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Some Names To Look For In This Newsletter:
President's Corner, Editorials, I am Burke LeSage's daughter Belinda. I am not sure about the best way to share this news, but here goes. Burke passed away on Monday, November 7th from a sudden and very serious stroke; Dorothy Farrell and Dave Selway have just finished a 2600 word bio on Ed Farrell, a Laker car club member; In case you have not yet heard, Henry Subia passed away today after a long battle with cancer; It's been some five years that our Racer, from Lawrence, Kansas, Tim Baxter, has been battling cancer; This month's Aussie Invader 5R newsletter is now available to read online; That is why I rely a lot on old newspaper articles; The Sam Auxier Jr Show Live Mondays from 7-9PM EST; My name is Tom Sarda, John Beckett and I founded ECTA; The ESPN2 Cook Shootout coverage will be on SATURDAY, November 5th at noon, part of the NASCAR nationwide pre-race show; Here's what I know about Maxton; Mike Cook’s 2011 Bonneville Shootout video on ESPN; Friends of the Challenge, Important changes are being made for next year’s World of Speed; Ron Main sent in this link that shows photos of the recent SEMA auto show in Las Vegas; www.Hotrodhotline.com has added “Employment” to its Classified Ad Section; Johnny Beauchamp was born March 23, 1923 in Harlan, Iowa and passed away on April 17, 1981; You may use the attached Fuel For Thought article on the ECTA with my blessing and of course full credit lines are expected; To some of my friends who have been waiting for this thing to run again as it once did; Impound Insights – 2011 Season Wrap-up; John Force Holiday Car Show - Billboard Cars; The Vesco Liner at the SEMA show in the "Save The Salt" booth; The restored So.Cal Speed Shop streamliner at the show
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President's Corner:
Jim Miller is on a research assignment at present and will return soon.
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Editorial:
Rules stink, but they are sometimes necessary. Here’s a rule that is often overlooked; BE POLITE. People say all kinds of things about me. And they say all sorts of things about Roger, Simon and Jim. That’s their God given right under our Constitution. But remember this, editor’s can be cranky and hold grudges and we weld the pen, meaning that if you slander us, we will certainly let the world know. Recently two parties have been writing to each other and I stepped in to try and help. One of the individuals wrote back to the other person with a comment similar (but not exactly the same) … “That Parks screwed up my story and made a pile of crap out of it.” So far so good. Party A told party B that party C stinks. But Party B forwarded the email to party C (that’s ME!) The rule is this; never type out an email that you wouldn’t want your sainted grandmother to read. You type it and send it out thinking that your email is going to be treated as PRIVATE, PERSONAL AND CONFIDENTIAL and lo, and behold, someone forwards it. On a few occasions I forward emails, but I always explain why I’m doing it. Have I made mistakes? You betcha I have and that’s why Rule number One is BE POLITE. If you don’t then your attitude will come back to bite you in the ass. It’s not that I’m going to be your worst nightmare, but that someone, sometime, somewhere will come across your email and innocently send it on to others.
Roger always warns people, “Don’t get on Richard’s bad side or else.” He then goes on to tell people that the, “or else,” is that I will bore you to death. We deal in history and what you say today becomes history tomorrow. Yup, you will be known as the great curmudgeon in the future. You, good ol’ Joe, will be pilloried and fricasseed for your innocent remarks in your emails. Case in point; an obscure item in the SCTA News from the mid-1940’s concerned a short statement about Karl Orr. Orr was angry and he said some things and seventy years later historians are parsing over what he meant and we came up with the idea that Karl was a short-fused, nasty guy. But the strength of historians is that we never stop looking and recently we found a source of information that explained what Karl Orr really meant and now we know that Karl was an all right guy who was just misunderstood. Well, sort of misunderstood anyway, because Karl did have a short fuse sometime. I’m just trying to tell you all that what you say today, even in jest, becomes very damning decades from now. So if you don’t like what I do or if you don’t like me that’s fine, but don’t trust the person you are emailing to keep your secret, for the moment that you send that email there is the potential for the whole world to know.
Rule number two should be; DON’T PLAY PRACTICAL JOKES ON PEOPLE. Now I know that you ALL are going to disregard this one. Ron Main, just forget that I even mentioned this. But practical jokes always come back to haunt the joker. Case in point was a good friend of our family who sent out a statement anonymously that a major car collection was purchased by some oil sheiks in the Middle East and our famous vintage cars would be gone forever. Great joke and I fell for it myself. It wasn’t so funny though when the lawyers for the collection started to call. In fact the more that our friend and his friends tried to stop the joke from spreading the more the efforts to stop the joke actually spread the joke. Go back to Karl Orr in the previous paragraph. A relatively innocent and good humored joke hurt Karl deeply and he led a contingent of his friends down to the SCTA Office with the intention of leaving behind some bruises. That caused the friends of the jokester to rally together to defend the witty one and we almost had our first “Occupy SCTA.” Cooler heads prevailed, apologies were offered and the situation became peaceful. Sometimes jokes and jibes turn out funny and we all laugh and at other times those practical jokes cause a breach between people. But asking hot rodders and land speed racers to forego practical jokes and watch what they say just isn’t going to happen.
Rule number three; if you forward an email then get rid of the email addresses. Don’t forward someone else’s email with dozens of names and email addresses. If you have to tell the world something that they can’t live without, then put the email addresses in the BCC box so that no one can see who you are sending the message to. All the receiver will see is “SENT TO LISTS,” or “UNDETERMINED ADDRESSEES.” When you forward email address and they can be seen, sooner or later they end up in the hands of scammers, hackers and thieves who will use the information to try and steal from us. At the very least we will have hundreds of spam mail in our inbox. The common statements that I receive are, “But Richard, it takes too long to BCC the lists of names,” or “Richard, it’s a lot of extra work.” That’s right, it takes an extra ten seconds and you have to learn how to do it. My question to you is this, “Are you REALLY that lazy and incompetent?” I’ve chosen you to be my friends and to help with this project to assemble, find and save our racing heritage. Did I really fail to comprehend how backward, lazy and ineffective you are? Actually, most of you do a fine job of working with the computer and sending emails. But a few of you need to be horse whipped. This reminds me of the “Special SCTA Greeters” that were assigned by the early SCTA Board to go out and talk to recalcitrant young members. If word got back to the Board that any SCTA members were street racing the “Greeters” would go and politely talk to them. If talk failed to persuade the members to obey the rules the persuasion became a lot more animated. So get going on your bios or I am going to send Jim and Roger out to “persuade you.”
Sometimes the news that I have to give is sad news. The following email comes to us from the family of Burke LeSage. Burke passed away recently and it was a huge shock. Losing any old-timers is a shock, but Burke was a really special guy and not all that much older than the rest of us. LeSage started racing as a young teen back in the early 1950’s and he knew everyone. He was a member of the Dry Lakes Racers Hall of Fame, the SEMA Hall of Fame and he was one of my major sources of information. He gave us his biography and it was over 2400 words and told us a great deal that we didn’t know. I was always after Burke to write down his stories of the races that he participated in and who he knew. Jim Lindsley was like Burke’s father. He was also close to Ak Miller and my father thought the world of him. I did too. If you want to read Burke’s life story it is in the bio section at www.hotrodhotline.com. A private family service will be held for him and the family is planning on a larger memorial in the future. Check the next newsletter or www.landracing.com for further details.
