Some Names To Look For In This Newsletter:
GUEST EDITORIAL: by Dyno Don Batyi: ASSIGNED STAFF EDITORIAL: by Richard Parks: IRWINDALE EVENT CENTER, JUNE 12, 2013; STAFF NOTES: this message from Maggie Peace was published in last week’s newsletter, but here is a reminder again in case you missed it; American Karting Legend, Linda Emmick, 1943-2013 Funeral Services; “Carl Schmid passed away on Monday, June 3, 2013; Walt Arfons, drag-race champion and race-car designer, dies at 96; Farewell to Wally Arnold, our Friend and Industry Icon; The 14th Annual Cruisin For A Cure makes its mark as the Nation’s Largest One Day car show; After the USA the next biggest country to follow drag racing is Australia; Here's a video of the Nish Royal Purple Streamliner in the Darko Wind Tunnel in Ogden, Utah; Here is the link to the latest issue of ACAG Update – June 2013; Provision to Save California’s Johnson Valley OHV Recreation Area Moves Closer to Becoming Law. Courtesy of www.hotrodhotline.com; I was referred to you by Ernie Nagamatsu; I will assemble more on Harvey Crane and send to you, likewise, Ernie Schorb; The Automobile Driving Museum Announces the 2013 Version of Their Book Fair will be held on June 30, 2013; Warren Johnson & zMAX Dragway host PROJECT 1320 interviews; ME ‘N RICK. By Le Roi Tex Smith; Dennis 'Hollywood' Zainfeld eyes 650 mph mark with home-built car; STAFF NOTES: The following was received from Doug Stokes; IMPOUND INSIGHTS - June 2013. Sent in by Dan Warner; Latest news, upcoming events and a 20% off discount coupon
GUEST EDITORIAL: by Dyno Don Batyi.
I received this email recently; "A San Diegan almost lost his hemi 1930 Ford coupe show car last Saturday. He was on his way to a show in the mountains and a fuel line crumbled, shooting gas on the hot headers. He had a fire which caused considerable damage before he could extinguish it. Probably ethanol rotting of the hose caused the fire. Steve C." This is what Ethanol does to soft parts in the fuel system of our Collectable Vehicles. A word to the Wise; get some Lucas Safeguard, ethanol fuel conditioner and keep it in your gas. Ethanol is also corrosive to carb's and fuel pumps too.
In my article of May 30 titled "Agenda 21 and our Hobby," I advised I would do a second article on the California Air Resource Board's role in "21." Here is the link to CARB's Website: http://www.arb.ca.gov/cc/sb375/sb375.htm. I urge you to check it out and I also urge you to Google "UN Agenda 21" for further information. This movement in the USA and our state is very concerning. In September, 2008 California Senate Bill 375 was passed, signed and chaptered into law authorizing the California Air Resource Board to implement and enforce "Sustainable Communities." The California ARB is an un-elected board with far too much power.
Here are some clips from the above CA ARB Website: Sustainable Communities and Climate Protection Act of 2008 (Sustainable Communities, SB 375, Steinberg, Statutes of 2008) enhances California's ability to reach its Assembly Bill 32, better known as Global Warming Solutions Act goals by promoting good planning with the goal of more sustainable communities. Sustainable Communities requires ARB to develop regional greenhouse gas emission reduction targets for passenger vehicles. I believe this will include our hobby vehicles.
Each of California's Metropolitan Planning Organizations (MPO) then prepare a "sustainable communities strategy (SCS)" that demonstrates how the region will meet its greenhouse gas reduction target through integrated land use, housing and transportation planning. Once adopted by the MPO, the SCS will be incorporated into that region's federally enforceable regional transportation plan (RTP). Also, if you will do some of your own research, I think the doubting Thomas's may change their minds. This is a serious step in a direction away from the "American Dream" and in my opinion should not be happening. I believe we should be contacting our elected legislators and telling them our opinion. With all these smart phones out there, a phone call might be the thing to do. Here is the link to find your representative; http://findyourrep.legislature.ca.gov/.
ASSIGNED STAFF EDITORIAL; by Richard Parks:
You will notice that the SLSRH is slightly different than other websites or publications. I allow easy access and use of the newsletter by our readers and some of the comments are “bloggy” in nature. But I don’t turn the newsletter into a blog and for good reason. Whatever we print in the SLSRH, no matter how small or trivial, has to have some FACT in it, or some historical relevance. It might be a small statement, like a previous reader who informed us that a car was built by a certain person for a certain price. Or that someone drove their car at Bonneville and recorded a certain speed. In my articles I might list the names of everyone who attended an event, whether they raced or not. In the SLSRH we don’t differentiate between lengthy articles and short statements of facts. If it has a fact or a noun in it we publish.
But what I don’t allow are bloggy statements and I edit out what our members send me when it gets too mushy. For example there is one very well-known and respected website that is all blogs. One member may start out with this statement; “Boo, Hoo, I can’t go to the races this weekend, my wife won’t let me.” This is followed by a dozen other readers who blog, “Me too, I’m so whipped.” Then another sobs, “I can’t go either.” This might be good SOCIAL communications among friends who are simply using the internet as a way to stay in contact with a large group and I don’t fault them for that. But it isn’t the way the SLSRH is set up and we don’t socialize; we do research on racing history. That’s why you only see facts, dates, places, people, events, etc in the newsletter. It’s also why some of you notice that the long letters you sent in have been shortened considerably. The staff edits with a vengeance. Blogs are fine, but we aren’t one of those blogs. As an aside, it sometimes makes me wonder about these men that I know and admire. Have we as a group of tough old hot rodders fostered a myth of manhood and in reality we are just a bunch of (fill in the blank). We need to leave the blogs to the kids.
On another note; the other day I received about 5 notices concerning people who had passed away or were very ill. I wondered, “How come I’m the last person to hear anything?” I called one of my contacts at a museum and this is what I was told; “We have a website you know, if you want to know anything, look it up.” Wow. Double Wow. What great help they were to me. How much work is it to put my email address on their press releases? But more than that is how the generations have changed. Being almost seventy I was raised to respond, “Oh, I am sorry; I will get to it right away.” I suppose today’s generation was born with a silver spoon in their mouths and a chip on their shoulder as if everything belongs to them without ever having to work for it. The conversation then took a rather nasty tone; “You won’t find that man’s obituary on our website as he wasn’t famous for anything.” Such elitism. If my father were alive he would ask to see the person in private and remind them that ALL hot rodders are equals and deserving of notice from time to time. Especially when that person has died and this is probably our last chance to mention them. Bottom line, I’m not going to find out much from the horse’s mouth so please, readers, send me the news, because that’s now my best source for the newsletter.
IRWINDALE EVENT CENTER, JUNE 12, 2013. A good friend of the track, and a great driver, Jason Leffler, passed away from injuries sustained in a racing accident in Bridgeport, New Jersey earlier this evening. Jason was one of very best, always ready to race, always ready to make friends. He made a lot of them in his short time among us. Our most sincere condolences to his family and to his many fans. Doug Stokes, Irwindale Speedway. Sent in by Bob Falcon.
The following comes from www.jasonleffler.com.
Jason can thank an impressive open-wheel career for over a decade of success in NASCAR. The Long Beach, CA native became the third driver to win three consecutive USAC midget championships (1997-99). He also claimed the USAC Silver Crown title in 1998, as well as victories in prestigious races such as the Hut 100, Night Before the 500, Belleville Midget Nationals, Turkey Night Grand Prix and Copper World Classic. Jason's induction into the National Midget Auto Racing Hall of Fame in 2003 sealed his title as one of the most successful short-track drivers in the country.
Leffler then followed the dream of many openwheelers and moved to the NASCAR Nationwide Series full time in 2000. Later that year Jason also had the opportunity to race in the famous Indianapolis 500, with an impressive 17th place finish. Jason joined Joe Gibbs Racing full time in 2000, where he earned three poles and four top 10s before moving to Chip Ganassi Racing and the Sprint Cup Series in 2001, where he won the pole for inaugural race at Kansas. Leffler joined the Camping World Truck Series in 2002 and tied a single-season record with eight poles and qualified no worse than eighth all year. He finished second six times, ended up fourth in the championship and went on to win his first Truck race in 2003 at Dover. A year later, Leffler broke through in the Nationwide Series at Nashville, leading 61 laps for his first victory. He's been a staple in NASCAR ever since.
Leffler joined Braun Racing (now Turner Motorsports) midway through the 2005 season. All too- talented, Leffler has made 296 starts in the Nationwide Series, with two victories, 42 top fives, 107 top 10s and eight poles. He's finished in the top 10 in points for six consecutive years and gave Toyota its first Nationwide victory in July 2007 at Lucas Oil Raceway. Jason Leffler has decided to go back to the dirt. In 2013 he will return to open wheeled racing, following over a decade long, successful career in NASCAR. Teaming up with Tom Buch Racing, they plan on running 50-65 sprint car races nationwide. Jason is excited to get back to the grass roots of racing to connect with fans and old rivalries.
Jason has had an impressive career in openwheeled racing. He is one of three drivers able to claim 3 consecutive USAC midget championships,1997-1999. In the last decade, he took the USAC Silver crown title as well as victories in prestigious races such as the Hut 100, Night Before the 500, Belleville Midget Nationals, Turkey Night Grand Prix, Hoosier 100 and Copper World Classic. In 2000, Jason even had the opportunity to race in the Indianapolis 500, with an impressive 17th place finish. He was inducted into the National Midget Auto Racing Hall of Fame in 2003, sealing his title as one of the most successful short-track drivers in the country.
STAFF NOTES: this message from Maggie Peace was published in last week’s newsletter, but here is a reminder again in case you missed it;
“Just letting you know when the service at the Museum will be for Marian Deist. It will be on June 29, 2013 at the Wally Parks NHRA Motorsports Museum from 2 to 5 pm.” Maggie Peace
American Karting Legend, Linda Emmick, 1943-2013 Funeral Services. Courtesy of www.hotrodhotline.com.
We regretfully announce the passing of one of America's true karting legend's Linda Emmick. Linda Emmick was the owner of the American go kart chassis brand Emmick Enterprises, established in 1965. Linda left her family and friends to be with her daughter and husband on June 5, 2013 at 7pm suffering from a major stroke. Linda was survived by her son Ron, partner Gil and the Gwin family. A viewing is schedule for Thursday, June 13th at the Sierra View Funeral Home between 4-8pm. Located at 6201 Fair Oaks Blvd, Carmichael CA 95608. Funeral services will be held on Friday, June 14th at the Fair Oaks Cemetery located at 7780 Olive Street, Fair Oaks, CA 95628. Respective services will commence at 10am. Friends are welcome to join the family for a celebration of life gathering following immediately after the service. Located at 5010 Kenneth Ave, Fair Oaks, CA 95628.
