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SOCIETY OF LAND SPEED RACING HISTORIANS
NEWSLETTER 206 - June 3, 2011
Editor: Richard Parks [email protected]
President's Corner: By Jim Miller (1-818-846-5139)
Photographic Editor of the Society: Roger Rohrdanz, [email protected]
Northern California Reporter: Spencer Simon

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Some Names To Look For In This Newsletter:
 President's Corner, Editorials, I just read your very comprehensive and interesting review of the movie Boys of Bonneville in the www.HotRodHotLine.com Online e-zine, This month’s Aussie Invader 5R newsletter is now available to read online, The 2010 All American Racing Writers & Broadcasters Association (AARWBA) Contest winners were announced at the annual breakfast held in the shadow of the famed racetrack’s turn two, Route 66 Rendezvous and 2011 Cruisin’ Hall of Fame courtesy of Karen Blanco, Veloce Publishing Ltd has a good selection of auto racing books, The owner of the Sinclair Truck Stop in Wendover Utah is interested in an immediate sale, Crawford estate gives Western Reserve Historical Society $12 million by Margaret Bernstein The Plain Dealer Cleveland Ohio, Pebble Beach Automotive Week takes place the third week in August, and the Pebble Beach Concours d’Elegance wants to help make the most of your time on the Monterey Peninsula, The annual Rockabilly Rod Reunion and NHRA Hot Rod Heritage Series will take place this weekend (May 27-29) at The Strip at Las Vegas Motor Speedway, Gone Racin'...Autobiography of Doug King.

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President's Corner:  
   On May 14-15 the first meet of the 2011 S.C.T.A. Season was held at El Mirage. All us crazy volunteers drug ourselves out to the lakebed on Friday before the meet to inspect cars. It was an all day affair as everybody had to do a driver bailout so we could check all the new safety stuff and make sure the "shoes" could exit their cars. On Saturday morning I took a little stroll and snapped about 300 shots of our hero cars and drivers before and after their rides.  Here are a few with captions for your viewing pleasure that you will never see in a magazine. 

CLICK FOR JMC_2869
The Cummins-Beck-Davidson-Thornsberry Class A Blown Fuel Roadster is seen in Impound after completing a lap at 247.316 mph on a 240.000 mph record. John Beck is prepping the motor so it can be measured and certified before the new record speed becomes official. Impound man Bruce Vaughan in the orange hat oversees the "Dirt Digger" of driver Jim Valentine waits after running 198 mph on a 192.404 mph record. There was a slight problem because Willie Boelcke in his Low Sodium car ran faster than Jim in the same class minutes later at 201.413 mph to erase his time and take the record. The next day Jim went out to try and get it back but only ran 200.857 mph. He was bummed to say the least

CLICK FOR JMC_2870
It was a really good weekend for Jim Hoogerhyde and his 1000cc Class APS-F bike. The record stood at 202.124 mph before he went out and cranked off a lap at 203.149 mph. He was what you would call a happy camper after the run. The scoot on the right is Ralph LeClercq's little 250 cc ride that ran 141.988 mph on a 135.797 mph record. Needless to say he's the new king of the hill until the next guy goes faster.

CLICK FOR JMC_2871
Pat Womack's 1350 cc Class A-BG motorcycle gets the once over in inspection by Drue Pietsch (orange hat) and an A-Ok before going out and upping the existing record of 223.331 mph to 227.870 mph. It's hard to believe that these guys are going this fast on dirt.

CLICK FOR JMC_2872
Frank Klos, Mike Spacek and Gary Sutliff run this old dirt car in the Vintage Oval Track Class as members of the Super Fours. An old Ford 4-banger powered the car to a speed of 111.867 mph against the 125.000 mph record. Gary did the driving at this meet but wanted to go faster. And yes we teased him about not duct taping more lead to his right foot.

CLICK FOR JMC_2873
Old cars don't fade away they end up at El Mirage. Dave "The Avanti Kid" Bloomberg's old '63 Avanti on the left is kind of the new kid on the block of the two with only a decade and a half or so of racing under its belt. His Classic Class Blown Gas Coupe ran 171.511 mph on a 196.721 mph record. Next to it is a real old-ster. This is the original Bill Burke built car from the early '60's that he paid a buck for and ran, it seems forever, at Bonneville. It's back, updated, and sporting a new paintjob in Burke's favorite colors, Yellow and Burple (that's Bill's pet name for Purple). Rookie Dan Sallia used this meet to get acquainted with the car and did a shakedown lap at 114.027 mph. The class record for the D Blown Gas Altered is a whopping 238.914 mph so he has a ways to go.

CLICK FOR JMC_2874
Old Corvairs never seem to die either and still show up at the Lakes. Phil Dally on the left and his partner Bruce who's in the car have been running the ride for the last few years and always seem to find new bugs to work out. Phil's dream is to become the World's Fastest Corvair powered by a Corvair motor driver and he wants the 165.756 mph record bad. At this first meet he drove it to a speed of 140.702 mph but was really happy because it didn't blow up like it usually does.

CLICK FOR JMC_2875
Pete Aardema's Aardema-Braun-Goetz Class E Gas Streamliner sported new graphics at this meet. The front wheel drive car has a 260" cammer motor in it for the moment to sort the chassis that was originally conceived and built to run one of Pete's highly-modified Model-B motors. Driver Scott Goetz in the purple jacket talks with John Meyer on the far right (he's President of the El Mirage Dirty 2-Club) before the drivers meeting early on Saturday morning. Scott ran a 164.585 mph with basically a stock motor against a 208.331 mph record.

CLICK FOR JMC_2876
Eric Hansson runs the coolest looking old-style belly tank lakester with modern twists that one has ever seen. His wife Ruth Lundring did driving duties this meet in the Class V4F Blown Fuel Lakester powered by what else, a highly modified '32 Ford Model-B engine. Ruth did a lap of 130.022 mph on a 145.000 mph record on the car's first lap with the new engine installed.

