NEWSLETTER 303 -  January 8 , 2014
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;  Dyno Don Batyl,  Skip Govia,  Brian Taylor, Andy Granatelli, Spencer Simon, Harvey Crane, Mitzi Valenzuela Bob Falcon, Doug Stokes

GUEST EDITORIAL, by Dyno Don Batyi:  
     The Department of Consumer Affairs Bureau of Automotive Repair (BAR) has released a short video for its No-Cost Auto Body Inspection Program. The program provides consumers with no-cost vehicle inspections to ensure all collision repairs listed on their auto body repair invoice were done correctly.  "The Auto Body Inspection Program is a great resource for drivers who have recently been in a collision and have had auto body repair done," said Bureau Chief Patrick Dorais.  "To the untrained eye, it can be hard to tell if a repair was done correctly and whether or not the vehicle's safety has been compromised," Dorais said.  This program is very easy to participate in and provides consumers with peace of mind about any auto body repairs they may have had performed.  The video features an actual consumer who has used the program, explains how the program works and how to contact BAR to participate. 
     To see the video go to the following website and look for;
http://www.lakeconews.com/index.php?option=com_content&view=article&id=34712:bureau-of-automotive-repair-releases-video-for-no-cost-auto-body-inspection-program&catid=40:business-news&Itemid=294.   The phone number for the free BAR inspection is 866-799-3811.  You need to have your repair invoice from the body shop and be the owner of the vehicle at the time it was damaged and repaired.
GUEST EDITORIAL, by Brian Taylor, Chairman of the Allard Chrysler Action Group brian@allardchrysler.org:   
     Those of you who use Social Networks will already be aware of the fact that the Brighton Speed Trials – one of the oldest continued running motor sports events in the world – is under serious threat. So if I have contacted you via Facebook or other website forums about this topic many apologies for repeating myself but I feel this is important. 
     The Brighton Speed Trials played a key role in the early years of drag racing in Europe and Sydney Allard took his Allard Chrysler to the event on many occasions. In fact many authors have referred to it as the oldest drag race in the world – not quite correct in practice but not far off the truth in spirit. It appears that Brighton and Hove Council are set on killing the trials and the Brighton and Hove Motor Club has started an on-line petition to try and save this event that has an importance in global terms. 
     I would ask you to read the details below and use the link to sign this petition. We have already received enough people signing up to force a debate in the Council Chamber but I feel they need to know what a global motor sport gem they are killing off. So wherever you are in the world you might be able to help save the Brighton Speed Trials.  Perhaps you can send the email on to others you feel might be interested or post the link on other Social Networks or Forums. 
     The end of Brighton Speed Trials During the speed trials in 2012 a lady rider on a combination was killed.  The inquest had not been held so the event did not take place in 2013 in case the coroner made some recommendations on safety.  However, since then the green party lead councillors of the Economic Development & Culture Committee have decided that the speed trials should not take place in the future and they have already penciled in an alternative event for the day in September when the trials would normally take place.  They have also decided that there should be an event to ‘Celebrate’ the end of the speed trials.  There has been no full council involvement in this decision. 
     There is an e-petition on the Brighton and Hove city website and I ask as many of you as possible who care about such things to sign the petition to keep an event that has been part of Brighton and motor sport in this country since 1905.  This could also mean the end of the Brighton and Hove Motor club as it is their main event and income for the year.  Please sign up before the deadline date of 23rd January 2014. Thank you. 

STAFF EDITORIAL, by Richard Parks:   
     My father, brother and I have known Andy Granatelli for more than six decades.  Andy told hilarious stories and others that we knew collected and told even more stories about Andy and his family in racing.  He was a larger than life person and yet he was very approachable.  In later life we would see him at banquets, reunions and races.  I saw Andy at the Gas-Up Party and Dry Lakes Racers Hall of Fame in Buellton, California on several occasions.  He loved all of his awards and honors and once sent me a resume that he wrote, which I included in an issue of this newsletter.  But he loved being inducted into the Dry Lakes Racers Hall of Fame because it was an award voted on and given out by fellow racers.  To be included in their group you had to have the esteem of your fellow peers and it was no easy honor to achieve.  Andy loved to tell anyone who would listen about his accomplishments, big and small.  He was always on the go, searching for new fields and territory to conquer.  Driven might be a better way to describe it.  In his youth he struggled just to survive and be accepted.  In this way he is no different than most racers and car guys who want to be noticed for their skills and talents and not be taken for granted. 

