NEWSLETTER 298 - Nov 3 , 2013
Editor-in-Chief: Mary Ann Lawford www.landspeedracing.com
President of the Society: Jim Miller, 1-818-846-5139.
Assistant Editor: Richard Parks, Rnparks1@Juno.com
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:
President's Corner; Editorials;   Don Batyi

GUEST EDITORIAL, by Dyno Don Batyi:  
     Below is a clip from the SEMA SAN newsletter that I thought was worth passing on. It points out the growing opposition to ethanol in the gas tank. I expected oil, fuel & petrochemical to be there, but was pleased to see livestock & food reps there also. My main opposition to ethanol as a fuel is: 
  1. Clean air can be achieved through Technology. Newer cars are putting out zero emissions. Even Coal can be burned cleanly now with modern technology. 
  2. Inflation in the grocery store. Corn has many food byproducts and their prices go up dramatically when corn is in short supply. 
  3. North American Oil Reserves are of the highest on the planet.  Canada, USA, and Mexico alone have five plus times the reserves of all the Mideast countries combined. 
     SEMA needs to lobby this issue for our hobby at the Federal level and the committee mentioned.  Individual hobbyists letters from all over the country would make quite an impression on committee members. Dyno Don Batyi                                                           

     Witnesses representing oil, fuel and petrochemical, livestock, automotive, food, biofuel and environmental organizations testified before a U.S. House Energy and Commerce Subcommittee on whether the Renewable Fuel Standard (RFS) should be repealed or scaled-back. The RFS mandates that an increasing amount of biofuels be blended into gasoline each year. It is the driving force behind the U.S. Environmental Protection Agency’s decision to permit sales of 15% ethanol in gasoline (E15) in order to achieve the RFS mandates.  Federal Committee leaders have stated that full repeal of the RFS is unlikely but reform is a viable option. The SEMA Action Network (SAN) supports reducing the RFS mandates and banning the sale of E15. Ethanol can cause metal corrosion and dissolve certain plastics and rubbers, especially in older cars. E15 can also burn hotter than E10 gasoline and cause damage to certain high-performance specialty parts. 
     Meanwhile, state legislatures continue to limit ethanol blends. Heeding the call of angry consumers increasingly wary of the corrosive effects of ethanol-blended gasoline, Florida Governor Rick Scott signed into law legislation to repeal the requirement that all gasoline offered for sale in the state contain a percentage of ethanol. Under previous law, the Florida RFS required that all gasoline sold or offered for sale by a terminal supplier, importer, blender or wholesaler in Florida contain 9%–10% ethanol, or other alternative fuel, by volume. 
     In Maine, SAN-supported legislation to prohibit the sale and distribution of corn-based ethanol was signed into law by Governor Paul LePage. Under the new law, 10 other states or a number of states with a collective population of 30,000,000 would have to enact a similar prohibition before the Maine law could go into effect. Earlier this year, Maine also enacted into law a bill to prohibit a person from selling gasoline that contains corn-based ethanol as an additive at a level greater than 10% by volume (E10). That law will not take effect until at least two other New England states have also enacted laws that effectively ban the sale of E15 gasoline.

