Campground Baptist Church, 20577 Highway 53, Gulfport, Mississippi 39503-9037.
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The following was received from Mark Brown. Paul Vanderley passed away on Thursday morning, April 7, 2011. (Reprinted by permission of Mark Brown)
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From running a top fuel car (one of the former Swamp Rats from Don Garlits) with Connie Swingle driving to racing in the inaugural race at Laplace Dragway in Top Eliminator against Boogie Scott (Boogie still has the Drag News paper with the article). In later years he ran a modified production Camaro under the Paul’s Automotive banner then on to a modified production Corvette for Moroso in which he did research and development for the company. He won several NHRA Division 4 points races, the NHRA Division 4 Series Modified Eliminator Championship in the 1970’s, won the inaugural 1976 Cajun Nationals held at Laplace Dragway and I believe he won the Sportsnationals Modified Eliminator title one year as well.
Raymond Rupert, Mark Brown and David (Paul’s right hand man in his engine building business) helped clean off some areas of his property after hurricane Katrina went through. While loading items to throw away, we saw what looked like a crude electric water pump setup. We asked Paul about it and he said that was the prototype for the first Moroso water pump drive. I thought that was pretty neat. Might not seem like much now, but that was cutting edge technology back then. I remember him racing at Southland Dragway, running against Raymond Martin, Richie Rosen, Carroll Caudle, Larry Cummings, Steve Nicoll, Charlie Kruise, Ronnie Bonfonti, Earlis Allemand, Alvin Ashe, Jones Brothers and the Bienvenue Brothers among others. There were some great battles at the combined competition/modified events. Later he ran a Boogie Scott built econo altered (formerly owned by Dean Thompson) with Ford power. At some point, he performed research and development for Pontiac Motorsports (concentrating on the 4 cylinder Iron Duke engine) and also spent some time in Australia racing. Other racing ventures here involved a immaculate B/SM Comet, former pro stock Beretta where he ran C/A, then helping good friend, Danny Guidry and his son Tory, first with a super modified 67 Camaro, then with a modified Corvette (former Mansel and Minga car) and later a C/A Ness Trans Am.
Mrs Vanderley was a vital part of Paul’s success. From raising a family to running the parts end of the shop with longtime friend and employee, Robert Blocker, she did it all. At one point, the Corvette was not performing well. Mrs Vanderley suggested changing the ignition switch. Paul chased that problem until Mrs Vanderley finally gave him a new switch she had bought. He said he had nothing to lose that day. Sure enough, the car began to perform well again. My father (Jim Brown) and I often visited with him and Mrs Vanderley at the races at Southland Dragway. Eventually, Dad expressed an interest in getting a car put together. Paul told dad he had a combination in mind he would like to try and if it didn’t work out, he would build a tried and proven 331 cu in sbc. That first motor, built at the end of 1977, wound up being the quickest bodied car at Laplace and State Capitol Dragway the first year it was run. It was probably one of, if not the first, 383 cu in sbc, which is so common today. I am researching that fact now. He built another one about that time for an open wheel asphalt car. After being told it was down on power, Paul drove it to find out it that it wasn’t being run at full throttle. After that, it consistently ran with the big blocks and won.
When Paul no longer owned a car for drag racing, a longtime friend and customer, Chuck McCuller said, “It just isn’t right for him to be without a car.” So he left his car there for Paul to make a pass whenever he felt the need. I will edit with his name when available. Another side of Paul was his love of Bonneville. He ran a roadster for many years with the Mendenhall’s, a father and son team. I don’t know the records they set but I know it had been over 210 mph. That’s at 70 plus years old. He has built motors for Boogie Scott who is near the same age of Paul. He runs a different class and has been over 240 mph. The love of speed and the ability to make it happen and make a living at it at the same time; you have to love that!
