NEWSLETTER 285 - June 18, 2013
Editor: Richard Parks, Rnparks1@Juno.com 
President of the Society: Jim Miller, 1-818-846-5139.
Photographic Editor of the Society
: Roger Rohrdanz, beachtruck@juno.com
Northern California Reporter: Spencer Simon, sparklecraftspecial@yahoo.com
Field Reporter/Historian: Bob Falcon, RFalcon500@aol.com

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Some Names To Look For In This Newsletter:
GUEST EDITORIAL; Submitted by Dyno Don Batyi; ASSIGNED STAFF EDITORIAL, by Richard Parks; STAFF NOTES: I received email messages and phone calls from Dema Elgin, Spencer Simon, Jim Travis, Jim Miller and others; Dr Sidney Senter, M.D., brother of Louis (Louie) Senter, passed away on May 26, 2013. From the Los Angeles Times; Harvey J. Crane, Jr passed away peacefully on May 31, 2013; Gone Racin'...To say goodbye to David May; STAFF NOTES; this obituary on Walt Arfons was published in the Akron Beacon Journal on June 9, 2013; STAFF NOTES: I don’t have a biography on Marion Deist, but I have one on her husband Jim and since Marion and Jim worked, lived and enjoyed life together as a husband and wife racing team, perhaps you can learn something about Marion from Jim’s story; The Celebration of Life for Marian Deist will be held on June 29, 2013 from 2 to 5 pm at the Wally Parks NHRA Motorsports Museum; STAFF NOTES: the following is courtesy of www.landracing.com, by Jon Wennerberg; Really enjoyed Tex Smith's piece on Doan Spencer; I just ran across a 2009 posting by Mr Bob Lytle from www.HotrodHotline.com that referenced his ownership of a British Riley; STAFF NOTES: Jim Travis mentioned the Chino Air Museum; The NEHRA started in approximately 1971, l joined the club when l left the Royal Air Force in 1971; NHRA 2013 Holley National Hot Rod Reunion Grand Marshal & Honorees; BROCK. By Le Roi Tex Smith 


GUEST EDITORIAL; Submitted by Dyno Don Batyi.
   It's time for Congress to reconsider the "ethanol mandate" for fuel.  Article written by Donald W. Lyons, The Gazette-Mail, May 18, 2013. Submitted to the SLSRH by Dyno Don Batyi.
      It is important to all of us that Congress takes action this year to modify the "ethanol mandate" which requires Americans to use a specified amount of ethanol in the gasoline for cars and trucks.
     Several years ago Congress set the mandated amount of ethanol too high and this is causing increasing problems. The ethanol mandate is part of the Renewable Fuel Standard that was created by the Energy Policy Act of 2005 and expanded by the Energy Independence and Security Act of 2007. These Acts set mandated amounts and timetables for biofuels to be added into the nation's transportation fuel supply.
     The motivation behind the legislation was to force the use of ethanol and other biofuels in order to achieve the desired benefits of reduced vehicle emissions, reduced greenhouse gas generation, and reduced importation of oil. It has been more than five years since this legislation was passed and the United States Environmental Protection Agency promulgated the Renewable Fuel Standard as prescribed by the legislation. We now have a wealth of actual implementation experience. In many respects the Renewable Fuel Standard has not worked out as anticipated. The expected benefits have not been as great as anticipated and several unexpected consequences and implementation challenges have emerged. It is time to make some changes in the Renewable Fuel Standard, and EPA cannot make the changes that are needed until Congress acts with new legislation.
     The legislation specified that an ever increasing amount of renewable fuel be blended with gasoline. The amount required to be blended in 2008 was 9 billion gallons and this increases to 36 billion gallons in 2022. There are different sources of renewable fuels, but almost all of the renewable fuel available today is ethanol, derived by fermentation of corn. It was originally anticipated that several advanced alternative sources of renewable fuels would be developed, but the technology for alternatives has developed slower than anticipated. The result is that 13.8 billion gallons of corn ethanol will be required in 2013 and by 2015 at least 15.0 billion gallons will be mandated.
     The production of this much ethanol from corn now consumes 40 percent of the nation's corn crop, which has had the effect of pushing up food prices for everyone. People in many countries that relied on American corn as basic food have been priced out and are suffering. In some Midwestern states, as much as 5 percent of the pasture land is being turned into cropland each year driven mostly by the ever increasing size of the ethanol mandate. So much corn being problems.
     The United States is also starting to experience a problem in the implementation of the program. Ethanol is normally blended with gasoline at a ratio of up to 10 percent ethanol to gasoline. This blend ratio fuel works satisfactorily in most engines. In 2007, the United States was using 142 billion gallons of gasoline annually and it was projected this would increase to 150 billion gallons by 2012. But, improving fuel economy and conservation has resulted in the use of only 134 billion gallons of gasoline in 2012. In order to blend the mandated 15.0 billion gallons of ethanol it will be necessary to start to sell some gasoline with an ethanol to gasoline ratio of 15 percent. However, it has been determined that a 15 percent blend will likely cause damage to vehicles older than 2001 (more than 30 percent of the nation's fleet) as well as motorcycles, heavy duty vehicles, boats, off-road vehicles like snowmobiles, and small engine equipment like lawn mowers and chain saws.
     This means that gasoline stations will have to add another storage tank and pump in order to provide a 15 percent blend for newer passenger vehicles and a 10 percent blend for all the other engines not suited for the high blend level. The cost to accomplish this will be major. Also, misfueling must be prevented, and no good ideas of how to prevent misfueling have been established.
     The only practical way to overcome the negative impacts not originally anticipated when Congress passed the previous legislation in 2007 is for Congress to immediately pass new legislation establishing a reasonable and practical level for use of renewable fuels. Probably new advanced processes for producing renewable fuels will be developed in the future, and we should encourage this development and use these new fuels when they become available. However, the current "ethanol mandate" should be changed immediately.
     Donald W. Lyons is en engineering professor at West Virginia University.