“Carl Schmid passed away on Monday, June 3, 2013. There was a service on Wednesday, June 12, 2013 at the Cemetery on French Camp Road, just off Highway 99.” Mariella Allinger
STAFF NOTES; Spencer Simon wrote a story on Carl and we are looking for more information, biography or obituary to add details to Carl’s life. If any members of the SLSRH have something to add or personal stories to tell, please send them to me at RnParks1@juno.com for inclusion into the newsletter.
Walt Arfons, drag-race champion and race-car designer, dies at 96. Courtesy of Akron Beacon Journal.
Walt was a self-taught mechanical engineer and champion drag racer who built the first jet-engine dragster, conceived of innovations that helped save lives on the raceway, and had a car that held the land-speed record at 413 mph until his estranged half-brother bested it three days later, died June 4 at a hospital in Akron, Ohio. He was 96. The cause was pneumonia, his son-in-law Richard Stiff said.
Walt and his younger sibling Art, both irrepressible daredevils and showmen, were among the best-known drivers during drag racing's infancy in the 1950's and its propulsion into mainstream news coverage in the 1960's. Along with Craig Breedlove, they were leaders in fierce battles to attain ever-increasing land-speed records at the Bonneville Salt Flats in western Utah. Art Arfons, who died in 2007, held three land-speed records and was inducted into racing halls of fame, at times overshadowing his more self-effacing brother. Nevertheless, it was Walt who is credited by many experts with taking motor sports into the jet age and finding ways to make the sports safer.
Louise Ann Noeth, a driver and automotive journalist who has written about the Bonneville competitions, noted that in addition to being the first to apply jet engines to race cars, Walt Arfons is also credited with being at the forefront of adapting parachute technology to motor sports. "No high-speed car today can stop safely without one," Noeth wrote in an e-mail. "Walt Arfons spawned an entire safety industry in motorsports." Every time something went wrong with a race car mechanically, aerodynamically or due to driver brain fade, the parachute is the single best friend a race car driver has north of 300 miles per hour." Noeth called drag racing, "a home-grown American motor sport that challenges the mind to outwit the clock, master mechanics and energize engineering disciplines. Not for everyone, but it is a sport where passion begets dedication that begets the great experiment, it is a wonderful way to research, develop, test and evaluate a plethora of mechanical, engineering, science and technological dreams."
The Arfons brothers learned how to use and assemble machinery at their father's feed and hardware store in Akron during the Depression. They built cars from spare parts and, during a boom in surplus airplanes after World War II, they bought planes to tinker with. During their racing years, they would continue to improvise their designs using junked parts. They participated in their first drag race in 1952 after concocting a makeshift, three-wheeled hot rod from an Oldsmobile engine, the back of a Packard and the landing gear of an airplane for a front wheel. It had such an unappealing green paint job that the race announcer dubbed it the Green Monster. The brothers embraced the name for many of their subsequent machines. Although their first Green Monster lost, they soon devised a better car that used an Allison P-38 aircraft engine. Attaining speeds of more than 150 mph, they won a series of local races and eventually triumphed at the sport's most prestigious contest, in Lawrenceville, Illinois.
Farewell to Wally Arnold, our Friend and Industry Icon. Our good friend, Wally Arnold died on Thursday, June 13, 2013. He was 71. Please take a moment to remember him and his complete devotion to the custom car industry. As a major supporter of our events, we grew to know Wally as well as he would let anyone know him. In the words of our President, Pete Toundas, who loved Wally dearly; “Wally’s love of cars was as big as his personality. His spirit will linger long after his passing.” Born in the Midwest, Wally moved to California to be with his father at the age of 9. He was immersed in southern California car culture from that day forward and his path never veered. Whether he was at work in his father’s wrecking yard after school, creating accessories for Cal Custom or growing Eagle One Car Care products, Wally was always at the forefront of innovation.
Although he was “technically” retired, he was always close at hand. In fact, he started White Eagle Motorsports in 1998 so he could continue on as a consultant to Eagle One and his countless friends in the industry. His favorite pastime was going to events. While at Eagle One, Wally launched a road show campaign that attended more than 100 events a year for over a decade. He loved every minute, telling stories and laughing all the way. Wally was truly a larger-than-life man. His accomplishments are innumerable, but his most treasured title was “friend.” One of Wally’s favorite sayings when he left a message was, “You didn’t answer the phone, so you must be talking to a bigger name.” Well, this time Wally is the one talking to a bigger name. Rest in peace big Wally. I am sending this along. We have posted it to the ISCA website and Autorama/World of Wheels Facebook pages. Feel free to use it, if you like. Lynn Burbary
Bill Moeller writes: Per Wally's request there will not be a memorial and no flowers should be sent. Sympathy cards can be sent to Cheryl (Wally's Wife), Michael and Michelle (Wally's Son & Daughter) c/o White Eagle Motorsports, PO Box 157, Murrieta, CA 92564.
The 14th Annual Cruisin For A Cure makes its mark as the Nation’s Largest One Day car show. The show will be on Saturday, September 28, 2013 at the Orange County Fairgrounds, Costa Mesa, California. See www.cruisinforacure.com. They are expecting over 4000 vehicles and will offer free PSA Prostate Cancer screening for men over 40. Proceeds from the show benefit the City Of Hope. Courtesy of www.hotrodhotline.com.
Here's a video of the Nish Royal Purple Streamliner in the Darko Wind Tunnel in Ogden, Utah. See http://youtu.be/_DNKrQK1Rd0. Submitted by Ron Main.
Here is the link to the latest issue of ACAG Update – June 2013. It covers the work carried out since March, our booked appearances and other bits of news about the project. Enjoy the read. http://www.drceurope.co.uk/acag/jun2013. This second link takes you to Gareth Kent’s video of the June 2nd fire-up, http://youtu.be/3jpR-u4Oack. Please feel free to share these with your friends. Hope to see you at Northbrook College, Beaulieu, Shakespeare County Raceway or Santa Pod Raceway. Brian Taylor, Chairman, Allard Chrysler Action Group, www.allardchrysler.org, Tel 01395 579733. email@example.com.
Provision to Save California’s Johnson Valley OHV Recreation Area Moves Closer to Becoming Law. Courtesy of www.hotrodhotline.com.
Legislation that would end a five-year debate on how to expand the U.S. Marine Corps base at Twentynine Palms, California has been included in HR 1960, the 2014 National Defense Authorization Act (NDAA), greatly increasing the likelihood of approval. The provision, authored by Rep. Paul Cook (R-CA), allows the Marines to have access to the adjoining Johnson Valley OHV Recreation Area for up to 60 days a year for training exercises but the OHV area would be otherwise preserved for recreational use. No longer a standalone bill, Rep. Cook’s provision will become law when the NDAA is approved by both the House and Senate and signed by the President. The provision protects OHV activities by establishing the "Johnson Valley National Off-Highway Vehicle Recreation Area" under continued management by the U.S. Bureau of Land Management (BLM).
It provides for public participation in determining the dates for military activities that will be the least disruptive for OHV activities. The land is used year-round by OHV enthusiasts and is home to numerous motorized events that draw thousands of competitors and spectators to the area every year, including the famous King of the Hammers. The SEMA Action Network (SAN) will continue to urge lawmakers to act quickly to approve the NDAA, which authorizes military funding and includes the Johnson Valley provision. HR 1960 will soon be considered by the full House of Representatives. A similar bill will be debated and adopted by the Senate later this summer. A conference committee will develop a final compromise bill later this year. Final passage of the NDAA is not expected until the end of the year. For more information, please contact Dan Sadowski at firstname.lastname@example.org or Stuart Gosswein at email@example.com.
I was referred to you by Ernie Nagamatsu. He suggested that I contact you about my lakester. I have a 1939 Lakester that I am told by the people at the Petersen Automotive Museum that it is of historical significance. The car is a "one off" roadster that has a hand formed aluminum body. It was built during the infancy of hot rodding in the 1930's. The lakester was born in Southern California. The aluminum material came from Douglas Aircraft pre-WWII. The powerplant is a 1937 LaSalle V8. The Meteor was raced at Muroc in 1940 and ran 104 mph. Documents show that only 29 cars broke the 100 mph barrier in 1939. I have the original vehicle registration and pink slip for the car. My father (George) drove the Lakester on the streets of Los Angeles. The Meteor has been in the family for over 73 years. If you find the story on the race car interesting the back story on the hot rodders of the time are just as compelling. If you have questions please write or call. Sincerely, Walter Nakamura, firstname.lastname@example.org
WALTER: Thank you for your interest. Per our conversation here is where we need to start. Have Jim Miller give you all the information that he can on the build of the car. Secondly, go to all your photographs and begin to caption them, especially any that you received from your father, George. Do an internet search for Alfred Churchill and the Rumblers car club. Send me Don Wilson's email address. Tell me what you know of Mr Tippens and if he has any other information on the car and your father's racing. Check with any parents, aunts, uncles, cousins and close family friends who remember your father's racing or the car. I'll have Roger Rohrdanz put the caption and photograph of the car in next Tuesday's issue of the newsletter, The Society of Land Speed Racing Historians Newsletter, which is posted at www.landspeedracing.com.
Start with your father's bio and we'll build the story around him. When and where he was born, his parents name, where he grew up, when he got the car, what car club he was in, who were his friends and racing buddies, what happened to him during the 1940's. Then mention Tippens and how you got the car back into the family. Then what you have done with the car after that, including who rode in it, where it was shone, etc. Take only 15 minutes, write fast and send me the rough draft to edit and ask you more questions. The finished story will not be published until you make that decision to do so. Some information you will want to keep within your family and some that you will want to make a public record and it is fine to have two versions of the official history; one for the public and a larger history for the family only.
I will assemble more on Harvey Crane and send to you, likewise, Ernie Schorb. Another of the people from that era is Jerry Tyson. You may remember him as the man who worked with Ollie Riley, at Chrondek. Jerry later became the Chrondek man for the entire east of the Rockies half of the US. Jerry was very active in the Southern Florida Timing Association and was President of Cabriolets Road Club, back in the car club days. Many years back Jerry left drag racing timing systems engineering and founded a business that specified, installed and serviced all the electronic gadgetry, stage electronics, lighting, etc., on cruise ships. He began with Port of Miami and later opened an office in Orlando, after Disney's cruise line ops grew. He worked closely with the cruise lines and traveled often to ship building ports such as Hamburg, Belfast and others, for "ground-up" activities. Jerry sold his interests in the company and retired, on a 3 year contract with a "non-compete" clause. He remains semi-retired, but like an old fire house horse, now does consulting projects on a selective basis. Jerry and I communicate often. He was a favorite worker of your dad and of course, Jack Hart, from the 1960's and ‘70's. Jim Hill
The Automobile Driving Museum Announces the 2013 Version of Their Book Fair will be held on June 30, 2013. The event will feature both indoor and outdoor vendor stalls and the museum will once again offer rental of stall furnishings such as tables and chairs priced by their rental source at the museum's low year round rental rate. All space rentals can be handled via credit card on the ADM website with immediate response and space assignment. The Automobile Driving Museum (ADM) can be reached at email@example.com. Jodee is the on-site Administrator for events.