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Hello Richard, I am Burke LeSage's daughter Belinda. I am not sure about the best way to share this news, but here goes. Burke passed away on Monday, November 7th from a sudden and very serious stroke. If you could please, share this information with those who might wish to know. Kind regards, Belinda LeSage
Belinda: I am so very sorry to hear this news. Burke was a young man in relation to all the people that we knew from that generation. He was a source of inspiration and a true and deep friend to the Parks family. I relied on Burke for so many things. He supported so many other people in land speed racing and was a constant and uplifting force among the racers. There is no way to share this news without feeling the pain of his departure. What I do and also what Burke did, is to write the stories and biographies of the men and women who made racing famous. He was a special man with special friends and he loved what he did.
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I am deeply saddened by the loss of a mutual friend, Burke LeSage, who died this past Monday from a brain hemorrhage. Hopefully, his family was able to inform you before you receive this. Burke spoke very highly of you and also of your father. Burke shared with me a book review that you recently wrote on Dr. Lou Gerhardt's book on Positive Living, as you had also mentioned my very small contribution of the Earth Pledge on the back cover. Burke was not only an important racing pioneer but also a wonderful human being and friend who will be greatly missed by all who knew him. My sincerest condolences, Judy Massey
Judy: Thank you for sharing your comments on Burke LeSage. We all have many acquaintances and a few true friends. Burke LeSage transcended an acquaintance and friend stage. He was a resource; a treasure that one could go to for help or knowledge. When we lose men and women like Burke LeSage we are all a little poorer for their passing. Burke was always looking out for those who needed his help and he never stopped trying to find ways to help those who needed his assistance. I will miss Burke very much.
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Burke Le Sage passed away yesterday, Friday, November 11, 2011. I will send more information as soon as I get it. Glen Barrett
Glen: Thank you for the notice. Burke was a very special person and I will miss his friendship and the news and history that he regularly sent to me on land speed racing.
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I am deeply saddened by the loss of a mutual friend, Burke LeSage, who died this past Monday from a brain hemorrhage. Hopefully, his family was able to inform you before you receive this. Burke spoke very highly of you and also of your father. Burke shared with me a book review that you recently wrote on Dr. Lou Gerhardt's book on Positive Living, as you had also mentioned my very small contribution of the Earth Pledge on the back cover. Burke was not only an important racing pioneer but also a wonderful hMost of you probably know that Ed passed away on October 16, 2011. His brain cancer finally got the best of him, but fortunately he never had any pain associated with that illness. Thank you to everyone that has expressed condolences. Take care. Life is short. Dorothy Farrell
Dorothy: I am very sorry to hear of Ed's passing. He was always a gentle person and one who welcomed everyone into the Lakers car club activities. He made everyone feel so important and special. Do you have a biography for Ed that I can run in my newsletter at www.landspeedracing.com? If not would you help me to write a bio so that we can remember Ed.
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Attached is a copy of the program from the memorial last Sunday that gives the information you requested. Also attached is a picture of his 1985 Firebird on the start line at Bonneville this past August. The car went 176 mph and could have gone faster but coolant started to spray on the windshield and Ernie Mnoian, the driver, thought it might be fuel. The third picture was taken at the Speedway Motors Museum in Lincoln, NE in late September of this year. The motor is one that he donated to the museum and he wanted to go back there to see it on display. His friend, Chester Osgood, had spent many years and lots of money building that engine, and then died without leaving any instructions about what to do with it. Chester's family gave it to Ed and he completed some work on the engine before donating it to the museum. Ed couldn't fly anymore, so we took a train to Lincoln to see the motor on display and the rest of the museum. Even though Ed was really failing at the time of that trip, you can see by the expression on his face that he was very happy he got to make that trip. The final picture is the completed 1936 Hupmobile that Ed has been restoring for the last 8 years. Both the Firebird and the Hupmobile will be for sale soon. The website our kids developed will be up for a year -- www.edfarrell.info. It contains a lot of nice comments in the Guest Book, some photos and a video of Ed which was done six months ago by our daughter. Her kids are young and she knew Ed wouldn't be around when they got to be teenagers, so she made that video of Ed to show the kids later. If you need anything else, please let me know. Dorothy Farrell
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Edward George Farrell was born on March 30, 1932, in Los Angeles, California. He grew up in Long Beach, where he attended Long Beach Polytechnic High School, and where his love of anything automotive first began. For his 14th birthday, his father bought him an old car motor. Ed took that motor apart and reassembled it many times. He worked on cars with his high school buddies, raced street rods, and developed an ongoing love affair with automotive sports and racing and loved to spend hours upon hours in the garage working with anything mechanical. For all of his adult life, he enjoyed off-road motorcycle racing, land speed car racing, and restoring classic cars. Ed was one of the founding members of the Desert Motorcycle Club and enjoyed motorcycle racing and the camaraderie of friends he made through the club for more than 40 years. Ed was also a member of the Lakers Car Club and enjoyed several years racing his Firebird on the dry lake beds of Bonneville in Utah and El Mirage in California.
Ed was very proud of his family - his wife, his 2 children, their spouses, and his 3 grandchildren. He married Dorothy in 1961 in Bellflower, California and lived most of his married life in Westminster. Together they raised two children: Stacy, born in 1968, and Brent, born in 1970. Later, after retiring, Ed and Dorothy moved to San Diego County and lived in Bonsall for the last 14 years of his life, where he enjoyed working on all his car projects in his bigger six car garage. He achieved everything he wanted in life - knowing that family and a host of friends made life more enjoyable. Survivors include his wife of nearly 50 years, Dorothy, his son Brent, daughter Stacy, daughter-in-law Charity, son-in-law Matt, grandchildren James, Joey & Jordyn, and nieces Heather and Julie. Ed was 79, when he died on Sunday, October 16, 2011 at 8:50am due primarily to his advancing brain cancer. Sent in by Dorothy Farrell
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Dorothy Farrell and Dave Selway have just finished a 2600 word bio on Ed Farrell, a Laker car club member. It can be found on www.hotrodhotline.com, bio section, in two or three weeks.
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In case you have not yet heard, Henry Subia passed away today after a long battle with cancer. He was our Technical Inspection crew leader at the Street Legal Drags at Pomona, Irwindale and Fontana, as well as many other venues over the years. Jim Partridge
Jim: Is there a biography for Henry or perhaps an obituary that I can publish? I would like to give Henry some recognition and let our readers know what he has done in his life.