   This is how we try and do things here at the SLSRH to keep things legal and to engender good will among various publications. Here are some correspondences sent and received to show you just how long it takes to get articles published.
   “Dear Author of the article (that I wish to reprint): May I have permission to run your article in www.landspeedracing.com without the photos and with full credit.  Thank you.”
   The writer of the article writes back to me, “Dear (Editor of the SLSRH): I think you better get permission from my friend. He’s the Editor-in-Chief at the magazine that published my article and photographs.”
   So I write this short note to the editor. “Mr (Name of the editor): My name is Richard Parks and I write for a newsletter called The Society of Land Speed Racing Historians which is on www.landspeedracing.com.  It is a small newsletter, we don't take advertising and our only goal is recording and saving as much racing history as we can find.  I know the author of the article and he suggested I ask you if it is okay if we used his story in our newsletter.  We wouldn't need the photographs, just the text, and we would refer our members to your site to see the photos.  If you feel that this would be agreeable would you let me know?  Thank you very much for your consideration.”
   Now comes the waiting part to see if we can have permission to use an article that another publication paid the writer for. As we have previously discussed concerning photographs, there are four possibilities. One, we can ask and receive permission. This is the moral, legal and ethical thing to do. Two, as so many people do, we can just borrow someone else’s work and wait for them to squawk. We try not to do this if we can. Three, we can just forget about this historical resource and never publish it in our newsletter. This is the simpler and easier way to do things; just delete the article, but again it isn’t going to further our knowledge. The fourth possibility is that we could cite the source and refer our members to that website or magazine and the members can go there or not. The problem with this is that 95% of our readers won’t make the effort to go to another site (from personal experience editing these newsletters). The editors at the SLSRH try and make things as easy as possible so that you WILL read what we find and that means going out, spending our time and getting permission. Sometimes we fail to get proper permission and lo and behold, NOBODY complains. But that isn’t the point here. The point is that it is our policy to try and get permission and if we fail to do so then we haven’t lived up to our standards. We are trying to set goals here, and a higher standard at that.
   After a very short time the editor of the magazine where the article and photos appeared wrote back and said, “Would you be able to run the pages as printed (the magazine in question), including a credit to our magazine? I wouldn’t object to that and it would give us a bit of exposure to your fellow members? Let me know, and I can provide a pdf of the pages.”  It’s that easy and we have made a friend. Certainly we will post credits as that is our policy. I wrote back and said to the editor, “We would be delighted to credit your magazine for this article and to post any notices on what topics your magazine is doing.  Our publication is entirely free and is dedicated to promoting research, writing and photography on historical racing subjects.  I will gladly credit your magazine and the author.  I will tell our members to go to your magazine on the web and see the full article with the photos.  Thank you for allowing us to use your article.”
   You will notice that the total time took about four days and four or more emails, but it was done legally, professionally and ethically. That’s the best way to do research in the long run. Many people simply find something on-line, like what they see and forward it to me requesting that we publish the article. Sometimes they even say, “Yes, I got permission,” or, “It’s alright as I know the writer.” FORWARDING is a bad habit and one that I try to avoid where I can. I will “COPY” and “PASTE” material because it removes threads that can contain viruses, it takes a bit longer and thus it makes me think through the process. Forwarding is so quick and effortless that the possibility of making an error in judgment goes way up. I take longer processes in part to slow down decision making and then I run the finished product by about 15 other people. Mistakes still occur, but they are fewer in number.
   Sometimes it is very difficult to run down the writer, photographer or editor of a publication. Sometimes the people involved have passed away. Sometimes the material is so esoteric and non-commercial that there is no objection to just taking the material. And sometimes the author of the piece wants his work distributed far and wide and is grateful that people want to “borrow” his work. Editing is not always objective; sometimes it becomes very subjective and a decision has to be made. For example, I borrowed the Guest Editorial in this issue. It is the type of writing that needs to be spread far and wide to as big an audience as possible. If I erred, then I will retract the material and apologize to the writer of the op-ed piece. There is another exception to our rule and that is if I have made multiple efforts to contact someone for permission and they just ignore me. Silence means agreement. So I will make a decision to run the piece or not to run it based on the kind of material presented and the number of times I have called or emailed to no avail. Finally, I don’t force these “rules” on others on the SLSRH. We work collectively and sometimes we agree to disagree on what constitutes legal and ethical conduct. But if it seems iffy I may refuse to publish that material.


STAFF NOTES: I received email messages and phone calls from Dema Elgin, Spencer Simon, Jim Travis, Jim Miller and others. We have lost Marian Deist recently. Before that Syd Senter, Walt Arfons, and Dean Jeffries have passed away. We have reported on some of them, but if we find out more we will relay it to you. Jack Lufkin, the owner of Ak’s Garage and a longtime LSR guy, had two strokes, broke a hip and is in a convalescent center in Pico/Rivera, California. I’m in contact with various sources to try and bring a bio on them to the newsletter. For further news about those in LSR who have passed away or having ill health go to the SCTA website at http://www.scta-bni.org/health-welfare.html.
   Jim Travis also mentioned that the Two Club (Bonneville) moved their banquet to the Chino Air Museum at the Chino Airport from the Wally Parks NHRA Motorsports Museum and really enjoyed that new site and may return to the Chino site next year. I’ve been there and it is a first class air museum with both indoor and outdoor exhibits. Travis also mentioned a great air museum at John Wayne Airport called the Lyon’s Air Museum. I haven’t been there yet. 


Dr Sidney Senter, M.D., brother of Louis (Louie) Senter, passed away on May 26, 2013. From the Los Angeles Times. 
   Dr Sidney Senter was 99 years old at his passing. He was a World War II hero and recipient of the U.S. Navy and Marine Corps Citation. Dr Senter died on Sunday, May 26, 2013. He was honored for his heroism during the advanced landings in Anzio while aboard the USS LCI (L) 32. On January 26, 1944, on a sinking ship, Dr. Senter was an inspiration to the men on life rafts. He returned to the sinking ship to get his medical gear, a waterproof flashlight and encouraging the crew’s efforts for survival. Without concern for his own exhausted condition, Dr. Senter administered medical aid to the wounded and contributed to the saving of many lives. 
   His life was filled with extraordinary gifts of kindness and concern for the well-being of others as a long-time respected physician and surgeon in Los Angeles, California. In addition to his service in the United States Navy, Sidney was a 50-year Master Mason, Lodge No. 529.  Dr Senter was also a member of Al Malaikah Temple for over 60 years and was a Past Potentate in 1977. He was a member of the Order of the Quetzalcoatl, The Royal Order of Jesters (Los Angeles Court 84), the Scottish Rite (in Los Angeles), several Al Malaikah Patrols, as well as Medical Director of the Al Malaikah Temple.
   Dr Senter was also an active member of the United States Coast Guard Auxiliary and a member of the Del Rey Yacht Club since 1968. He enjoyed boating on his El Sid II and took memorable trips to Catalina. He was an avid fisherman, catching a 200 pound marlin at 97 years of age. He enjoyed playing gin rummy twice a week with his friends, attending Shrine functions and socializing with family and friends. 
   His wife Eleanor Senter passed away in 2009 after 64 years of marriage. He is survived by his daughters, Sheri Senter and Jacquelyn Walker, son-in-law Royce Walker, grandchildren Allyson Senter, Scott Moore and Michael Moore and his great grandson, Taylor Moore. Dr Senter's health and mind was great to his very last breath, and his family wishes to give special thanks to his caregiver, Eleanor Walton. Sidney's lifetime achievements and successes exemplify the positive outlook he had on life. He will be deeply missed by his family and friends. Memorial services will be held at Hillside Memorial Park located at 6001 West Centinella Avenue, Culver City, on Wednesday, May 29, 2013 at 1PM.
   STAFF NOTES: In addition to his obituary notice, Dr Sidney Senter was also very close to his brother, Louis (Louie) Senter, who was a well-known race car and speed shop owner. Dr Senter supported his brother's racing career and also volunteered as the official doctor at track side races. Sidney served in various official capacities in oval track racing associations and was honored for his commitment to racing.