Please note; this event IS NOT an Automotive Swap Meet but offerings in the form of books, old magazines, photos, die cast cars, auto badges, and any car parts that can be carried in a pants pocket (small stuff) can be exchanged for cash money. As a special the ADM Book Fair will feature The Authors Corner. Complimentary space will be given to Published Authors to sell autographed copies of their work. So if any reader of this piece knows of an author who will be available on June 30 he should have that person contact Bob Falcon at firstname.lastname@example.org to reserve a spot.
There is no admission charge to explore the Book Fair but a minimal donation of five dollars is requested to roam the museum collection of near 200 "Showroom Condition cars from Year One to the 1960’s. The ADM Docent crew will be in force to answer any questions about the exhibited vehicles. The Book Fair hours will be from 10:00 AM to 3:00 PM with set-up time scheduled to begin at 7:00 AM. Food service will be available The ADM facility is located at 610 Lairport Street near LAX. Lairport Street parallels Sepulveda Boulevard and is one short block East of Sepulveda between Mariposa and Maple Streets. The I-105 Westbound off ramp is Sepulveda Blvd South. Maple Street is three traffic lights south of the freeway. Now may be the time to do Spring cleaning of your historical car stuff and turn it into cash. Bob Falcon
Warren Johnson & zMAX Dragway host PROJECT 1320 interviews. Contact: Traci Hrudka, Quarter Mile Foundation, Phone: 440-888-0088 email@example.com (or) Steve Cole, WRITEWords Phone: 330-725-5462, firstname.lastname@example.org.
Parma Heights, Ohio (June 17, 2013) – The Quarter Mile Foundation continued to add interviews of legends and pioneers of drag racing’s and the performance automotive aftermarket’s early days in preparation for the production of the television documentary about the sport and industry. Using interviews in the Atlanta, GA and Charlotte, NC areas, the Foundation was able to interview 19 racers, promoters and speed shop owners who helped establish the sport and the industry in the southeastern U.S. On May 22, interviews were conducted at the shop of Pro Stock legend Warren Johnson in the Atlanta suburb of Buford, GA, where a full day’s filming netted ten interviews. Interviewed were: Warren and Kurt Johnson, veteran manufacturer’s rep “Skeeter” Jourdan (True High Performance sales), speed shop owner/distributor Warren Barnett (Barnett Performance Center), drag racer/speed shop operator Lamar “Mr. 409” Walden (Lamar Walden Automotive), long-time speed shop operators Julius Hughes, Jr. and his mother Elaine (Hughes) Jape (Atlanta Speed Shop), former NFL head coach and racer Jerry Glanville, Steve McAllister (owner, Innovative Engineering and former Mr. Gasket/Hays clutch technician) and Mountain Motor Pro Stock and Pro Mod engine builder/crew chief Jon Kaase (Jon Kaase Racing Engines).
On the following Wednesday (May 29), the Foundation’s crew went to the north Georgia home of legendary super stock campaigner Phil “Daddy Warbucks” Bonner for his recollections. Charlotte’s z-MAX Dragway hosted two days of interviews on June 5 and 6, 2013. A number of legends from the Carolinas recalled their early days in the sport. These included: Pro Stock legend and NASCAR team owner Jack Roush, sportsman racer and performance retailer Tommy Johnson Sr., IHRA Mountain Motor Pro Stock pioneer Roy Hill, legendary Pro Stock crew chief Buddy Martin (partner of the late Ronnie Sox), top fuel pilot and performance parts retailer Doug Herbert (for his father, the late Chet Herbert), Jeffery Ellis – for his father Bill Ellis, a pioneering drag strip owner, chassis builder and a part of the NASCAR’s drag racing history in the 1960s, 1980s Pro Stock campaigner Johnny Dowey and auto dealer magnate, NASCAR team owner (and sometime street car drag racer) Rick Hendrick.
George Elliott, zMAX Dragway’s Director of Marketing (who hosted the Charlotte interviews, and who shared some camera time with Roy Hill) observed, “When you think you have been around for so long and think you know most all the great stories; you get the ‘old timers’ talking and start hearing the REAL deep memories! It not only brings a lot of laughter, but makes you thankful you lived through those times. It is also then that you know you have not heard it all! ‘It is so important to capture these memories not only for a historical nature, but to learn the stories how the East met the West in hot rodding and a timeline to key events that made us an industry. In the day it was intuition, passion and a gut feeling idea that someone had; and was not afraid to build it and see if it worked. Some of the interviewees were from our second generation and to hear what they learned (as a kid) while their Dads were in the ‘Pioneer’ era of drag racing and hot rodding clearly showed the how the passion carried on even though the economics, lifestyles and science of building of parts and cars has moved on to the modern era. It was a real reality check of where we’ve been!”
Foundation Chairman Traci Hrudka noted, “A special ‘thank you’ goes out to Warren and Kurt Johnson and to George Elliott of the Speedway Motorsports, Inc.’s zMAX Dragway for assisting us in recording these interviews. As a result of their generous support, the Foundation added 19 interviews to our list of contributors to the growth of the sport and the aftermarket industry, bringing the total number of interviews to 233 names.”
The Quarter Mile Foundation is a 501(c) (3) not-for-profit foundation, which is producing PROJECT 1320, a for-television documentary film series about the history of drag racing and the parallel growth of the performance automotive aftermarket.
Steve Cole, at email@example.com, has compiled 233 interviews for the Quarter Mile foundation. The interviews are on;
Bob Airheart, Gene Altizer, Margaret Altizer, Joe Amato, Tim Arfons (Art Arfons), Nick Arias, Jon Asher, Jerry Baltes, Walt Barbin, Warren Barnett, Fred Bear, Jack Beckman Wally Bell, Al Bergler, Arnie Beswick Bob Bilbow, Jim Bingham, Chuck Blum Dave Boertman, Phil (“Daddy Warbucks”) Bonner Sr, Wally Booth, Bob Brandt, Richard Brady, Paul (“Scooter”) Brothers, Carol (“Bunny”) Burkett, Dick Burley, Francis Butler Paul Candies, Art Chrisman, Chuck Clayton, Tom Coddington, Austin Coil, Corky Coker Steve Cole, Ron Colson, Jerry Coley, Tom Compton, Bob Cook, Jeg Coughlin Sr, Harvey Crane, Tom Curnow, Eileen Daniels, J. Russell (Russ) Deane, Bob DeVour, Larry Dixon Sr, Dale Dobies, Darwin Doll, Johnny Dowey, Steve Earwood, Vic Edelbrock Jr, George Elliott, Jeff Ellis, Dale Emery, Dick Estevez, Doug Evans, Don Ewald, Bud Faubel, Amy Faulk, Bernie Fedderly, Herb Fishel, John Force, Gordy Foust, Bob Frey, Dale Funk, Don Garlits, Angelo Giampetroni, Gloria Gibbs, Steve Gibbs, Stan Gill, Jerry Glanville, Marvin Graham, Larry Griffith, Rich Guasco, Roger Gustin, Darrell Gwynn, Jerry Gwynn, Joan Gwynn, Dave Hale, Barbara Hamilton, Don Hampton, Frank Hawley, Jim Head, Rick Hendrick, Doug Herbert, Harry Hibler, Jim Hill, Roy Hill, Joe Hilger, Kenny Hirata, Phil Hobbs, Dennis Holding, Tom Hoover, Julius Hughes, Jr/Elaine (Hughes), Jape Paul (“Hutch”) Hutchins, Tom Hrudka, John Iannotte, Ed (“Isky”) Iskenderian, Tommy Ivo, Bill (“Grumpy”) Jenkins, John Jodauga, Kurt Johnson, Tommy Johnson Sr, Warren Johnson, Ted Jones, “Skeeter” Jourdan Leo Kagan, Jon Kaase, Bob Keller Jim Kerr, Jimmy King, Bill Klein Ben Koch, Dave & Susie Koffel, Mike Kuhl, Arnie Kuhns, Dick LaHaie, George Lane, Bobby Langley, Bob Larivee Sr, Bruce Larson, Jim & Alison Lee, Ron Leek, Tommy “TC” Lemon, Nancy Leonello, Roland Leong, Mike Lewis, Judy Lilly, Larry Lombardo, Terry Lorge, Jon Lundberg, Al (“Mousie”) Marcellus, Richard Maskin, Buddy Martin, Red Matthei, Steve McAllister, Bob (“Beaver Bob”) McCardle, Dave McClelland, Jack McCormack, Jim McFarland, Bob McJannett, John Menzler, Sonny Messner, Robin Millar (Pete Millar), Joe Mondello, Mary Mondello, George Montgomery, Ken Montgomery, Larry Morgan, Ray Motes, Ken Mott (Mickey Hart), Bob Muravez (aka Floyd Lippencotte Jr), Paula Murphy, Doug Nickoson, Lou Novotny, Jim Oddy, Carl Olson, Bennie Osborne, Mark Pawuk, Herm Petersen, Ed Pink, Hubert Platt, Aaron Polburn, Danny Porche, Larry Potnack, Bill Pratt, Don Prieto, Don Prudhomme, Bill Pryor, Tom Raley, Jim Read, Jack (“J.A.”) Redd, Tom Reider, David Reitz, Steve Reyes, Rick Rollins, Jack Roush, Jerry Ruth, Skip Scafidi, Ed (“Fast Eddie”) Schartman, Paul Schiefer Jr, George Schreiber, Joe (“Gentleman Joe”) Schubeck, Don Schumacher, Gene Schwartz, Charles (“Boogie”) Scott, Louie Senter, Greg Sharp, John Shapiro, Carroll Shelby, Nate Shelton, Fred Sibley, Larry Sikora, Bill Simpson, Dick Skoglund, Bill (“Speedy Bill”) Smith, Don Smith, Rich Smith, Tom Sneden, George Snizek, Bob Spar, Frank Spittle, Jere Stahl, Bob Stange, Dennis Stanley, Mike Stasko, Chuck Stolze, Jim Stuempfle, Junior Thompson, Jim Thorton, Rahn Tobler, John Towle, Al Turner, Bob Vandergriff Sr, Arlen Vanke, Linda Vaughn, Ken & Rona Veney, Jimmy Waibel, Lamar (“Mr. 409″?) Walden, Dave Wallace Jr, Randy Walls, Jim Walther, Kenny Warren, Sid Waterman, Jack (“Doc”) Watson, Dean Weasner, John Wehrly, John Westberg, R.C. Williams, Chuck Wright, Alex Xydias, and Kenny Youngblood.