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It's been some five years that our Racer, from Lawrence, Kansas, Tim Baxter, has been battling cancer. Tim the true Champion Division V racer that he is, has gone from fighting the fight to having a stroke at 56, he's now fighting twice as hard to regain strength and the ability to cope with the ever changing times he's endured. A T-Shirt has been designed; and a FACE BOOK page dedicated to his loyal Fans. Please join in to help one of our own fight the mounting bills that have exhausted the insurance from personal accounts. A $20 donation would bring you a T-Shirt of the famed Jayhawker. Thanking you in advance. Pattie Frost
Pattie: I would like to make a request for you to consider. All of my articles go to three websites, www.hotrodhotline.com for hot rods, trucks and cars, www.landspeedracing.com for land speed and early drag racing history, and www.BikerOnLine.com for bike material. These websites would be delighted to hear directly from you with pertinent information. You can send the information to me but I have a three week and longer lag time before I can respond and often the funeral, memorial, reunion or other event is over before I can get the word out. Also I will edit news releases and PR items down to make it into a report and not an advertisement. To get your message across as you intended it to be with photographs as well as the text that you wrote, send it to Mary Ann Lawford at [email protected], and tell them that it's meant for the cars, racing or bike websites. If you send in lots of reports and race results then they may give you a special place to post your material if it has importance to their website. The bike website can certainly use more racing stories, photographs and race results. Funerals and fund raisers are acceptable too. Mention to Mary Ann that you are a friend of mine and that you would like to post your news stories, race results and photographs on her websites. The numbers are large too; the car site draws hundreds of thousands of hits, the land speed about a thousand and the bikes maybe ten thousand hits a month, so they are worth sending your notices to them. We lack good coverage of events in the Mid-West, where you are located.
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My first memory of your father has to be 1958 or 1959 when Bernie Partridge and Wally Parks came to Half Moon Bay. I was not even sure why my Dad and I were there, but I remember Ted Gotelli and Don Smith (of HPD) and Jim McLennan were there. We went down the road to Pilar Point to an old fish joint and we could have been talking about Fremont or the building of Champion Speedway, but at 9 or 10 years old I knew Wally was the Drag Man. Bernie was in his 20's and a really funny man. They talked at that point about a San Francisco Drag Strip but there wasn't enough land available. The next time I saw Wally and met his wife (your stepmother) was in 1973 when I was at Long Beach Airport and Jim Coughlin from Bell Helmets introduced us as we were getting off a plane and your father said, "I know your last name, you know Jim McLennan." Jim owned Champion Speed Shop and ran Fremont, Half Moon and Champion Speedway drag strips. I said, "Yes, we met at Half Moon Bay when I was 10. Your stepmother said, "Please call me Barbara," when I reached out to shake her hand. Jim Coughlin just thought he was being cool introducing us. This was when I first came to work at Bell Helmets in Long Beach on Cherry Avenue. Your stepmother asked me what brought me to Long Beach and I told her I had just started at Bell and she asked me, "Where are you living?" I told her that we were living in San Fernando (?) and staying in Beverly Glenn with friends until I find a place. "You call us if you need anything," she told me. That was your stepmother. Pattie Frost
Pattie and the members of the SLSRH: Little memories like these are vitally important to write down and save. They are the beginning of your biographies and life’s stories. Jot them down and send them to me to publish. Then add more to them as you remember your past.
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That is why I rely a lot on old newspaper articles. Often there is no reason why people would remember something 60 years ago and sometimes if they do recall, it is imperfectly recalled. Thankfully, I have newspaper clipping reporting Beauchamp won 3 hot races at Olympic stadium spring 1950. Beauchamp drove hot rods mainly in 1949; Nebraska, Iowa and South Dakota, and he won a lot of races. He didn't have much success at the Playland trick in Council Bluffs -- Cyclone Ross died there when Beauchamp raced at Playland. Let me know if we can find Bud H. Thanks, John Havick, [email protected]
John: Both of the men you are looking for saw your email. I am the editor of the Society of Land Speed Racing Historians Newsletter and the policy is not to release contact information unless given permission. I don't mind, up to a point, in being the intermediary between parties that wish to keep anonymity. I thought I was clear to both men that you wished to have contact with them. I will BCC them again on this email to let him know that you want to have a contact with him on a historical point. If they don’t respond then they don't wish to and I have to honor their right to privacy. The SLSRH is a straight-line racing newsletter, but I do know some people in oval track racing. Sadly, with the loss of Walt James, the racing community has lost a huge resource into the topic you are interested in. You might try contacting Buzz Rose, Bob Falcon, Walt Jorgensen, the Sprint Car Hall of Fame in Iowa and then google all the oval track racing leagues in the area that Beauchamp was active in. These groups sometime have vintage groups that have formed and are quite active, both in racing vintage cars and in historical research. The only other thing that I can suggest is that you put together a short history of what you have discovered and send it to me to publish, with a request at the end for people to contact you. I hate to disappoint you but the response rate with emails is abysmally low. You would think that people would respond to me because of the large address book that my father and I have accumulated, but if I can get one response in 300 emails that is considered a high success rate for me. What does work is phone contact. For some reason people will ignore emails but they will respond to phone calls at a much higher rate. Look on the internet or go to your address book and call people; when you have finished, ask the person if they can give you a few phone numbers of other people to call. Eventually two things will happen; one, you will find the person who knows the answer and two, people will get the word that you are out there and need help. Publishing a few of your short articles on Beauchamp will have somewhat the same result in that you are getting your name and email address out there in the public domain.
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The Sam Auxier Jr Show Live Mondays from 7-9PM EST. WWW.TheSamAuxierJrShow.com. Call in Number 1-877-711-5211. Interviews by Kristin Moeser. Car Show-Cruise Calendar 2011. [email protected]. Sam Auxier Jr Show, 2 Professional Dr, Suite 217, Gaithersburg, MD, 20879.
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My name is Tom Sarda. John Beckett and I founded ECTA. If you'd like a history of Spence Field in Moultrie, Georgia and Maxton and the beginnings of ECTA, I'd be glad to talk your ear off. Tom
Tom: I try and do everything my email as it is more accurate. Taking notes and then writing the article from a phone conversation has a higher error rate. How I do it is ask you questions in BOLD CAPITAL LETTERS, and then you take about 15 minutes and respond and send me the first draft for me to edit and then return to you. Usually after four drafts the article is done. When you are satisfied with the history or biography then I'll publish it at www.hotrodhotline.com or www.landspeedracing.com. Here's a first draft. Thanks for helping to record the history of the race tracks.
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The ESPN2 Cook Shootout coverage will be on SATURDAY, November 5th at noon, part of the NASCAR nationwide pre-race show. LandSpeed Louise
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ESPN2 will broadcast a 7 to 9 minute segment on (Mike) Cook's Shootout with Speed Demon this Saturday, November 5th at noon (EST). The piece will either be filler between shows at the top of the hour, or play as a segment within the coverage scheduled at noon. From Ron Main.