     But with Andy there simply wasn’t any off switch.  Long ago he was a success, but what was in the past wasn’t enough to satisfy his desire for new challenges and new successes.  He was only the Andy Granatelli of his latest success story.  Racing and the automotive parts marketplace is what he was known for, but he had many other aspects to his personality.  He was a master at self-promotion and marketing.  He wrote the book on the subject.  Copying Andy Granatelli made many other men successful in their fields as well.  Even if parts of every story were false, what was left was pure gold.  No fiction writer could imagine a man such as Andy.  He promoted his races the same way he promoted STP and other products in his corporation.  You saw and heard Granatelli coming and he was coming for you.  Dressed in those STP coveralls and with a heart, soul and mind as big as his body, he didn’t let anyone out-market or out-sell him.  Some people laughed at him, but he ignored their ridicule and charged full-bore right at his public and they loved him for it.  He poked fun at the high and mighty.  He ridiculed rules that were ridiculous.  Smaller men tried to control and corral him with rule changes or stood in his way.  You might as well have tried to stop a tidal wave as to stop Andy Granatelli.

     He was also a man with strong beliefs.  He supported the local fire department when they saved his home from a wild fire.  After that they were his buds and he held fund raisers and dinners in their honor.  To Andy and his Italian background, if you were his friend you were his family.  He also had strong political and social beliefs, because I was on his list and I received hundreds of emails from him and responded in kind.  One of the nicest compliments that I ever received came from Andy when he replied to an editorial that I had written.  He said it was the best he had ever seen and ought to be in the Sunday paper.  Praise from Andy Granatelli is high praise indeed.  He fought his weight problem for much of the time that we knew him.  He liked good food like he enjoyed a good race against the best drivers in the world.  He liked a good and well-put argument too.  Like most hot-rodders he was level headed and if you were going to convince him you had to be logical and your ideas had to work and work well.

     Andy Granatelli also had fun.  He had fun while winning or losing.  He had fun because he competed in life.  My brother broke Andy’s Bonneville record that had been on the books for thirty years.  When my brother got his “special hat” and started to brag about beating “Granatelli’s record at Bonneville,” I told him, “But you didn’t have two passengers, a dog and a Craftsman tool box in the car.”  You might go faster than Andy but no one will ever have as much fun as he did.  I should mention that backing up Mr 500 was his two brothers, Joe and Vince.  They were really a team although Joseph and Vincent stayed in the background.  I was covering a race date at Irwindale Speedway a few years ago when Andy’s nephew was competing in a special league created by Hollywood stunt car drivers.  It was the craziest thing that I’ve ever seen, two cars driving directly at each other and before they crashed they skidded into a 90 degree turn and headed right for the crash wall, then made 180 degree sliding turn and came right at the flag girl.  Just before hitting her they made a 360 degree slide right between four 55 gallon barrels and stopped on a dime without hitting the girl or the barrels.  Just the kind of fun Andy would have loved.  Just what the Granatellis are made of.
Former STP CEO, Indy 500-winning owner Andy Granatelli dead at 90.  By Chris Estrada, reprinted courtesy of
http://www.jalopyjournal.com.  December 29, 2013.
      Andy Granatelli, former CEO of the STP motor oil company and one of the more notable innovators in the history of the Indianapolis 500, has passed away at the age of 90.  According to the Associated Press, his son, Vince, confirmed that he died of congestive heart failure earlier today in a hospital in Santa Barbara, California.  A member of multiple racing Halls of Fame, Granatelli was a significant figure for the “500,” especially in the late 1960's and 1970's. In the 1967 and 1968 races, he fielded radical, turbine-powered cars that did well but ultimately lost out in both races. In ’67, Parnelli Jones lost a potential win with only a few laps to go when a transmission bearing failed and forced him to retire. Then in ’68, Joe Leonard suffered a fuel pump shaft failure while leading and also had to retire in the final moments.  But in 1969, Granatelli finally had his day at the Indianapolis Motor Speedway as Mario Andretti, driving with a more conventional engine, took his STP-backed #2 machine to victory over Dan Gurney.  Granatelli expressed his appreciation by kissing Andretti on the cheek in Victory Lane, creating one of the most beloved images in “500″ history.  (This report was sent to us from Michael Kacsala in Cleveland)