ME ‘N RICK. By Le Roi Tex Smith
Let’s see, I first ran across E. Rick Mann at the salt flats, must have been that first year of l949. From that time until he went over the hill we always remained friends, and for him, I was always the Boy Lieutenant and sometimes T Texas. For me, he was always Rick, or E. Rick. Eric Rickman was a photographer, the kind who journeyed in the background and made sure we editor types had exactly what we needed. He knew, because he was a Car Guy. But he didn’t waste film, or anyone’s time, by just pointing and shooting. I never was a good photographer, but Rick taught me an invaluable secret of his trade: Get In, Get The Photo, Get Out! Sweet and to the point, a credo that has served me well all these years, especially with nothing to do about photographs.
Rick was working for a camera shop in the Bay Area of Northern California after a stint in the navy. And, he confided to me one time, his profession as a lens man led him down some strange alleyways of life. I shall disclose nothing else. Still, it was this intimacy with photos that wove seamlessly with an interest in things automotive, he took photos at circle track races in the Bay Area, thus his serving at Petersen Publishing would seem no accident. At PPC, he ended up working in the photo lab, and from that he ended doing yeoman work for Hot Rod Magazine. Through HRM he worked for Wally Parks, and through that he ended on tour with the first Drag Safari.
You will recall the Drag Safari was a team that Wally concocted to tour the nation in l954, with Mobil Oil sponsorship (which was puny, at best). It was a group consisting of The Matinee Idol (Bud Coons), King Farouk (Bud Evans), Chicky (Chick Cannon) and E. Rick Mann (Rickman). They had a Plymouth station wagon and a Viking two-wheel trailer used to haul all the paraphernalia required to set up and run a drag race. Spartan it all was. Underfunded it definitely was. Successful, it was wildly so. Rick’s job was to take photos of that initial foray into the uncharted wilds of American hot rodding and relay them to Wally at Hot Rod Magazine. A weekly report that became enmeshed with HRM legacy.
In l955, the tour name was changed to Safety Safari, because much of the effort was to meet hot rod clubs enroute, give safety talks to interested civic officials and clubs, in short, be the vanguard of the new sport of drag racing that NHRA was championing. I was in the Air Force at the time, becoming a fighter pilot, so it wasn’t impossible for me to finagle flights around the country and meet the drag crew. Memphis area, Illinois, the Dakotas, Texas, etc. We would arrive at a town, do some PR work, check out the abandoned airstrip on a Saturday and string about ten miles of timing equipment wire and drive stakes in the ground for colored ribbon to “restrain” the spectators. Set up traffic cones, a few signs, and figure out what would serve as an announcers “tower”. Coons was the boss, Evans was the announcer, Cannon directed the classification and safety scanning (where I helped, and I have to admit we did most everything on the fly because in those days we had precious little experience to go on), and Rickman was the general everything else. Plus photographer.
Through the years Rick and I travelled the nation many times, sometimes doing NHRA gigs, most often digging through all the trash cans that litter the back roads of hot rodding and general automobile racing. We got in, and we got out! One time, in Mexico, we almost didn’t get out. Some other time about that event. And Rick went everywhere the Hot Rod Magazine staff might imagine good story material may lurk. A superb photographer, with his ear always to the ground for the information we would need. Every weekday morning at 10am, the HRM staff would meet in managing editor Bob Greene’s office, and it was there that Rick would tell us about his discoveries of Southland car-dom. But he was a horrible writer. He tried, but it just didn’t come natural. Yet, along with his good images on film, he took excellent notes. It was from those notes that I fashioned a pen persona for him. And he eventually believed what he believed he had written, to the point of becoming a passable journalist. Just the facts, ma’am, just the facts!
As HRM grew and expanded its reach (and influence) Rick wandered in that old scruffy semi-flying jacket, a base ball type cap festooned with press credentials. He was on the Mexican Road Race, at Pike’s Peak, doing the Indy 500, soaking it all up with future legends. We did the birth and growth of karting, ditto with Drag Boats, a fling with racing airplanes, skin diving and surfing, even big game hunting with our boss, Pete Petersen. Eric Rickman wore out a string of ever newer and better cameras, but he never capitulated to the erroneous stutter “Take lots of pictures—film is cheap!” Film was not cheap, nor was the processing, nor the care afterwards. With Rick I would expect a handful of pictures from a mega event…each photo prime, and I would get succinct notes with only information I needed. A bit of editing of the picture margins, same with the written info for both photo captions and body copy, and the story was ready.
Off work, which was woefully seldom, Rick could frolic with the best of them. If you ever meet up with his son Mikey, ask for some examples. The stuff of legend. The same with his personal drive-everywhere work vehicles. First, there was a 1954 Corvette that had every kind of gadget imaginable, stuff he ran across in the normal workday. That car never had the folding roof up, it usually crisscrossed southern California traffic at warp speed, and his missing pointing finger meant he was wont to salute intruding drivers with the universal salute. When some kind of interesting new Detroit car came along, he would select something from which to make a RickMobile. But only if he could get a good discount from the dealer. Rick always kept his cars, and motorcycles, tidy. Mine were always a disgrace to the industry.
Interestingly, Rickman never took his photos home with him. That is, he believed that what he did on Pete’s time was Pete’s stuff. Accordingly they disappeared into the maw of the famous “Petersen Archives”, a massive black hole to nowhere. Bits and pieces survive, but not even a fraction of what this tireless photographer produced. What books those missing images would make. I even have a title: The Book Of E. Rick Man.” I’m privileged we were often roomies.
Dennis 'Hollywood' Zainfeld eyes 650 mph mark with home-built car. Written by Matt Chittum, 540-981-3331. The Roanoke Times, Wednesday, May 29, 2013
The 59-year-old says he has put a million dollars into the car already, half of it on a helicopter engine that he believes will help it set a new land speed record for its car type. What’s he building in there? What’s with all the steel? The aluminum. The tires. An Apache helicopter engine, really? What’s he building in there? Dennis Zainfeld’s Smart car in the driveway offers little clue. At 8 feet long, it’s a fraction of the beast inside that is his real baby: a 28-foot-long aluminum splinter that Zainfeld believes will top 650 mph — a speed that would shatter the existing 14-year-old land speed record for cars of its type. He’ll find out this August, first during Speed Week at the Bonneville Salt Flats in Utah, and later at the Black Rock Desert in Nevada.
Zainfeld, 59, says he has a million dollars in the car already — half of it in that helicopter engine alone. It’s had other costs, too. Like his marriage. His wife of 20 years left him and went back home to California. “My ex-wife thinks I have a death wish,” he said. “She’s scared to death. She does not want to bury me. She wants me to die of old age.” He insists he doesn’t, though he doesn’t mind tempting fate. He’s postponing surgery for bone cancer in his knee so he can stay on schedule to race his car this summer. It’s not about the speed, Zainfeld says, though he will be the one wedged into the cockpit of the car.
For the self-taught engineer who boasts 29 land speed records in different vehicle classes over several decades, the joy is in the design and the construction. “Using it is anti climactic,” he said. But the last ride Zainfeld takes in his latest machine will be his last, period, he vows. “I’m done. This is it,” he said. “I swore to the Lord.” ‘Zero to 600 in Six Months.’ If Zainfeld’s guess is right, pursuit of the record he’s after will end with him, and not just because he’ll have pushed it to a speed others view as unattainable. It’s the cost of even trying. The record he’s after was set in 1999 by a car called the Turbinator, which made two 10-mile runs at an average speed of 427 mph, according to the Southern California Timing Association, which maintains the records. The same car made a single pass in 2001 at 458 mph for its fastest mile.
Since then, no car has attempted a record in that category, for turbine-powered streamlined vehicles. Jet-powered cars have topped 700 mph, but Zainfeld said that’s not even really a car. It’s a vehicle that flies along the ground. The cars that race at Bonneville have to be wheel-driven — with an engine that turns an axle with wheels on it just like your personal car. Zainfeld first set out after the record eight years ago, but the project went into a hiatus until he revived it recently. He calls it “Zero to 600 in Six Months.” Only two people work on the car: Zainfeld and Boyd Hale. “With the two of us working on it, if something breaks, if I didn’t do it, you did it,” Zainfeld said.
Hale, 50, isn’t a mechanic so much as a general tradesman. “I’m not a big racing freak,” he said. “I just like building things, that’s all. It don’t matter what it is.” And that’s about all Hale has to say. He’s fine playing the silent bass player standing off to stage left while Zainfeld plays the flashy front man. Zainfeld’s nickname, after all, is “Hollywood.” ‘Wide open, no restriction’ Zainfeld bought his first race car at 15 from a shop near his house in West Covina, Calif. He paid $1,500 for it, money he raised from a paper route and from selling Siamese cats he bred with a female he leased for $12 a month. Soon after that he began working at a drag strip nearby, and his life in racing was on track, but it all changed when he made his first trip to Bonneville.
The salt flats is a plain of packed salt in northwestern Utah, the remnants of a Pleistocene-era lake that’s long gone. They also happen to be perfect if you want to drive a car at insane velocities without worry of hitting any obstacles. Almost as soon as there were cars to drive, people were testing their limits at Bonneville. The racing there seemed perfect to Zainfeld because it was free of the rules and regulations of the strip where he worked. The only requirements were your car had to have four wheels, and you had to have a driver’s license.
He raced for the first time at Bonneville in 1976 and has been back 29 times since. But 22 years ago, the trip to Utah got a lot longer. That’s when he moved to Salem. He’d been living in California, but his wife, who worked for Allstate Insurance, was transferred to the company’s offices in Roanoke. Zainfeld moved the 29 cars he owned at the time to Salem, where he set up shop in a building on Bayne Road, just off West Main Street near Glenvar.
Besides his own projects, he said, he’s earned money by building experimental cars for big automakers. He still has a Chrysler Sebring in which he installed a 600 horsepower electric motor as a project for the car’s manufacturer, for example. And he converted his Bonneville cars into a revenue stream by renting them to amateurs with a need for speed. Called LSR Racing Experience, it’s the land speed record equivalent to NASCAR’s Richard Petty Driving Experience. Clients get training and a license, a crew and a car, “and then you will be able to run wide open, NO RESTRICTION,” the LSR website says, “If you have the guts. This is no joke.”
But a few years ago, Zainfeld began selling off his rental fleet to finance one last crack at blurring speed, the one he calls “Project 600.” Two gallons per mile. Zainfeld isn’t the first to put a military helicopter engine in a car. The current record holder, the Turbinator, has one, too. But it doesn’t happen often. In the post-9/11 world, interest in parts from a combat helicopter tends to raise eyebrows. “When you start to buy one, people start asking a lot of weird questions,” Zainfeld said. The engine has an exhaust pipe 16-inches in diameter aimed straight up, so the thrust helps keep the car on the ground. With 4,400 horsepower, it’s about 30 times as powerful as the motor in Zainfeld’s Smart car. And where the Smart car gets 40 miles per gallon or so, the Project 600 car will probably burn close to 2 gallons per mile. It’s a better engine than the one in the rival Turbinator, Zainfeld said.