Saturday, Nov 5
* 1:00a - NFL Live
* 2:00a - NFL Kickoff
* 2:30a - NASCAR Now
* 3:00a - SportsCenter
* 4:00a - SportsCenter
* 5:00a - College Football - Central Michigan at Kent State
* 7:00a - Unguarded
* 8:30a - English Premier League Soccer - Newcastle United vs. Everton
* 11:00a - NASCAR Sprint Cup Happy Hour
* 12:00p - NASCAR Countdown
* 12:55p - NASCAR Racing - Nationwide Series: O'Reilly Auto Parts Challenge
* 3:30p - College Football - Purdue at Wisconsin or Texas A&M at Oklahoma
* 6:30p - College Football Scoreboard
* 7:00p - College Football Scoreboard
* 8:00p - College Football - Kansas State at Oklahoma State or Notre Dame at Wake Forest
* 11:00p - E:60 - Football
* 12:00a – SportsCenter
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The October East Coast Timing Association (ECTA) meet at Maxton, North Carolina was the last race of the year and the last race at this facility. The ECTA is moving to a new venue site in Wilmington, Ohio beginning next year. To read the article, go to
http://www.caimag.com/wordpress/2011/11/01/last-run-at-the-maxton-mile/. Sent in by Joe Timney.
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Here's what I know about Maxton. The ECTA had a lease to use the air strip back there and the lease ran out and wasn't renewed because they are going to be using the strip to test some military or black helicopter type of stuff so they didn't want the car guys around. The good news is the last time I heard was they found another strip someplace in Ohio that they will be using this coming year. Jim Miller
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Mike Cook’s 2011 Bonneville Shootout video on ESPN. The 7-minute segment on Mike Cook’s Bonneville Shootout Saturday, aired November 5, 2011 at noon (EST), part of the NASCAR nationwide pre-race show. Play Video: http://espn.go.com/video/clip?id=7190038&categoryid=2378529. Sent in by Ron Main.
Speed Demon's 457.964 mph mile average Bonneville Run & exit speed of 462.345 On Tuesday, September 20, 2011, in competition during Mike Cook‘s Land Speed Shootout on the Bonneville (UT) Salt Flats, the "Speed Demon" streamliner of George Poteet and Ron Main clocked the fastest speed ever recorded for an automotive engine powered-vehicle with an entry speed of 452.944 mph, a kilometer speed of 458.189, a mile speed of 457.964 mph and an exit speed of 462.345 mph. "Speed Demon" is powered by a "Hellfire" 347 cubic-inch twin turbo charged small block V8 engine burning alcohol to challenge Al Teague's long-standing 406.321 mph FIA record. The unique "Hellfire" power plant is designed and constructed by Kenny Duttweiler. The 462 mph exit speed, clocked after the end of the flying mile and not valid for FIA records, exceeded the Burkland family's 450 mph exit recorded on September 20, 2000, (using two supercharged nitro-burning Donovan Chryslers), and each intermediate time is now the fastest speed ever clocked by a wheel-driven, automotive-engined machine.
The 457 mph speed through the mile is less than two miles per hour short of the fastest ever clocked by a wheel-driven vehicle which was recorded by the late Don Vesco's 459.021 mph effort in the turbine-powered "Turbinator" on August 12, 2001. Vesco also holds the fastest speed ever clocked for a wheel-driven vehicle with a 470.288 mph exit speed on the same run. On Monday, Poteet clocked an entry speed of 439 mph, a kilometer speed of 442 mph, a mile speed of 442 mph and an exit speed of 446 mph on the "down run" before breaking a drive shaft on the return run. Unfortunately, the same scenario played out on Tuesday when the "Speed Demon" damaged its Liberty five-speed transmission and forced driver George Poteet to abort the "return" attempt. The "Speed Demon" team also made history by breaking into the "Seven-Second Club"; on Monday's 442 mph pass, they clocked an elapsed time for the flying mile of 8.12 seconds but Tuesday's 457 mph blast came with a 7.86 time slip.
The ET for the quarter-mile was 1.504 seconds! Wednesday's attempt on the FIA-classified A/I/10 record was thwarted by engine damage after which the team decided to change power plants for Thursday's runs. "We can't be sure how seriously we hurt the 347-inch engine", said co-owner Ron Main from the Salt Flats, "but, by the amount of lost fluids, we can surmise it's pretty bad. We have decided to install our similar 299-cubic inch ‘Hellfire' Duttweiler engine for tomorrow. If we're successful with that engine, we still plan to install our four-cylinder turbocharged Dodge engine for an attempt on that record this week, as well." The team's 299-inch "Hellfire" V8, another Duttweiler creation, uses the same drive train. The smaller engine clocked a blazing 434 mph during the 2010 Shootout and, Main adds, "That was recorded while running right against the rev-limiter". The four-cylinder engine is a 162 cubic-inch version, (with a single Precision turbocharger), which screamed to 390 mph in 2010 to become the fastest non-V8 engine in history. "We've built quite a bit more power into the four-cylinder Dodge for this year", reported Main, "so we'd really like to see what it can do now".
Using the 347-inch "Hellfire", the "Speed Demon" set the SCTA C/Blown Fuel Streamliner record during the 2011 Speed Week event recording an average speed of 390.709 mph while, for the third consecutive year, earning the Hot Rod Magazine trophy for the fastest mile clocked during the meet, (421.009 mph). On a subsequent 416.539 mph effort, Poteet earned the fastest outright speed of Speed Week with an exit speed of 426.910 mph. Using the 299-inch "Hellfire" V8, the "Speed Demon" set the D/BFS record in 2010 at an average speed of 404.562 mph and, using the four-cylinder Dodge engine in 2008, the Poteet-Main-Duttweiler team set the F/BFS record at an average of 343.494 mph. Thursday UPDATE; Using a smaller 299 cubic-inch version of Kenny Duttweiler's twin-turbocharged "Hellfire" V8 engine, the "Speed Demon" of George Poteet and Ron Main recorded an entry speed of 436 mph, a kilometer speed of 441 mph, a mile speed of 441 mph and an exit speed of 445 mph.
The effort was made against the team's own record of 363.673 mph in the FIA's class A/I/9. Unfortunately, driver George Poteet endured yet another day of frustrating drive train breakage which ruined the team's attempt at the required "return" run to reset the official record. With the team's trailer depleted of transmissions, drive shafts, and parts compatible with the V8 engines, Poteet and Main will install Duttweiler's single turbocharger-equipped 162 cubic-inch four-cylinder Dodge engine which has clocked over 390 mph on previous one-way runs and set the F/BFS record at an average speed of 343.494 mph. Speed Demon: 426 mph w/ ARP Fasteners. The Speed Demon streamliner makes a 426 mph pass at Bonneville this week. This video shows all 4 onboard cameras, with a close up of the gauges, from the time the engine fires until the chase crew arrives after the run. http://www.youtube.com/watch?v=TxbYuoTQdFw&feature=related Replay XD1080 The Fastest Camera on Earth: Speed Demon's Record Run at Bonneville George Poteet drove the Speed at Bonneville Speedweek 2011. The Speed Demon set the new Blown Fuel Streamliner record at 390.709 mph, breaking the old record of 366.043 mph. http://www.youtube.com/watch?v=B7tf6nGA1U4
Last year’s runs Play Video:
http://www.youtube.com/watch?v=b94E8A4qdLU&feature=player_embedded
http://www.bangshift.com/blog/BangShift-Bonneville-Video-Catching-Up-With-Poteet-and-Main-After-a-400MPH-Run.html
2010 Bonneville Speedweek Press Pass Speedweek 2010 Press Pass V21 300x225 LandSpeed Louise photo selected by SCTA/BNI for 2010 Bonneville Speedweek Press Pass The officials from the Southern California Timing Association (SCTA) and the Bonneville Nationals, Inc. (BNI) who together — for more than 60 years –have produced the world famous Bonneville time trials each August selected “LandSpeed” Louise Ann Noeth’s photo of the Speed Demon Streamliner for the 2010 Speedweek Press Pass. All members of the media who intend to cover the thrilling week-long event will be required to register with the SCTA media office to obtain the coveted credential.