     Andy Granatelli and I corresponded quite a bit during the past years. He was kind enough to sign the headliner in Cheryl’s 1963 Avanti.  I was often able to get him to remember my connection to SPIRIT OF AMERICA and his generosity when we met him at STP in Chicago with the loan of his car so I could visit my relatives.  I reminded him of that incident and once again thanked him during one of the events at Mendenhall's Gas Pump and Petroleum Museum.  He also really liked the great food at Hozy's and I had a standing invite for him for a meal there.  Craig Breedlove will remember him from our first meeting at Bonneville in 1960.  He mellowed in later life.  Years later when I was on the board of directors of the AVANTI club I had the personal honor of hosting the Granatelli family at the 50th anniversary for the AVANTI Motor Car.  He lived well and worked hard in the coastal community.  RIP Mr Indy 500.  Stan Goldstein
EDITOR’S NOTES: The following research was submitted to the newsletter by Northern California Correspondent Spencer Simon.
     I went to visit my friend Skip Govia at his place and asked permission to take some pictures on some of the interesting connecting rods that he has collected over the years. There were a few that caught my attention.  One connecting rod was an uncut and rather short but really heavy steel Mickey Thompson rod with a length of 5-1/4. Skip thinks it may be an Indy rod, I think it’s possible but it can also be a Bonneville rod.
     Another prize piece is an offset aluminum connecting rod bolts by Ed Iskenderian. Then there is this handmade connecting rod that he had gotten from George Santos of S&S machine shop that was unidentified.  This one was made when there was no CNC machine in those days.  There are other familiar names such as Howard, Posi-Forged, another Mickey Thompson rod in Aluminum and a BRC Rod which had an unusual form on the side (triangular shape).  There is also a piston with a rod that came out of a NASCAR P7 Dodge Truck Engine.  You see how the rings are up so high with minimal skirt and quite a depth in the cutout for valve clearances on the piston top.  Finally there is a shot of a real piece of destruction art that the rod ripped apart forming into a flower. The last picture is of Skip Govia with his 1967 Rich Hallett circle racing Hydroplane boat name QUICKIE.  Here is the rear view of the old Rich Hallett boat that belongs to Skip Govia.
EDITOR: Spencer Simon sent this photograph and caption in from Dema Elgin.
     “I was able to spend one entire day with Harvey Crane before he died.  We all will miss him.  Andy Granatelli at the age of 90 just died and he was a good customer of Edward A. Winfield and got the V8 Novi Engines running again in Indy.  Dema Elgin.”
     I received word yesterday that a real hot rod innovator had passed away last week in Oregon.  Most will remember Bill Hays for his ignitions (he had a crankshaft trigger device on a dragster back in the 1970’s) and clutches (Center force is one of his designs).  Maybe some of the hot rod guys will remember him.  Jerry Wiencek
Bob Falcon Offers Two Project Cars for Sale Exclusive to SLSH Newsletter Readers and Environs 02 January 2014;
     After surviving for a lifetime in the Performance Car Culture I have decided that not enough time remains for me on the pretty side of the flower beds to complete two project cars that sit here on my Rosemead, California property.  Briefly the vehicles are a 1973 Oldsmobile 98 Nine Passenger Station Wagon of which I am the second owner of record, and which has the original interior, including the headliner.  The offer includes a large collection of technical books covering this particular model including the factory Service Manual for all systems. 
     The other vehicle is a 1992 Ford Taurus SHO of which I am the original owner. This car has 152,000 original miles on the odometer and is the SCTA Class F Production record holder at the second Muroc Dry Lakes Reunion held in 1997.  The package also contains several technical manuals and the factory Service Manuals including a separate volume containing the wiring and vacuum diagrams and all the provenance of the record run including the SCTA Logbook.  If you are interested contact me at
RFalcon279@aol.com, and I will provide you with a complete description and the package price for both vehicles and the bonus items that will be provided on a single. I will also send several photos of both in their better days…but both are straight and have no sheet metal damage….but they will need to be transported on a trailer.  I will also provide you with the address for the location of the cars and a phone number so we can be available when you decide to take a peek at the package.  Bob Falcon