I was fortunate enough to attend the Vanderley’s 50th wedding anniversary a few years ago. It was there that I realized there was more to the man I looked up to as a racing hero. He told me at early age, he and his family left their home overnight to help settle new military recruits in Biloxi, Mississippi. It was at church one day when someone discussed the need to help the new recruits arriving in Biloxi and they asked for volunteers. He told me he remembered his dad standing up to volunteer. Once in Biloxi, there were many a night not being able to sleep in his bed. His mom explained to him what the young recruits were going through at that time. He decided sleeping on a ping pong table was not that bad after all. A link to his obituary page is below:
http://www.riemannfamily.com/obituaries/Paul-Vanderley/#/TributeWall. Our prayers are with his family in this difficult time. Mark F. Brown
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I received a phone call from Virginia "Rusty" Harkey's daughter, Robyn on March 26th at 11:30am from her and Virginia's Tampa, Florida home to let me know that Virginia had lost her five year battle with cancer. Virginia continued working from her home for the last many months. She worked for the airlines on reservations. Virginia had a long career with Delta and Continental Airlines. Virginia was working for Delta Airlines when I met her in 1968. Virginia was once married to race car driver Bob Harkey. Robyn is an only child and her heart is hurting. She and her Mom were very close and shared their home in Tampa. Robyn does not have any other family in Florida and would welcome cards or letters from fellow racers. Virginia would have celebrated her 73rd birthday on March 28 had she lived to see that date. Virginia requested that there not be any formal services. Robyn is honoring her Mom's request. Virginia died peacefully with her daughter at her bedside. Robyn was holding Virginia's hand and reading to her from Virginia's Prayer Book. Robyn was Virginia's life and made her Mom so proud. Robyn adored, admired and loved her Mom. They were so close and loving.
Virginia was my friend and we kept in touch over all of these years. I will miss our friendship as it is the kind of bond that we who lived the racing life of the 1960's, '70's and '80's remember and cherish. Remember we were a "racing family" in those days and we realize what a special time that was in our lives. Virginia never forgot that. Let's not forget to let Robyn Harkey know how much we treasure Virginia's friendship. The Indianapolis Star Sunday newspaper had Virginia's obituary in it Sunday before last. You can find it on-line. To Contact Robyn Harkey, e-mail [email protected]. Patty "Crockett" Howell, Seattle, Washington. Sent in by Betty Packard
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I believe most of those racing fuels were formulated by the European racing teams before and after WWll, most of the 4 cylinder guys had some sort of secret mixture of 100 octane; acetone, benzole, and always a little castor oil. We tried them all, but the methanol was cleaner, ran better consistently. Methanol, in 1949 was 50 cents a gallon, nitro was $5.00 a gallon from Commercial Solvents in Los Angeles. Bob Morton
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New Bike Works and Prescott Bike Festival 2011; See http://www.prescottbikefestival.co.uk/. I'm running a stall at this year’s Prescott bike Festival Sunday 10th April (this Sunday). I will be running a display including the latest bike pieces, as well as running a painting demonstration throughout the day. There is loads of stuff packed into this event and this is its first year so if you are in the area, please come down and support this event. Martin Squires <[email protected]>.
Martin: Thank you for the notice. The SLSRH Newsletter won't go out to the website at www.landspeedracing.com until after the event is over. Please give me at least two to three weeks notice before an event (or more). I will be glad to run all your events in my newsletter. Also, we need more news from the Continent, so if there are any activities, please let me know. We are a historical society and appreciate your emails with the photos and descriptive history of your paintings. Do you want me to use your email address along with your photographs in the SLSRH Newsletter?
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The 2011 March Meet photo and video highlights are now up. See http://www.maziracing.com/2011mm/. Mark & Dawn Hovsepian
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The Main Street Malt Shop and Santa Ana Airport Drag Strip Reunion is set for Saturday, May 7, 2011 in Santiago Park. The event will start at 10 AM and end around 3 PM. The park is located on the border of Santa Ana and the City of Orange. Directions: From Main Street, go east on East Memory Lane for two street lights, or about 1000 feet. At the second light, turn to your right and go down into the paved parking lot at the bottom of the creek. The reunion is next to the parking lot in plain sight. The reunion and parking are free. This reunion celebrates the early drag racers and hot rodders who raced at the Santa Ana Airport drag strip in the 1950's. Photographs and scrapbooks will be available to look at. From Leslie Long
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All land speed racing Volkswagen's and racers both past and present are invited to be part of a Bonneville Volkswagen display to be held during Bug-In 36 on May 1st at the Auto Club Speedway in Fontana, California. The LSR VW's will be set aside in an exclusive location where thousands of spectators and entrants will have the opportunity see the cars up close and personal. This is the second time the Volkswagen LSR racers have been invited and it gives us a great opportunity to expose more folks to our unique style of amateur racing. VW's from both SCTA/BNI venues, USFRA 130 Mile Per Hour Club racers and 36hp Challengers will be on hand for the day's activities.