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Friends of the Challenge; Important changes are being made for next year’s World of Speed. The days and dates on which the event is held have been moved forward one half week so plan next year’s vacations with that in mind. Beginning in 2012, the USFRA's World of Speed will be held from Saturday, September 8 through Tuesday, September 11, 2012. Pits will open on Thursday the 6th and inspections will begin on Friday the 7th. Be sure to mark these new dates on your calendar. Burly Burlile
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www.Hotrodhotline.com has added “Employment” to its Classified Ad Section. If you are "Seeking a Job" the Ads are free. The “Help Wanted” Ads are on special as an introductory offer. Help Wanted Ads are $50 for a six months placement. Email for details on how to take advantage of this offer at [email protected] or give us a call at 877-700-2468.
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Johnny Beauchamp was born March 23, 1923 in Harlan, Iowa and passed away on April 17, 1981. Beauchamp was an American NASCAR driver from Harlan, Iowa. His first race was at Rapid Valley Speedway in Rapid City, South Dakota in 1953. He is best known for finishing second in the 1959 Daytona 500 in a photo finish after being declared the unofficial winner. In 23 starts, he had ten top 10 finishes, seven top 5 finishes, and two victories. Beauchamp raced as a barnstormer in the Midwest's IMCA series. He raced in three NASCAR Grand National races in 1953, and he became a NASCAR regular in 1957. He placed second in the 1957 Daytona Beach Road Course race in a Chevrolet. Beauchamp crossed the finish line at about the same time as Lee Petty in the Daytona 500 in 1959. Beauchamp was declared the unofficial winner of the race, so he drove the Holman Moody owned Ford to victory lane. Petty protested the win. "I had him by two feet," Beauchamp said. "I glanced over to Lee Petty's car as I crossed the finish line and I could see his headlight slightly back of my car. It was so close I didn't know how they would call it, but I thought I won." NASCAR founder Bill France Sr studied photographs and newsreels for three days before declaring Petty the official winner. Beauchamp competed in seven events that season; recording his first NASCAR victory at Atlanta's Lakewood Speedway. In 1960, he raced for Holman Moody and Dale Swanson in eleven events. He won his second and final NASCAR race that year in a 400 mile event at Nashville Speedway USA. Beauchamp and Petty were involved in an accident at the 1961 Daytona 500 Qualifier #2. Leader Banjo Matthews lost control of his car, spinning in front of the field. Petty and Beauchamp's cars sailed out of turn four and landed outside of the racetrack. Petty suffered career ending injuries; though he came back for a few more races. It also was Beauchamp's last NASCAR race; though he only suffered minor head injuries. From Wikipedia, the free encyclopedia; http://en.wikipedia.org/w/index.php?title=Johnny_Beauchamp&oldid=457268473. Sent in by Dick Elliott
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You may use the attached Fuel For Thought article on the ECTA with my blessing and of course full credit lines are expected. Speedy Regards, "LandSpeed" Louise Ann Noeth
LandSpeed: Thank you for allowing us to reprint your article on the ECTA.
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Fuel For Thought; East Coast Timing Association, by LandSpeed Louise Ann Noeth.
Land speed racers have the mighty Mississippi River to thank for their racetrack in Maxton, North Carolina. When it broke its banks causing major flooding in the Midwest, it also stopped John Beckett and Tom Sarda from crossing over on their way to Bonneville in 1993. Factor in that Speedweek also rained out and it was clear that the boys weren’t going to get any high-speed exercise that year. A great speed funk fell upon the pair and from this despair, the thought of finding a place to race in the east was germinated. “John Beckett and I tried to go racing with my Camaro” recalled ECTA cofounder Tom Sarda who is currently building a 250MPH streamliner, “Between the Mississippi flooding and a rain-out at the salt, we started talking about trying to get something started in the east that wasn’t dependent on natural disasters.” Given the length required to create a useful land speed venue, airport property seemed to hold the most potential so calls were made to aviation authorities inquiring about abandoned airstrips. The pair first found a spot in Moultree, Georgia and held a couple successful events in 1994 before city officials, without credible explanation, revoked permission to use the property. Talk about red clay feet and chicken feathers.
But wait, there’s more! A second site in Edenton was set-up, but 24 hours before the scheduled May 1995 event, the town manager told Sarda “you are not going to hold your event at MY airport.” No explanation, conversation over. The third time was a charm and the Laurinburg-Maxton Airport in North Carolina and the townspeople welcomed the racers who expended an inordinate amount of physical labor to make the surface “race ready.” Here is real southern hospitality in action. The first event was May 1996 with less than two-dozen entrants and today each event attracts nearly 70 entries. The airport’s three runways were originally built as an Army glider training facility in 1942 and seasonal changes over 60 years took its toll. The two active runways also see use by the U.S. Army Golden Knights Parachute Team with the occasional military and intelligence community training exercise. “There were trees growing up through the concrete,” explained Sarda of his first look at the Maxton facility, “and 450 tons of sand, dirt and debris needed to be moved just to uncover the runway. We spent 16 weekends with a minimum of 12 men working every daylight hour until we dropped to make a racecourse out of that mess.”
The one-mile concrete race course, with nearly the same again for a shut-down area, is 210 feet above sea level and can deliver speeds in excess of 250MPH. Located about 100 miles southeast of Charlotte, the track provides a challenging opportunity to amateur speed racers to safely drive at more than four times the national speed limit. Years ago, when average speeds were well below 200MPH, finding a racing venue was much easier. Ormond Beach, today known as Daytona, was the venue of choice for land speed racers in the sport’s formative days. Record setting started in 1902 with Ransom E. Olds and was continued throughout the 1930’s by other big names of the era such Stanley, Rickenbacker, Lockhart, Campbell and Seagrave. After WWII, the car culture phenomenon dubbed “hot rodding” exploded in California and the magic of the Utah desert lured speedsters to the vast saline expanse that was, to many, a wondrous geological dynamometer where speeds seemed limited only by ingenuity, mechanical ability and of course, funds. This exodus of straight line racers didn’t dampen the Eastern race spirit, circle track racing flourished and drag racing came along in the late 1950’s, but the thirst for unlimited speed was never fully quenched and provided the spark that ignited Beckett and Sarda’s plan for the East Coast Timing Association some 60 years later.