     The San Diego Racing Museum Project has produced a DVD from the 1950's in color 8mm film of Jalopy Races at Balboa Stadium.  The DVD is 28 minutes long; being old 8mm home movies there is no sound so I have added a track of music.  Here is a link to the San Diego Racing Museum website where the DVD can be purchased; http://sandiegoracingmuseum.weebly.com/balboa-stadium-jalopy-races-dvd.html.   Anything you can do to get the word out about this DVD would be greatly appreciated.  Thank You, Randy Chenowth, sdracingmuseum@cox.net.
    The attached is from my friend Jim McCombe who is still doing the announcing at Sonoma Raceway on Wednesday nights and the E-T Bracket races. He is a long-time racer and probably has forgotten much more than I will ever know about drag racing and its origins particularly here in Nor Cal.  I wanted to let you know about some planning that they are doing to get a Vaca Valley Drag Strip Reunion going.  According to Jim, it is in the early planning stages and I have offered my assistance for whatever I can do.  Several years ago, Jim got me an invite to the Cal-Neva Racing Association reunion luncheon in Richmond (CA.) and I was wonderful.  I believe I sent you a report and some photos.  Anything you can do to promote this upcoming event would really be appreciated.  There were a lot of big names back then who raced at Vaca Valley and anyone who would have any information or was ever at the Vaca Valley Drag Strip when it was running can contact Jim with information or questions.  Thanks in advance for any help you can give.  On a more somber note, as time moves along and planning gets tight for announcing racing schedules for 2014, it looks like the Redding Drag Strip may not run this year.  I am particularly sad on two counts: One, we lost Bob Lidell right at the end of the season in October and he and his wife Joye were a really big reason, racing at Redding was a great experience.  Unfortunately, this notice is still posted on their web site (http://reddingdragstrip.info/wordpress/).  The Redding Drag Strip boasts that it is the Nation's oldest continually operating drag strip in the country and probably the world.  It would be a real shame if they were to lose that moniker.  But even more tragic is also the terrible reality that we will lose one more quarter mile drag strip here in the west; very disheartening.   Bob Choisser, Vacaville 
     I just returned from a meeting in Vacaville that consisted a few former racers as well as a representative from the Vacaville Heritage Society.  Also present was reporter from the Fairfield paper who recorded this gathering that focused on the track's history and the people who raced there.  This was held at Joe Murdaca's restaurant (Pietro's #1) with Murdaca a former Vacaville racer sitting in.  I was amazed at some of the stories that came out of this session especially those of former racers Jimmy Utz and Top Fuel driver Paul Sutherland as well as Bill Taggart Jr about their accounts at the old track.   At the conclusion, a suggestion was made that there should be a reunion of some sort possibly in the Spring providing there is enough interest in such of a thing.  Everything now is in the talk stages and will see where it will go from here?  Let me hear from you if this is something that you would like to be part of, it will have a great influence with the organizers.  Feel free to forward this message to anyone who may have raced there or just anyone who has a fondness of the early years of drag racing from the 1950's to the early ‘70's.  Have a Happy Holiday Season and hope to hear from you soon.   Jim McCombe Former Vaca Valley Track Announcer 1962-72
     Here is a video showing 65 years of HOT ROD MAGAZINE's cover and feature cars and they are all in one building. 
http://www.youtube.com/embed/AFKtlu-zL-w.         Dema Elgin
     You can have the Justice Brothers Newsletter sent to you by contacting
newsletter@justicebrothers.com.  DRIVE magazine showcased Justice Brothers President & CEO Ed Justice Jr's historic racing images in a article called Shutter Speed Revisited: The Art of Drag Racing.  This multi-page article features images taken by Justice in the 60's and 70's from the beginning of his photography career.   DRAG RACER magazine featured Ed Justice, Jr in an article called Behind The Scenes.  This multi-page article focuses on how Justice is continuing on the Justice Brothers legacy by not only making history but by preserving it.  The second book published by the EJJE Publishing Group as part of the Justice Brothers Racing Heritage Library.  The book showcases the story of one of America's most versatile racing drivers George Follmer, who is one of the most successful road racers of the 1970's. This high quality book has over 300 pages that feature over 280 black & white and color photographs.  The foreword was written by legendary team owner Roger Penske & legendary racing driver Parnelli Jones.  Get your copy today, only a limited number of books available.   For more information about the book go to www.follmerbook.com.      