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Editorial:   
   I know that Roger and Jim will never believe this, but I found myself at a loss for words. I sat here at the computer and tried to come up with an editorial and the 206th issue just wouldn’t write itself. It’s probably punishment for letting so many other projects slide. I have a tendency to do that just like the rest of you. I work on C and D projects that are short and fun and forget the B and A projects that take time, research and effort. I’ve heard a number of you say the same thing, “Oh, I’ve got time to work on the car, the first meet is in May.” Then when June 1st shows up unexpectedly you stop working on the fun projects and finally get serious. Roger has been after me to finish some big projects that I’ve been delaying. This week the inspiration finally took hold and off went a 3800 word article, but I’m sure that it won’t suffice for our photographic editor’s high standards. It is funny how when one does one project and gets it off the books that other projects start to move along too. That’s how it goes here at the SLSRH. I’ll wait on someone and then one day my inbox is just full of interesting articles and photographs. Our northern California reporter, Spencer Simon, has been very busy lately and I expect to see some interesting stories from him shortly. Jim Miller is traveling to England this weekend on assignment and we will expect some good stories from him on English land speed racing history.
   Father’s day is coming soon and that means the L. A. Roadster Show and Swap Meet at the Los Angeles County Fairplex, in Pomona, California. At the end of June, on the 26th, is the Literature Fair hosted by the Automobile Driving Museum near Los Angeles Airport. www.hotrodhotline.com will be there to cover the event and to leave brochures. Here are a few notes on a recent article that I wrote on the May 2011 Santa Ana Airport and Main Street Malt Shop Reunion. Sometimes I write the articles so fast that I overlook some of my notes, so I wanted to add that material here. Ray Morton was telling me how he bought his first roadster at Bell Auto Parts. He was looking at parts and told the man at the desk that he was just “looking at 4 port Riley.” He walked out of the shop with a ’34 motor in a ’29 Ford Roadster. Don’t you wish we could do that today for what they paid back then. Vic Enyart told me that he has been working on engines since he was 16. He told me that the answer to a question raised by a reader was that Baldwin and Summerfield were indeed in the old Mohave Timing Association. A special thanks to Gene Mitchell for catering the food which he generously gave out to us free of charge. He does this at every Santa Ana drag strip reunion. Michael Kacsala sent us a report that the Crawford car collection has been saved by a generous donation from Kay Crawford, who recently passed away. Another generous grant by Margie Petersen will help support the Petersen Automotive Museum.
   Another special thanks to Dr Tom Scherer, Stu Taylor, Greg Ryan, Robin and Tony Lara and the other parents who brought their children with them. It is important for us to encourage the next generation of youth to come to our events or soon there won’t be any more hot rodding. My computer has been overwhelmed with spam and other distractions. It is getting worse and hackers and cookies are making it even harder. My system is simple; I receive emails, copy and paste them and resend them to the website as a simple email. Someday when my system goes down for the last time the SLSRH will have to choose a new editor. Roger, Jim and others insist that I can learn to be a computer geek and that is not going to happen. Also, I have been receiving lots of Viagra ads from many of you and I know that you are not sending them to me, so somebody’s computer has been high-jacked and is sending out this spam. If it is my computer that is doing that to you then I apologize. The only function of the SLSRH group and the newspaper is to try and save as much history and heritage of straight-line racing and hot rodding as we can. We want to be fair, open, honest and informative. We have no other goal other than preserving history. But sometimes hackers and hoaxers like to destroy our efforts and drive us out of the internet. Their views are that the internet is for the strongest individuals and weaker users of the internet have no business being on it. Sometimes they succeed and send us packing.

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I just read your very comprehensive and interesting review of the movie Boys of Bonneville in the www.HotRodHotLine.com Online e-zine.  It is the best ever review of the many I have read.  I have pictures of the Mormon Meteor the day it was at Bonneville in about 2009, when Andy Green and David Price drove it. I heard that Marv (Jenkins) was to be buried that day, a sad day for me.  I also have a copy of the video tape created by PAB Video showing the car on the salt.  I had a copy of that tape sent to Marv when I found out he had not seen it, I hope that video is still with the car.  I have a copy of the book about Ab, Marv, and the Studebaker connection.  I wanted you to know how important that history was to many.  I am 69.  When I was a kid, my grand dad sat me down to tell me about the 1923 Studebaker he bought because of Ab Jenkins.  We lived in Minnesota, so this must have been important news of the day. Grampa told me of the heroic efforts of the Mormon who didn't smoke and didn't drink, being able to drive for so many hours on courage alone.  I finally found my way to visit Bonneville in 1988, and this year will be my 26th time there in September.  I hope to be able to own a copy of this CD movie.  Thanks again, Don Cyr.
     Don: Thank you for the nice complement.  I have also reviewed the book you are talking about,
Ab & Marvin Jenkins; The Studebaker Connection and the Mormon Meteor, by Gordon Eliot White.  The Jenkins family is overlooked today for their contributions to motor racing back in the early years of the 20th century.  They were much better known back then.  White is an excellent researcher and writer and his books are always a delight to read.  I haven't heard about CD sales, but hopefully they will go on the market.  Don't forget to also purchase a copy of the excellent hot rod movie Deuce of Spades.

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This month’s Aussie Invader 5R newsletter is now available to read online.  http://www.aussieinvader.com/wp-content/uploads/2011/04/aussieinvader_jun11.pdf (870k - may take a few seconds to load).  To view more information about the project, please visit our NEW website www.aussieinvader.com.  Best wishes, Rosco McGlashan

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The 2010 All American Racing Writers & Broadcasters Association (AARWBA) Contest winners were announced at the annual breakfast held in the shadow of the famed racetrack’s turn two. Now in its fourth decade, the annual competition attracts entries from across the nation as well as from around the world. “LandSpeed” Louise Ann Noeth has earned two first place finishes: the first for Magazine Column Writing and the second for Magazine Technical Writing.  Both honors were awarded for her long-running, monthly Fuel For Thought column in the Goodguys Gazette.  “Attitude, Gratitude, and Talking Race Cars” which ran in December 2010 earned the Magazine Column Writing top slot in the nation. For the Magazine Technical category win it was the January 2010 column, “Brain-Bucket Beef,” that judges gave the nod.  AARWBA President Ms. Dusty Brandel noted, “I loved to see the lady journalists finally getting proper recognition for all their hard work.” In the male dominated motorsports world it is significant to note that women swept all three slots in Online News Reporting, finished one-two in three other categories and earned a total of 17 “podium” finishes overall for 2010. Sent in by Dick Elliott