If you volunteered to help in ECTA’s early days you usually ended up being in charge of that particular duty. Joe Timney, now ECTA co-owner with Keith Turk, found out by reading the group’s newsletter that he had been appointed Chief Timer. “All I did was to volunteer to fix the problem they were having with the timing lights one afternoon,” chuckled Timney who had read an ad in 1997 about Maxton which sent him driving south one weekend. Joe Timney began his motorsports career in the ‘70s as a chassis builder and component fabricator, crewed on the “Super Press” top fuel dragster, and by 1979, he founded Delaware Chassis Works (DCW) where hot rodders and racers seek repairs, parts, custom tin, fabrication, roll cage and chassis work. The following year, John Beckett asked Timney to drive his non-suspended lakester to get an idea of what was needed for a full-tilt racing suspension conversion. Timney set a 165 MPH record on his first pass in the car. So much for licensing runs. That led to Timney’s Bonneville baptism later in 1998 when owner and driver Willie Glass from Richmond, Virginia, asked him to be crew chief on the “Wasted Willie” roadster. Timney now holds eight records and earned life membership in the prestigious 200 MPH Club at Bonneville. “By September of 2004, John wanted to go racing full-time,” recounted Timney who remains ECTA chief timer, “Before he could that John needed to discharge his ECTA responsibilities and approached me with the idea of buying him out. I got Keith Turk involved and we signed the paperwork at the October 2004 meet ten minutes before the drivers meeting.”
Turk had already been running the driver meetings and rookie orientation for a year. Tonya Turk and Donna Pala got thrown into the sales and registration trailer without any training but we lucky to have help from Beckett’s girlfriend, Susan Miller (aka “flipper”), who had been performing both tasks for years starting with little more than a card table. “John wanted to be a spectator,” recalled Susan Miller they never made it through a dinner at home without being interrupted, “It was his turn to go down track in his own car and not just drive by “handouts” from other racers who would offer him the occasional seat time. He was still a full-time teacher and also wanted to spend more time with his family and that couldn’t happen when the phone never stopped ringing – it was fun, but it was tiresome.” The next sentence is strictly suck-up commentary hoped for by Timney and has nothing to do with this writer’s report. “What we did was the easy part,” said Joe, “Tonya and Donna are the true stars of the organization; Keith and I are simply the pretty faces.” Amusement aside, the track demands constant attention, so Turk and Timney spent $10,000 last year and expect to pay out double that for the 2007 season on capital improvements. The airstrip is leased from year to year, so lots of the work is done on faith, insurance and support from airport commission who appreciate the economic boost the local community gets when the racers come to town. “We didn’t have much money to start with,” revealed Timney, “but offering lifetime memberships helped, so did a bevy of volunteers that laid 25, 50-pound bags of concrete along 1.9 mile track mixing on flat-bed trailer, patching the surface as the makeshift assembly line it rolled down the course in six hours.”
Do these people want to race, or what? “It takes a lot of work to stage a safe and enjoyable racing event,” Timney added. I lose seven days out of my business to put on a show, if you haven’t done it, you have no idea what’s involved behind the scenes.” The big surprise is the ECTA racer demographics. Where the SCTA is awash it’s time for three-day meets.” Within 18-months Timney and Turk hope to find people who will serve on a Board of Directors that will eventually become financially responsible for the entire structure. The ECTA claims 400 members, but less than a 25% participate at each meet. “It has been working out just wonderfully,” confessed Timney, “far better than I ever expected. I truly love this sport and I wanted to make sure it stayed viable. Keith and I hope to eventually turn over with Social Security recipients, the Maxton milers have lots of young motorcyclists in the ranks, and the mix is nearly 50/50 bike and cars. The 2006 season had 208 competitors, 103 cars 105 motorcycles. Unlike their western counterparts who have been building purpose–built cars for decades, the evolving ECTA tends to have more production vehicles that are also licensed street-legal vehicles. The fastest car is Wayne Jesel’s Dodge Intrepid at 230MPH driven by Jimmy Barton.
Suzuki Hayabusas dominate the motorcycle entries. The track record is 260MPH+ held by a street-driven bike ridden by Lee Shierts. Bear in mind that for a measly $10,000 you can own a 190MPH bike off the showroom floor. To find the same speeds in a street-driven car you’d need to fork over $75,000 for a C6 Corvette. No one knows more about the influence of the Suzuki two-wheelers than accident reconstruction expert and motorcycle racer Scott Guthrie who helped the fledging organization gain momentum by underwriting operating costs in a very distinctive way and having the time of his two-wheeled life. “I wanted to see the organization be successful,” stated Guthrie emphatically, “I saw that folks that wanted to go land speed racing and I thought, ‘WOW! I like that, I‘ll help them. I brought 10 bikes, set nearly 250 records and paid all the associated fees to help fatten the coffers. Most were ‘soft records,’ easy to break, the idea was that a new person could look at the record and think: ‘I can do that!’ Then come to an event, set a record and keep racing.” He added that even experienced racers aren’t always good at reading between the lines, which is why he made it a point to establish a bunch of different classes into the record book. And get this – something only a biker could pull off: at the October 2000 Maxton meet Guthrie set 22 records over 200 MPH in a 24-hour period riding a single bike. After that, the officials called him ‘stamp’ as in rubber stamp.
Guthrie also serves on the ECTA board, the SCTA motorcycle advisory committee and was newly elected to the 200MPH Club board starting his term in 2007 — the first time a motorcyclist and east coast racer has sat on the board. What role model this guy is. “I’m just about done in terms in racing,” said ECTA member #9 Guthrie who set his first record in 1973, “I’m concentrating more helping younger riders, folks who never raced before. I don’t think the racers who show-up get enough runs. We average about three runs per entry, per day and I’d like see at least double that. Maybe John accomplished. His answer was as immediate as it was brimming with joyful percolation: “The first thing that pops into my mind is Chris Decker, from Pennsylvania, the amount of fun and his friends had when they came to race. They personify the enjoyment of land speed racing. We were all in tune. It was all positive. We all looked forward to the next time. We would correspond in the off months. We all bought our families and became a huge, extended family. It was hard work, but — oh man — the ECTA to the racers as a self-run operation that will continue to provide a testing facility to prepare for running at Bonneville. That was our founding fathers vision and we want to keep that vision alive.”