Harvey J. Crane, Jr passed away peacefully on May 31, 2013. More information such as the date of the Memorial Service and how and where to make donations in Harvey's name will be passed along as soon as we have them. The family will be holding a visitation on Friday, June 21, 2013 from 5 - 8 PM. A Celebration of Life Service for Harvey will take place on Saturday, June 22, 2013 at 2 PM. Both services will be held at the Lohman's Funeral Home in Daytona Beach. Sent in by Tom Kasch and John Hutchinson.
Harvey Crane obituary, written by James Hill.  Sunday June 9, 2013
     Harvey J. Crane Jr., 81, founder of Crane Cams, Inc., and a pioneer figure in the racing and performance automotive industry, passed away peacefully with family at his side on May 31, 2013. A funeral service will be held on Saturday June 22, 2013 at 2:00 P.M at First Baptist Church of Daytona Beach, 118 N. Palmetto Ave, Daytona Beach, FL 32114. Interment will follow at Daytona Memorial Park. A visitation will be held the night before on Friday June 21, 2013 from 5:00 P.M to 8:00 P.M at Lohman Funeral Home Daytona, 1423 Bellevue Ave, Daytona Beach, FL 32114. 
   It was at age thirteen that Harvey discovered hot rods, which let him to a lifetime fascination with modifying engines to increase their power output. In his teen years Harvey gained a reputation for building fast, powerful and reliable flathead Ford V-8 engines for Florida racers. He later opened a part-time business, building race engines while working in his father’s machine shop. On January 1, 1953, Harvey opened Crane Engineering in a rented corner of his dad’s shop in Hallandale, Florida. By the mid 1960’s Crane Cams had caught and surpassed its competitors, becoming the largest racing cam company in the industry. 
   By the 1970’s Crane Cams were being used to win races on the NASCAR circuit, in all categories and by both major race teams and privateer racers. In the 1980’s Crane Cams built a new facility in Daytona Beach, Florida and in 1985, Harvey closed his plant in South Florida and consolidating all operations to Daytona Beach. In 1989, Harvey “retired” from Crane Cams but still remained active in his passion. He began offering classes in designing camshaft lobe profiles using knowledge gained in a half-century of involvement in the business. Harvey’s “Cam School” eventually attracted more than 100 students from every element of the automotive industry. Harvey Crane’s memory and his legacy will remain as long as there is a fine-tuned, properly prepared racing engine delivering its song to a race track and racing fans. 
   Other than his entrepreneurial accomplishments, Harvey was a certified ham radio operator, boat captain, fisherman, a private pilot and a loving husband and father. He often would fly or travel by sea with his family to the Bahamas on weekend excursions. Harvey also proudly served in the United States Army during the Korean War. Those left to cherish his memory are his children, David Crane, Steven Crane, Mona Crane, Susan (Greg) Farris; grandchildren, Ryan and Zachary Crane, Holly Banos, Madelyn Farris; two great-grandchildren; and his faithful dog, Stormy. He was preceded in death by his wife of 35 years, Maxine Crane and his first wife and mother of his children, Mildred Crane Hoisington.  In lieu of flowers memorial contributions may be made to the Darrell Gwynn Foundation, 4850 SW 52nd St. Davie, Florida 33314.  Arrangements are under the careful supervision of Lohman Funeral Home Daytona. Condolences are welcome and may be shared with the family at www.lohmanfuneralhomes.com.


Gone Racin'...To say goodbye to David May. Written by Don Faust, Kevin Stith and Christine May. Edited by Richard Parks, photographic consultant Roger Rohrdanz. May 28, 2013.
     Dave was born in Pomona, California on April 9th, 1955.  Dave went to Pomona Lutheran through 6th grade and moved to St. Madeline's for 7th and 8th grade.  He met his lifelong best friend, Don Faust, when he came to St Madeline's in 7th grade. He loved playing basketball; in fact he played so much he'd wear out a pair of basketball shoes in less than a month. In high school Dave's passion tuned to Hemi Cars and Music. He loved Rock & Roll and the Harder the Rock the more Dave loved it. Dave Graduated from Damien High School in La Verne, California in 1974. He frequently treated his little brother and sister to concerts and drag races, and was a great big brother.
     After High School he worked for Turner Construction, where his dad was an executive.  Dave tired of construction and moved on to running Car Washes and working at a company that produced steel doors. Somewhere along the line, because of his love for music and going to concerts, he went to work for Golden Voice Promotions. Dave loved this job and when Golden Voice fell upon hard times Dave was laid off. Dave took it pretty hard and for the first time in his life Dave was not working 7 days a week, in fact he didn't do anything for almost three years. Dave was heartbroken, he loved working for Golden Voice and the loss of that job and the eventual sale of Golden Voice really affected him. After a 3 year hiatus Dave was asked to help promote a car show by distributing flyers.
     Dave created and owned Flyer Dave's, Flyering Service. Dave came back to life in a big way; his new passion for advertising by handing out flyers for car shows and local drag races was all-consuming. Dave lived, ate and breathed promoting car shows and drag races and handing out flyers. There is nothing in this world Dave loved more than being involved with people who showed and raced their cars.  Dave loved Drag Racing and Car Shows. He was passionate about his business, "Flyer Dave" distributing flyers for local drag races and car shows. Dave probably knew more of what was going on locally than anyone. Dave loved Mopar's, especially Hemi Cars.
     Dave May passed away on May 14, 2013 due to an illness.  He is survived by his father and mother who now live on the east coast, his brother and his family in Tennessee, and his younger sister and her family in Virginia.  He is deeply missed.
     “I first met David May when organizers were trying to build and operate a dragstrip out in Banning, California,” said Richard Parks.  “May labored in obscurity passing out flyers and talking to whomever would listen to him, like a Johnny Appleseed of drag racing.  He had come to the Wally Parks NHRA Motorsports Museum and we met and got to talking.  I offered to help him where I could and at the time I ran a little emailed newsletter called The Car Racers Newsletter. He would give me flyers and I would send out an edition with all the news that he had uncovered.  It was frustrating work for Dave for the most part, but when the 1/8th mile dragstrip opened at Irwindale or the mile dragstrip opened in Fontana, it made his day.  There seemed to be more frustrations in his efforts to further drag racing and open strips, but he kept an upbeat attitude and every time I saw him over a ten year span he always had more news for me,” Parks continued.
     “I never got him to write his biography, so the little that I know comes from our discussions at various events.  He was very organized and his van had orderly bins and folders with various flyers for different events.  He not only mass produced them and put them on cars, but he went up to people and engaged them in personal conversation.  He was animated about what he was doing and in a way we were kindred spirits, for he used the printed word and I used the digital word to spread what we knew about the hot rodding culture.  But maybe that is enough if what I remember about him is his zeal and love for racing,” Parks concluded. Gone Racin’ is at RNPARKS1@JUNO.COM
Thank you for the update on Dave.  I had known Dave for over 10 years as he handed out our fliers for our car show.  He always stopped and told us who was having a show this week end, next weekend, etc.  I just spoke to Dave a couple of weeks before he died, so I was really surprised to hear about his death. Pam Milliken
     PAM: Dave had lots of friends.  He was loved for his zealous support of racing and car shows and he will be missed.  Be sure to send me updates on your car show for our newsletter at
Dave May was a very good guy and handed out flyers for us as well. You did a nice job on the story on Hot Rod Hotline.  He will be missed. John Buck, President of the Grand National Roadster Show