GEARHEAD GAZZETTE Magazine December 2013 Issue takes you to Car Shows in Nashville TN, and a special and quite large story on the RIDLER award in Detroit and ALL 50 winners.  Those FRANTIC guys off the East Coast have wrapped up racing and we have a recap of their adventures for you. Also we have a huge listing of 2014 car shows, cruise action and other gearhead type events.  Feature editor Ed Woodard helps us remember some of our Hot Rod hero's who left us too early.  Let me close by wishing each of you a very Happy New Year.   www.gearheadgazzette.com.  Jimmy Brandau 
     If you are a first timer at Bonneville, or if you have not been there for twenty years, you can save some hassles by planning well ahead. Your major focus should be on getting a room reserved. Now! Although a few veterans have learned it is possible to go to Wendover with no thought of a room, instead relying on the possibility of last minute room cancellations. it works, of course, but not always, and I can tell you from experience, sleeping in your car in a desert night goes from hot miserable, to bug miserable, to cold miserable, to just plain grungy miserable. 
     Although you can get some good discounted casino hotel rooms by booking early, the regular chains, such as Motel 6 actually increase prices during Speedweek, primarily on Friday and Saturday nights. This is when there is maximum demand, from racers, normal freeway traffic, and weekend gamblers. If you make a reservation up to a year in advance (advised--you can always cancel up to the last minute), check back in 6 months, then reconfirm 3 months in advance.  Always get the agent's name who serves. Personnel is often revolving door.
     Unless you are in a multi-floor casino hotel, get an east facing room.  The 5pm sun can be brutal on hot days. The large hotels have very large parking lots, and normally security is minimal.  Wendover, Utah is not the same as West Wendover, Nevada, although they are separated only by a white line across the main drag. In Nevada, everything goes, not so on the Utah side. Each "town" has a high school, most of the civilized amenities are in Nevada, although the school cheerleaders each have car washing fund raisers worth your support. West Wendover is in the parking lot just west of the state line, the Wendover wash is a small motel parking lot on the east side. Neither side has a charge, you make a donation, so be generous. 
     The old Wendover Will statue once identified with the Stateline casino is now astraddle of the old highway at the end of West Wendover. The new food market is in this area, as well as Ace hardware and the coin car wash. The auto parts store, which is remarkably well stocked, is on the east end of Main street (Utah side) and gets some unusually quick deliveries from Salt Lake City.  I think this store must import counter help during Speedweek, as they seem to know what we car nuts need. 
     Food is a roulette adventure, with several fast food outlets in either state, a dozen years past the casino buffets were the ticket, but today they are poor value for mediocre grub.  My favorite is the cafe just inside the door of the hotel just across the street north of the Nugget (Stateline).  Decent food, decent prices, lots of old timey hot rodders easily identified by the grey hair (usually thinning) and hot rod T-shirts. 
     You can fly into SLC and rent a car or camper, but never ever disclose that you are going to the salt flats.  When you return a rental, be sure you have washed it top and underside, and thoroughly cleaned the interior.  Normal thick plastic sheeting over the carpets is advised, if you return a vehicle that has been on the salt, you can pay a hefty penalty, a clause artfully hidden in the rental agreement.  Wendover is a far cry from the stage stop I first knew in 1949, but the salt flat arena remains eternal.  Come prepared to be blown away...year after year.