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Route 66 Rendezvous and 2011 Cruisin’ Hall of Fame courtesy of Karen Blanco.
   The Stater Bros. Route 66 Rendezvous® proudly announces its 2011 Cruisin’ Hall of Fame Inductees:  John D’Agostino – Kustom Kars of California in the Builder/Designer Category; Revell, Inc. in the Manufacturer/Vehicle Category; Popular Mechanics in the Media/Entertainment Category; and PEP BOYS in the Historical/Misc. Category. The Lifetime Achievement Award honoree is Dave McClelland, known as the Voice of the NHRA (National Hot Rods Association).  “The Route 66 Rendezvous Cruisin’ Hall of Fame® recognizes and honors those who have had a significant involvement in the automotive industry and the love of the American culture of cruising,” states Wayne Austin, president and CEO of The San Bernardino Convention & Visitors Bureau (SBCVB).  The SBCVB, in conjunction with the City of San Bernardino, established the Cruisin’ Hall of Fame in 1995. 
   A landmark area called the “Route 66 Plaza,” was created just outside City Hall as a backdrop for the Cruisin' Hall of Fame.  A specially designated wall, with a map of “America’s Main Street,” serves as the actual monument.  The inductees will be honored during the Stater Bros. Route 66 Rendezvous at the Cruisin’ Hall of Fame Induction Ceremony on Saturday, September 17, 2011 at 9:00 a.m. at the California Theatre of Performing Arts, 562 West 4th Street, San Bernardino. All registered car participants are invited, compliments of the SBCVB, to enjoy this year’s ceremony.  California’s hottest cruisin’ classic car show, the Stater Bros. Route 66 Rendezvous® takes place September 15-18, 2011 in downtown San Bernardino, Calif. with 1,700 hot rods, classics and custom cars cruising.  This event is free to the spectators who will enjoy the classic cars, music and entertainment, sponsor displays, legendary guests, contests and commercial exhibitors.  
   For vehicle pre-registration forms and more information, visit www.ROUTE-66.org.  Charitable contributions made by The Stater Bros. Route 66 Rendezvous include: The Elks Lodge of San Bernardino, Redlands and Riverside; the Route 66 Museums of Victorville and Barstow; and the Fontana High School Jr. ROTC. The San Bernardino Convention & Visitors Bureau (SBCVB) is a private, non-profit corporation providing destination sales and marketing services for the City of San Bernardino.   -more-     -2-  Additional information about the inductees: Builder/Designer Category:  John D’Agostino – Kustom Kars of California   Born in Pittsburg, California John D’Agostino started building and customizing model cars when he was a child.  His first customized car was a ’56 Chevy hardtop.  John has displayed his kustom cars in over 1,000 shows worldwide and has won more major kustom awards than anyone in history in the world of “kustomizing.” 
   Manufacturer/Vehicle Category:  Revell, Inc. For over 60 years, Revell, Inc. has been leading the world in model kit building and die cast collecting.  Every year, Revell offers a wide variety of model kits for every taste and age group in the hobby market.  Customers can be assured of their continued commitment to the foundations of the brand:  interactivity, authenticity and fun.  Additionally, Revell supplies the Make ‘n Take building model kits at the Rendezvous, as well as many large events including auto races and trade shows.  Entertainment/Media Category:  Popular Mechanics First published on January 11, 1902, Popular Mechanics is an American magazine and has been owned by the Hearst Corporation since 1958.  There are nine international editions.  Popular Mechanics features regular sections on automotive, home, outdoors, science, and technology topics.  A recurring column is “Jay Leno’s Garage” featuring observations by the famed late-night talk show host and vehicle enthusiast.      
   Historical/Misc. Category:  PEP BOYS  In 1921 four Navy buddies pooled together $800 to open a single auto parts supply store in Philadelphia.  This venture would become the multi-billion dollar nationwide retail and service that is known as PEP BOYS today.  With over 600 stores, the company has come a long way from its humble beginnings.  Lifetime Achievement – Dave McClelland Known as the Voice of NHRA, Dave McClelland is one of the most recognizable voices in all of motorsports.  He has been heard not only on the tracks, but also on radio and television coverage of the events, a role he filled for some 50 years.  Dave has placed his restored Fiat altered in the Wally Parks NHRA Motorsports Museum after campaigning the car for 10 years and winning the March meet in 1998, and continues to participate in as many street rod and street machine events as possible.

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Veloce Publishing Ltd has a good selection of auto racing books.  Veloce House, Parkway Farm Business Park, Middle Farm Way, Poundbury, Dorchester, DT1 3AR, England. Telephone +(0)1305 260068. Fax +(0)1305 250479.  Email [email protected]

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The owner of the Sinclair Truck Stop in Wendover, Utah is interested in an immediate sale. Offers will be received until June 13, 2011 at which time the property owner's intent is to accept an offer to purchase and transition management within 30 days. Seller financing is available, however a strong preference will be give to cash offers. Asking price is $750,000; monthly rental income is $4400. Service station, convenience store and phone tower sits on 12 acres of land. For more information, please contact me. Sincerely, Jon Walter. The Walter Group, NAI Utah Southern Region, 435 627 5719, [email protected].

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Crawford estate gives Western Reserve Historical Society $12 million, by Margaret Bernstein, The Plain Dealer, Cleveland, Ohio. 
   Kay Crawford battled the Crawford Auto-Aviation Museum in her final years to keep her husband's vehicle collection intact, but the wealthy widow appears to have made her peace with the museum before she died last year. Cleveland Foundation officials will announce today that Crawford left more than $12 million in her estate to support the auto-aviation collection at the Western Reserve Historical Society -- with the stipulation that the Cleveland Foundation must administer the money. Her gift, the largest ever received by the Western Reserve Historical Society, makes clear that Crawford never veered from plans to donate most of her estate to the museum, despite a very public tiff in 2009. "Underneath, she loved the museum," said Georgia Froelich, senior vice president of Hawthorn, an ultra-high net-worth financial services arm of PNC. "The vast majority" of the Crawford estate will be given to the auto-aviation museum, said Froelich, a longtime Bratenahl neighbor of the Crawfords who said she worked closely with Kay Crawford in her later years to shape the couple's financial legacy.
   A delighted Gainor Davis, president of the Western Reserve Historical Society, called the donation "a transformational gift for us." She also said that the historical society, which ended its last fiscal year with an operating surplus, has come out of the financial tailspin that sparked the rift with Crawford. The museum and its benefactor seemed to have irreconcilable differences in October 2009, when Crawford publicly challenged the museum's decision to sell off some of her husband's cars to meet its financial challenges. At age 94, a wheelchair-bound Crawford flew in from her Massachusetts home to meet with historical society officials. Disappointed with the outcome, she participated the next day in a "Save the Crawford" protest outside the museum. Her efforts failed, and 21 of her husband's prized vintage cars went to the auction block to help the historical society pay off millions in bank debt. Crawford's husband was avid car and plane collector Frederick C. Crawford, president of Thompson Products that later became TRW. In the early 1960s, he donated his collection, which had grown to about 130 cars, as well as planes and other artifacts, to the historical society, and served on the society's board for many years. When he died in 1994, his widow took a more active role to steward the collection that "was near and dear to Fred," as she once put it. She died in 2010, at age 94.
   The Cleveland Foundation will be the family's watchdog now -- and Kay Crawford left express instructions for how she wants the legacy carried on, said Robert Eckardt, the foundation's executive vice president. The Crawford name must remain on the auto-aviation museum, the exhibit must remain open to the public, and money from the estate can only be used for the transportation-themed collection, which now includes about 140 cars, 10 airplanes and numerous motorcycles, bicycles and other collectibles. Eckardt said the Cleveland Foundation board will conduct an annual review to make sure her wishes are being carried out. If they are not, then Crawford has directed the foundation to stop giving money to the museum, and donate it instead to an educational institution outside of Ohio, which Eckardt declined to identify. When asked if the dispute had soured Crawford on donating the money directly to the historical society, Eckardt responded, "It's hard for me to speculate on her point of view except to say our understanding is that she was very active on this trust almost to the point of her death. "Obviously she felt comfortable enough with the direction of the Western Reserve Historical Society to leave a substantial amount of money for their benefit," Eckardt said.
   It's not unusual for donors to funnel gifts through the foundation, he added. Froelich said her PNC office often recommends the Cleveland Foundation as a "wonderful vehicle" to help people carry out their charitable wishes. "We can always count on their wisdom and expertise when it comes to dealing appropriately with charitable organizations. That's their job." Through the newly formed Frederick C. and Kathleen S. Crawford Fund of the Cleveland Foundation, an endowment will be established with an initial $12 million. An additional amount, estimated at between $2 million and $4 million, will flow in later as assets are sold. The Cleveland Foundation will invest the gift, and expects to be able to write checks to the historical society in perpetuity. Davis said she believes the museum will receive about $750,000 to $900,000 annually. For Davis, who arrived at the historical society four years ago when it was mired in debt, the record-breaking gift is the latest chapter in what has been a dramatic turnaround.
   She came in determined to erase $5.4 million in bank loans incurred by previous historical society leaders who failed in an attempt to build a lakefront transportation museum that would have housed much of the Crawford collection. By auctioning off cars, furniture, guns and other artifacts deemed to be "non-mission-related" or duplicates, Davis chopped the debt down to $200,000. Through layoffs, pay cuts and streamlined spending, she has taken the nonprofit's operations budget out of the red, ending the past fiscal year with a $60,000 surplus. The Crawford gift will allow the museum to update its collection and create new exhibits to highlight Northeast Ohio's largely unsung role in developing the auto industry, she said. The historical society also learned recently it will receive $250,000 from the Ohio Cultural Facilities Commission to restore several structures at Hale Farm & Village, its 90-acre living history museum in Bath. The nonprofit is "poised for a rebirth," Davis said. Donations to its annual fund jumped by 25 percent during the past fiscal year, and general admission revenue rose by 13 percent, she said.  http://blog.cleveland.com/metro/2011/05/western_reserve_historical_soc_4.html. Sent to us by Michael Kacsala