STAFF NOTES; this obituary on Walt Arfons was published in the Akron Beacon Journal on June 9, 2013. 

   Walter Charles Arfons, age 96, passed away peacefully on Tuesday, June 4, 2013. He was born in Muncie, Indiana and moved to Akron at an early age. Following four years service in the U.S. Navy, Walter joined the family business at Arfons Mill and Hardware, an Akron Historic Landmark. Walter loved speed and racing. He and his brother, Art, worked together and became famous by designing, building and driving a family of racing cars powered by aircraft engines. These racing cars became known worldwide as The Green Monsters. In 1959, Walter designed, built and drove the world's first aircraft jet-powered race car. In 1964, his jet-powered car, The Wingfoot Express set a new land speed record of 413 mph at the Bonneville Salt Flats. He was preceded in death by his son, Jon Craig. He is survived by his loving and devoted wife of 76 years, Gertrude. He also leaves behind his daughter, Patricia (Richard) Stiff; his son Terry (Kathleen) Arfons; his sister, Lou Wolfe as well as eight grandchildren and 19 great-grandchildren. A graveside memorial service at East Liberty Cemetery will be scheduled later by the family. 
STAFF NOTES; the following history on Walt Arfons comes from Wikipedia.
   Walter Charles "Walt" Arfons was born on December 10, 1916 and passed away on June 4, 2013. He was the half brother of Art Arfons, his former partner in drag racing, and his competitor in jet-powered land speed record racing. Along with Art, he was a pioneer in the use of aircraft jet engines for these types of competition. Walt's mother, Bessie, was half Cherokee, and died in 1984 at age 84. Walt had one brother, Dale, two years younger, as well as his ten years younger half-brother Art and an eight and a half years younger half-sister Lou, both from his mother's marriage to Tom Arfons. Arfons' family operated a feed mill in rural Ohio, where the Arfons brothers exercised their mechanical skills and ingenuity.
   Walt began building dragsters with Art in 1952; their first car was a three-wheeler with an Oldsmobile six-cylinder engine, and a particularly ugly green tractor paint finish. The announcer at the drag strip laughingly announced the car as the Green Monster, and the name was to stick to his joint projects with Art. Along with many other racers, the duo switched to using surplus aircraft piston engines, particularly the Allison V-1710 engines, due to their abundance, cheapness, and great reliability. They were the first drag racers to reach 150 miles per hour in the quarter mile. In the late 1950s, however, the brothers amicably split up. 
   On August 6, 1960, Walt introduced the first jet-engine dragster. He also introduced the use of a parachute to stop the car, since unlike the piston engines, the jet engine did not provide braking when shut off. Arfons is also credited with being the first to incinerate a junked car with the exhaust from his jet dragster, in order to provide entertainment for the crowd at Indianapolis Raceway Park one year when the race had been rained out. In the midst of the Detroit automakers' performance competition in 1967, Chrysler Corporation gave Arfons a Dodge Dart, Plymouth Barracuda and Dodge Charger to convert into dragsters. He simply fastened jet engines into the stock cars, with most of the accessories still installed and working.
   These were such crowd pleasers that he later built fiberglass-bodied jet funny cars, a Chevrolet Camaro, a Mercury Comet, and Ford Mustangs. Arfons also commissioned Tom Green to drive the jet-powered Wingfoot Express, as a result of a severe hand injury sustained when unloading the Wingfoot upon arrival at the Bonneville Salt Flats in Utah. The car held the World Land Speed Record for three days during the battle between Art Arfons and Craig Breedlove. In 1965, Walt Arfons built Wingfoot Express 2, which reached 605 miles per hour, but it did not qualify for an official record. It was powered by JATO rocket bottles.


For a full article on Walt Arfons go to http://bangshift.com/blog/walt-arfons-dies-age-99-innovator-inventor-of-jet-funny-car-lsr-record-holder-usa-speed-royalty.html.