The Turbinator has bought an entry for Speed Week this year, but Zainfeld doesn’t believe it will show up. And even if it does, he’s not worried. He’s got the better power plant, and superior aerodynamics — borrowed from a 5-year-old book on German engineering Zainfeld said he found at a yard sale. Zainfeld’s plan is to first break 500 mph — and the Turbinator’s record — at Bonneville in August. He’ll have to run two passes of 10 miles less than an hour apart, and the average will be his recorded speed. And then it’s off to Black Rock, where he intends to pay the Federation International de L’automobile to sanction and record his attempt at 650 mph. He thinks it’s possible the car could even break the sound barrier — about 750 mph depending on altitude, humidity, temperature and other factors. So to be safe, he’s equipping the car to stop from that speed.
None of this is cheap. Zainfeld said his fuel cost alone for transporting the car and all the necessary tools and equipment out west and back could top $20,000. He’ll take a crew of 12, who volunteer their time but live on Zainfeld’s tab while there. He needs more volunteers, right down to people to help clean the car and drive the semitruck hauling it, he said. He’d also welcome suggestions for what to name the thing. If it all goes as planned, Zainfeld should be retired from racing by November. And if it doesn’t? Zainfeld leaned forward to respond to that question. “I’ve never not achieved my goal,” he said.
Thursday, June 13, 2013, Courtesy of the Roanoke Times, www.roanoke.com.
STAFF NOTES: The following was received from Doug Stokes.
My late buddy Bill Idelson drove a Hellcat in the Pacific War. He got a DFC (Distinguished Flying Cross) that I did not know about until I spoke at his memorial. Bill was a TV sitcom writer. Bill always told me those bulky-looking bluebirds were tough. This is a bit of high desert history that won't likely be in the Edwards Flight center history, as written by Bob Storck. Idelson was a great guy. We met when he got his kids into karting. His book, "GIBBY" is about his life exploits flying a Hellcat in the Pacific off carriers at night in the pitch black sky, over water, with a flickering 2-inch radar scope and a unreliable compass. His standing room only memorial was at the Writer's Guild; Roger Corman, Ray Bradbury, and Carl Reiner all spoke and I had to follow Carl. There was a display of photos and stuff and there's his DFC (Distinguished Flying Cross) just sitting there next to a WWII photo of him, like it was a bump on a log. Even his wife was mostly unaware of the medal's significance. He never once even hinted at it to me, and we got drunk together more than one time. Bill wrote for the Mary Tyler Moore Show, Get Smart, Love Boat, and many other shows. When he was younger he played the son "Rush" on the radio classic Vic and Sade out of Chicago. He once went to read for a radio part and the character description was: "For a Billy Idelson-type actor." He didn't get the job.
The Battle of Palmdale. Written by Bob Storck. Sent in by Doug Stokes and Bob Falcon. Credit to the Los Angeles Times and several other websites.
This aviation story dates back to 1956 and involves some USAF aviators flying F-89D's versus a Navy F6f-5K Hellcat drone ... famous for its ruggedness and winning the Pacific air war. On the morning of 16 August 1956, Navy personnel at Point Mugu prepared an F6F-5K for its final mission. The aircraft had been painted overall high-visibility red. Red and yellow camera pods were mounted on the wingtips. Radio remote control systems were checked, and the Hellcat took off at 11:34 a.m., climbing out over the Pacific Ocean. As ground controllers attempted to maneuver the drone toward the target area, it became apparent that it was not responding to radio commands. They had a runaway.
Ahead of the unguided drone lay thousands of square miles of ocean into which it could crash. Instead, the old Hellcat made a graceful climbing turn to the southeast, toward the city of Los Angeles. With the threat of a runaway aircraft approaching a major metropolitan area, the Navy called for help. Five miles north of NAS Point Mugu, two F-89D Scorpion twin-jet interceptors of the 437th Fighter Interceptor Squadron were scrambled from Oxnard Air Force Base. The crews were ordered to shoot down the rogue drone before it could cause any harm. Armed with wingtip-mounted rocket pods and no cannon, the Scorpion was typical of the Cold War approach to countering the "Red Menace." Each pod contained 52 Mighty Mouse 2.75-inch rockets. Salvo-launched, the Mighty Mouse did not have to have precision guidance. Large numbers of rockets would be fired into approaching Soviet bomber formations to overwhelm them with sheer numbers. Today, they would be used against a different kind of red menace.
At Oxnard AFB, 1Lt. Hans Einstein and his radar observer, 1Lt. C. D. Murray, leapt into their sleek F-89D. Simultaneously, 1Lt. Richard Hurliman and 1Lt. Walter Hale climbed into a second aircraft. The interceptors roared south after their target. The hunt was on. Einstein and Hurliman caught up with the Hellcat at 30,000 feet, northeast of Los Angeles. It turned southwest, crossing over the city, then headed northwest. As the Hellcat circled lazily over Santa Paula, the interceptor crews waited impatiently. As soon as it passed over an unpopulated area, they would fire their rockets. The interceptor crews discussed their options. There were two methods of attack using the fire control system, from a wings level attitude or while in a turn. Since the drone was almost continuously turning, they selected the second mode of attack. In repeated attempts, the rockets failed to fire during these maneuvers. This was later traced to a design fault.
The drone turned northeast, passing Fillmore and Frazier Park. It appeared to be heading toward the sparsely populated western end of the Antelope Valley. Suddenly, it turned southeast toward Los Angeles again. Time seemed to be running out. Einstein and Hurliman decided to abandon the automatic modes, and fire manually. Although the aircraft had been delivered with gun sights, they had been removed a month earlier. After all, why would a pilot need a gun sight to fire unguided rockets with an automatic fire control system? The interceptors made their first attack run as the Hellcat crossed the mountains near Castaic. Murray and Hale set their intervalometers to "ripple fire" the rockets in three salvos. The first crew lined up their target and fired, missing their target completely. The second interceptor unleashed a salvo that passed just below the drone. Rockets blazed through the sky and then plunged earthward to spark brush fires seven miles north of Castaic. They decimated 150 acres above the old Ridge Route near Bouquet Canyon.
A second salvo from the two jets also missed the drone, raining rockets near the town of Newhall. One bounced across the ground, leaving a string of fires in its wake between the Oak of the Golden Dream Park and the Placerita Canyon oilfield. The fires ignited several oil sumps and burned 100 acres of brush. For a while the blazes raged out of control, threatening the nearby Bermite Powder Company explosives plant. The rockets also ignited a fire in the vicinity of Soledad Canyon, west of Mt. Gleason, burning over 350 acres of heavy brush. Meanwhile, the errant drone meandered north toward Palmdale. The Scorpion crews readjusted their intervalometers and each fired a final salvo, expending their remaining rockets. Again, the obsolete, unpiloted, unguided, unarmed, propeller-driven drone evaded the state-of-the-art jet interceptors. In all, the jet crews fired 208 rockets without scoring a single hit.
The afternoon calm was shattered as Mighty Mouse rockets fell on downtown Palmdale. Edna Carlson was at home with her six-year-old son William when a chunk of shrapnel burst through her front window, bounced off the ceiling, pierced a wall, and finally came to rest in a pantry cupboard. Another fragment passed through J. R. Hingle's garage and home, nearly hitting Mrs. Lilly Willingham as she sat on the couch. A Leona Valley teenager, Larry Kempton, was driving west on Palmdale Boulevard with his mother in the passenger seat when a rocket exploded on the street in front of him. Fragments blew out his left front tire, and put numerous holes in the radiator, hood, windshield, and even the firewall. Miraculously, no one was injured by any of the
falling rockets. Explosive Ordnance Disposal teams later recovered 13 duds in the vicinity of Palmdale. It took 500 firefighters two days to bring the brushfires under control.
Oblivious to the destruction in its wake, the drone passed over the town. Its engine sputtered and died as the fuel supply dwindled. The red Hellcat descended in a loose spiral toward an unpopulated patch of desert eight miles east of Palmdale Airport. Just before impact, the drone sliced through a set of three Southern California Edison power lines along an unpaved section of Avenue P, blacking out the area. The camera pod on the airplane's right wingtip dug into the sand while the Hellcat cart-wheeled and disintegrated. There was no fire.
IMPOUND INSIGHTS - June 2013. Sent in by Dan Warner
The June event opened on inspection day with very high temps. Reported as high as 111 degrees it made the inspection lines pretty slow moving. During course walk the wind began to blow but, died off in time for dinner later in the evening. Overnight it was as good as it ever gets, just beautiful. A low turnout, I have heard numbers ranging from 55 to 90 total entries. Very strong winds came up on Sunday, 35-40 MPH which caused the officials to cancel the meet before second round was done. There were no new members in the El Mirage 200 MPH Club, some with potential though.
Eleven new car records were set beginning with last year's champion Derek McLeish in the McLeish Bracket Racing entry at a 159 record speed over last month's 149 in the same H/FMS class. Now you can see where the bracket racing handle came from. Bill Lattin took a lap in the Lattin Stevens XF/VGCC Austin coupe. The Jimmy Stevens flathead took Bill on a 159+ MPH ride. Pete Prentice was again at the wheel of the Warnock Racing Honda in the J/GAlt class; New record at 111 MPH. Jim Sheridan got the driver nod in the Aardema Braun V4/FRMR. Jim ran a real nice 167 record. Regular driver Scott Goetz was off introducing his girl friend to his parents I was told. Ferguson Racing with Don Ferguson III driving was able to take a record they have been chasing for 12 years. D3 had the family XXF/BFMR roadster at 210.255, with a whopping 0.013 MPH over the old record. Sometimes it is not as easy as it looks. Bob Jucewic drove the Cohn Jucewic Monza to a new class record in E/GCC at 197+. Robbie asked me what they have to do to satisfy me, how many records do they need to set? Neil McAlister and dad Mac had the BMR Ferguson Racing coupe in the XXF/VFAlt class and added 13.7 MPH to the record. David Isley had the Isley Racing A/GRMR out again and reset his record from last month. In May David joined the EM 200 MPH Club at 214.609, this month the bar was raised to 214.620. Not much, but enough. Bill Kennedy had the beautiful red Corvette running well in round one. Bill moved the C/GT record up to 196.6 MPH. If round two had happened we may have seen a new Dirty Two Club member. The collaboration between Hasport and Hondata resulted in a new G/BGMS record for Brian Gillespie at 179 and change. Tom Sauter is playing the points sleeper roll this year by adding just enough to the E/DT record each meet to stay close to the top. June saw an increase of 5 over last month's record; the new mark is 134.8+.
Motorcycle Impound reported just two records from round one. Tim Cunha rode the Costella/Cunha silver bullet to a new 650-SCS-G record of 147 over the 144 minimum. This record probably helped remove the pain of inspection that Tim and Jack suffered with on Saturday. Ralph Hudson continues to amaze everyone with his aero bikes. This month Ralph exceed the May record in 1000-APS-BG class by 8 MPH, setting the record to 237.7 MPH. The July meet is fast approaching, July 14th being the date. We can be sure of high temperatures; hopefully the wind will take a break and lay down for the weekend. Everyone have a safe and fast event, Joanie and I will think of you while in France for our 30th wedding anniversary. There may be wine involved!