Volkswagen drag racing, always an integral part of the four decades of Bug-In history, will also be part of a huge Volkswagen car and buggy show and swap meet combined with vendors from throughout the VW community displaying their wares. Many of the fastest VW quarter milers in the nation will be on hand competing at the Auto Club Dragway. For details on spectating or joining in on the fun with your VW, please go to www.bugin.com and check on the Bug-In link for times and other associated events taking place during the week prior to the Bug-In. If you would like to enter your Volkswagen powered or bodied land speed racer or project, contact Burly Burlile at [email protected] before April 20, 2011
Burly: Thank you for the news. For maximum exposure and efficiency you should also enclose 3 or 4 photographs of the event or an event the previous year if it is an annual show or race. As soon as a club or event organizers formalizes a show or race, it should be advertised. All news events are free in the SLSRH Newsletter and there is no limit to how many or how often an event may be sent to us to use. The basic formula is this; a year to six months before the show send in one news item a month. From six months to two months before an event notify us at least twice a month. After that you should let us know every ten days about your event. There can never be too much publicity and you should surf the net and find other websites to send notices to. Be sure to find journalists and photographers in the area who will cover the event and make sure your group has a credentialing committee to take care of journalists. They will give you the coverage that you need to make future shows a bigger success.
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I am going to meet up with a BUNGHOLER next week and hope that brings more information about the club. I have 451 items about the club. I will see if his son can help him write a bio. What is your foot print for a bio? Thanks again for your help. “GRUMPY,” AKA Jim Donoho
Jim: A bio is first and foremost for the person's family and is then expanded out to later include the public. It is a history of the person and how they relate to everyone else. Here's a guideline, though each person adapts it to their circumstance and tastes;
a) Parents, grandparents, where they came from, what they did, dates of birth, marriages and death,
what their likes were.
b) The person writing the bio; where he/she came from, what he/she did, dates of birth, marriages,
what his/her likes were.
c) Where did they go to school, their siblings’ names, what hobbies and jobs they held
d) When did they graduate, any military service, early car and racing experiences.
e) Their jobs, family; sort of what happened from their twenties to their retirement.
f) What are they doing today, what hobbies do they have now, what are their goals for the future.
A biography is mostly dry facts with names, dates and the; who, what, where, why and how of a person's life. Later after the bio is done, we ask that people write the stories of events that they witnessed. A story is different than a bio. A story might take place on a particular day or hour. Stories tell us more about what an individual is really like. Start out small; type for 20 minutes, then send it to me to edit and return to you with suggestions and more questions. Answer quickly and then return. It usually takes about 3 or 4 revisions and an hour to complete the bio. Do it quick and don't worry about mistakes; I'll take care of those.
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Was there ever a racing club or team by the name of Timers? I recently bought a 1948 Autoette electric vehicle (photos attached IMAGE 1, IMAGE 2) and it's got two stickers on it from the 1953 and 1954 Bonneville Speed Trials. There's a plaque on the back with "Timers," the logo being a T with wings. Any ideas? Jim Lawson
Jim: I believe I have seen this car plaque, but I can't tell you the history. I have copied this email to Dennis O'Brien of O'Brien Truckers, Stan Chersky and Bill Junge. They are car plaque collectors and historians and perhaps they can give you a quick background on the car club and the plaque. Racing historians use license plates and car club plaques to identify who might have owned a car and when. We also use it in identifying photographs. The history of car club plaques is extremely important and we encourage those who have such collections to continue to pursue the history and write on the clubs. I will also post this on-line at www.landspeedracing.com.
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The car club was known as the T-Timers; the cross on the T was originally a cigarette (maybe a marijuana cigarette) until they were sponsored by the Santa Monica police department then became a regular model club. They started in Santa Monica and later had chapters in many other cities such as South Gate, Bellflower, El Monte, and other areas. I hope this helps? Stan Chersky
Stan: Thank you. I can always trust you to come through with the answers.