STAFF NOTES: I don’t have a biography on Marion Deist, but I have one on her husband Jim and since Marion and Jim worked, lived and enjoyed life together as a husband and wife racing team, perhaps you can learn something about Marion from Jim’s story. Marion also signed her name Marian, so if you see it spelled differently, it is still the same person.
Gone Racin’…To say Goodbye to Jim Deist. Story by Richard Parks, photographs by Roger Rohrdanz.
   One of the truly great men left us. His name was Jim Deist and his influence on all of us was vast and his loss to us is sorely felt. Jim Deist was born on October 13, 1928 and passed away on March 9, 2009. He grew up in the Glendale, California area where his father built a gas station a few years before World War II broke out. Jim worked and learned about cars in this family business and could take apart and reassemble engines. His interest was also in racing and he went with his friends to the Dry Lakes at Muroc and later at El Mirage. Jim tried his hand at car fabrication, and then went into the construction business, but none of these jobs really excited him. It was while working for Irving Air Chute in the late 1940's that Jim found his true calling. He met a young drag racer in the mid-1950's, by the name of Abe Carson, who had a problem with stopping his car on the short dragstrips of the time. There didn't seem to be much of a market at the time, but Deist was a tinkerer and he loved to help people, so he set about trying to develop a drag chute that would help Carson out. The chute that Jim made for Abe didn't seem to have much of an impact on other drag racers until Mickey Thompson saw it and understood the impact that this would have on the sport of drag racing. Jim put drag chutes on Ed Pink's car, then Art Chrisman and soon it was a hot commodity. With business booming, Jim left Irving and started his own business in 1958, calling it Deist Safety. His wife, Marion and his children, Don and Darlene, helped him in the business. Jim built the chutes for Thompson's Challenger at Bonneville. It was constant trial and error, until he got the product right. 
   A parachute for an aviator who has to jump from an airplane had been developed long before, but to stop a car there had to be changes and adaptations. Jim knew that safety for race drivers was going to be an important segment of a new industry and he worked on creating new and safer seat belts. Besides these two features of his business, there were also other safety concerns, which only became apparent after a fatality, injury or accident. He developed a fire suit, face mask, gloves and boots that were fire resistant. When Tom Dyer survived an accident and fire, the other drivers were convinced. Jim was one of the original founders of SEMA, or the Safety Equipment Manufacturers Association (changed to the Specialty Equipment Manufacturers Association) in the mid-1960's, along with Louis Senter, Roy Richter, Vic Edelbrock Senior and many other early manufacturers. He was so successful in saving lives and developing profitable lines of safety equipment that many who worked for him went into business for themselves. Even his daughter Darlene founded her own line of safety equipment with her husband, Joe Hansen, called DJ Safety. Deist never seemed to get upset about his competition. He found it satisfying to know that so many people copied his business plan and products, which he invented. One of the things that people admired about Jim was his desire to help others. He would get in his van, messy as it was and drive to the races, dry lakes or Bonneville Salt Flats and simply offer his services. Racers always find parts that break and things that they've left at home. Jim would drive by and notice their concerned looks and ask them what was wrong. He always seemed to have a part, advice or a way of doing things that would help solve the racer's problem. Just knowing that he was around would be enough to calm nerves and give people a sense that they could solve that particular problem besetting them. 
   Jim Deist was honored by the SCTA, Bonneville 200 MPH Club, California Hot Rod Reunion Honoree in 1997, the Dry Lakes Racing Hall of Fame in 1995, SEMA and many other prestigious organizations. He was always an honored man in whatever group of hot rodders he was with, so great was he loved by all. Jim was a stubborn man, as his family and friends will tell you. It was a pleasant stubbornness, because he was never offensive. He would listen to advice and then make up his mind, but when his mind was set, you couldn't change it. An electrical fire destroyed his home and all the wonderful artifacts some years back. Jim set about to rebuild his home in just the perfect way that he envisioned it. Obstacles got in his way and most other men would simply have changed their ideas and plans, but not Jim. His friends teased him unmercifully about it, but he had his goals in mind and he wasn't going to change. That was one of the things that we loved about him. He set his standards high and he wouldn't desert them, just as he wouldn't desert his friends in need. He was famous for those old denim overalls and suspenders that he wore everywhere, even to more formal events. He always had a cigar in his hand, though I don't remember that it was ever lit. I'll remember that squinty smile that crossed his face when he saw you and this sincere look in his eyes for all of us. He knew the rich and famous, but he was equally as happy in the presence of his workers or customers just off the street. He was a hot rodders "hot rodder," and he will be missed.
   The family held a Celebration of Life in honor of the memory of their father and husband on April 8, 2009 and the merit of the man can be seen in those who showed up to say goodbye. It was a simple, but dignified celebration, the way Jim lived his life and would expect his life to be honored by his family and friends. There were somewhere in the vicinity of 300 to 400 people who came to say their goodbyes. It’s always hard to count the crowd, because they move in and out of the area, but there were 250 chairs set up and every one of those chairs was taken, with a large number standing at the back of the hall and overflowing out into the rest of the Wally Parks NHRA Motorsports Museum. But it isn’t always numbers that matter, but the hearts of the people who come to say goodbye. Marion Deist and her children and grandchildren were present to host this celebration for their family’s leader. Marion is the business leader who overseas so much of the business, while Jim created and developed his ideas into life-saving equipment. Marion is a no-nonsense leader with a heart of gold and loving concern. Darlene is married to Joe Hansen, a former Naval Submarine Officer, former manager of Deist Safety and now co-owner with Darlene in DJ Safety Equipment. Their children are Jason, Sandy and Doug Hansen. Jason has two daughters, Abigail and Adelaide. Doug has a daughter Patricia and three lovely stepchildren; Christa, Aaron and Dustin. Sandy has three sons; Jade, Deacon and Mason Andries. Don Deist and his wife Judy are the parents of Cheryl and Donna Deist.
   As the guests were moving to their seats, I met Jim Miller, Pete Chapouris, Bob Morton, Bob and Judy Sights, Glen Barrett, Dan Hart, Dan Warner, Bob and Lois Oppermann, Don Ferguson II and his son Don Ferguson III and Calvin Smith. Miller is the President of the Society of Land Speed Racing Historians, a member of the Dry Lakes Hall of Fame and wears the red hat of the prestigious Bonneville 200 MPH Club. Chapouris is Alex Xydias partner in the So-Cal Speed Shops and a well-known car builder and restorer. The Sights, Barrett and Hart are Gear Grinders, one of the largest and most active of the clubs in the Southern California Timing Association (SCTA). Also present were members of the SCTA representing the Rod Riders, Sidewinders, High Desert Racers, Road Runners and other car clubs. Before the master of ceremonies brought the celebration of life to order, I spoke briefly to Al Sanderson, Jim Travis, Ron Main, Jim Dunn, Louie Senter, Jim Murphy, Bud Kuehl, Earl Wooden, Dave McClelland, Stan Goldstein, Don Sproull, George Vose, and Bob Chilson. Travis did the restoration on my father’s 1957 Plymouth, nicknamed Suddenly, which set the stock car land speed record. Jim Murphy raced motorcycles and was involved in just about all the various motor racing sports. Stan Goldstein was Craig Breedlove’s manager back in the late 1990’s as he attempted to break the record held by Richard Noble. Dave McClelland, with the deep and hypnotic voice, was our Master of Ceremonies. Dave is a professional announcer and emcee who has a wide range of TV and radio show credits behind him. He was doing a radio contest in Shreveport, Louisiana when his future wife, Louise, came by to watch the show. He felt his strong southern accent would keep him from getting into national sports announcing, but my father and Jack Hart thought he would do well. He is a legendary announcer today.