El Mirage Dry Lake 1.3 miles
Classes without a listed record have an established minimum record speed.
Established minimum record speeds are in the current revision of the El Mirage Procedures that are available at the SCTA trailer or at www.scta-bni.org
10.A Special Construction Category
Fuel Lakester - /FL
H Rice Vigeant M. Vigeant 05/13 188.796
Gas Lakester - /GL
D Fenn Motorsports E. Fenn 05/13 227.336
10.B Vintage Category
Blown Fuel Modified Roadster - /BFMR
XXF Ferguson Racing D. Ferguson III 06/13 210.255
Blown Gas Modified Roadster - /BGMR
E Mariani Farms D. Mariani 05/13 197.483
Fuel Rear Engine Modified Roadster - /FRMR
V4 Aardema Braun J. Sheridan 06/13 167.813
Gas Rear Engine Modified Roadster - /GRMR
AA “Bonnieville” Bob Rky. Jackson 05/13 222.167
A Isley Racing D. Isley 06/13 214.620
Fuel Roadster - /FR
G Burns-Callaway-Warnock P. Prentice 05/13 150.489
Blown Gas Roadster - /BGR
F Waters-Manghelli-Romero J. Romero 05/13 201.671
Blown Street Roadster - /BSTR
H LTD Sights Racing R. Head 05/13 148.856
Vintage Gas Competition Coupe - /VGCC
XF Lattin Stevens B. Lattin 06/13 159.613
Vintage Fuel Altered Coupe - /VFALT
XXF BMR Ferguson Racing N. McAlister 06/13 172.976
Vintage Gas Altered Coupe - /VGALT
XXF BMR Ferguson Racing N. McAlister 05/13 166.551
Vintage Gas Coupe - /VGC
V4F Lattin & Gillette Arnett Bly. Lattin 05/13 109.376
10.C Classic Category
Classic Blown Gas Coupe - /CBGC
D Anthony Taormina A. Taormina 05/13 197.390
10.D Modified Category
Gas Competition Coupe - /GCC
E Cohn Jucewic Monza B. Jucewic 06/13 197.402
F Cohn Jucewic Monza B. Jucewic 05/13 175.293
Blown Gas Coupe - /BGC
F Champion ATM J. Hora 05/13 185.296
Fuel Modified Sports - /FMS
H McLeish Bracket Racing D. McLeish 06/13 159.290
Blown Gas Modified Sports - /BGMS
G Hasport Hondata B. Gillespie 06/13 179.060
10.E Production Category
Grand Touring Sports - /GT
C Kennedy Racing B. Kennedy 06/13 196.693
10.F Diesel Truck Category
Diesel Truck - /DT
E STD Racing T. Sauter 06/13 134.881
El Mirage Dry Lake 1.3 Miles
Classes without a listed record have an established record minimum speed.
Established minimum record speeds are in the current revision of the El Mirage Procedures that are available at the SCTA trailer or at www.scta-bni.org
SCS-G Costella/Cunha T. Cunha 06/13 147.713
A-F Pflum and Wagner J. Pflum 05/13 193.979
A-VG Jim Robinson J. Robinson 05/13 138.219
APS-BG Ralph Hudson R. Hudson 06/13 237.741
APS-F Jim Hoogerhyde J. Hoogerhyde 05/13 220.701
A-BG Womack Tudor Sandin P. Womack 05/13 235.670
SC-VF Foley Racing T. Foley 05/13 128.496
P-P Shooting Star S. Chappell 05/13 195.305
EL MIRAGE 200 MPH CLUB
The El Mirage 200 MPH Club, affectionately known as the Dirty Two’s, was founded in 1973 to recognize the drivers and motorcycle riders who have set records at the dry lakes in excess of 200 MPH during an SCTA sanctioned event. The charter members forming this SCTA exclusive group were: Bob Beattie, Phil Freudiger, Bob Haselwerdt, Howard Johnson, Jerry Jones, Burke LeSage, Mike Swain, Al Teague, George Vose and Monte Wolfe.
How do you join the ‘Dirty Two’s’?
1) Be a member in good standing of the SCTA.
2) Enter your vehicle in an SCTA sanctioned Dry
Lake event passing all safety and technical inspections.
3) Break an established record or minimum in excess
of 200 MPH.
You have now become a member of the El Mirage 200 MPH Club, joining a roster of some of the most famous names in SCTA history. The new members added during the 2012 season were:
Eric Eyres E/BGR 201 MPH
Ed Fenn D/GL 223 MPH
Dan Waldrop F/BGMR 200 MPH
Scott Goetz V4/BFS 209 MPH
Fabian Valdez C/FRMR 231 MPH
Ryan LeFevers C/GMR 216 MPH
James Rice H/BGL 203 MPH
The club is very fortunate to have the support of a fine group of sponsors. They make the purchase of our jackets, tee shirts, hats and our annual party possible. The El Mirage 200 MPH Club sponsors for 2012 are: Capitol Auto Restoration Services, Full Bore Race Products, Gale Banks, Mariani Farms, Southern California Timing Association, White Goose Bar and Wossner Pistons. The membership and sponsors of the El Mirage 200 MPH Club wish each and everyone a fast and very safe 2013racing season. We hope to see your name added to our roster.
300 MPH CHAPTER:
CURRENT MEMBERSHIP 200 MPH CLUB:
Reese Adams, Nick Arias III, Jim Armheim
Mickey Banuelos, Alan Barbee, Bret Batchelor, Steve Batchelor, Bob Beattie, John Beck, Doug Beimler, Norm Benham, Jim Bickford, John Bjorkman, Willie Boelcke,
John Bradshaw, Mike Brauer, Jim Brierley, Jeff Bryant, Tom Bryant, Bob Button
Matt Capri, Leonard Carr, Jeff Carroll, Glen Carter, Don Clem, Ron Cochran, Troy Cochran, Robbie Cohn, Victor Colvin, Tim Confal, Mike Cook, Mike Cook Jr, Mike “Jelly Bean” Cook, Craig Corbin, Jack Costella, David O. Cox, Roy Creel, Jim Crooke, Donny Cummins
Dave Davidson, Paul Dearth
Chauvin M Emmons, Russ Eyres
Don Ferguson Jr, Don Ferguson III, Randy Ferguson, Chris Field, Alan Fogliadini, Paul Fontenot, Willie Freudiger
Ted Gansberger, Roger Gates, John Gillespie, Gil Gillis, Andy Granatelli, Phil Grisotti, Lynn Goodfellow
David Haas, Erik Hansson, Frank Harlan, Sandy Haslam, Rick Head, Skip Hedrich, Leo Hess, Jim Higgins, Billy Hodges, Tommy Hodges, Howard Hoffman, Jim Hoogerhyde, Kenny Hoover, Ron Hope, Scott Horner, Ed Houtz, Jim Howe, Ralph Hudson
Mark Johnson, Bob Jucewic
Ken Kelley, Paul Kelly, Lee Kennedy, Terry Kilbourne, Brian King, Dave Kirsch, Jim Knapp
Don LaBine, Jim LaBine, Arley Langlo, John Langlo, Troy Langlo, Jim Lattin, John Lee, Kevin LeFevers, Larry Lindsley, Henry Louie
Dave Macdonald , Doug Macmillan, Miriam Macmillan, Rich Manchen, Mike Manghelli, Dennis Mariani, Dave McCain, Duane McKinney, Myke McGhee, Scott McLeod, Reed McNutt, Jason McVicar, Jim Medderer, Jon Meyer, Glenn Miller, Jim Miller, Larry Monroe, Bob Moreland
Bob Nakonieczny, Glen Necessary, Darren Nicholson, Mike Nish, Terry Nish, Bob Noice, John Noonan
David Parks, Tom Perris, Steve Phillips, Lionel Pitts, George Potter Jr, Van Prothero, Ron Pruett,
John Rains, Les Ranger, John Rank, Alan Rice, Kent Riches, Mark Richmond, Brad Rochlitzer, Ken Rowe, Dick Russell
Bill Scott, Steve Shotrosky, Dave Silveira, Calvin Smith, William T ‘Sparky’ Smith, Jim Snyder, Mike Stewart (LSR), Miler Mike Stewart, Jeff Strasburg, Mike Strasburg, Tim Strasburg, Tony Stone, Mike Swain
Tony Taormina, Greg Temple, Al Teague, Rick Thayer, Steve Toller, Keith Turk, Dave Tuttle
Pete Valenzuela, Ed Van Scoy, Mark Vigeant, George Vose
Ken Walkey, Dan Warner, Greg Waters, Greg Watters, Mike Wesche, Matt Williams, John Winslette, Monte Wolfe, Pat Womack, Earl Wooden
Rick Yacoucci, Anthony Young
Sonny Arnett, Tom Beatty, Don Bjorkquist, Dave Blaney, Gary Brauer, Jim Culbert, Pete Dean, Don DeBring, Howard Eichenhoffer, Chauvin Emmons, Phil Freudiger, Bob Haselwerdt, Bob Higbee, Jerry Jones, Howard Johnson, Barry Kaplan, Jack Kelly, Doug King, Burke LeSage, Bill Mesler, Dave Miller, Dick Miller, Gerry Musil, Wally Parks, Clark 'Butch' Phillips, Phil Smith, Paul Stanley, Bill Temple, Don Vesco, Mike Waters, Dana Wilson
For information regarding membership, please contact: MikeStewart, Secretary P.O. Box 2737, Big Bear City, CA 92314-2737, 909-855-1648 cell
OFFICERS AND BOARD OF S.C.T.A.
President: Bill Lattin, 909-800-6853 cell, firstname.lastname@example.org
Vice President: Miriam Macmillan, 310-803-7032, email@example.com
Secretary: Scott Andrews, 818-419-8074 cell, firstname.lastname@example.org
Treasurer: Delia Riley, 951-660-1071 cell, email@example.com
Sergeant at Arms: Lonnie Martin, 818-848-4375, firstname.lastname@example.org
Roy Creel: BNI Board, 661-268-1902, email@example.com
Mike Cook: SCTA Trailer Maintenance, 951-278-4243 wk, firstname.lastname@example.org Steve Davies: Chief Car Inspector, 714-803-2001 cell, email@example.com
Russ Eyres: BNI Treasurer, 858-228-6256 cell, firstname.lastname@example.org
Mike Manghelli: Communication Services, 661-406-8388, email@example.com Pat McDowell: Club Duties/Steward Co-coordinator, 209-256-4434, firstname.lastname@example.org
Dan Warner: Record Certification, 818-689-4418 cell, email@example.com
Matt Shuss: Chief Motorcycle Inspector, 714-322-2058 cell, firstname.lastname@example.org, email@example.com
Van Butler: Motorcycle Committee Chair, 949-436-0929 cell, firstname.lastname@example.org
ADVISORY BOARD MEMBERS: Warren Bullis, Greg Carlson, Jo Ann Carlson, Dan Chilson, Ron Cohn, Penny Cook, Jim Dunn, Tom Evans, Eric Eyras, Ed Fenn, Mike Ferguson, Chick Huntimer, Chuck Kalbach, Bill Kennedy, Lee Kennedy, Mike LeFevers, Ron Main, Jon Meyer, Pat Riley, Doug Robinson, David Rose, Mike Spacek, Miler Mike Stewart, Bobby Sykes Jr, Jamie Wagner, Matt Williams
ACCIDENT INVESTIGATION: Randy Nelson
This directory of officers is published for your convenience. Please feel free to email or call any of the above for any questions concerning the meet or rules.