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The T-Timers had many chapters throughout California in the 50's. I've had quite a few old members write to me about their branch of this club and from that info I've created a section on the "Clubs with the Same Name" page on our website. The link is;
http://www.relicsandrods.com/SameNames/SameNames.htm#T-Timers. I believe there were more chapters than I have listed but I'm still getting update info and last month I added the plaque from Inglewood. Bill Junge, Lake Havasu City, AZ
Bill: Thank you for the background on the T-Timers and the link to your website.
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The "T Timers" was a club on the west coast, mostly California I believe, that had multiple chapters. So you may find plaques with city names on them from the chapters. You can get more information on Bill Junge's site here: http://www.relicsandrods.com/SameNames/SameNames.htm. If you need another one of those plaques I could make it for you from the pattern I have. Dennis O'Brien. O'Brien Truckers, 29 A, Young Road, Charlton, MA 01507. Telephone 508-248-1555 508-248-6179 FAX [email protected] www.obrientruckers.com (Totally Reconstructed!)
Dennis: Thank you for the information. Some of our readers do not know that you remake car club plaques and unique custom plaques, so I am leaving your contact information in the newsletter at www.landspeedracing.com for next Wednesday's issue.
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We have 12,000 old plaque patterns from Speed Gems and Chicago Metal Craft that we will reproduce as long as we don't know that it's an active club. That's in addition to the 3000 we have that we have custom made for clubs in the past 33 years (total 15,000+). Dennis O’Brien
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Click on the link below to see more info on the 'T timers" car club plaques. http://www.relicsandrods.com/SameNames/SameNames.htm. Roger Rohrdanz ----------------------------
T-Timers; Founded by Hal Hild in the 1950's, the T-Timers were a large west coast club that had many chapters throughout California. Each club used the same plaque but several chapters had a small "topper" made to indicate where their club was based. California Chapters known to exist, include Arcadia, Bellflower, El Monte, Inglewood, Riverside, San Gabriel Valley, South Gate and Victorville, Culver City, Fresno, Glendale, Lancaster, Newhall, Paramount, Pomona, Redding, Redlands, Sacramento, San Fernando Valley, Santa Ana, Santa Barbara/Goleta, Santa Monica, Torrance, Tulare, Venice, Visalia, West Hollywood, Westchester and Whittier. In the later part of the 1960's, membership was declining and the Culver City, Venice and Westchester chapters were combined and called the Marina chapter. www.RelicsandRods.com
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I was recently contacted by Bill Woodall, manager of Advanced Tire Engineering at Firestone back in the 1960's when Art Arfons was going for the LSR. Bill kindly wrote up his memories of building tires for Art and of witnessing firsthand Art's 600-mph crash in November 1966. I've added this as a new page to my "Land Speed Record" website. Here's the link: http://www.samuelhawley.com/woodall.html. Sam Hawley
Sam: Thank you for sharing this valuable resource with us. I copy about half of the interviews for the Society of Land Speed Racing Historians Newsletter and then direct the readers to your fine website to read the rest of the article. I hope that you keep finding and adding more memoirs to your list. We really appreciate what you are doing and we hope that you will write another book on land speed racing in the future.
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I am referring to this portion of your article on Hotrodhotline, "A Visit with JD Tone" 07-02-08: “The first place that I worked at was ‘The Boys,’ on Crenshaw Blvd and the longest job that I held was at the ‘Big Donut’ at Manchester and the 405 Freeway, which everyone now knows it as Randy's.” My Grandpa Royal was part owner, Treasurer, and Operations Manager of Big DoNut Drive-In (and later Pup'n'Taco) before he passed away. I was wondering if by chance you had ANY photos of Big DoNut before it changed to Randy's. I have been researching my Grandpa Royal's work, and have very few pictures of Big DoNut. Thank You Kindly, Kathy Katter ([email protected])
Kathy: I don’t have any photographs, but I will copy this letter to J. D. Tone and Jim Miller and put your message in the newsletter at www.landspeedracing.com. If any of our readers respond, it will be listed there. There are two caveats; Your job is difficult, and secondly, I’m fairly certain that there must be some people who have what you are looking for. That’s almost always the case; we find things that we never expected because we have about a thousand readers of the Society of Land Speed Racing Historians Newsletter. The problem is that we don’t always get the answers to the questions that we want answered. We often get strange and fascinating answers to questions that we never thought of asking.