   I scanned the audience and there was Linda Vaughn, Bob and Sharon Muravez, Bob Leggio, Rich Brown, Lee Kennedy, Kay Kimes, Bert Middleton, Gale Banks, Dorothy Mooneyham, John Ewald, Bobbie Colgrove, Ed Iskenderian, Alex Xydias, Bill Summers, Maggie Summers Peace and Al Teague. This was an all star cast of racing people in all forms of motorsports racing. Linda is as beautiful as ever. Since the days when she was cast as the model spokesperson for George Hurst, she has been forever known as Miss Hurst Shifter and teenage boys have grown old just wishing for a smile from the Georgia lady. Muravez was known in his racing days as Floyd Lippincott Junior, because his parents had forbid him from drag racing. He was a fierce and successful drag racer. Leggio is one of those guys you can always count on for help and he has a strong friendship with Jim Deist and Louie Senter. Bob has stories that can go on for days about the old timers he has driven up to Bonneville and back. Kimes looks too young to have been a pioneer, but he was there when it all began and has documented it in his book, which can be seen on-line at www.hotrodhotline.com. Gale Banks is a successful businessmen in the speed equipment industry, but one of the most gracious and generous sponsors around. That is if you consider that he was sitting not far away from Ed Iskenderian, who invented innovative sponsorship formats. Xydias was my father’s closest friend and the founder of the original So-Cal Speed Shop. Bobbie is a pioneer in women’s journalism, having been a photographer who broke the glass ceiling for women in motorsports. Al Teague set a record that stood for 17 years, over 409mph in his streamliner at Bonneville. John Ewald was always a fearsome drag racer, who has simply moved on to nostalgia drag racing without losing any of his fire. You can see his site at www.wdifl.com. The Summers Brothers set a wheel driven record at Bonneville in the 1960’s that lasted nearly four decades.
   Dave McClelland’s melodious voice began the celebration for Jim Deist. “Jim was married for over fifty years to Marion,” he told the crowd, “And they have two children, five grandchildren, and 11 grandchildren to show for it.” The museum staff then played a short video that awed and thrilled the crowd, showing vignettes of Jim’s life from the time he was a tot to his adult life. It was accompanied by bagpipe music playing the hymn
Amazing Grace.  Earl Wooden was quoted in the film about his horrific crash at Bonneville and that he would have died had it not been for the Deist Safety equipment on his car and person.  After the movie was finished, McClelland told us how Jim, “had learned all he could about the ribbon parachute, and then put them on drag cars in the early 1950’s. He helped Mickey Thompson, who then encouraged Deist to start his own business. He was a founding member of SEMA, a SEMA Hall of Fame member, the California Hot Rod Reunion Hall of Fame, the Dry Lakes Racing Hall of Fame and numerous other awards. Jim was at the cutting age of safety development in motorsports. Many owe their life to his safety gear,” concluded McClelland. The Reverend Ken Benazee told the audience how Jim was committed to his faith in God. “He was a very faithful man,” said the minister. McClelland read testimonials from those who could not be there in person, including; Bret Kepner, Ky Michaelson, Bill Pitts and others. Ken Walkey took the microphone and said, “There are many survivors in racing due to Jim Deist.” Louie Senter rose and spoke. “We had a close friendship. He was a wonderful guy, and stubborn and funny. I remember him at Saugus,” said Senter. Earl Wooden then spoke and said, “He saved my life several times. His chute held at 350 mph. Jim had a personal involvement with the racers. Ron Benham introduced me to Jim. Deist would go to a guy’s shop and help explain the equipment to the racers,” said Wooden. 
   Walt Diederich spoke next. “I knew Jim since he was fifteen. Jim had the first colored chutes. He could cook a mean pot of chili and his cookouts were always great. He was a bullheaded guy,” Walt ended. Julian Foti recalled humorously that, “When I served in the police department, Jim would tell me that no matter how fast I was going with the police drag car that he could always stop me,” said Foti. Gale Banks took the microphone and told the audience that when he was with the Geisler/Vail Studebaker, they always had problems with the car spinning out. “It must have spun out 200 times and we had badges made up to honor the drivers who spun out in the car. There must have been nine guys who earned that badge. Jim straightened out that car. We always had confidence in his equipment,” Banks ended. John Ewald then spoke to us. “I first met Jim at Lion’s Dragstrip in the 1960’s. He wanted a photograph that I had taken so that he could analyze it. If anything happened to the car or driver he wanted to improve on his safety products. He was one of those personalities that made drag racing what it is today. Jim had a love of motorsports, not the money that one could make from it,” Ewald concluded. Jim Travis rose to his feet and said, “The SCTA appreciates all that Jim did for us. Jim would spend hours doing things for the racers. He had time for everyone.
   Bob Leggio said that he first met Jim in 1969. “He spent time showing us when and how to mount the chutes on the cars. He really loved Bonneville and land speed racing. People would come up to him and thank him for his support. Jim, Louie Senter and I had many memorable trips to Bonneville. You really get to know someone after spending 12 hours in a car with somebody. Jim was a history book of facts about racing. Lou and Jim were real characters. Jim was always late to an event, because he was helping others. We used to say that there were the normal four time zones in the country and one more – Deist Time,” said Leggio. Bob then told some interesting stories about the trips the three of them took. Burke LeSage told us that Deist was the connecting link between racers and businessmen involved in motorsports racing. Bob Muravez said that he first met Jim in 1956 at San Fernando dragstrip. “This was in the days of trial and error, long before the computer. Jim bought a Maytag washing machine from me,” Bob said. Al Teague was the next to take the microphone and tell us how much he admired and respected Jim Deist. “Jim told me that you can’t use cotton thread on your chute. Seems like a lot of guys tried to cut corners and save some money. He was always concerned with safety. Once I told him that I didn’t have the money to get all the safety gear and he lent it to me. Right after that I had an accident and the suit saved my life. He wasn’t concerned about making money, he was concerned about safety. That was his life. He even went to Australia in the 1990’s while we raced at Lake Gairdner,” Teague concluded.
   Dr Leroy Hales also met Deist in the 1960’s. “I was driving a funny car at the time. In 1970 I was in my senior year of medical school and still racing. There was an accident and the car turned into a huge fireball. Jim had made the firesuit and everything but the gloves and my hands were burned. Jim asked me how we could make the safety gloves better and I told him that the gloves had fingers which were so bulky they were useless. I told him that a mitten would be better and he developed the mitten, which is used to this very day. I was a medical director for the NHRA. People would come to me and inquire if Jim would be willing to sell his company to them. I would tell them that the business is Jim Deist and without him there is no business,” Hales said. McClelland checked the clock and brought the celebration of life to a close, with the words, “Thank God for Jim Deist.” The memorial officially ended, but the Deist family had brought refreshments and drinks and those in attendance remained to talk about Jim’s life, to comfort Marion and the family and to look at the displays in the museum. Jeep and Ronnie Hampshire said hello. Now there is a family rich in drag racing history and I hope they will write their memoirs. Others who were talking together included George Callaway, Terry Kilbourne, Carl Olson, Russ Deane, Studebaker Joe Gialich, Dick Guldstrand, Dave Austin, Tim Swing, Bruce Kelly, Jennifer Ledon, “Kiwi” Steve Davies, Joe Douglas, George Bolthoff, Turbo Al Lombardo, Jim Dunn, Duane McKinney, and Tom Bruner. 
   Callaway is the caretaker of El Mirage and a man who has done it all in land speed and endurance racing.  Olson was a long-time official in the NHRA and a close friend of the Parks family. Deane was a lawyer for the NHRA and another family friend. Guldstrand has been on Jay Leno’s Garage and is well-known in the road course racing fraternity. Swing is with the San Diego Police Association Museum. Davies is a member of the LSR club and the chief inspector for the SCTA. Douglas was a member of Russetta Timing Association. Bolthoff was a well-known racer from the golden age of drag racing. Jim Dunn ran the Salt Toy at Bonneville and Duane McKinney raced the Sundowner at the Salt Flats. I spoke to Robby and Linda Robinson who catered the food and drinks for the memorial and for other hot rodding events at the museum. They did an excellent job and if anyone needs their assistance, you can reach them at 626-446-3431. Marion asked me to talk to Frank Acosta and learn a little more about the Deist employees, who are very important in making the safety equipment that bears the Deist label. The employees were there in full force to honor their founder. Besides Frank, there was; Irma Gonzales who is a seamstress on the firesuits, Acosta is in the designing department, Armando Gonzales who works on the gloves, Carlos Hernandez who does the embroidery, Liberio Garcia who works on the vests, Martha Rivas who works on suit designing. Coneho Ruiz is the beltmaker, Lidia Vallegas and Maria Baltazar sew the chutes and packs. Jorge Earron does the fire bottles. Isabel Ruiz is a seamstress. In the sales department are Bob Beddoes, Russ Greenwell, and Ben Williamson. Ken Benazee is the bookkeeper. Bob Nielsen is in the video/media department and Marion does the paperwork and bills and oversees the business.
Gone Racin’ is at