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Pebble Beach Automotive Week takes place the third week in August, and the Pebble Beach Concours d’Elegance wants to help make the most of your time on the Monterey Peninsula. We’ve put together this schedule of all automotive events on and around the Peninsula leading to the Concours on Sunday, Aug. 21, 2011. You’ll find days, dates and sources for more information on more than 20 car-related events taking place during Pebble Beach Automotive Week.   Dan Smith

Pebble Beach Automotive Week Events, Other Events & Auctions.
   Pebble Beach Concours d’Elegance. When: Sunday, August 21, 2011. Time: 10:30 a.m. Location: 18th Fairway of the Pebble Beach Golf Links. Contact: (831) 622-1700,
[email protected].  Web site: www.pebblebeachconcours.net. First conducted in 1950, the Pebble Beach Concours d’Elegance has been called the world’s premier celebration of the automobile. The most beautiful and rare automobiles are invited to appear on the famed 18th fairway of the Pebble Beach Golf Links each year, attracting connoisseurs of art and technology from around the world.
   Pebble Beach Tour d’Elegance. When: Thursday, August 18, 2011. Time: 7:00 a.m. – 3:00 p.m. Location: Pebble Beach to Big Sur to Carmel and Back to Pebble Beach
Contact: Sean Jacobs, (831) 622-1700,
[email protected]. The Pebble Beach Tour d’Elegance presented by Rolex is an annual driving event that showcases the elegance of the automobile in motion, while highlighting the early history of Pebble Beach. The Tour traces portions of the original 17-Mile Drive, traverses nearby mountains and valleys, dips down Highway One and stops in Carmel-by-the-Sea. Spectators can view these cars driving on Ocean Avenue in downtown Carmel when the participants park their cars for lunch in the park. Tour participants are Pebble Beach Concours d’Elegance entrants only.
   Pebble Beach RetroAuto. When: Friday, August 19 – Sunday, August 21, 2011.
Time: 10:00 a.m. – 5:00 p.m. Friday & Saturday; 8:00 a.m. – 6:00 p.m. Sunday.
Location: Adjacent to the main Pebble Beach Concours pedestrian entrance
Contact: Katee Leach, (831) 622-1700,
[email protected]. The RetroAuto pavilion features rare collectibles and memorabilia, as well as the latest luxury goods and technological tools to enhance today’s driving experience. Exhibitors represent a variety of retail and manufacturing categories, including historic automobilia, auto parts, original poster art, books and literature, fine art, photography and posters, and luxury items. The RetroAuto pavilion is also the site of select parties and special events throughout Pebble Beach Automotive Week.
   Event Details
August 19 – August 21, 2011. 10 a.m. – 5 p.m. on Friday and Saturday, 8 a.m. – 6 p.m. on Concours Sunday.
   Automotive Fine Arts Society (AFAS) Exhibition. When: Sunday, August 21, 2011.
Time: 10:30 a.m. – 4:30 p.m. Location: 18th Fairway on the Pebble Beach Golf Links
Media Contact: Scott Black, Timepiece PR and Marketing, (214) 520-3430,
[email protected]. The latest creations by the finest automotive artists of our day are displayed annually at the Automotive Fine Arts Society (AFAS) Exhibition, located on the show field of the Pebble Beach Concours d’Elegance. In 2010, the event celebrated its 25th anniversary!
  
Event Details
August 21, 10:30 a.m. – 4:30 p.m. exhibition (Concours ticket required for admittance). Automotive Sponsor Displays & Exhibitions. When: Wednesday, August 17 – Sunday, August 21, 2011. Location: Peter Hay Hill.
   Pebble Beach Motoring Classic. When: Monday, August 8 – Wednesday, August 17
Location: Kirkland, Washington to Pebble Beach. Contact: Al McEwan,
[email protected]. The Pebble Beach Motoring Classic is the ultimate road trip for enthusiasts with automobiles that have more than a dash of elegance. The Motoring Classic begins near Seattle, Washington, and covers approximately 1,500 miles as it winds through the mountains and along the coast of the Pacific Northwest on its way to the ultimate auto destination – the Pebble Beach Concours d’Elegance.
  