STAFF EDITORIAL, by Richard Parks: 
     Auto racing book, movie and magazine reviews are important sources of information and a vital area of concern for publishers and the general public.  I do as many as I can and always encourage our members to do reviews and send them to me to publish.   Reviews are vital for several reasons; 1) they help to promote and to get word out to the general public that a book is available, and 2) they tell the public whether the book is worth the effort to buy and read.  Simple really, but it is sad that there are so few book reviewers willing and able to fulfill this important task.  As the
assistant editor for the newsletter, I invite all members to review books, magazines and movies and send your reviews here to me to publish. 
     Every reviewer sets their own standards and every publisher accepts or rejects reviews based on their own needs.  I will tell you what I do to let you know what I see as valuable in a review and how I go about it.  But each review and each reviewer decides for himself what a review should look like and what it should achieve.  A really fun way is to review a book (or movie and magazine) with a friend, a sort of Roger Ebert versus Gene Siskel type of debating style.  Roger Rohrdanz and I did that once and it turned out to be a great review.  You don’t have to copy anyone’s style.  The best reviews are one’s that are different and slightly bizarre. 
     Personally, I don’t charge for reviews and I buy as many books as we receive to review.  I will return a book to the owner or publisher if they ask me to, but since I do the reviews for free I require a postage-paid return pouch to send the books back.  I don’t do reviews in order to get free books and will willingly return the books, tapes, CDs, magazines or movies to the sender.  It is very important for the author, publisher and reviewer to be totally honest with each other and to understand beforehand whether this is a professional, paid review or one done without pay.  This is not to disparage reviewers who charge a fee for their review.  Professional reviewers usually have established a name and reputation and they may be syndicated to a number of print and electronic media outlets.
     A reviewer must be honest in his review.  Without honest reviews the public and the publisher will simply see us as PR (public relations) reviewers trying to force a project on the public.  That means that our reviews should be based on facts and a good understanding of the subject and how the public will react.  I admire and love to read the articles of the late Jim Murray; he was an odist, a poet and he used every adjective in the dictionary to laud and honor those he wrote about.  But I am more of a Shav Glick reviewer.  Shav worked with Murray in the sports pages of the
LOS ANGELES TIMES and we named the Media room at the Pomona race track in Shav’s honor.  Shav gave just the facts, plain, simple and complete.  His style is like that of author Ernest Hemingway; spare and yet completely informative and satisfying.  A reviewer doesn’t have to goo and gush all over the review, nor does he have to do a hatchet job on the author.
     What a reviewer has to do is give a thorough outline of the book without divulging all the plot and story outlines.  The review has to be factual and the reviewer has to avoid bombast, hyperbole and exaggeration.  The way that I do that is how a hot rodder would go about building a hot rod; compile the parts, make a few drawings, work out the details and put the car together.  I take measurements; the size of the book, its overall look, how many photographs in color and black and white, is there drawings, posters, charts, cartoons, etc.  I check to see if there is a table of contents, introduction, how many chapters, number of pages, index, addendums and any other additions.  For a movie I look at length, actors, content, etc.  For a racing magazine I look for size, layout, editorial content, type of articles, etc.  Finally I ask myself this question, “would I buy this book, movie or magazine?  Would I re-read it a second time?  Would I tell my friends about what I saw or read?  Did I enjoy reading or watching?  Is it a major work and something that should
be placed on the coffee table or form a cornerstone of my collection?”
     Some people feel that a reviewer should make the length about the size of a typical NEW YORK TIMES four page spread.  Others feel that a review should fit into a 400 word spot at the bottom of the page.  Some print publishers refuse to allocate more than 600 words per review and other publishers like huge and ever-ranging reviews that are books in themselves.  As long as you give the title, author, ISBN number, where the book can be bought, a general idea of what the book looks like and a description of what the book is about, you have the basics of a book review.  I also look at the index, if there is one, and check to see if it is an accurate one.  A non-fictional book that lacks an index is reduced a full point usually. 
     Content is important.  The reviewer should tell the public the size and composition of the work, number of photographs and their quality.  Is the book a hard-copy and what is the binding like?  Is there a dust cover jacket (sleeve) and is it beautiful and well done or simply dull and blah.  Strange as it may seem, the dust cover jacket on old books are worth at least half of the value as the book itself.  This is true with cardboard packaging for toys and collectibles.  What is the first thing that you do when you unwrap a gift?  You throw away the container or packaging and keep the object inside.  That’s also true of books, the dust cover jacket gets worn and then tossed away.  So I look at the dust cover jackets to see if they have pizzazz.  Many books have the printing and embossing on the outside cover itself and do away with a dust cover sleeve.  You might want to get a clear plastic sleeve to keep the cover in good condition.  
     Check the content of the book, note the number of chapters and see if it follows a course that is easy to understand.  Usually that means in a chronologically order, but not always.  Look at the scholarship and research; does the author seem to know what he is talking about?  Is the text easy to follow and interesting?  Is the paper of high quality, waxed gloss that is great for photographs, or is it made of poorer quality paper?  What about the photographs, are they completely and thoroughly captioned and can they stand alone or do they have to be next to the text?  What about the quality of the photographs; are they grainy or clear?  Can you use the index to find what you are looking for or is the index a mess and often inaccurate?  Finally, did you enjoy the book and what is your rating and recommendation?
     What if you aren’t famous and no one wants to send you any books to review?  Here’s how I get most of my books; 1) I go through my personal library and I review what I already have, 2) I take pad and pen and go down to the public library and do the review notes there, then go home and type up a review, 3) I borrow books from friends and do the review, then return them, 4) I scan the books at book stores and museum gift shops, such as the Wally Parks NHRA Motorsports Museum in Pomona, 5) I look for movies, CDs, tapes, magazines and books at swap meets, garage sales and flea markets, 6) I read and take notes of books and magazines while bench racing at places like Jack’s Garage, in Fountain Valley, California.  There are all sorts of ways to read, see and take notes for books, magazines and movies and then write up a report.  You don’t have to be an English Lit scholar or professional writer; all that you have to do is simply take an interest and then do it.  Authors need your help and the public needs to add to their libraries and so reviewers will always be in demand.  Do it now and send me your reviews.

STAFF NOTES, by Richard Parks;
     I received a phone call from Greg Ryan that his father, Johnny Ryan, passed away.  Johnny was a dear friend of our family and a giant in auto racing.  He was born on March 8, 1918 and passed away on Tuesday, October 22, 2013.  Details of his memorial service will be provided later, but he will be interred in the Veterans Cemetery in Riverside, California.  As soon as I can I will try and put together a biography on his life with the help of his family and friends.
     I interviewed Johnny on several occasions.  He was charming and friendly and always made people welcome.  His Irish humor and stories while growing up and his life in racing made people smile.  Johnny had a way of humanizing people and turning their faults and foibles into teaching experiences.  He didn't always have success, but he worked hard at what he did.  In his youth he had a hard time and he and his friends often did things that they regretted later.  Johnny was typical of the young people of the Great Depression years; struggle was a constant part of their lives.  The world of auto racing, especially land speed racing in the deserts of Southern California gave Johnny and his friends something to work towards. 
     It was World War II that changed Johnny's life and the lives of his friends.  His best friend and business partner was Nelson "Nellie" Taylor and they went racing and then into the military.  Nellie was severely wounded in and around the Battle of the Bulge, prone in the freezing snow until he was rescued.  Johnny was on a transport ship in the English Channel in December of 1944 when it was sunk by enemy torpedoes.  He escaped by jumping over the rail of the ship onto a passing destroyer, but about 2000 other soldiers drowned in the icy waters.
     After the war, Taylor and Ryan opened their famous engine building shop in Whittier; and their flatheads powered record setting runs in auto and boat racing.  For a time their flathead powerplants were the engines that dominated in land speed, speedboat, drag and oval track racing.  The partners were also active members in the Gophers car club and the Southern California Timing Association (SCTA).  Some of their members included Harry Weber, Bud Van Mannan, Donald and Dante Gonnella, Bill Zaring, Nellie Taylor, Johnny Ryan and many more. 
     The Gophers excelled at partying and mischief.  They raided other car clubs and stole their members, especially if they had fast cars.  The lure of belonging to the Gophers car club was irresistible and at one time or another just about everyone came under their influence in the late 1940's. Johnny told me many stories about the outrageous things the Gophers did.  On one occasion they followed a truck carrying watermelons and one of their members climbed onto the back of the truck as it was moving and threw melons to those in the cars behind them.  The highway was littered with smashed melons, but at their parties they had watermelon for weeks.  One Gopher painted a swastika on the ceiling of a dance hall in a joke that had a sad outcome when it became known about the Jewish Holocaust.
     Nellie's health was never good after the injuries he suffered in the war and Johnny would often carry his friend, in his arms, from place to place.  After Nellie died, Johnny managed the business.  The engine shop is still in operation under new owners.  Johnny remarried to Gloria Lanzini and they lived in Yorba Linda.  They were close friends with Leslie Long and Johnny came to the Santa Ana Drags Reunion to meet with all of his friends.  The last time I saw Johnny and his son Greg was just two weeks before his passing.  He was the same courteous gentleman with the flashing Irish eyes, quick smile, wonderful stories and graciousness.  Johnny Ryan will be missed.