The Celebration of Life for Marian Deist will be held on June 29, 2013 from 2 to 5 pm at the Wally Parks NHRA Motorsports Museum. Maggie Peace


STAFF NOTES: the following is courtesy of www.landracing.com, by Jon Wennerberg. Many of the SLSRH members are also readers of Landracing.com. If you aren’t you should sign in with this excellent website.
   Don Allen passed away on May 9, 2013. The Bonneville 200 MPH Club has informed us today that Don Allen passed away. "I am sad to say that Don Allen passed away. He entered the club in 1967. Don served as President of the 200 MPH Club. Don along with his partners Jay Parker, Leon Griffith, Ray Orput and two sons (Dennis & Duncan) all gained entry into the 200 MPH Club in one of the fastest belly tank lakesters on planet earth." A picture of the tank was posted on the Bonneville Land Speed Racer Face Book page today. If you have not seen the page yet it is pretty cool. Lots of pics of those who came before us. God Speed Don, Dan Warner  


Really enjoyed Tex Smith's piece on Doan Spencer. Doan really did nice work and his cars were way ahead of the time. His T-Bird was outstanding. My pal, Paul Yocum was offered the car by Doan for $10,000. Paul attempted to purchase the car from Doan's daughter (after Doan crossed the Finish Line) and she informed him that it was in the process of being appraised but she would contact him after the appraisers completed their task. She called a while later and told him that the appraisal was $90,000 and that was several years ago. Paul has been kicking himself for not buying it from Doan for his price. Bob Falcon


I just ran across a 2009 posting by Mr Bob Lytle from www.HotrodHotline.com that referenced his ownership of a British Riley. The email and phone number attached to his message did not work and I wondered if you had any information on Mr Lytle or if he can be contacted. Thank you. Mike Long, Franklin, Tennessee, myriley4@bellsouth.net.
   Mike: I checked my address book and could not find Bob's contact information. I will post your request and email address in our next issue of the newsletter at www.landspeedracing.com.


STAFF NOTES: Jim Travis mentioned the Chino Air Museum. The official title is Planes of Fame and the website is www.planesoffame.org. It is located at the Chino Airport and I’ve been there. It is an excellent museum and has a nice cafeteria style dining area. Here is a partial schedule of events at the museum; July 6-Flying Tigers AVG - P-40. August 3- Whistling Death - F4U Corsair. September 7- Test Pilots - N9MB, P-59. The Chino museum also coordinates flyby air shows with the air museum in Palm Springs, another first class air museum. There are two air museums located in San Diego in Balboa Park, with a hangar branch at the Miramar Air Station. I’ve been to all three museums and they are well worth the effort to go and see them with your family.
Another air museum recommended by Jim Travis is the Lyon Air Museum, which is located at 19300 Ike Jones Road, Santa Ana, California 92707. The phone number is 714-210-4585. It is open from 10 AM to 4 PM, every day, but call to see when they are closed and for fee schedules. They do have group tours. I haven’t visited this museum, but Jim Travis told me they are exhibiting the Don Francisco airplane.