Event Details
Monday, August 8: Motoring Classic gathers in Kirkland, Washington (just east of Seattle). Tuesday, August 9: Participants take to the road. Wednesday, August 17: Arrival in Pebble Beach.
   Other Peninsula Events. Rolex Monterey Motorsports Reunion. When:  Thursday, August 18 – Sunday, August 21, 2011. Time: TBA. Location: Mazda Raceway Laguna Seca, Salinas. Web site:
http://www.mazdaraceway.com/. Contact: (831) 242-8201. The Rolex Monterey Motorsports Reunion is a celebration of motorsports history that reunites authentic race cars with a world-class road racing track, allowing race fans young and old to see motor racing as it once was.
   The Quail, A Motorsports Gathering. When:  Friday, August 19, 2011. Time: 10:00 a.m. – 4:00 p.m. Location: Quail Lodge Golf Club. Web site:
http://www.quaillodgeevents.com/. Contact: (831) 620 8887, [email protected].
The Quail is a motorsports gathering on the Quail Lodge Golf Club that highlights both vintage sporting automobiles and exceptional cuisine.
   Concorso Italiano.  When: Friday, August 19, 2011. Time: 9:00 a.m. – 5:00 p.m.
Location: Laguna Seca Golf Ranch. Web site:
http://www.concorso.com/. Contact: (425) 742-0632, [email protected]. Concorso Italiano is a celebration of Italian style embracing cultural elements such as cars, music, food and fashion.
   Carmel-by-the-Sea Concours on the Avenue. When: Tuesday, August 16, 2011.
Time: 11:00 a.m. – 5:00 p.m. Location: Ocean Avenue, Carmel-By-The-Sea. Contact: (404) 237-2633,
[email protected]. An annual event featuring a variety of vehicles including luxury cars, muscle cars, hot rods and sporting cars on Ocean Avenue in the heart of downtown Carmel.
   Automobilia Monterey. When:  Tues. – Wednesday, August 16 – 17, 2011. Time: 10:00 a.m. – 6:00 p.m. Tues., 10:00 a.m. – 6:00 p.m. Wednesday. Location: Ballroom of the Embassy Suites. Web site:
http://www.automobiliamonterey.com/. Contact: (831) 659-1551, [email protected]. An automobilia show held in the ballroom of the Embassy Suites hotel off Highway 1. 
   Concours d’LeMons. When: Sunday, August 14. Time:  9:00 a.m. – 4:00 p.m.
Location: Toro Regional Park, 501 Monterey, Salinas. Web site:
http://www.concoursdlemons.com/. Contact number: (916) 207-4645.  This offbeat car event celebrates the oddball and mundane vehicles of the automotive world.
   HMSA Monterey Pre-Reunion. When: August 13 – 14. Time: TBA. Location: Mazda Raceway Laguna Seca, Salinas. Web site:
http://www.hmsausa.com/. Contact: Cris Vandagriff, (818) 249-3515, [email protected].
   The Historic Motor Sports Association events feature historic production cars built through 1966 and purpose-built Formula, Sports Racing and IMSA cars built through 1984.
  
Auctions
Pebble Beach Auctions Presented By Gooding & Co. When: Wednesday, August 17 – Sunday, August 21. Time: TBA. Location: Pebble Beach Equestrian Center.
Web site:
http://www.goodingco.com/. Contact: (310) 899-1960, [email protected]. The gavel first fell at Pebble Beach back in 1990 and now the Pebble Beach Auctions, conducted by Gooding & Company on both Saturday and Sunday evenings, are among the most anticipated events of Pebble Beach Automotive Week.
   RM Auctions Sports & Classics of Monterey. When: Thursday, August 18 – Saturday, August 20. Time: TBA. Location: The Portola Plaza Hotel, Monterey
Web site:
http://www.rmauctions.com/. Contact: (519) 352-4575. RM’s Monterey Auction takes over downtown Monterey Friday and Saturday evening, offering fine motor cars to a discerning clientele.
   Bonhams & Butterfields Auction. When:  Thursday, August 18 – Friday, August 19
Time:  TBA. Location: Quail Lodge Golf Club. Web site:
http://www.bonhams.com/usa/home/. Contact: Mark Osborne, (415) 391 4000, [email protected]. Bonhams is a privately owned British auction house and one of the world's oldest and largest auctioneers of fine art and antiques. Their event at Quail Lodge is now in its 14th year.
   MidAmerica Motorcycle Marketplace. When: Friday, August 19 – Sunday, August 21
Time:  TBA. Location: Adjacent to main Pebble Beach Concours pedestrian entrance. Web site:
http://www.midamericaauctions.com/. Contact: (651) 633-9655/(800) 473-2324, [email protected]. The MidAmerica Motorcycle Marketplace offers something different during Automotive Week – vintage motorcycles.
   Russo & Steele. When:  Thursday, August 18 – Saturday, August 20. Time: Preview 10:00 a.m. – 10:00 p.m.; Auction 5:00 p.m. – 10:00 p.m. Location: San Carlos Ballroom, Marriott Hotel. Web site:
http://www.russoandsteele.com/. Contact: (602) 252-2697. Russo and Steele specialize in European sports cars, American muscle cars, hot rods and customs.
   Mecum Auctions. When: Thursday, August 18 – Saturday, August 20. Time: 10 a.m. – 5 p.m. Location: Hyatt Regency Resort & Spa on Del Monte Golf Course, Monterey. Web site:
http://www.mecumauction.com/. Contact: (815) 568-8888. Mecum Auctions is a daytime auction of collector cars, classic cars, corvettes, hot rods, street rods and muscle cars.

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The annual Rockabilly Rod Reunion and NHRA Hot Rod Heritage Series will take place this weekend (May 27-29) at The Strip at Las Vegas Motor Speedway. The legendary music-and-car fest features rockabilly bands, nostalgia Funny Cars, pin-up celebrity Sabina Kelly, a pre-1965 traditional car show, nostalgia drag racing, hot rods, cool customs and a pin-up girl contest.
        So far, 20 Nostalgia Funny Car teams have filed entries. They include:
Bob Godfrey – "Burnin' Money" Camaro.
John Hale – “Mike Burkhart Tribute" Camaro from Texas.
Ed Dougan – "Fighting Irish" Camaro.
Roger Garten – "War Horse" Mustang.
Nathan Sitko – "Team Ace Racing" Plymouth Arrow from Canada.
Mark Hentges – "Northwest Hitter" Plymouth Arrow from Seattle.
Dennis LaCharite –  "Back in Black"  Pontiac GTO.
Garrett Bateman  – "Nitro Pirate" Corvette.
Rian Konno –"Kazanjian, Lemon & Konno" Mustang.
Dale Van Gundy – "Quarter Pounder" Plymouth Barracuda.
Steve Rajcic – “L.A. Hooker” Plymouth Arrow.
Jason Rupert – "Mert Littlefield Tribute" Camaro (runner-up and Low E.T. at this year’s March Meet).
Steven Densham – "Teacher's Pet" Camaro (son of NHRA Funny Car star Gary Densham).
Mike Halstead – "McCain's Nitro Angel" Plymouth Duster.
Twig Zeigler – "Pizza Haven" Plymouth Satellite.
Nathan Bugg – “Lil Nate” Chevy Monza (will also match-race vs. Mike Maggio’s PSCA Pro Street car).
Chris Bennett – "Pure Heaven IV" Camaro (driver Bennett is active-duty USAF).
Will Martin – "Jam-Air 2” Mustang.
Ronnie Young – "Blue Max" Plymouth Arrow.
Todd Lesenko – “Jolly Rogers” Mustang.   From John Bisci

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Gone Racin'...Autobiography of Doug King.  Story and photographs by Doug King.  Editor, Richard Parks.  Editorial consultant Spencer Simon.  Photographic consultant Roger Rohrdanz.  