I have a date for Jack Dolan's celebration of life.  Saturday, November 2, 2013 at JBA Speed Shop at 5675 Kearny Villa Road, San Diego, California  92123. Sami Dolan
George William Dolan, Jr 1946-2013
     George “Jack” William Dolan, Jr crossed the finish line on October 17, 2013 at the age of 66 after a courageous battle from complications of diabetes.  Jack was born on November 15, 1946 and was a lifelong resident of San Diego, California.  He attended St Charles Borromeo, Our Lady of Angels, St Augustine High School, and graduated from San Diego High School in 1964.  He married the love of his life, Samuellette “Sami” Lynn Hudgens on April 21, 1966.  Jack served as an aircraft/construction welder in the United States Air Force from 1966 to his Honorable Discharge in 1970.  He was stationed at Nellis AFB in Southern Nevada and served a tour of duty in Cam Ranh Bay, Vietnam in 1969.  Upon his return, he began his career at Pacific Bell from which he retired in 2002.
     Jack and Sami settled in Clairemont in 1971 where they raised their family.  With family by his side, Jack’s life passion was motorsports.  He held numerous land speed records in both motorcycle and car classes, he was former President of the San Diego Roadster Club, Chief Steward of the Federation Internationale de Motocyclisme (FIM), Motorcycle Tech Inspector for Bonneville Salt Flats Speed Trials, Chief Mechanic for racing partners Doc Jeffries and Scott Guthrie, Technical Director for DRAGBIKE magazine, and Chairman and official timer of the Land Speed Authority.  Jack was instrumental in the establishment of street racing diversion programs in San Diego to provide a safe, legal venue for racing and positive outreach to youth interested in motorsports.
     In retirement, his interests included junior dragster racing with his grandsons, sailing and modifying golf carts for street use.  His faithful canine companions Amber, and then Holly, were always by his side.  Jack was preceded in death by his eldest sister, Anne Dolan Smith (Roy).  He is survived by his wife, Sami; children Jackie Dolan Stockman, Sean Dolan (Jen), and Christine Dolan Saunders (Darrell); grandsons Parker Stockman, Brendan Dolan, Jaxen Dolan, Ayden Dolan, and Baby Boy Saunders on the way; siblings Bill (Fran) Dolan, Chris Dolan, and Judy Dolan Pruett (Steve); along with many nieces and nephews.  A Celebration of Jack’s Life will be held on Saturday, November 2, 2013 from 2:00-5:00 pm at JBA Speed Shop, home of the San Diego Roadster Club, 5675 Kearny Villa Road, San Diego, CA 92123.  Please RSVP to jackdolanmemorial@gmail.com.  In lieu of flowers, monetary gifts may be sent to the family to help defray expenses.
     KCBQ AM 1170 is doing a tribute to Jack Dolan from 7-8 pm today, Sunday, October 27, 2013.  Dave Stall is the host and there will be speakers sharing their acquaintances with Jack.  You can listen to it online at
www.KCBQ.com and click on listen live.  It's a San Diego, California station.  Jeanne Khan
EDITOR: You may be able to go to the website and hear the show by checking the date when the program appeared.


Jay East has been ill and is resting at home.  For those of you who know Jay and would like to send him your greetings and reminisce about the past in oval track racing his email address is eastcrane@sbcglobal.net.  I’m hoping to get a bio from Jay and will post it in the newsletter.
STAFF NOTES: Here are some obituaries from the Health and Welfare section of the SCTA website in case you have missed any of them this year;
10/16/13: We are saddened to report that former of former LSR club member and past president, Captain Billy Hodges passed away yesterday.  Services will be held at Forest Lawn, Long Beach, 1500 E. San Antonio Drive, Long Beach, CA 90807.  The viewing will be held on Monday October 21, from 5 - 9pm, with Services to follow on Tuesday 22 October at 2pm.
10/10/13: Joe Murray, former Super Four and Sidewinder and the current holder of some V-4 records at El Mirage passed away on September 18, 2013. Joe was 83 and suffered brain damage as a result of an accidental fall at home.
9/28/13: We lost one of our Bonneville Racing Team 608 members and lifetime supporter of SCTA and the Salt Flats, A.B. Shuman, on May 10.  I had thought one of our other teammates had posted an obit to the SCTA site, but that was not the case. I would appreciate it if the following can be posted:
     Arnold Baer "A.B." Shuman, 72, a longtime member of Bonneville Racing Team 608 and a former U.S. Navy Pilot and editor at Car Craft, Hot Rod, and Motor Trend magazines, passed away at his home in Hillsdale, NJ on May 10, 2013.  A.B. went to Mercedes-Benz after leaving the magazines and had the reputation of being, "the auto industry's best product public relations man." After retiring from M-B North America, he concentrated on building his hot rod, working with Team 608, and co-authoring COOL CARS, SQUARE ROLL BARS, with his brother, Bernie Shuman.  Link is to obituary at AutoWeek, http://www.autoweek.com/article/20130513/carnews/130519932