The trick is to cast a net far and wide. I will be glad to run all the emails, questions and history about the DoNut shop and your grandfather in this newsletter. But if he wasn’t involved in car racing or hot rodding the results will be limited. You need to Google and search for historical organizations and blogs where you can pose your questions. You also need to start a phone tree or at least try to call at least 5 people each day. Every time that you talk to someone who was a customer or an employee of the shop or who knew your grandfather, you want to end the conversation with this question, “Do you know anyone else that I can call or talk to?” Try and get five names and phone numbers at the end of each call. This has two effects, it tells you what they know and two, the word is spread as the guys talk that you are looking for information. Often the best information is someone who finds out and calls you. So cast the net, use the web and call people consistently every day. What contact info do you want to leave?
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Road Runner Meeting Notes - Tuesday, April 12th, 6:30pm at Pole Position Kart Raceway, Corona, CA - Guests: John Carroll - Prospective Member (third meeting), Buddy Walker - Prospective Out of Area Member (mandatory meeting), Jake Krotje - Prospective Member (third meeting), Bill Claybaugh - Claybaugh Race Team, Dave Pizzo - Guest, Bridget Wester - Guest (Dale Wester’s wife), Diane Harris - Guest (Bill Harris’ wife), Gwen Saxlund - Guest (Mark Saxlund’s wife)
John Carroll presented his application for membership. Voted in by members. John was a member of the Rod Riders years ago. He now lives in Riverside and wants to get involved in LSR again. He is not sure what he will build yet but it "will be Ford powered." Buddy Walker presented his application for out of area membership. Voted in by members. Buddy is building a '38 Chevy Coupe XXO/BVGC with a vintage, flathead Caddy. This year, he plans to run Speedweek and then El Mirage after that. Welcome to both new Road Runners. Reminder that El Mirage Lake Clean-up will be on May 7th. We need as many people as able to participate. Details on SCTA website. Copies of the 2011 El Mirage Procedures were handed out to all members present. They are also available on the “Duties” page on the Road Runner website and on the SCTA website. The first Annual Road Runners Karting Challenge was conducted. 16 members raced in two preliminary Heat Races with the top 5 in each heat transferring to the Main Event. (C = Coupe Guy, R = Roadster Guy, B = Motorcycle Guy)
Heat #1 (by finishing order):
1. Charles Shimko (B)
2. Willie Martin (R)
3. Terry Geer (C)
4. Gary McGavin (R)
5. Dale Wester (C)
6. Bill Carling (B)
7. John Carrol (R)
8. Mark Saxlund (R)
Heat #2 (by finishing order):
1. Jerry Cornelison (C)
2. Mike Ferguson (R)
3. Steve Gibson (C)
4. Buddy Walker (C)
5. Bill Anderson (B)
6. Pat Riley (C)
7. Bill Harris (C)
8.John Julis (R)
Top five from each Heat transferred to the Main. The Main was a F1 style, grid start. (First turn was mayhem! This event got very “racey”)
Main Results:
1. Buddy “38 Flattie” Walker (C)
2. Willie “Guardrail Willie” Martin (R)
3. Mike Ferguson (R)
4. Charles “Xstream” Shimko (B)
5. Terry “Tucalota” Geer (C)
6. Steve Gibson (C)
7. Jerry Cornelison (C)
8. Jake “Flyin’ Dutchman” Krotje (R) - Relief Driver for Bill “Screwball” Anderson
9. Gary “Vanwall” McGavin (R)
10. Dale Wester (C)
Fastest lap was laid down by Jake “Flyin’ Dutchman” Krotji at 25.40sec. Charles “Xtream” Shimko laid down a 25.48 pass for second best Road Runner time. Very impressive Jake and Charles! Track record for the week was 24.27sec. Jake and Charles were #8 and #11 of the Top 12 for the week of all drivers at Pole Position. Way to “Represent” boys! OK – So who won Braggin’ Rights for the Great Road Runners Karting Challenge? Coupe Guy finished first but a Roadster Guy was right on his tail. A Roadster Guy and Bike Guy laid down the fastest laps. Coupe Guys, Roadster Guys and Bike Guys will all likely brag about our own and our group’s exploits. In the end, “Fun Won” so we can all brag. There was a unanimous “voice vote” to make this an Annual Road Runners event so we have a year to brag and “smack talk”. Next year’s event should be really interesting! Next Road Runners meeting is May 10, 2011, 7PM at Ed Martin Garage, Riverside. Jerry Cornelison - Secretary Road Runners – SCTA (est. 1937) http://www.ussarcherfish.com/roadrunners.