Sadly, ECTA co-founder John Beckett succumbed to injuries sustained in a 2005 crash at Bonneville, but his stewardship ensured a thriving ECTA and every racer who makes a trip down the Maxton mile owes a flip of the visor to him and Sarda. I asked Sarda what memory resonates with him when he reflects on what he and Scott Guthrie the good times we had. “We ain’t nothing special, none of us, we are all about going faster and we got together to do just that, learning how to go fast and learning from each other. Strangers would stop by and they would turn into spectators and then before you know it, they became racers and were part of our growing family.” Only current members may race at ECTA sponsored events. Membership is $50 per calendar year, or ante up $50 for a life Membership. The 2007 event schedule lists five events beginning in April and finishing in October with two special meets – one for cars and the other for bikes. Registration is per vehicle and per event and costs $100 if you pre-register. Registration at the track is $120. Don’t ask for discounts, or refunds, there are none. ECTA requires that all racers and vehicles comply with all safety rules. All procedures for compliance are covered in the current rule book and updated during the year on the ECTA website: www.ectalsr.com. For further details contact president Timney at (302) 378 3013 or [email protected]; or reach out to Race Director Keith Turk (334) 763-6566 –days, (334) 347-6566 nights/weekends, or [email protected]
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SPECIAL NOTE: I am working on a special LSR book that will feature the top 30 salt racers of all time. I want to make sure I’ve got the right ones, so if you have an opinion on this, then please send your list to me at: [email protected] Note: Photojournalist Louise Ann Noeth is the authoress of the award-winning book, “Bonneville: The Fastest Place on Earth,” a complete historical review of the first 50 years of land speed racing now in its 6th printing. For more details and to order, go to: www.landspeedproductions.biz. Southeastern Nationals PPG Dream Car Pick Tech Info Owner: Dennis Shrewsbury, Princeton, WV Year: 1967 Make: Chevrolet Model: Nova II Engine Manufacturer: Aluminum Chevrolet built by Anthony Hawks Racing Engines Displacement: 572ci 900hp Induction: 1190cfm Demon Ignition: MSD 6AL Heads: Brodix Headers: 2” custom made by owner Exhaust: 3” stainless Magnaflow Drivetrain Transmission: 4L80E Shifter: Lokar Differential: 9-inch Ford Chassis Frame: TCI Front Suspension: Tubular Stainless Rear Suspension: Four-link Steering: Mustang II Brakes: Wilwood Wheels Front: 17x8.5 Intro Rear: 18x11 Intro Tires Front: Nitto 225/40/ZR17 Rear: Nitto 275/40/ZR18 Body Manufacturer: Chevrolet Body Style: Nova II Modifications: Extended rockers Body – cont’d Paint: PPG Vibrance So-Glow Orange, Sapphire Blue Interior Dash: Hand-laid fiberglass Steering Wheel: Billet Specialties Gauges: AutoMeter Seats: Custom buckets Upholstery: Tan leather, Custom Rod Doors I finally came to a paved road and turned north. A sign said Low Moor. I knew exactly where I was. Through Low Moor I drove like a model citizen, and then caught Route 30, east into Clinton. “I made it,” I thought as I pulled into the quarter car wash, “I’m sure I’m safe now.” I put money in the slot and hosed the road dust off. I was still shaking, scared almost to death. I went home and vowed never to do anything stupid like that again. The next weekend, I was off to Davenport again. I didn’t get grounded, Dad didn’t find out and the fear was gone, old ways resurface. I never saw “Bonneville Bob” again, or the car. I wonder what happened to him that night? Perhaps I’ll never know. As Roger says, “At least that’s the way I remember it.” Bill Wivell, Sahuarita (Tucson), AZ. Thanx Bill…another great story of “Midwestern nights.” Note: Roger’s 2nd book, Fast Cars, 4- speeds & Fist-fights is now available, as well as his first, Bangin’ Gears & Bustin’ Heads, — about those crazy car days in the 1960’s. To read excerpts or to order, go to www.RAJetter.com Subscribe Today!... G A Z E T T E www.good-guys.com 154-181, 199-204 2/8/07 7:31 AM Page 199.
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To some of my friends who have been waiting for this thing to run again as it once did. Have a great week. Michael Brennan
http://www.jalopyjournal.com/forum/showthread.php?t=642014.
Readers: Michael is referring to the restored Sandy Belond Special and comments and photos on the H.A.M.B. Forum.
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Impound Insights – 2011 Season Wrap-up. By Dan Warner
The two day November meet was the last of the 2011 dry lakes racing season. A great couple of days greeted the racers who did not pay attention to the arm chair weather forecasters. There are a bunch of Internet pros who don’t race and pretend they know what is happening on the ground. A light rain on Friday night kept the dust down on Saturday and as fine a day as you find at El Mirage was in store for everyone on Sunday. Cold temps helped everyone’s horsepower levels. Jon Meyer, El Mirage 2 club pres. Says that El Mirage may be hot, El Mirage may be cold but, it is always windy. No wind this weekend! The El Mirage 200 MPH club entered four new members this meet: Dennis Mariani returned to the scene of his crash earlier this year in his Mariani Farms E/GS and set a new record of 214 MPH. On Sunday Craig Corbin took a second day ride in the Hondata CRX in F/BGCC class and set the record at 200.5 MPH. Alan Rice, one half of the Rice Bros who do our timing, drove the Rice/Vigeant Racing H/BGL to a record of 200.2 MPH. Dave Silveira got his turn in the Mariani Farms streamliner and bumped Dennis’ new E/GS record by one MPH to the final class topping 215 MPH. Congrats to all, welcome to the Dirty Twos.
Other records included: Billy Lattin in the Lattin & Gillette V4F/VFAlt American Austin coupe at 125 MPH. Ruth Lundring drove Erik Hansson’s V4F/BGL to a new record of 155 adding 8 MPH to last month’s record pass. Tyler Osborn continued a great year by posting a final season record of 149 MPH in the Ferguson & Osborn ’37 Ford Tudor sedan in the XXF/BVGC using a Ford flathead with Ferguson/Ardun heads for power. I believe that Tyler and his Dad, Monte, have set at least nine records this year between El Mirage and Bonneville. Another XXF engine coupe was the BMR Ferguson Racing entry in the XXF/VGCC class. Another Ford flathead with Ferguson/Ardun heads, unblown, helped Neil McAlister set a new record of 155 MPH. The Honda coupe of V & M Racing continues to set records. This time J/GC was the class and the record was upped to 109 MPH by driver Pete Prentice. Willie Boelcke set another B/GRMR record at this meet in the Low Sodium roadster at 207 MPH. The Aardema Braun Goetz V4/GS streamliner was at the lakebed and driver Scott Goetz set the class record up a bit at 179.6 MPH over the old 179.0 MPH.
Richard Ross had the drive in the Harris and Wester XXO/BGAlt and set the record to 161 MPH over the SCTA minimum of 160. This Camaro uses a GMC 302 with an Arias 12 Port head – blown this year. Eyres Edwall Moreland with Mark Lintner up not only blew the G/BGR minimum of 155 away with a super run of 187 MPH. The team also clinched the 2011 season championship for 2011, automobile division.
Dave Davidson called 911 in the Cummins Beck Davidson Thornsberry A/BFR and got a 254 MPH response for his efforts. This makes the team the fastest highboy roadster at both Bonneville and El Mirage. After last month’s record setting spin, 165 MPH backwards, Keith Pederson drove the White Goose Bar G/BMMP truck to another class record of 168 MPH. The bike guys ended up with five new records which included: Derek McLeish on the Team McLeish/Grethr 50-SC-PF rig to a 50 MPH record, 10 over the 40 MPH minimum. Ralph Hudson had his 650-APS-G entry out again and set a class record of 192 MPH. John Noonan rode the Noonan-Dadio-Moreland Hayabusa in the 1000-APS-BG class to a new 223 MPH record. Ralph Hudson had a 1000 cc entry at this meet too. Ralph ran the 1000-APS-G class at 214 MPH. This guy will be a terror when someone tells him about blowers. Last, but not least is the great pass by Pat Womack on the 1350-APS-BG entry of Womack Tudor Sandin. Pat set top speed of the meet and year for a bike at 247 MPH, adding 15 MPH to the old record.