9/27/13: Fred Carrillo, of Carrillo Rods passed away September 16. Fred was a hot rodder from the early age of 14 when he purchased his first car for $5.  When Bob Betz came to Bonneville in 1946 to break the land speed record, Fred was there.  In 1953 Fred was driving a streamliner that he and Betz owned when disaster struck with a wheel/tire assembly exploding and launching the car into a cartwheel.  Fred survived with only a loss of part of his leg.  Carrillo Rods has been one of the racing industry standards for many years, thanks to this racing pioneer.  At this time, there are no details available regarding a Memorial Service. In lieu of flowers, donations can be made to the S.C.T.A. Please send checks to the SCTA/BNI office – P O Box 10 – Orosi, CA 93647. Robert Carrillo has advised us that there will be a private Memorial on Sunday, October 20 in Dana Point.
7/26/13: Frank Silva from Crusing Tees passed away this morning 7/26. Services will be held on Tuesday July 30 at Pierce Bros Crestlawn Memorial Park, 11500 Arlington Avenue, Riverside, CA 92505.  The viewing will be held at noon with Services to follow at 2pm. Please bring your Hot Rods and wear casual dress.
7/25/13: Ken Kelley of Happy Jack passed away Wednesday, July 17, from pancreatic cancer.  He was 75 years old.  Ken had lived in Lytle Creek for many years.  He had a Master’s degree in Mechanical Engineering and had been employed by Bechtel Corporation and had worked in Indonesia.  He had also worked at Cape Canaveral in Florida on a machine called the “crawler.”  This machine was used to move the Apollo type rockets from the building site to the launch pad.  His passion was speed and racing.  He was a member in good standing of the Southern California Timing Association and the 200 MPH club.  He held records at Bonneville Salt Flats and at El Mirage.  We have seen a picture of him with film star Anthony Hopkins taken during the filming of “The World’s Fastest Indian” at Bonneville.
6/5/13: Marion Deist passed away over the weekend.  The celebration of life will be at the NHRA Museum in Pomona on 06/29/13 at 2:00 pm. Please contact Maggie Green-Summers Peace or Donna Deist for further details.
3/30/13: With great sadness in my heart, I report that Mike Waters passed on this afternoon due to complications in conjunction with his recent GI surgery. The surgery resulted in an abscess and in a secondary surgery to drain the abscess, he experienced a cardiac arrest. The last words that he spoke to me this afternoon were about the future and welfare of the SCTA.  Mike Creel
3/19/13: Margaret Bryant recently passed away.  Tom and Margaret are a long time family in LSR.  Married 62 years, Tom is a former SCTA President.
Johnny Wofford of Eustis, Florida, passed away December 15th after a 5 year battle with cancer.  He was 69 years old.  Johnny ran a 1928 Ford Roadster – 4 cylinder flathead at both Bonneville and the Ohio Mile.  You might remember Johnny – always wearing overalls and a straw hat. 
2/26/13: Robbie Cohn is in the UCLA Medical Center with kidney problems.  He will be under observation for a few more days.
2/5/13: Al "Shakey" McKee, Russetta Timing Association Screwdriver, passed away recently.  For further details contact Ed Safarik at esafarik@calneva.org                                                    -------------------------- 
1/10/13: Robert C. (Bob) Westbrook, Jr, longtime land speed racer (modified roadster and motorcycle) and record holder, passed away on October 21, 2012.  A copy of his obituary is attached. Bob was a friend and employee of and mechanic for Don Vesco and later for Kurt Weber.

Ron Cummings sent this to us.  Remembering Doug Hooper, Corvette racing legend, courtesy of the REGISTRY OF CORVETTE RACE CARS newsletter.  Written by Jim Gessner.
DOUG HOOPER MARCH 12, 1933 - OCTOBER 2, 2013.  
     2007 Corvette Hall of Fame Inductee Doug Hooper began racing in 1959 behind the wheel of his 1957 Corvette.  A regular participant at Cal Club and SCCA Events, Doug and his achievements made him a world-class racer.  He won the SCCA Pacific Coast Championship five times and was one of the first drivers to bring the Corvette to the international stage with his win in the “Times Grand Prix” in Riverside, California on October 13, 1962.  Chevrolet introduced the new Sting Ray that weekend at Riverside.  Dave MacDonald, Bob Bondurant, Jerry Grant and Doug each drove the new split window coupes, equipped with the now legendary ZO6 racing package option.  Billy Krause drove the first Shelby Cobra ever to race that day.  The lighter weight Cobra’s edge was soon evident but its suspension broke half way through the three hour race.  Doug’s Mickey Thompson sponsored #119 ZO6 won the production class averaging 84.06 mph in front of 78,000 spectators. 
     In December 1962, at a special Z0-6 brake test session at Sebring, Zora Arkus-Duntov approached Doug and asked him to test his new secret project – the Grand Sport “lightweight” designed to beat the Cobras.   Following the test, Doug was scheduled to co-drive it with Billy Krause at Lemans.  In mid-February 1963, Doug appeared in the Daytona Continental 3 hour race in another Mickey Thompson Corvette.  When June arrived, GM had discovered and killed off Zora’s secret project.  Five Grand Sport examples were quietly placed in the hands of leading privateers.  That summer of 1963, Doug had many wins racing all over the West and opened “Doug's Corvette Service” in North Hollywood, California which became one of the premier Corvette and Rochester Fuel Injection repair shops in the country.  In addition to the shop and racing, Doug became a Reserve Police officer for L.A.P.D. 
     Doug kept active and in 1993 was asked to prepare and drive the original #001, 1963 Grand Sport in vintage races across the country.  This was the same car he tested at Sebring some 30 years earlier. Making its only appearance, car #10 drew quite a bit of attention at the 12 Hours of Sebring in 1966 with a 427 L-88 big block motor installed by Roger Penske and piloted by legends Dick Thompson and Dick Guldstrand.  It gets even more attention today despite its retirement before the 3 hour mark.  #001 was found, restored and displayed but had not really run for years.  Doug invested his experience and expertise to make it handle and perform.  Doug won a great deal of admiration and attention in the process and it seems his legend and that of the car are going to live on.