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I received this email and it does have some connection to racing, but the purpose is to show you that our history and heritage is fragile and it is up to us to save it for future generations. The writer’s name is with-held by my decision. Editor
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I found some information about Chuck Abbott that is very interesting - about his war days, etc., not much but, a good insight into the man. He was made a Dry Lakes Racing Inductee the 2004 or 2005. I have his ring - as he gave it to Mom knowing that it would come to me. I also have a very young photo of him. While the next part has nothing to do with racing it is worth mentioning: These were in my mother's possessions. I also found the names of Mom's (Bernice Tryon - married to O. Melvin Hopkins) brothers who served in the wars and which ones and where they landed etc. She had made a short note of these on a scratch piece of paper.
Fortunately I took the time to read most of the stuff. I'm purging files this week and last week. But, I thought this of interest to you. I'm coming around to your way of thinking as things are more and more clear that we may not have any history left with the way things are going. Let me know what you would like me to do. I can copy - scan and email if you want the original documents in Mom's writing. She would have been in her late 80's when she wrote this. I have a cousin of Mom's that in the last 15 years they found his plane where in went down in WWII. It was written up in the national newspapers but, I don't have the information and I've been trying to find it. I have one Uncle left and will try and call him in the next few days as he is going onto the 90's. All of Mom's brothers and sisters are gone except for this one. I need to write the names down as I find they are fading in my memory. Name not published by Editor
Editor’s notes: The first thing that you have to do is to stop shredding documents until you and your children decide on what you want to do with your history. This much I can tell you with certainty; history and family genealogy grows more valuable and more important as the years go by, at least if you have children or nephews and nieces. I can't begin to tell you the hundreds of people who have told me that knowing their family history is a waste of time. In nearly a 100% of those cases they have been proved wrong as grandchildren and great-grandchildren begin to ask about their identities and who they are. We are the product of our ancestors. We simply can't avoid that fact. So if we have ANY family, no matter how distant, what we pass down to them will be priceless. Children who have no parents and no history are the very people who grow up with the greatest passion to know their history, no matter how bleak it might be.
Your descendants will either praise you or curse you for what you left behind for them. I know a great deal about my ancestry and while I love them all, I know that some people in my lineage were rather lazy when it came to preserving my heritage. That heritage belongs to me and to my children and yes, I am irritated that they weren’t more careful with the history. True, they may have left personal property or goods behind, but you can earn those things for yourself. What we needed from them was a history and they didn’t leave that for us. I know that their friends and your family loved these ancestors of ours, but they were unthinking when they failed to write their life’s story. But there were some who went out of their way and left as much as they could in the way of journals, diaries, biographies, captioned photo albums and histories for us. Those ancestors we can truly idolize and love, because they gave us our historical background.