BNI BOARD MEMBERS
Miriam Macmillan: Chairperson, 310-803-7032, email@example.com
Bill Lattin: SCTA President, 760-533-1932, firstname.lastname@example.org
Russ Eyres: Treasurer, 858-228-6256 cell, email@example.com
Roy Creel: Member at Large, 661-268-1902, firstname.lastname@example.org
This directory of officers is published for your convenience. Please feel free to email or call any of the above for any questions concerning the meet or rules.
CONTACT INFORMATION. Main Office Southern California Timing Association and
Bonneville Nationals, Inc.
Joann Carlson – Office Manager, P.O. Box 10, Orosi, CA 93647-0010. Phone: 559-528-6279, 559-528-9749 fax. 9:00AM-5:00 PM, Mon-Thurs. PT. email@example.com Public Relations / Media Relations: Greg or Joann Carlson, 13005 Avenue 432, Orosi, CA 93647. 559-528-6279, 559-528-9749 fax, firstname.lastname@example.org
Car Technical Committee Chair: Lee Kennedy, email@example.com, 818-519-6896
Car Chief Inspector: Steve Davies, 714-803-2001cell, firstname.lastname@example.org
Car Rules Committee Chair: Mike Manghelli, 661-406-8388, email@example.com
Competition/Entry Numbers: ChuckKalbach,9930JohnsonRd.,Phelan,CA92371,760-868-6059, firstname.lastname@example.org ClubDuties/CourseStewardCoordinator:PatMcDowell,209-256-4434, email@example.com
Driver Licensing: Joanie Warner, 20714 Strathern St., Winnetka, CA 91306, 818-998-4435, firstname.lastname@example.org
Finance Committee Chairman: Mike Manghelli, 661-406-8388, email@example.com
GaseousFuel&FireExtinguishingSystemSpecialist:RoyCreel, 661-268-1902hm/fax, firstname.lastname@example.org
RecordCertification:DanWarner, 818-998-4435 hm, 818-689-4418cell, email@example.com
Rookie Driver/Rider Coordinator: Nathan Stewart 949-939-9586 firstname.lastname@example.org
Timing Plaques: Russ Eyres
3673 Milliken St., San Diego, CA 92122
858-228-6256 cell, email@example.com
Vintage - Engine:
Vintage - Roadster: Russ Eyres, 858-228-6256 cell, firstname.lastname@example.org
Classic Category–Coupes & Sedans:
GT/Modified Sports Classes:
Truck Category/Pickup Classes:
Motorcycle Committee Chair: Van Butler, 949-497-6478 shop, 949-436-0929, email@example.com
Motorcycle Chief Inspector:
Matt Shuss, 714-322-2058, firstname.lastname@example.org
Motorcycle Rules Committee: Jamie Wagner, 310-344-7672, email@example.com
Chief Motorcycle Inspector Emeritus; 818-398-5380, firstname.lastname@example.org
This directory is published for your convenience. Please feel free to write, email or call any of the above.
SCTA CLUB PRESIDENTS
Eliminators; David "Lance" Rose, 760-792-3032, email@example.com
Gear Grinders; Dan Chilson, 909-240-7786, firstname.lastname@example.org
Gold Coast Roadster and Racing Club; Matt Williams, 805-965-4141. Vickie
High Desert Racers; Ed Fenn, 951-306-7870, email@example.com
Land Speed Racers; Mike LeFevers, 951-8093094 cell, firstname.lastname@example.org
Milers; Doug Robinson, 626-440-0440 shop, 626-440-9740 fax, email@example.com
Road Runners; Mike Ferguson, 951-686-6878 cell, firstname.lastname@example.org
Rod Riders; Chick Huntimer, 909-213-0680, email@example.com
SDRC; Eric Eyres, 619-232-7867 shop, 619-818-0832 cell, firstname.lastname@example.org Sidewinders; Ron Main, 818-998-7848 shop, email@example.com
Super Fours; Roy Creel, 661-268-1902 hm/fax, firstname.lastname@example.org
BONNEVILLE 200 MPH CLUB
How does one qualify for membership in this famous club?
- 1. Fill out the official entry form from a sanctioning body recognized by the Bonneville 200 MPH Club,
- BNI, FIA, FIM, SCTA and USFRA.
- 2. Prepare your vehicle to meet all rules and
technical requirements of that sanctioning body.
3. Break an existing record or established minimum over 200 MPH and you
will have qualified for membership in the exclusive 200 MPH Club, joining
some of the most distinguished names in auto racing.
Where there is a record and a minimum in the same class, the higher speed prevails.
The Bonneville 200 MPH Club is an organization that recognizes outstanding achievement in Land Speed Racing and has no affiliation with any organization or sanctioning body. For any additional information, please contact: Allison Volk Dean
Bonneville200MPHClub,POBox27876,SaltLakeCity,UT,84127-0876,801-505-8432 office, email@example.com
NOTICE: THE 200 MPH CLUB RECORDS AND MINIMUMS MAY NOT BE IDENTICAL TO THE SCTA/BNI/USFRA RECORDS LISTED IN THIS RULE BOOK. PLEASE CONTACT THE 200 MPH CLUB FOR A LIST OF THEIR RECORDS AND MINIMUMS.
WENDOVER - HOTEL/MOTEL LISTING
Super 8 435-665-7811/800-800-8000
Bonneville Inn 435-665-0605
Days Inn 435-665-2215
Knights Inn 435-665-7744
Montego Bay Casino & Resort 775-664-9100 / 800-537-0207
Motel 6 435-665-2267
Peppermill Hotel & Casino 775-664-2255 / 800-537-0207
Quality Inn 435-665-2226 / 800- 553-2666
Rainbow Hotel & Casino 775-664-4000 / 800-537-0207
Red Garter Hotel & Casino 775-664-2111 / 800-982-2111
Wendover Nugget Hotel & Casino 775-664-2221 / 800-848-7300
RV AND CAMPGROUNDS
Nugget RV Park 775-6642221 /800-848-7300
Information provided courtesy of: City of Wend over -Tourism & Convention Bureau 775-664-3138 / 866-299-2489
VEHICLE DATA CODES
Sample:102 (engine code)/326 (body code) = AA/FL
Engine Engine Engine
Code Class Displacement
101 Omega Engines using thermodynamic cycle other than Otto
102 AA 501 cid and over
103 A 440 thru 500 cid
104 B 373 thru 439 cid
105 C 306 thru 372 cid
106 D 261 thru 305 cid
107 E 184 thru 260 cid
108 F 123 thru 183 cid
109 G 93 thru 122 cid
110 H 62 thru 92 cid
111 I 46 thru 61 cid
112 J 31 thru 45 cid
113 K 30 cid and under
114 E1/T1 Elec/Turbine Vehicle Weight I
115 E2/T2 Elec/Turbine Vehicle Weight II
116 E3/T3 Elec/Turbine Vehicle Weight III
117 U For UDT, MDT, HH2 & HH3 Body Classes
120 XO Overhead valve & flathead inline
121 XF Production Ford/Mercury flathead V-8 engine
122 XXF XF engine w/overhead valve conversion
123 XXO XO engine w/ specialty cylinder head
124 V4 Pre-1935 “American-made” four cylinders
125 M Midget Vintage engine
126 V4F Pre-1935 “American-made” four cylinders, flathead
127 S Steam Engine
299 TO Time Only
Body Body Body
Code Class Title
301 BFALT Blown Fuel Altered Coupe
302 BFCC Blown Fuel Competition Coupe
303 BFL Blown Fuel Lakester
304 BFMR Blown Fuel Modified Roadster
305 BFR Blown Fuel Roadster
306 BFS Blown Fuel Streamliner
307 BGALT Blown Gas Altered Coupe
308 BGC Blown Gas Coupe
309 BGCC Blown Gas Competition Coupe
310 BGL Blown Gas Lakester
311 BGMR Blown Gas Modified Roadster
312 BGR Blown Gas Roadster
313 BGS Blown Gas Streamliner
314 BGT Blown Grand Touring Sports
315 AIR American Iron Roadster
316 BSTR Blown Street Roadster
317 BVFALT Blown Vintage Fuel Altered Coupe & Sedan
318 BVFCC Blown Vintage Fuel Competition Coupe & Sedan
319 BVGALT Blown Vintage Gas Altered Coupe & Sedan
320 BVGC Blown Vintage Gas Coupe & Sedan
321 BVGCC Blown Vintage Gas Competition Coupe & Sedan
322 DT Diesel Truck
323 E Electric Vehicle
324 FALT Unblown Fuel Altered Coupe
325 FCC Unblown Fuel Competition Coupe
326 FL Unblown Fuel Lakester
327 FMR Unblown Fuel Modified Roadster
328 FR Unblown Fuel Roadster
329 FS Unblown Fuel Streamliner
330 GALT Unblown Gas Altered Coupe
331 GC Unblown Gas Coupe
332 GCC Unblown Gas Competition Coupe
333 GL Unblown Gas Lakester
334 GMR Unblown Gas Modified Roadster
335 GR Unblown Gas Roadster
336 GS Unblown Gas Streamliner
337 GT Unblown Grand Touring Sports
338 BMP Blown Modified Pickup
339 BMMP Blown Modified Mid-Mini Pickup
340 PMP Production Mid-Mini Pickup
341 MMP Modified Mid-Mini Pickup
342 MP Modified Pickup
343 MDT Modified Diesel Truck
344 MVOT Midget Vintage Oval Track
345 PP Production Pickup
346 PRO Production Coupe & Sedan
347 PS Production Supercharged
348 STR Unblown Street Roadster
349 UDT Unlimited Diesel Truck
350 VFALT Unblown Vintage Fuel Altered Coupe
351 VFCC Unblown Vintage Fuel Competition Coupe
352 VGALT Unblown Vintage Gas Altered Coupe
353 VGC Unblown Vintage Gas Coupe
354 VGCC Unblown Vintage Gas Competition Coupe
355 VOT Vintage Oval Track
356 T Turbine Vehicle
357 DS Diesel Streamliner
358 HH2 Highway Hauler II
359 HH3 Highway Hauler III
360 BFMS Blown Fuel Modified Sports
361 BGMS Blown Gas Modified Sports
362 FMS Unblown Fuel Modified Sports
363 GMS Unblown Gas Modified Sports
364 CBFALT Classic Blown Fuel Altered Coupe & Sedan
365 CBGALT Classic Blown Gas Altered Coupe & Sedan
366 CBGC Classic Blown Gas Coupe & Sedan
367 CFALT Classic Unblown Fuel Altered Coupe & Sedan
368 CGALT Classic Unblown Gas Altered Coupe & Sedan
369 CGC Classic Unblown Gas Coupe & Sedan
370 CPRO Classic Production Coupe & Sedan