     In 1937 I was the first-born of a Hayward, California (suburb of Oakland) farmer and his wife.  When I was about 14 my Dad gave me a 1936 Ford pickup that his workers had run until it blew and was declared junk. He also gave me a small metal fishing tackle box with a few hand tools that I have to this date. Shortly thereafter it was towed to a spot behind our home and I spent a summer of 1950 pulling and replacing the heads and intake manifold, never bothering to get under the truck and discover the holes in the oil pan caused by a couple of broken connecting rods.   A friend and I then towed it up and down our street and got it to start, accompanied by the noise one would expect from an engine with no oil and a broken connecting rod or two. After selling the pickup I bought a running 1930 Model A Ford coupe that I drove through high school.    In about 1954 I bought the remains of a 1933 Ford 3-window coupe that was essentially a body and frame. My plan was to build a “stroker” Flatty with a 3 3/8” X 4” engine. In those days there weren’t many 4” stroke Merc cranks available in the wrecking yards, but I managed to find one. A friend from high school had a mostly complete but derelict 1934 Ford 5-window coupe out behind the barn on his parent’s property and allowed me to scavenge the parts off of it to make my 1933 useable as a “runner.”
  By my senior year I had built my “stroker” motor and turned 86 MPH with it in B/Gas at Kingdon Drags in Lodi, California. About that time the Al Hubbard dragster out of the Vic Hubbard Speed Shop in Hayward came up for sale. Al had pretty much had his way at Kingdon since the early 1950’s until the Scott Brothers from Oakland built the first slingshot in the area and promptly “trailered” Al the first time the two cars raced. Al and Lee Scott promptly combined the more powerful Hubbard Flatty with the quicker Scott chassis and created one of the fastest and quickest dragsters in Northern California. The old Hubbard dragster was then surplus and I bought it in 1955 for $100 and installed my “stroker” gas Flatty in it. As it turned out I never made a pass down the 1/4 mile in the car. In the Fall of 1955 I started college at Cal Poly in San Luis Obispo and took my dragster with me. If my son’s had found out about that 35 years later any college study habits I might have ingrained in them would have gone by the wayside. Before I could run the car at either Santa Maria or San Luis Obispo I trailered it home for a meet at Kingdon. As was often the procedure in the 1950’s, to warm the motor I pushed the car down to the shutoff end of the return road, fired it, and launched back toward the starting line. When the revs peaked I shifted and the Auburn clutch promptly exploded, wiping off the entire 59-A bell-housing portion of the block. Luckily, the scatter-shield was sitting in position but not bolted down. To make matters worse I had burned a hole in a piston in my ‘49 Ford tow-car on the way from my home to the drag strip.
     During the summer of 1956 college break I built a real slingshot chassis and sold the old Hubbard car to Dick Beith, founder of ET Wheels, for $100. Don Jensen, local master welder, had cast-iron welded a scavenged bell housing onto my 59-A block and I was back in business. I obtained a set of Stromberg 97 carbs converted for nitro and was ready to run fuel class.  Between the Fall of 1956 and early 1958 I raced at both Santa Maria and San Luis Obispo drag strips, winning a couple of Top Eliminator trophy’s and finally exploding the Flatty.  My best time was 126 MPH with an ET somewhere in the 10’s. I sold the remains of the engine, including the fuel carbs, Merc crank, Potvin 400 cam, and an H&C mag for $100. In the meantime I had sold the 1933 3-window B/Gas coupe for $25. Included were 4 Kelsey-Hayes spoke wheels.  After exploding the Flatty, plus one belonging to fellow Cal Poly student Don Scoville of Sherman Oaks, California, I installed a 283 ci SBC belonging to my roommate Bill Lindsay. It had an Isky E-3 cam, Vertex mag, and a 6-carb Crower U-Fab log manifold that he bought as a kit and welded together. Needless to say, no two carbs were on the same plane. We cobbled-up a progressive linkage made from welding rods and coat hangers. Due to the material used the linkage had to operate completely “in-tension.” In other words, “all pull, and no push.” It was a mechanics nightmare but it worked. The engine had no low-end whatsoever.  We ran 5.12:1 gears in the quick change, launching in second gear and making the 2-3 shift at about half-track.  Our class was C/Open Gas, a class that the Flatty powered T-Buckets and converted sand rails ended up in. To make the class weight-to-power ratio we had a horizontal 1” bar on the push bar that we added barbell weights to as needed.  On a typical day the Flatty powered T would get the jump on us and lead until he made his 2-3 shift. About that time the SBC would get into its “happy” RPM range in second gear and fly past the Flatty like a freight train passing a tramp train. With the SBC installed the car would typically turn 125 mph in the 11’s. 
     By the time late 1958 came around Bill Lindsay had graduated and moved back to Los Angeles, I had married, and the chassis was on loan to Gary Boerman and Jerry Adams of San Luis Obispo, owners of a 4 X 4 Cad and a blown Olds engine. They ran the car for a year or so before moving to a better chassis.  Gary went on to finish college and retired as the head of metallurgy at Ford Motor Company (FMC). I eventually sold the car and have no knowledge of where it went or what happened to it.  By 1962 I was an outside salesman for Valvoline Oil Company and getting the itch to get involved in cars again. I was going through a divorce and needed a project. Valvoline had hired a new salesman for the San Francisco territory and assigned me to ride with him for a couple of weeks to learn the product line. It was about this time that Valvoline had taken out a full-page ad in the AACA (Antique Auto Club of America) magazine and sent one of the club magazines to each salesman. I read every article about members dragging cars out of old barns and restoring them. By some twist of fate the new salesman I was training was an antique car enthusiast.   At his suggestion I attended a local meeting of another antique car club, the Horseless Carriage Club of America. Three members of the regional branch of the HCCA, the Bay Area Horseless Carriage Club, happened to be airline pilots. I had somewhat of an interest in flying since my Dad bought a small 2-place plane and learned to fly in the mid 1940’s. I was constantly questioning them about flying and they responded by suggesting that I learn to fly. Since the airlines had started their expansion to jets in the late 1950’s there were not enough military pilots to accommodate the demand, and they were hiring light aircraft pilots to fill the gap. I just passed the idea off as wishful thinking until 1965 when I finally listened to them. 
     Back to the antique car hobby. In early 1963 I found the makings of a 1914 Ford roadster “project car” that a fellow club member had brought home from the mid west piled up on the back of a pickup truck. Typically these projects pass through several hands before being restored completely. The president of our local club was a body man and offered to help me by doing the metal finishing and assembly. This proved to be the diversion I needed, and 6 months later the pile of parts was a nicely restored Model T.  I went on many club outings in the car and thoroughly enjoyed the hobby.        In early 1965 I met and married my wife Mary Lou and decided to get serious about a flying career. Seniority is everything in the airline business and I had already procrastinated for nearly three years regards learning to fly.  My first flying lesson was on my birthday in May of 1965. On April 11, 1966 I was in TWA’s Flight Engineer training school in Kansas City.   Between 1966 and 1986 I flew out of San Francisco as Flight Engineer and First Officer (Co-pilot) on the Boeing 707 and Lockheed 1011, and Captain on the Lockheed 1011.   By 1972 our family had expanded to two sons, Scott and Brian. The 1914 Model T Roadster could carry two comfortably and three in a pinch (a small child sitting on a stool between Mary Lou’s feet), but four was impossible. I then decided to return to my roots, old engines with aluminum heads and manifolds.       