Now that we know that you MUST leave a history if you truly LOVE your descendants, let's get to work. Organize your files along these lines; 1) Captioned photographs, 2) biographies on every person, 3) stories of events that happened in everyone's life, and 4) protection of artifacts, memorabilia and objects left to you by your ancestors. Get your family together, including distant cousins if you can. Start a newsletter by email and keep relatives informed. Organize mini-family reunions and parties and set goals to be obtained. Those goals are to get things documented and filed in efficient ways. Buy peel-off, acid free, 2x3 inch stickers and have those who are the best PRINTERS write on the back the Who, What, Where, When that the picture is telling you. Then put the sticker on the back of the photograph. Have fun doing this and include food and music. Get everyone involved. Laugh at the silly things that you did in the photographs. Make it a memorable party. Write your biography and include names, dates and people. Write quickly and don't worry about grammar or punctuation. Write for ten to twenty minutes a day. Then work on your stories when you remember them. Tell your kids everything; they'll understand. Tell them about your first date and how nervous you felt. Tell them about classes in school that really made you anxious. Tell them about things that you loved and hated doing. Your descendants will be going through the same things themselves someday and you want to tell them that they will survive what you survived. Finally, store and keep safe those old documents and signatures of your ancestors and yours. Keep videos and CDs safe. An old receipt with your grandmother's signature on it may not mean much to you, but remember, this is the signature of your grandchildren’s Great-Great-Grandmother and that is SPECIAL. Arrange with your children ahead of time as to who gets what. Grandmother's old kitchen table is far grander than a modern table from IKEA. Create scanned copies of all documents and photos to give to your kids now and keep the originals safe and secure for the future. And last of all; have fun doing these projects with your family.
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Editor’s notes: The following response is to an artist who sends in announcements of his new artwork. This is for general information to all artists, authors and photographers as to the rules for submitting their notices to the SLSRH:
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“Thank you for the notice on your artwork. I do publish your work at www.landspeedracing.com, but I have to remove the graphics as we don't allow ads, but we do want to make it into a news item to let our readers know about your work. Sometimes I have a hard time changing the graphics that you send me into a simple email with a message and a website to go to if any of our readers are interested in going there. For best results, simply send me an email with whatever contact information that you would like me to publish. You can send me as many notices about your art work that you wish. There isn't any charge for running your news items about your work.”
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Editor’s Notes: Here is a continuation of the interviews conducted by Sam Hawley for his book, Speed Duel. I am only printing half of the interviews so that you will have to go to Sam’s website www.samuelhawley.com to read the rest of it. I am doing it this way because Hawley’s website is worth visiting. For you history buffs who love more than cars you should see what Sam has written on. He has a very sharp and incisive mind and he is one of the best interviewers that I have read.
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INFINITY: TOM FUKUYA E-MAILS (PART 2)
Here are the final two e-mails I received from Tom Fukuya, dated December 7 and 8, 2009. In the first Tom touches on published errors regarding "Infinity" that he would like to correct; in the second he discusses what he feels went wrong at Bonneville that day in 1962 when Glenn Leasher was killed.
* * *
From: Tom Fukuya
To: Sam Hawley
Date: Mon, Dec 7, 2009
Subject: Infinity: Published errors of fact I wish I could correct.
Hi Sam, Here are some corrections of published errors about Infinity that I wish I could correct.
1) "Infinity crashed at 250 mph". Vic's and my estimate, after studying the newsreel film we obtained, plus Vic's measurements, plus our experience with Untouchable, is that it happened at a rock-bottom minimum of 440mph, and more likely at 460 to 470mph. Also, a Time Magazine article published at the time quoted an eyewitness as estimating the speed at possibly 470 mph. This person might have been one of the timers, possibly even Joe Petrali, himself...(I only saw this article for the first time this summer)....
2) "There was an explosion and fire". There was no explosion, in the sense of the engine exploding, or fuel tank exploding, but the big cloud of white salt thrown up could have looked like an explosion, to a bystander. And we saw no flames when we arrived at the crash site...
3) "The engine cost $12,500". Vic told me that it cost $125, plus expenses.
4) "There might have been a compressor stall". The jet power plant engineer I talked to up at Boeing, who was extremely familiar with compressor stalls, said that the usual stall is an extremely loud event...I didn't hear any such loud noise, and also, the very bright afterburner flame remained constant and stable until just before the crash.
5) "Glenn might have been unconscious during part of the last run". I believe he was conscious throughout, and also that he consciously shut off the afterburner, just before the crash.
6) "Infinity was built by a firm in Berkeley". Romeo and his team built Infinity, with the body and parachutes built by outside craftsmen hired to do specific jobs. All of the final assembly was done in Oakland.
7) "The metal parachute compartment covers seen in photos from the first trip were certainly the final configuration of the car". We had completely given up on jettisonable chute covers by the second trip. Instead, we had very clever four-piece canvas covers designed by Dan Abbot of Security Parachutes. These were bolted to the car, and were, hopefully, durable enough for many chute deployments...