     The Fall El Mirage Clean-Up scheduled for this weekend, October 26, 2013 has been postponed.  It may be rescheduled for sometime in December.  Jerry Cornelison - Secretary, Road Runners
The Bonneville Salt Flats: Two Decades of Photography by Peter Vincent.  Reviewed by Peter Bodensteiner.
     Peter Vincent is arguably the most experienced photographer of Utah's legendary Bonneville Salt Flats. Every year for more than 20 years he has visited this unique American landscape with camera in hand. The Bonneville Salt Flats: Two Decades of Photography by Peter Vincent is an evocative selection of thousands of images he has captured at Bonneville and its surroundings to deliver an exceptional photographic portrait.  Bonneville is a simple but challenging setting. Its flat, white surface and endless arc of sky above allow a photographer to bring a great degree of subtlety to his work. But there is little protection from the elements; high winds, blinding sun, and blistering heat contrast with immense rainstorms that can cover the basin in 6 to 12 inches of water within an hour's time. All of these conditions create an unusual yet creatively stimulating environment. 
     Vincent first came to the salt to photograph the racers who test their machinery upon the planet's ultimate proving grounds. Soon Vincent began to appreciate the salt flats and its surroundings as something more than just a location. In this book he explores the meaning of Bonneville from every possible angle of speed, culture, landscape, and light.  Vincent is not just a photographer's photographer; he truly loves and treasures his time on the salt each year as well as the friends he has made there.  That passion comes through loud and clear in the pages of this book, with stunning landscape photography, engaging portraits, and, for the gearheads, a wide selection of unique and fascinating cars and motorcycles. We created this book to be an enjoyable experience whether you are a hot rodder, a land speed racing junkie, an admirer of the landscapes of the American West, or simply a lover of great photographs. 
     "I have yet to run out of inspiration with the landscape and the people," Vincent says. "The minimal and formalistic nature of this area of the country keeps pulling me further and further into the strange interchange it has with the subculture. I do not miss this gathering, ever. I respect the builders and racers as much as the artists, so it is a blending of the genres. I have also driven the course twice, which helped me to understand that driving passion, or 'salt fever'."  Book Cover - The Bonneville Salt Flats Two Decades of Photography.  The result is a 272 page tome that is impressive in its scope, size, and in the quality of its production and content. The standard version of the book is a jacketed hardcover at $85 retail + S&H. A special edition of 149 autographed and hand numbered copies is also available for $300 retail + S&H. It is protected by a slipcase and includes a limited edition print on archival stock that is suitable for framing.  A limited run of black & white posters is available as well. This 24" x 18" black & white poster, printed on heavy stock, is on sale at stanceandspeed.com for only $25, including S&H for United States customers. 
     Highlights of the book include: written pieces by artist Tom Fritz and racer Ron Jolliffe; an interview with Bonneville regular Dennis Varni; Al Teague's Streamliner at speed; George Poteet's Speed Demon and Blowfish; Nolan White's Streamliner; Vern Tardel's racing team; Jim Travis' Pumpkin Seed; Jeff Brock's Bombshell Betty; motorcycles from Lowbrow Bikes, Shinya Kimura and others; Rolling Bones' hot rods and race cars; and a foreword by the Oakland Museum of California's Chief Curator Emeritus, Philip Linhares.  But this only scratches the surface.
     The book also gives the reader a visceral sense of what it's like to approach Bonneville from the west or the east, a taste of the scene in nearby Wendover, and an extensive collection of the beautiful and bizarre machinery that shows up on the salt every year. The book closes with captions that provide much more detail about the photos displayed in the book's clean, spare layout.  The Bonneville Salt Flats: Two Decades of Photography by Peter Vincent is available at: www.stanceandspeed.com, www.petervincentphotography.com and leading automotive book retailers.  Book Specs  12 x 10.5 inches, hardcover with jacket, 272 pages, 47-inch gatefold opposite two 35 inch-wide foldouts.  Standard Hardcover: $85 + S&H.  Signed, Slipcased Limited Edition of 149: $300 + S&H.
Please join World Class Motoring and The World Class Automotive Film & Arts Festival BIG screen for a special BIG screen showing of the movie "WHERE THEY RACED:

SPEED DEMONS IN THE CITY OF ANGELS," 7:00 PM on 3 November 2013, at 4711 Lakeview Canyon Rd, Westlake Village, California 91361.  WHERE THEY RACED: SPEED DEMONS IN THE CITY OF ANGELS, tells the story of a pre-gridlocked Los Angeles... a time ripe with orange groves, movie stars, year-round sunshine and more auto racing and innovation than anywhere else in the world. This documentary film is told with hundreds of vintage photos, lost archival films and revealing interviews that reunite the ghost tracks of Los Angeles with the cars that raced on them to give these fading memories a victory lap.  Google http://www.worldclassmotoring.com/where-they-raced-movie-night-7-00-pm-11-10-13/."  I also want to let you know that there will be a screening on November 10, 2013 at 7PM put on by World Class Motoring deep in the valley. Harold Osmer and I will be there and would love to see you there as well if you can make it.  On November 16, 2013 from 10 AM - 2 PM we'll be at Autobooks-Aerobooks in Burbank, California showing clips and signing books and DVDs.  More showings are in the pending and planning stages.  The DVD will officially go on sale by November 4, 2013 through the website: www.wheretheyraced.com.   Harry Pallenberg
     The dragstrip in the video is just like Hall’s dragstrip (first organized strip east of the Mississippi River) in the early 1950's.  It is high dollar racing now, but back then it was HOT RODDING.  This is like the old days of “run what you brung.”   No scatter shields, no protective clothing and no timing.  Talk about the old days.  I love the one wheel burn-out; baling wire and bungee cords, what a lot of fun.   Now I know where some of our old cool cars went.  Their tech inspection seems a bit loose though.  I believe this or part of it was filmed in Sweden.  Google the following video at;          
http://www.youtube.com/embed/owvxPNNUQkM?feature=player_embedded.   Marshall Robilio
     The latest news from the Triumph guys (rocket powered motorcycle streamliner). They didn't mention the 93 mph top speed or the fire but said the wet conditions kept them from setting any records.  To see their website Google the following;
http://spirit.triumphmotorcycles.com/1/issue9/page3/.   Ron Main
     So is the book Gone Racin’ or is it FIFTIES FLASHBACK (by Albert Drake)?  If there are two books how much is each one.  Thank you, Doug
DOUG: Gone Racin' is my by-line that I write articles and reviews in, which are posted at HRHL and also at www.landspeedracing.com.  The book by Albert Drake is called FIFTIES FLASHBACK and when I checked the book there was no price on it, except for the barcode.  You can find out the price and order the book over the phone by calling the Wally Parks NHRA Motorsports Museum at 909-622-2133 (open Wednesday through Sunday) and ask for Sherry.  She can process your order or answer your question on the price.  If the museum is out of the book then call the publisher at 1-520-547-2462. 

The Power of Racing, by Le Roi Tex Smith   reprinted from www.Hotrodhotline.com  where you can see two articles each month from Tex....
     For many years, I was involved in the creation and presentation of drag racing, back when there were essentially three levels of drag participation: racing, watching, and making the races possible.  I did all, but my real interest lay in getting a solid foundation for all forms of the hot rod hobby/sport.  And respect!  Respect from the general public, and respect from within.  Automotive racing, in general, was sort of a bastard cousin to the burgeoning car industry.  It was useful to the barons of steel, since racing could draw attention to a product, but it could also draw the stricture of “polite society.”  The cousin can come over to the house, but best use the back door and stay in the kitchen.
     In the earlier days, racing was supposed to help in the engineering of better products, but as more and more Suits came into the business, money became more and more focus of attention, while engineering fell increasingly behind.  When street rodding surfaced as a viable hobby outlet, it was originally about enjoyment of the vehicle.  Then it became a source of income, meaning money.  Just in case you haven’t figured this out before, the GoodDudes still concentrate on the fun part, but manage to utilize money to keep the hobby user friendly.  You do a GoodFolks shindig, you gonna get great bang for the buck.  In all business, the general media is an invaluable tool in mass marketing, and it takes more than a new car introduction to hold the interest of automotive media editors.  Or prospective buyers.  Or, hot rod event participants.
     In hot rodding, we have resisted the Harvard Business School dictum of grab and run, for the most part. Mostly because we are too small and we tend to slide under the radar of Corporate America.  But, even in our small corner of the automotive industry, the Grab And Run philosophy does exist.  I can look back at a number of failed attempts at street rod products and activities that flared only briefly, too many victims of simple greed.  Yet, a lot of these products survived.  One time I got a call from an acquaintance who wanted to tell me his employer had moved the company from the Midwest to SoCal.  In the course of our discourse, he told me about a new street rod he was just finishing up.  “You going to use your new quick-change?” I asked.  “Not in a million,” he replied, “Our quickie is only designed to last a race, it would never live up to the street!!!”  There you have it from a horses’ mouth.
     It is fairly easy to make the mistake of thinking that every “trick” new hot rod industry product (or event) is based on racing testing and development, on a very long protocol of testing and refinement.  ‘Tain’t so McGee. Through the years I have received numerous queries from parts manufacturers if I had any ideas of products they could create.  In the first place, people are paid significant money for ideas, but more importantly, I firmly believe that products that come from the Form Follows Function formula are the best.  Orville and Wilbur had an idea, then they built one, and finally they flew one, and then they developed and improved the idea.  They didn’t go around looking for someone to tell them about filling a business need for another new product!! They sure as hell didn’t have a “suit” with a university degree in engineering running down that slope at Kitty Hawk.  In hot rod history, a product that was tested on the weekend at the dry lakes or circuit track either worked or it didn’t.  But that product’s success for one person did not necessarily translate across the board.  There were always other factors at play.  Racing is a good partner to the automotive scene, but it sure isn’t the best test bed for improvements. It is only one test. It’s a good piece of PR, maybe, but little more.

EDITOR: The following photograph of the Railton Mobil Special was sent in by Dean Court, Jim Butler and John Hutchinson.
Caption: Brit John Cobb sits at the helm of his specially built Railton Mobil Special in 1947.  In it Cobb later ran just under 400 mph (in 1947) at the Bonneville (Utah) Salt Flats.  The streamlined body is shown being carried in the rear of the photo.  Cobb set a world land speed record in the streamliner.  The current record, also held by a Brit, is 763 mph; higher than the speed of sound at ground level.