371 CPS Classic Production Supercharged Coupe & Sedan
372 S Steam
373 BFRMR Blown Fuel Rear Engine Modified Roadster
374 FRMR Fuel Rear Engine Modified Roadster
375 BGRMR Blown Gas Rear Engine Modified Roadster
376 GRMR Gas Rear Engine Modified Roadster
599 TO Time Only
Engine Engine Engine
Code Class Displacement
201 50cc 50 cc engine
202 100cc 100 cc engine
203 125cc 125 cc engine
204 175cc 175 cc engine
205 250cc 250 cc engine
206 350cc 350 cc engine
207 500cc 500 cc engine
208 650cc 650 cc engine
209 750cc 750 cc engine
210 1000cc 1000 cc engine
211 1350cc 1350 cc engine
212 1650cc 1650 cc engine
213 2000cc 2000 cc engine
214 3000cc 3000 cc engine\
215 Unlimited 3001 cc and above engine
216 Omega Electric/Steam/Turbine
Body Body Body
Code Class Title
401 A-BF SC Supercharged Fuel
402 A-BG SC Supercharged Gas
403 A-F SC Modified Fuel
404 A-G SC Modified Gas
405 A-PBF SC Pushrod Supercharged Fuel
406 A-PBG SC Pushrod Supercharged Gas
407 A-PF SC Pushrod Fuel
408 A-PG SC Pushrod Gas
409 APS-BF SC Partial Streamline Supercharged Fuel
410 APS-BG SC Partial Streamline Supercharged
411 APS-F SC Partial Streamline Modified Fuel
412 APS-G SC Partial Streamline Modified Gas
413 APS-PBF SC Partial Streamline Pushrod Supercharged Fuel
414 APS-PBG SC Partial Streamline Pushrod Supercharged Gas
415 APS-PF SC Partial Streamline Pushrod Fuel
416 APS-PG SC Partial Streamline Pushrod Gas
417 APS-VBF SC Partial Streamline Vintage Supercharged Fuel
418 APS-VBG SC Partial Streamline Vintage Supercharged Gas
419 APS-VF SC Partial Streamline Vintage Fuel
420 APS-VG SC Partial Streamline Vintage Gas
421 A-VBF SC Vintage Supercharged Fuel
422 A-VBG SC Vintage Supercharged Gas
423 A-VF SC Vintage Fuel
424 A-VG SC Vintage Gas
425 P-P Production Frame Production
426 P-PP Production Frame Production Pushrod
427 P-PB Production Frame Production Supercharged
488 P-PV Production Frame Production Vintage
489 P-PPB Production Frame Production Pushrod Supercharged
428 SC-BF Sidecar Supercharged Fuel
429 SC-BG Sidecar Supercharged Gas
430 SC-F Sidecar Modified Fuel
431 SC-G Sidecar Modified Gas
432 SC-PBF Sidecar Pushrod Supercharged Fuel
433 SC-PBG Sidecar Pushrod Supercharged Gas
434 SC-PF Sidecar Pushrod Fuel
435 SC-PG Sidecar Pushrod Gas
436 SC-VBF Sidecar Vintage Supercharged Fuel
437 SC-VBG Sidecar Vintage Supercharged Gas
438 SC-VF Sidecar Vintage Fuel
439 SC-VG Sidecar Vintage Gas
440 S-BF Streamliner Supercharged Fuel
441 S-BG Streamliner Supercharged Gas
442 S-F Streamliner Fuel
443 S-G Streamliner Gas
444 S-PBF Streamliner Pushrod Supercharged Fuel
445 S-PBG Streamliner Pushrod Supercharged Gas
446 S-PF Streamliner Pushrod Fuel
447 S-PG Streamliner Pushrod Gas
448 S-VBF Streamliner Vintage Supercharged Fuel
449 S-VBG Streamliner Vintage Supercharged Gas
450 S-VF Streamliner Vintage Fuel
451 S-VG Streamliner Vintage Gas
476 SCS-BF Sidecar Streamliner Supercharged Fuel
477 SCS-BG Sidecar Streamliner Supercharged Gas
478 SCS-F Sidecar Streamliner Fuel
479 SCS-G Sidecar Streamliner Gas
480 SCS-PBF Sidecar Streamliner Pushrod Supercharged Fuel
481 SCS-PBG Sidecar Streamliner Pushrod Supercharged Gas
482 SCS-PF Sidecar Streamliner Pushrod Fuel
483 SCS-PG Sidecar Streamliner Pushrod Gas
484 SCS-VBF Sidecar Streamliner Vintage Supercharged Fuel
485 SCS-VBG Sidecar Streamliner Vintage Supercharged Gas
486 SCS-VF Sidecar Streamliner Vintage Fuel
487 SCS-VG Sidecar Streamliner Vintage Gas
488 P-PV Production Frame Production Vintage
489 P-PPB Production Frame Production Pushrod Supercharged
490 APS-Omega Partial Streamliner (Electric/Steam/Turbine only)
491 S-Omega Streamliner (Electric/Steam/Turbine only)
Vehicle Entry Data Codes
Applicable to Bonneville Events Only
Body Body Body
Code Class Title
452 M-BF Modified Supercharged Fuel
453 M-BG Modified Supercharged Gas
454 M-F Modified Fuel
455 M-G Modified Gas
456 M-PBF Modified Pushrod Supercharged Fuel
457 M-PBG Modified Pushrod Supercharged Gas
458 M-PF Modified Pushrod Fuel
459 M-PG Modified Pushrod Gas
460 MPS-BF Modified Partial Streamline Supercharged Fuel
461 MPS-BG Modified Partial Streamline Supercharged Gas
462 MPS-F Modified Partial Streamline Fuel
463 MPS-G Modified Partial Streamline Gas
464 MPS-PBF Modified Partial Streamline Pushrod Supercharged Fuel
465 MPS-PBG Modified Partial Streamline Pushrod Supercharged Gas
466 MPS-PF Modified Partial Streamline Pushrod Fuel
467 MPS-PG Modified Partial Streamline Pushrod Gas
468 MPS-VBF Modified Partial Streamline Vintage Supercharged Fuel
469 MPS-VBG Modified Partial Streamline Vintage Supercharged Gas
470 MPS-VF Modified Partial Streamline Vintage Fuel
471 MPS-VG Modified Partial Streamline Vintage Gas
472 M-VBF Modified Vintage Supercharged Fuel
473 M-VBG Modified Vintage Supercharged Gas
474 M-VF Modified Vintage Fuel
475 M-VG Modified Vintage Gas
Latest news, upcoming events and a 20% off discount coupon
Richard in this newsletter:
- · Upcoming events
- · New "DID YOU KNOW?" contests
- · Introducing our new Fans Rewards Program
- · Father's Day Special discount coupon
Are you or your friends heading to the LA ROADSTER SHOW Richard ?
If so, make sure to visit our booth, located inside BUIDING 4, near the rear stage. Bring your DVD and I will autograph it for you. Complimentary photo ops daily with the star car of the film and myself.
Our entire line of DEUCE OF SPADES products will be available at the booth, including our custom pinstriped handbags, artwork, posters, prints, tees, sunglasses, beanies and of course the film DVD and soundtrack.
So makes sure to take a moment to stop by and say "HI"!
I look forward to seeing you!
New: "DID YOU KNOW?"
Launching our new "DID YOU KNOW?" post series on our FACEBOOK page tomorrow!
Every other day I will share a behind the scene story about a scene from the film, starting at scene ONE and working my way through the film all the way up to the last scene.
Periodically we will have contests to test your DEUCE OF SPADES behind the scene savvy, and the questions will be based on the stories shared. And yes, there will be some nice prizes to win :) - so visit our page regularly, read the posts and get ready for the contests!
LIKE US ON FACEBOOK!
It's never been more rewarding to be
a DEUCE OF SPADES hard core fan!
INTRODUCING OUR NEW FAN REWARDS PROGRAM
Help us spread the word, refer your friends to our online store and earn a commission on anything they buy from us. This is what I call a "win-win" situation.
Earn a 10% commission from sale one on any item your friends buy online from my store. Get paid every month.
Together we can give this film some wings and raise funds for the sequels. Signing up is as easy as 1-2-3 and I will provide you with a unique customized link to paste in your email, Facebook page, website, etc. That link will identify you as the referrer and the cart will automatically keep track of your commissions, every time someone follows that link and buys. I will also provide you with my gorgeous new press kit to help you promote... To get started, simply fill up our Fan Rewards Program form, hit submit and you'll be rolling in no time (usually 24 to 48 hrs.)
Thank you for your help and support!!
fill up the form and get started
THANK YOU FOR YOUR SUPPORT!
As a token of my appreciation here is a special
20% FATHER'S DAY DISCOUNT
valid on anything
in our online store
AT CHECK OUT, ENTER COUPON CODE:
Valid through FATHER'S DAY
Offer only good when ordering online at:
Jonathan Amo, Brett Arena, Henry Astor, Gale Banks, Glen Barrett, Mike Bastian, Lee Blaisdell, Jim Bremner, Warren Bullis, Burly Burlile, George Callaway, Gary Carmichael, John Backus, John Chambard, Jerry Cornelison, G. Thatcher Darwin, Jack Dolan, Ugo Fadini, Bob Falcon, Rich Fox, Glenn Freudenberger, Don Garlits, Bruce Geisler, Stan Goldstein, Andy Granatelli, Walt James, Wendy Jeffries, Ken Kelley, Mike Kelly, Bret Kepner, Kay Kimes, Jim Lattin, Mary Ann and Jack Lawford, Fred Lobello, Eric Loe, Dick Martin, Ron Martinez, Tom McIntyre, Don McMeekin, Bob McMillian, Tom Medley, Jim Miller, Don Montgomery, Bob Morton, Mark Morton, Paula Murphy, Landspeed Louise Ann Noeth, Frank Oddo, David Parks, Richard Parks, Wally Parks (in memoriam), Eric Rickman, Willard Ritchie, Roger Rohrdanz, Evelyn Roth, Ed Safarik, Frank Salzberg, Dave Seely, Charles Shaffer, Mike Stanton, David Steele, Doug Stokes, Bob Storck, Zach Suhr, Maggie Summers, Gary Svoboda, Pat Swanson, Al Teague, JD Tone, Jim Travis, Randy Travis, Jack Underwood and Tina Van Curen, Richard Venza.
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