8) "The parachutes were recovered, still in their packs, after the crash". Chute packs were never used, with the chutes packed directly in their metal compartments, and after the crash, the chutes, still attached to the frame, were both wrapped transversely around the car's frame and engine.
9) "Chassis problems were discovered during the one run the team made during the first trip to Bonneville". There were no problems with the chassis, just badly unbalanced wheels, which we had been assured had been high-speed balanced....I never saw Romeo make any changes to the chassis between the two trips....
10) "The car yawed to the left, then crashed." The car curved to the right, then abruptly flipped left.
11) "Art Arfons was very angry at the Infinity team, who dumped the remains of their crashed car near the entrance to the Bonneville track". Our team was utterly betrayed by someone on the Bonneville track team, after we had been assured that everything would be cleaned up and properly disposed of at the local waste dump. We offered strongly to do a thorough cleanup, ourselves, but it was made very clear to us that that would not be allowed. We were especially worried, of course, about any sharp fragments on the track, possibly causing future accidents....I, myself, did not discover what had been done until July, 2009, 46 years later.....
Editor: The rest of the interview can be seen at www.samuelhawley.com
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New Bike Works and Prescott Bike Festival 2011
Click For Image: 125 Grand Prix, Sachsenring, East Germany (Sunday 11 July 1971). Oil on Board (60cm x 40cm). Based on photo from the Bauer Archive "The Maicos of Borje Jansson and Dieter Braun lead Barry Sheene and Angel Neito, but it was Neito who Finally took the Win. 125 GP racing has always been spectacular, yet the 2011 Season will be its last." Alan Seeley ORIGINAL PIECE FOR SALE is please contact me for sales. PRINTS are also available. Any size printed to order. Martin Squires Collection <[email protected]>
Click For Image: 125 Grand Prix, Sachsenring, East Germany (Sunday 11 July 1971) (Detail). Martin Squires Collection <[email protected]>
Click For Image: Excelsior Oregon City Hill Climb1920. Oil on Board (40cm x 35cm). A V-twin Excelsior Auto Cycle takes the hill in the 1920 Oregon City Hill Climb. Its 1920 Oregon plates help confirm the year. Excelsiors were made from 1909 until 1931, eventually being owned by Schwinn. Often used for racing, in 1912 the Excelsior was the first motorcycle to reach a recorded 100 miles an hour. ORIGINAL PIECE FOR SALE is please contact me for sales. PRINTS are also available. Any size printed to order. Martin Squires Collection <[email protected]>
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Land Speed Racing Websites:
www.hotrodhotline.com, www.landspeedracing.com
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Members:
Jonathan Amo, Brett Arena, Henry Astor, Gale Banks, Glen Barrett, Mike Bastian, Lee Blaisdell, Jim Bremner, Warren Bullis, Burly Burlile, George Callaway, Gary Carmichael, John Backus, John Chambard, Jerry Cornelison, G. Thatcher Darwin, Jack Dolan, Ugo Fadini, Bob Falcon, Rich Fox, Glenn Freudenberger, Don Garlits, Bruce Geisler, Stan Goldstein, Andy Granatelli, Walt James, Wendy Jeffries, Ken Kelley, Mike Kelly, Bret Kepner, Kay Kimes, Jim Lattin, Mary Ann and Jack Lawford, Fred Lobello, Eric Loe, Dick Martin, Ron Martinez, Tom McIntyre, Don McMeekin, Bob McMillian, Tom Medley, Jim Miller, Don Montgomery, Bob Morton, Mark Morton, Paula Murphy, Landspeed Louise Ann Noeth, Frank Oddo, David Parks, Richard Parks, Wally Parks (in memoriam), Eric Rickman, Willard Ritchie, Roger Rohrdanz, Evelyn Roth, Ed Safarik, Frank Salzberg, Dave Seely, Charles Shaffer, Mike Stanton, David Steele, Doug Stokes, Bob Storck, Zach Suhr, Maggie Summers, Gary Svoboda, Pat Swanson, Al Teague, JD Tone, Jim Travis, Randy Travis, Jack Underwood and Tina Van Curen, Richard Venza.
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