     When I was a “wannabe” teenage racer the big guys were running Flattys, GMC’s, 3-port Cads & Olds’s, and the fabled Ardun OHV conversion for the Flatty Ford V-8. Looking through my picture collections from the 1950’s I see that I photographed every Ardun I saw at the races. I had put out the word locally that I would like to get an Ardun. Later in 1980 a local antique car guy who had moved to Iowa called me and told me of a set of Ardun heads advertised in his local paper. I called the seller and based on his description ended up sending him a check.  I was scheduled for TWA training in Kansas City a couple of months later and following that training I would fly to Chicago, rent a car, and drive to Iowa City to inspect my new toy. When I got there he opened the door and handed me a roll of $100 bills, my purchase money. He told me to inspect the Ardun heads, pick which set I wanted (he had an early set and a late set) and, if I liked them I would give him back the money. Boy, talk about honest! Several weeks later the freight company delivered a box containing what would turn out to be a 30 year love affair with Zora Arkus-Duntov’s creation.  For 6 years the Ardun heads resided on a setup block in my home shop while I scrounged up a Vertex magneto, a set of Hilborn injectors, and enough innards to build the engine. During that time I met a highly recommended street rod chassis builder in the San Jose area named Frank Schonig and started him working on a “minds-eye” 1927 Ford track roadster that could be used on the street as well as the Dry Lakes and Bonneville. The car was to look like the circle-track roadsters of the 30’s, 40’s, and 50’s with torsion bars on all 4 corners, wire knock-off wheels, Auburn dash, fabricated rear end with a quick change rear end, 1937 Ford tube front axle, center steering with a Bell 4-spoke steering wheel, suicide front end, old Houdiale (sic) shock absorbers, Cad-LaSalle transmission, and many other goodies that would make the car look like it had been retired to the street from a circle track career.       
     In 1985 my neighbor Tony Lloyd had bought a vintage slingshot that had been run with a Model B engine at the Antique Nationals in Palmdale, California. It was a direct drive high-gear only car with a 3.54:1 gear in the rear end. Tony proceeded to install his gas Flatty in the car and run it at the Fremont Drag Strip antique meets. He soon came up with a proposition I couldn’t refuse, that I would furnish the parts, he would furnish the labor, and we would run my Ardun in his dragster at the 1987 Fremont meet.  We proceeded to finish the Ardun engine, get it running, build some exhaust headers, shoehorn the assembly into his car, and make a few trial runs on “Test-N-Tune days. The high-gear only setup with the 3.54:1 gears made it a real dog out of the hole but it really sounded good in the lights. The ET’s were in the 12’s but the speed was in the 130’s.  I had been going to Bonneville off and on as a spectator a couple of times beginning in the late 1960’s or early ‘70’s when I flew Dick Beith and three of his friends to Speed Week when he was running a Corvette there.  In 1980 or 1981 my family and I took our motor home to Speed Week and, being that I had the Ardun heads by then I was interested in anybody running them at that time. We returned again in 1986. I was hanging around the pit of Jim Lattin and Elmo Gillette, owners of the Red Head streamliner and powered by a gas burning Ardun. The class record at that time was about 190 mph and they were making runs in the 175-180 range, struggling to qualify due to their engine pulling studs and leaking compression. 
     Back to the Tony Lloyd dragster powered by my Ardun. In the spring of 1987 Tony and I took the car to the Fremont, California antique drags and competed with the same results. The direct-drive car was embarrassingly slow off of the line but really got going at the finish line.  I didn’t know it but Lattin and Gillette were competing that weekend at a vintage circle track event adjacent to the drag strip finish line at the same raceway. From their vantage point they could see and hear the Ardun pulling like crazy through the lights.  The next thing I knew Lattin and Gillette were in our pit looking very closely at my engine and offering me a ride in the Red Head if I would allow them to install it in their car for Speed Week 1987. My agreement with Tony Lloyd was for the 1987 antique drags only, so when we removed the Ardun from the rail I delivered it to Jim and Elmo in Pomona, California. I presume that the first thing they did was disassemble the engine to see what made it “tick.”  Jim’s son Bill was trying to get into the Bonneville 200 MPH Club, so our agreement was that if the Ardun had the horsepower Bill would qualify the car at a little over 200 MPH one day and back it up the next day. Those were the days when the crew and driver qualified the car one day, left it in impound that night, then ran two ways over the same real estate the next morning.  
     If the two-way average exceeded the existing record the car and driver owned the record. Lattin & Gillette further agreed that after Bill set the record I would license in the car and, using all the horsepower available, qualify it again, hopefully breaking the record again and earning myself a spot in the 200 MPH Club. On his first pass Bill “put the hammer down” and qualified at 212 MPH. The next morning he ran a 2-way average of a little over 212 MPH.  Now, it was my turn, but Bill had set the bar a little higher than I had anticipated. I made several progressive licensing runs beginning at 140 MPH followed by a maximum effort pass a little over 211 MPH. By then the Ardun was starting to get a little “tired,” so we terminated the effort. It would be 13 years before I earned my red 200 MPH hat.  I had previously intended to build the 1927 Track Roadster as a street machine that could that could be converted to do double-duty as a Land Speed vehicle. Frank Schonig completed his part of the ‘27 just in time for Bonneville Speed Week 1988. I had never worked on an Ardun, had no idea how to set up and tune ignition timing and fuel injectors, and was surrounded by a crew that didn’t know any more that I did. Luke Balogh came down from Canada to help, Ed Weldon, whom I had met at Bonneville and became good friends with, came from Los Gatos, California, and my wife Mary Lou went along to help where she could.  The existing Vintage Street Roadster was 137 MPH, held by a GMC powered car. We came off of the trailer at about 125 MPH and over the course of the event moved it up to 143 MPH. Success at last. I was hooked on Land Speed Racing and we were on our way. 