The year has closed out with some great records being set. The EM 200 MPH club ended up with 10 new members. There was one car crash, the driver had a slight hand cut and came back to set a record. We had one serious get off on a bike. I hear that the rider will be back in the saddle soon. There are plans to help make the lakebed surface better for next season, hope this one pans out. ON a final note – we lost one of our pioneers last week. It was sad news around the camp fires when we heard of the passing of Burke LeSage. Burke was instrumental in the progress of the SCTA, SEMA, Save the Salt, the EM 200 MPH Club and the Bonneville 200 MPH club. God Speed Burke. The final record tally for the 2011 El Mirage season:
EL MIRAGE CAR RECORDS - 2011
10.A Special Construction Category
Unblown Fuel Streamliner - /FS
B Ferguson Racing D. Ferguson III 10/11 236.700
Unblown Gas Streamliner - /GS
E Mariani Farms D. Silveira 11/11 215.304
Blown Fuel Lakester - /BFL
V4F Erik Hansson R. Lundring 10/11 157.405
Blown Gas Lakester - /BGL
H Rice Vigeant Racing A. Rice 11/11 200.252
V4F Erik Hansson R. Lundring 11/11 155.783
Unblown Gas Lakester - /GL
V4 Aardema Braun Goetz S. Goetz 11/11 179.622
10.B Vintage Category
Blown Fuel Modified Roadster - /BFMR
G Pro Per Racing D. Stringfellow 05/11 172.983
H On Line Racing R. Sights 05/11 165.015
Unblown Fuel Modified Roadster - /FMR
V4F Nelson & Creel E. Nelson 06/11 138.551
Blown Gas Modified Roadster - /BGMR
H On Line Racing B. Sights 06/11 168.233
Unblown Gas Modified Roadster - /GMR
C Lefevers & Jesel K. Lefevers 05/11 213.609
Blown Fuel Rear Engine Modified Roadster - /BFRMR
C Emmons Special C. M. Emmons 05/11 236.476
Unblown Gas Rear Engine Modified Roadster - /GRMR
B Low Sodium W. Boelcke 11/11 207.419
C Low Sodium W. Boelcke 05/11 201.413
D Vintage Hammer Spl F. Valdez 05/11 196.588
Blown Fuel Roadster - /BFR
A Cummins Beck Davidson Thornsberry D. Davidson 11/11 254.840
H Edwall Eyres Moreland M. Lintner 06/11 184.337
Unblown Fuel Roadster - /FR
C BMR Racing A. Fogliadini 06/11 250.600
Blown Gas Roadster - /BGR
G Eyres Moreland Lintner M. Lintner 11/11 187.858
H Edwall Eyres Moreland M. Lintner 09/11 177.965
Blown Street Roadster - /BSTR
C Vintage Hot Rod D. Cummins 05/11 208.723
G LTD Sights Racing B. Sights 05/11 146.573
Blown Vintage Gas Competition Coupe - /BVGCC
XXF Ferguson & Osborn T. Osborn 06/11 161.169
Unblown Vintage Gas Competition Coupe - /VGCC
XXF BMR Ferguson Racing N. McAlister 11/11 155.562
Unblown Vintage Fuel Altered Coupe - /VFALT
V4F Lattin & Gillette Bly. Lattin 11/11 125.348
Blown Vintage Gas Altered Coupe - /BVGALT
XXF Ferguson & Osborn T. Osborn 05/11 159.101
Unblown Vintage Gas Altered Coupe - /VGALT
V4F Lattin & Gillett Bly. Lattin 10/11 121.650
Blown Vintage Gas Coupe - /BVGC
XXF Ferguson & Osborn T. Osborn 11/11 149.246
10.D Modified Category
Blown Fuel Competition Coupe - /BFCC
H Hondata CRX M. Macmillan 06/11 170.721
Blown Gas Competition Coupe - /BGCC
F Hondata CRX C. Corbin 11/11 200.572
H Hondata CRX M. Macmillan 05/11 201.666
Blown Gas Altered Coupe - /BGALT
XXO Harris & Wester R. Ross 11/11 161.451
Unblown Gas Coupe - /GC
J V & M Racing P. Prentice 11/11 109.075
Unblown Gas Modified Sports - /GMS
B Jesel & Cook M. Cook 05/11 220.302
Blown Modified Mid-Mini Pickup - /BMMP
G White Goose Bar Racing K. Pedersen 11/11 168.916
10.F Diesel Truck Category
Diesel Truck - /DT
F Tracer Racing G. Enck 10/11 132.737
EL MIRAGE MOTORCYCLE RECORDS - 2011
50cc
SC-BF Team McLeish/Grether D. McLeish 06/11 65.267
SC-PF Team McLeish/Grether D. McLeish 11/11 50.253
250cc
P-P Mercury M. Anderson 05/11 141.988
650cc
APS-F Ralph Hudson R. Hudson 11/11 192.953
APS-G Ralph Hudson R. Hudson 10/11 187.829
P-P Honda Racing R. Leclercq 05/11 165.063
750cc
A-PG Long Gone MS C. Klimiek 05/11 140.181
SC-PBG MPH Racing H. Meeker 05/11 134.419
1000cc
A-G Butler, Pflum, Wagner J. Pflum 05/11 186.050
APS-BF Noonan-Tyson Falls Racing J. Noonan 10/11 214.505
APS-BG Noonan-Dadio-Moreland J. Noonan 11/11 223.379
APS-F Jim Hoogerhyde J. Hoogerhyde 05/11 203.149
APS-G Ralph Hudson R. Hudson 11/11 214.360
A-VG Jim Robinson J. Robinson 05/11 138.066
P-P Butler, Pflum, Wagner J. Pflum 05/11 196.190
SCS-F Team McLeish Bros D. McLeish 09/11 187.834
1350cc
A-BG Womack Sandin Tudor P. Womack 05/11 227.870
APS-BF Noonan/Noonan Moreland J. Noonan 05/11 239.580
APS-BG Womack Tudor Sandin P. Womack 11/11 247.663
SC-PBF Isley Racing D. Isley 05/11 165.106
Omega
APS-Omega Riches Nelson Aardema D. Vagedes 10/11 149.506
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From: Craig Hoelzel [mailto:[email protected]]
Sent: Tuesday, November 01, 2011 5:08 PM
To: [email protected]
Subject: John Force Holiday Car Show - Billboard Cars
Car Show Participant –
I wanted to let you know that I am using your vehicle on a digital billboard on the 91 & 15 freeway interchange on the following dates. Other cars will be rotating on the board from now till the car show, as well as the week of your car being on the board.
1. Week Starting Friday – November 25 – December 5:
Craig Hoelzel
Director of Special Promotions
John Force Racing, Inc.
22722 Old Canal Road
Yorba Linda, CA 92887
(714) 921-8123 x205 – Office
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The Vesco Liner at the SEMA show in the "Save The Salt" booth.
Click For Image
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Land Speed Racing Websites:
www.hotrodhotline.com, www.landspeedracing.com
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Members:
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