     On Saturday, October 26 we took Dave Martin's Lakester from my shop for test runs at El Mirage dry lake.  Hayden Huntley, 17, the grandson of my good friend Bruce Huntley, driving a race car for the first time; did extremely well.  After a couple of runs getting used to left hand shifting, clutching in very tight quarters and general getting used to the car he pulled off a run in 3rd gear (it has 5) at 125 mph.  Pretty damn good.  November 9, 2013 at SCTA time trials he will take his rookie test between 125 and 150 mph.  The next day he attempts to break the class record of 170 mph.  Vic Enyart

STAFF NOTES; The following is courtesy of www.bikerhotline.com.
     In August of 2013 Jody Perewitz and Team Jwitz returned to the Bonneville Salt Flats for a third time. The teams focus was the elusive 200 mph Club.  Just one month prior to the BUB Motorcycle Speed Trials in Bonneville, Jody rode into the record books at the prestigious Maine Event in Loring, Maine into that group’s 200 mph Club.  She made a pair of back to back passes at 202 mph.  Jody focused on the 200 mph Club at Bonneville.  Team Jwitz at the Bub Motorcycle Speed Trials achieved another Land Speed Record.  That makes 10 LSRs to date including one World Record.  Out of her last 11 runs, 9 were over 200, and one that wasn’t clocked in at 199.9.  Jody set her Bonneville record at 207 mph, with a top speed of 208 mph.  She uses a 100 cubic inch V-twin engine.  She also received the SheEmoto Award, which is awarded to the woman who embodies the spirit of land speed racing. 
     The phone number for Deist Safety is correct and in May I talked to someone at Deist and he told me that the boat was indeed stored across the street from the shop.  The Hustler had been moved a few months before I called, but he told me prior to that it had gone to a shop to have the engine repaired and some deck work done and returned.  I called Curt Eierdam and he said that he did do some of that work but did not know where the boat ended up.   Curt's shop is now in Arizona, but at the time he worked on the boat his shop was in California.    Larry Riksford
LARRY: Try John Stoker; he worked on the boat and knew that Jim Deist owned it.  Don Edwards and I drove up to Deist's place and saw the boat around 2001 or so.  Jim wanted to put the boat back into racing shape and try for the water speed record.  I detailed a report on The Hustler in one of the old Boat Racers Reunion Newsletters that I edited, but none of those issues still exist as the website carrying the issues shut down after another group was voted in to run the Reunion.  Don Edwards is the best authority as he had an identical boat built by Rich Hallett, the only difference was that the casing around the engine (turbine) was shaped slightly different.  Jim and Marion Deist lost their home in an electrical fire and it took many years to rebuild their home, but the boat was not damaged as it was stored in their "barn."
     Both Jim and Marion are gone now and their daughter took over the business.  You might try reaching DJ at Deist Safety in Glendale.  You might also try Nick Barron at Hallett Boats to see if he knows anything.  He's located in Irwindale, California right off the freeway.  Taylor's boat was powered by a jet, Don Edward's boat by a turbine.  Don's engine exploded on a test firing and never raced.  Later Don donated the Hallett-built sister ship to the Hustler to the museum in Seattle.  The boat was left outside in a parking lot and that generated complaints from the other tenants who evidently harassed one of the volunteers, who probably couldn't get anyone to give him an answer on what to do with the boat, so he cut Don's boat up for scrap and got rid of the boat.  This was probably not the first or the last time when parking space was considered more valuable than the race boat itself.  I hope you find the Hustler as it is a fine looking race boat.  Richard Parks (editor www.landspeedracing.com)  
     I've just received your post on Hustler.  Are you in contact with Don Baumeu?  He's over in Perinton NY 14450.  Don sent me some photos of Hustler a while ago, one of them with his son in the cockpit.  But I don't know where it was.  Let me know if you are in touch with Don, if not I'll put you in touch.  Fred Blois
     I've been fascinated by WSR attempts since seeing John Cobb and his "Crusader" on the 1950's TV show, "You Asked For It."  Yes, I also heard that Lee Taylor's rocket boat wreckage was now on display in El Monte.  The last time I saw the jet powered, Hallett built-Hustler was at the 2001 Pomona boat racer's reunion, when she was owned by Deist.  I'll see what I can find out about the Hustler and her whereabouts and let you know as soon as something turns up.  Bob Silva 