     The El Mirage Dry Lake record for our class was an open minimum of 150 MPH. The month following Speed Week we towed the ‘27 to the SCTA El Mirage meet and I proceeded to ventilate the oil pan and cylinder block when a connecting block broke. We learned a hard lesson about using stock Ford connecting rods, crankshafts, and inadequate bearing clearance on the main and rod bearings.  Our plans to run the ‘27 on the street as well as in LSR came to a halt when there was a serious El Mirage roadster involving a street roadster with a roll bar instead of a full cage. Prior to that time street roadsters were only required to have roll bars. SCTA promptly changed the rules, requiring that all open cars would in the future be required to have full roll cages.   Our car could not have a cage and be converted back to be street driven.  By Speed Week 1989 Frank Schonig had completed what was to be a dual-purpose rear engine Land Speed and Drag car. It was a great idea, but I was soon to discover that dual-purpose cars are a compromise on both purposes. It had a 150” wheelbase with the rear axle solidly mounted to the frame for the drags and a bolt-on coil-over rear suspension for Land Speed use. Between 1989 and 1996 this car ran elapsed times in the mid 10’s and times in the mid 130’s at the drags and Land Speed times of between 180 MPH and 194 MPH. A couple of the Land Speed times were records, but the car wasn’t competitive in either venue. 
     By 1990 I was growing weary of Land Speed Racing and decided to go back to nostalgia drag racing. Harry Hoffman Jr, owner of High Speed Engineering in Hayward California, offered to build me a 120” wheelbase Dragmaster Dart replica from pictures I had. I always admired the Dart, built in the 1960’s by Jim Nelson and Dode Martin in the San Diego area. Harry completed the car in 1992 and we went racing with the normally aspirated gas Ardun. The performance was not spectacular but we did manage speeds in the mid 130’s with ET’s on the mid 10’s.  As an aside, Joe Boghosian, legendary 1950’s Ardun engine racer from Fresno, California, cornered me at one of the races we competed at and quite loudly told me, “would you please put some nitro in that engine. It’s a crime to run an Ardun on gas.” Shortly thereafter I switched to methanol and the performance increased to 145 MPH & 9.45 seconds. My next step was nitro. We switched to 60% and the performance improved to 163 MPH & 8.37 seconds. That little hemi really loved nitro and compression.  Between 1992 and 2001 Son Brian and I had a great time, beating nearly everyone in the nostalgia drags at least once and getting beat at least once by everybody in the same group. I did most of the driving as the elapsed times improved from the 10’s to the low 9’s. Once the car got into the 8’s it was more of a handful that I was comfortable dealing with, so I turned the driving chores over to Brian.
     My reaction times were so slow that the crew urged me to “
leave the starting line today, not tomorrow.” We won the Denver Mile-High Nationals once and the Palmdale Nostalgia Drags several times. After accomplishing nearly everything we set out to do in nostalgia drag racing it was time to get back to Land Speed Racing.   In 1998 I hooked up with a chassis builder by the name of Rhys Lloyd from Oakdale, California and engaged him to build a Modified Roadster that would be competitive at both Bonneville and El Mirage. I had purchased a 1927 T Roadster project car that the former manager of Baylands Raceway in Fremont started on with the idea of going to Bonneville, later losing interest. Rhys took the project on and by the 1999 SCTA World Finals Bonneville meet we were running. I got the car through tech inspection and made several runs, one at 199 MPH. The Vintage Engine Fuel Modified Roadster record (XXF/FMR) was 203 MPH, set in 1969 by Bill Taylor. Unfortunately we split a cylinder wall, ending the effort. We were, however, very happy and felt that in 2000 we might have a chance.  I rebuilt the engine between 1999 & 2000 and was ready for Speed Week 2000. By then my son Brian was out of college and had joined the team, accompanied by Ed Weldon and Elon Ormsby. The engine displaced 294 ci and was built with all the strongest parts I could find. The only stock Ford parts in the motor were the engine block and timing gear cover. 
     Speed Week 2000 found us at Bonneville with a fresh Ardun and lots of optimistic enthusiasm. My first pass netted me a speed of 208 MPH, qualifying on the Bill Taylor 203 MPH 1969 record. The next morning my return pass (since the 1990’s the rules had been changed, requiring two passes total instead of the previous three) netted me a speed of 211 MPH for a new two way average record of 210 MPH. The elusive red 200 MPH Club hat was mine. Later that week we switched to gas and Brian raised the record in that class to 180 MPH. In November we trailered the modified roadster to the SCTA El Mirage meet and moved the unblown fuel record (XXR/FMR) record to 202 MPH on the 1 1/3 mile course. This earned me another hat, this one for the “Dirty Two” El Mirage 200 MPH Club.  To prepare for running against the supercharged fuel (XXF/BFMR) record in 2000 we had built a 4:71 blown 255 ci Ardun to run on methanol in both the dragster and the modified roadster. Between the 2000 & 2001 seasons we installed the blown Ardun in the dragster and took it to Sacramento Raceway for Test-N-Tune. The performance was spectacular to say the least. On methanol with 25 psi boost the car was capable of times in the low 160’s and ET’s in the mid 8’s.  With Brian at the wheel and the supercharged Ardun bolted into the modified roadster for the 2001 Bonneville Speed Week we qualified at 219 MPH on methanol and backed that speed up the following morning with a return run of 215 MPH for a new two way average record of 217 MPH and a red hat for our new Bonneville 200 MPH Club member. Later that day we switched to gas with Kent Walton in the cockpit and qualified at 195 MPH, backing the speed up the following day with a return run of 195 MPH.       
     In November, 2001 Brian ran 210 MPH in the car at El Mirage Dry Lake for another record and his own “Dirty-Two” Club hat. The record procedure at El Mirage is different in that on the Dry Lake your qualifying run is the record run if you immediately report to Impound and have the car and fuel verified.   By 1989 I had accumulated enough seniority to retire from TWA with full benefits and a moderate penalty on my IRA. To fly as Captain on a steady basis I would have to commute to the mid west or east coast from my home on the west coast, and then fly “all-nighters” on the MD-80, a far cry from the wide-body Lockheed L-1011 my seniority would allow me to fly as co-pilot out of San Francisco and Los Angeles.  I also had several “project cars” awaiting restoration. Among them were a 1914 Model T Speedster with a RAJO OHV conversion, a 1928 Model A Ford Sedan Delivery with a CRAGAR OHV conversion, a Buick “nail valve” powered 1934 Ford 3-window coupe, a Flatty powered 1941 Ford pickup, and a “nail valve powered 1953 Studebaker Starlight Coupe.  In 2005 Brian and I ran the dragster at the Famoso Drag Strip California Hot Rod Reunion. It would turn out to be the last race for our Dragmaster. The NHRA chassis certification sticker was about to expire and SFI had just issued a new spec that we couldn’t meet without a complete “back-half” rebuild of the car. At that meet we made three passes on straight methanol, all in the low 160 MPH range with ET’s around 8.50 seconds. This was a fitting “last meet” for a car that had brought us a lot of fun and allowed one “old racer” the chance to finish a happy childhood.  As of this date in the spring of 2011 the Bonneville Modified Roadster, dubbed “King$ Ran$om,” has been turned over to Brian King and is being fitted with a 250 ci DeSoto engine to run in the modern engine normally aspirated fuel class at Bonneville and El Mirage. Brian is being mentored by Charley Markley of the legendary Markley Brothers and Hoffman racing team originating in the 1950’s.
Gone Racin' is at [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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