Gone Racin’…KUSTOM KULTURE QUEENS, by Mitzi.  Book review by Richard Parks, photographic consultant Roger Rohrdanz.

     The new breed of hot rodders refer to themselves as Traditional Hot Rodders.  They have a culture all their own and they spell it Kulture, with a K.  They customize their cars and they spell Kustom with a K as well.  They differ from hot rodders of the past only in terminology and age; their passion for the automotive culture burns just as brightly as ours did.  Their rebelliousness is just as passionate, for young or old, hot rodders hate waste, too many rules and being told they can’t do something.  It confuses the old timers, who simply saw themselves as car people.  Hot rodder was a negative term that was turned into a name that defined a generation.  Traditional hot rodders are the younger version of the breed, so what does that make us, Original hot rodders?  Then we find that there are variations of hot rodders, the grungiest of them all are the rat rodders.  It’s enough to make a car guy’s mind spin.  But if we can get past the terms and names, what we find is a belief and a passion that comes from the very love of cars that we had as youth.  In fact, the young people of today surround us at shows and pump us for every bit of knowledge that they can get out of us to explain what it was like in the “old days.”  I can’t quite decide whether to feel honored or simply old. 

     Nevertheless, Traditional hot rodders are here and they are passionate about their cars and their lifestyle and we ought to listen to them and see what they have done with our sport.  Traditional hot rodders adapted what interested them and then took from our experiences that which benefited their values.  They redefine what the term Retro means.  These young men and women see in the late 1930’s, ‘40’s and early ‘50’s as the Golden Age of hot rodding and they dress, live and exemplify the era.  Who is there among our generation to dispute that assumption, although we know that it wasn’t all roses growing up then, just as it isn’t easy growing up today.

     I’m not exactly sure how I came to know about Mitzi or her talents as a photographer and artist.  I believe it was through the magazines like OL’ SKOOL RODZ, CAR KULTURE DELUXE, SKIN AND INK and DICE magazine.  Or perhaps someone mentioned it to me at the Suede Palace, an exhibit of Traditional hot rodding at the Grand National Roadster show, promoted by our good friend John Buck.  The young ladies, dressed as we remember them from the post World War II era, with the flouncy skirts, puffed hair and red, red lipstick, might have told me.  A large selection of vendors sported the look of the Traditional hot rodders with the typical jeans, t-shirts, and other apparel at the show.  It’s hard not to reminisce and think back to a simpler and happier time.  Their enthusiasm was infectious and I wasn’t the only old man to smile as these lovely ladies with the ‘40’s look took our arm and gave us that unique smile with the ruby lips.  But enough of this; somehow I found Mitzi’s website while writing that story on the Suede Palace.  Perhaps I should just leave her name alone.  Mitzi evokes the past.  It’s a name that you don’t hear about much anymore, but we all knew a Mitzi in our younger days.  Her name is Mitzi Valenzuela Cardenas and she has been a photographer since she was fifteen years old.  She started out doing landscape photography and looking for her particular style, to set her apart.  Mitzi told me that she found that style and pays tribute to her photography instructor at Cal State Los Angeles.   His name was Jack Butler and he happened to be a hot rod guy.  Mitzi developed a style unique to her talents as a photographer.  She embraced the ethic and heritage of the Traditional hot rodder and the pin-up girl tradition of the WWII years.