The NEHRA started in approximately 1971, l joined the club when l left the Royal Air Force in 1971. They used to drag race (1/8th mile) at another ex-RAF airfield somewhere in Northumberland (http://en.wikipedia.org/wiki/Northumberland) l never went to that airfield so l don't know anything about it. We started 1/8th mile drag racing at Felton Dragstrip from 1972 till 1974; we raced monthly from April till November. lt was an ex-RAF airfield that was used by Supermarine Spitfire (http://en.wikipedia.org/wiki/Supermarine_Spitfire) squadrons during WWII. This is what it looks like today (http://www.abct.org.uk/airfields/eshott-felton). The attached photos were provided by Jimmy Waters (last photo) who would travel from London to Gateshead in his Hillman lmp (http://en.wikipedia.org/wiki/Hillman_Imp) a return trip of 560 miles just to help at the drag racing.  John Hutchinson (Great Britain)

Alan Sherwin does a front wheel burnout in his CadillacEldorado-74-JimmyWaters

American Drag Racing Team's Midnight Marauder Nova Burns Out-74-JimmyWaters

Bill Cowin's Shadowfax Dragster-74-JimmyWaters

Bob Hughes stages 'The Hulk' Model T Altered-74-JimmyWaters

Brabham vs Formula Ford-Startline Marshalls Willie Smith & Derek Hall -74-JimmyWaters

Chris Deluen's Flathead  Wedge vs a Ford Mustang-74-JimmyWaters

Felton Dragstrip facing South  14Jul74-JimmyWaters


Jimmy Waters,Marble Arch, April 2013

Jimmy's Mum in his Model T-East Ham, London-JimmyWaters

Mick Teasdale's V8 Anglia vs Mini-74-JimmyWaters

Custom Car-April74


NHRA 2013 Holley National Hot Rod Reunion Grand Marshal & Honorees.  NHRA Motorsports Museum. 
   Grand Marshal Preston Davis is considered one of the Southeast’s best fuel racers from the 1960’s and ‘70s. When Raymond Godman switched to Top Fuel racing he hired Davis to drive his Tennessee Bo Weevil. When Funny Cars took over match race bookings they built a Bo Weevil Funny Car as well. He won two Division Top Fuel Championships, a Division Funny Car Championship and is a member of the Division 2 Hall of Fame. 
   Alan Bockla was drag racing’s original king of the Rockies. In 1961 he began Top Fuel racing. A switch to a Woody Gilmore chassis and Chrysler power put him on the drag racing map with back-to-back West Central Division Top Fuel titles. He was first of the so-called mile-high drivers to run 170, 180, 190 and 200 mph. 
   Lynwood Dupuy is one of those rare officials beloved by drag racers coast to coast. Long before computers took their place in the tower, Lynwood’s attention to detail found him keeping records and figuring handicaps by hand. He’s one of those rare people that can perform nearly any function at a drag strip from starter to race director and earned the reputation as being firm but fair. 
   Melvin Heath built his fuel dragster in a shed on his Oklahoma watermelon farm. In 1956 he was first to win two NHRA Regional championships in a single season. At the second NHRA Nationals in Kansas City, Heath narrowly defeated Californian Bob Alsenz to win the dragster class and then took Top Eliminator honors over 351 other entries. 
   At 16 Jon Lundberg stood on an oil drum and announced his first drag race using a megaphone. By 1962 he was announcing at three Michigan tracks. He expanded to national events in 1963 including the legendary March Meet in Bakersfield. Nicknamed the “Voice of Drag Racing” and “Thunderlungs”, he appeared at more than 120 different drag strips between 1964 and 1978. Whenever “Attention in the pits!” is heard, drag race veterans think of Jon Lundberg. 
   Tom Prock has been involved in drag racing since the early ‘60s. He began with gassers and in the early ‘70s switched to Funny Cars. He raced the Warhorse Mustang, and then teamed with Al Bergler on the Motown Shaker Vega. In late 1972 Tom joined Fred Castronovo and drove the successful Custom Body Challenger for the next five years. He retired from the wheel in 1979 to became crew chief for Tom “the Mongoose” McEwen. After six years he left the road to work for Venolia Pistons.   
   The Wally Parks NHRA Motorsports Museum, presented by the Automobile Club of Southern California, long a dream of NHRA founder Wally Parks, opened to the public April 4, 1998, after years of planning and months of hard work cataloging and arranging the exhibit. Housed in a 28,500-square-foot building on the edge of the historic Los Angeles County Fairplex, the Wally Parks NHRA Motorsports Museum's mission is to celebrate the impact of motorsports on our culture. We collect, preserve, exhibit and interpret the vehicles, stories, and artifacts that represent our affection for, and the influence of, automotive speed and style in all its forms. We are the place to view and learn about hot rods, customs, racecars and speed records, and the West Coast's role as the historic center for their past and present development. The Museum features an impressive array of vintage and historical racing vehicles –- nearly 50 at the Grand Opening -- along with photographs, trophies, helmets and driving uniforms, artifacts, paintings, and other memorabilia chronicling more than 50 years of American motorsports. A gift shop offers a wide variety of souvenir items. The Museum is open during the annual Los Angeles County Fair. Please check the Fairplex website for hours of operation and admission prices (www.fairplex.com).
   Museum admission is just $1 with regular paid Fair admission ticket.  HOURS: Wednesday through Sunday, 10 a.m. to 5 p.m. Extended hours during the NHRA Winternationals and NHRA Finals. Also, hours change during the annual Los Angeles County Fair. HOLIDAYS WE ARE CLOSED: Easter, Memorial Day, Independence Day, Thanksgiving, Christmas Day and New Year's Day. ADMISSION PRICES: Current NHRA members are admitted free. Admission for non-members is $8 for adults, $6 for seniors 60 and older, $6 for juniors 6 through 15, and free for children under the age of 5. AAA discount available. 
   HOW TO GET HERE: From the 10 fwy east, exit White Avenue, proceed North, turn left on McKinley Avenue, enter Fairplex Gate 1. From the 210 fwy, exit Fruit Avenue, proceed South, turn right on McKinley Avenue. The Wally Parks NHRA Motorsports Museum is located at Fairplex Gate 1, 1101 W. McKinley Avenue in Pomona. Call us at (909) 622-2133.  Wally Parks NHRA Motorsports Museum 1101 W. McKinley Ave. Building 3A Pomona CA, 91768 Museum Main Number: 909-622-2133 Museum Fax Number: 909-622-1206 Reunion Hotline: 909-622-8562, themuseum@nhra.com,    www.museum.nhra.com.


BROCK. By Le Roi Tex Smith 
   Ray Brock, who we Hot Rod Magazine types referred to as Raymondo, was our front line display to the dignified world of American business. Along with Wally Parks and Bob Greene, Ray could usually be found in nice dress type pants, some kind of pressed shirt, a tie quite often, and nearly always a sport jacket. The rest of us were backyard riff-raff in Levi’s and T-shirts. Exactly what the business world claimed distance from. For us, that worked just great. We could, and did, shove the others to the front while we could rummage round with the great unwashed masses and scrounge good hot rod building information. But, Raymond Brock could bolt on a set of coveralls and turn wrenches with the best, which he did on many an occasion. Which is why he was always welcome in all the hot rod and race car emporiums of America. And which is why we thrust him squarely into the forefront of Hot Rod Magazine’s drive to become the leading automotive enthusiast magazine in the U.S.  And which is why Ray Brock won the confidences of the Detroit inner sanctums of automotive engineering offices.  It went something like this. (editor-this was all that was on the document)



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