In September at San Diego I had dinner with Don Edwards and Barry McCown, buddies from their 1970's drag boat days.  They said they had seen the wreckage of the boat in which Lee Taylor perished.  I had heard that author Don Peterson was caretaker of it in Washougal, Washington, near Portland.  No, they said, it is in El Monte, California or vicinity.   I said that I and others are going nuts, trying to find the Hustler.  Barry McCown lives near San Diego.  I will c.c. this also to Don Edwards.   My friend Larry Riksford is also a c.c. here.  He is a WSR super-fan.  He had a rumor that Hustler may have gone to Arizona after Marion Deist died recently.  Bob Silva is the Vintage columnist for APBA Propeller.  Any clues?  I have contacts in the U.K. via the Yahoo Groups "Speed Record Group" who also desperately want to know where the Hustler is?  Bob Senior        
     "No, I've heard it is in Southern Cal, and Doug Ford is trying to track it down."   (EDITOR-the source for this comment is unknown.  However, I have reviewed Doug Ford's books THE RISK TAKERS AND RECORD BREAKERS, and WHAT WERE THEY THINKING.  Ford is an engineer who writes from a layman's view.  His work is easy to read and allows the reader to understand difficult engineering concepts)
     A friend just emailed me about a rumor that the Hustler is currently in the UK being restored.  Sounds crazy to me, but have either of you heard anything to that effect?   David Tremayne
STAFF NOTES: The following was sent in by oval track racer Jessica Clark.
     We had a long six week wait for our race at the I-10 Speedway - it was well worth it. Part of our normal car maintenance prior to each race involves straightening out any panels that may have been bent from the previous race and replacing any bumpers that are too bent out of shape to fix.  This time we did the opposite.  We put all of our bent door and quarter panels on the car, along with semi-smashed bumpers for the race in Blythe.  We knew that they would only be further damaged in the 100 lapper, so why damage good panels, right?  The I-10 Speedway is one of the most difficult tracks we travel to.  Our second race of the season was in Blythe, and you might recall the newsletter in which I compared driving on the track to “taming a dragon.”  As a driver, it is more important than ever to be on your “A” game for every foot of the quarter mile circle track. It could be the difference between a top ten finish or a crashed race car. 
     I took some time to get the line down during practice.  As usual, my crew wasn’t sure I would qualify in the top ten based on my practice times. I knew I would drive the car at 102% in qualifying so I wasn’t worried.  However, when I rolled back into the pits after qualifying, I felt as if I had overdriven the car. I asked my dad where he thought I qualified, and he replied that he had no clue.  Then I saw my mom running through the pits with a big smile on her face, and she exclaimed, “You’re in 3rd.”  What a great feeling.  I ended up keeping my 3rd place qualifying position out of 22 cars and was very proud of my team’s efforts. 
     The top six qualifiers race in the Trophy Dash, which is six laps.  Unfortunately, my radio connection was lost during the race, and I had to pull off because I could not hear my spotter. Thanks to the Trophy Dash, we were able to get the radio problems figured out before the main event.  I started the Main in 6th position - on the outside - for the topless 100 race.  The inside line is preferred at this track since there is no grip on the high line, so I had my work cut out for me right from the start. 
     I fell back a few positions at first because I could not get down to that inside line due to the tightly packed inside row of cars. Somewhere around lap 25 we had our first caution because a driver had spun out (his first spin of many that night) ‘sigh.’ Traditionally, we do not have double file restarts at this track because it generally results in another crash that causes a caution again.  However, for the purpose of entertaining the fans who came to watch the Topless 100, we had double file restarts. Boy, did it make things entertaining for the fans.  The race ended up having at least 7 cautions and 3 red flags (meaning the drivers had to stop and shut off their engines while the wrecks were cleaned up).  By lap 50 I was running strong in 5th place and then moved to 4th place. 
     My car felt great, and I figured out some speed secrets on the track as far as driving the best line and throttle points are concerned.  I won’t actually share the secrets because I don’t want my competitors to find out.  I crossed the finish line in 6th place with a big smile on my face.  We finally earned the top ten finish that we were looking for.  The main event took about 1 1/2 hours to complete, and my white fire suit was no longer white when I got out of the car.  Havasu 95 Speedway will be our next stop - my second favorite track.  We plan to carry the momentum as we head out to Havasu, AZ for some fun.  Thanks for supporting Jessica Clark Racing!   Sincerely, Jessica
STAFF NOTES; The following is from Rich Lomanto and Gary Fisk.  The Definition of Acceleration. 
     One top fuel dragster 500 cubic inch Hemi engine makes more horsepower than the first 4 rows of stock cars at the Daytona 500.  It takes just 15/100ths of a second for all 6,000+ horsepower of an NHRA Top Fuel dragster engine to reach the rear wheels.  Under full throttle, a dragster engine consumes 1-1/2 gallons of nitro methane per second; a fully loaded 747 consumes jet fuel at the same rate, with 25% less energy being produced.  A stock Dodge Hemi V-8 engine cannot produce enough power to drive the dragster's supercharger.                  
     With 3,000 CFM of air being rammed in by the supercharger on overdrive, the fuel mixture is compressed into a near-solid form before ignition.  Cylinders run on the verge of hydraulic lock at full throttle.  At the stoichiometric (stoichiometry: methodology and technology by which quantities of reactants and products in chemical reactions are determined) 1.7:1 air/fuel mixture of nitro methane, the flame front temperature measures 7,050 degrees F.  Nitro methane burns yellow.  The spectacular white flame seen above the stacks at night is raw burning hydrogen, dissociated from atmospheric water vapor by the searing exhaust gases.                         
     Dual magnetos supply 44 amps to each spark plug.  This is the output of an arc welder in each cylinder.  Spark plug electrodes are totally consumed during a pass.  After halfway, the engine is dieseling from compression, plus the glow of exhaust valves at 1,400 degrees F.   The engine can only be shut down by cutting the fuel flow.  If spark momentarily fails early in the run, unburned nitro builds up in the affected cylinders and then explodes with sufficient force to blow cylinder heads off the block in pieces or split the block in half.                  
     In order to exceed 300 mph in 4. 5 seconds, dragsters must accelerate an average of over 4G's.  In order to reach 200 mph (well before half-track), the launch acceleration approaches 8G's.  Dragsters reach over 300 miles per hour before you have completed reading this sentence.  Top fuel engines turn approximately 540 revolutions from light to light!  Including the burnout, the engine must only survive 900 revolutions under load.  The red-line is actually quite high at 9,500 rpm.  
     Assuming all the equipment is paid off, that the crew worked for free, and for once NOTHING BLOWS UP, each run costs an estimate $1,000.00 per second.  The current top fuel dragster elapsed time record is 4.428 seconds for the quarter mile, which was set on November 12, 2006 by Tony Schumacher, at Pomona, California.   The top speed record is 336.15 mph as measured over the last 66' of the run, which was recorded on May 25, 2005 by Tony Schumacher, at Hebron, Ohio.                     
     Putting all of this into perspective: You are driving the average $140,000 Lingenfelter 'twin-turbo' powered Corvette Z06.   Over a mile up the road, a top fuel dragster is staged and ready to launch down a quarter mile strip as you pass.  You have the advantage of a flying start.  You run the 'Vette hard up through the gears, and you blast across the starting line and you pass the dragster at an honest 200 mph.  The 'tree' goes green for both of you at that moment.  The dragster launches and starts after you.  You keep your foot down hard, but you hear an incredibly brutal whine that sears your eardrums and within 3 seconds, the dragster catches and passes you.   He beats you to the finish line, a quarter mile away from where you just passed him.  Think about it, from a standing start, the dragster had spotted you 200 mph and not only caught, but nearly blasted you off the road when he passed you within a mere 1,320 foot long race course.   And that my friend, is ACCELERATION.

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