     She stressed that she wasn’t the first to do pin-up photography and credits many other artists and photographers who created the art form.  She mentioned many great models, and especially Betty Page, as instrumental in popularizing pin-up art.  Yet we have to give special recognition to Mitzi for her innovations and for bringing back this genre in her own and unique way.  She began doing pin-up photography in 2004, maturing as the rest of the Traditional Hot Rodding Kulture began to emerge and prosper.  Other photographers and artist emulated her style and she has competition today, a form of great flattery for all artists.  Mitzi modernizes, not mimics the pin-up art form.  Young ladies, mature matrons, the ordinary and the normal, come to her for a make-over and a dream.  The results are stunning.  The experience is made easier for the models and the aspiring dreamers, not only because the photographer herself is a woman, but because Mitzi understands the dream that her models are reaching out for.  Mitzi provides wardrobe, hair, make-up, props, cars, lighting, background and atmosphere in her studio or in the field.  Mitzi is proud of her studio, which is large enough to photograph hot rods, cars and bikes in.  The studio gives her the tools to create the atmosphere that the client is looking for.  Mitzi is patient and pleasant.  Her husband, Kirk Cardenas, works in the movie industry creating and building sets, and he provides the background for the photo shoots.  It’s not quick and it’s not simple.  Make-up takes time and positioning and coaching are thorough.  A typical pin-up session can last three hours or more.  The prices are in line with a private family photography setting that takes the same time.  Mitzi does group portraits, pin-up photos, calendar pin-ups, clothing and catalogs.  The finished result brings back that WWII Betty Grable image or the grittier cheesecake photos of the ‘50’s, but it is all tastefully done.  At least as far as what is done today.  It’s the sort of photo that you can frame and put in your bedroom or on your husband or boyfriend’s garage that you wouldn’t mind if your father or grandchildren would see.

     KUSTOM KULTURE QUEENS by Mitzi, is a hardcover, coffee table book, self-published by the author.  The size is 8 by 11 inches and has 80 pages, with 91 photographs, all by the author/photographer.  The printer, WWW.Lulu.com, used a high-quality, waxed bond paper, which shows off the pictures to their fullest.  There is a one page photo credit index and another page of text.  There are no captions, except for the photo credits.  The author printed 1000 copies and the price is $45.  You can purchase the book at Mitzi and Co, 425 W. Allen Avenue, #107, San Dimas, California 91773, or call 626-825-2442.  The models were alluring and the photography was excellent.  The poses showed a great deal of inventiveness, for it is in the posing that a good photograph becomes great.  The attitude of the model is either brought out by the photographer or forever hidden from view.  It takes a talented artist within the photographer to bring out the essence of the model that will make that picture last forever.  Most of the photos reached that intense level.  Strange as it may seem, for a book about pin-ups and pretty girls, I wished there was more text.  Coffee table books are supposed to be weak on text and strong on photographs and visual enhancements.  But they are captioned.  This book lacks captions and in one respect that makes the book better, not worse, for it forces the reader to fantasize and isn’t that what a great artist is hoping for, that the reader creates their own world.  Yet I wanted to know more about the artist’s mood and feelings and something about the models too.  The viewer wants to be a part of the moment too.  Perhaps that’s the voyeur in us all, or maybe it’s simply that we want to experience the elation that we see in the faces of the models.  Another aspect is that 80 pages is simply too short a book for the subject under discussion.  160 pages would have been just about right.  To cut costs and keep the budget in line, the hardcover can be changed to soft cover, as color photographs are expensive to print.  Hopefully, the author will produce more Traditional Hot Rod pin-up art books in the future.  It is a subject that adds to the whole experience of what it is like to be a hot rodder’s girl.
Gone Racin’ is at
Gone Racin’… AVENTURA, ALASKA, BRASIL, by William Carroll.  Book review by Richard Parks, photographic consultant Roger Rohrdanz

     William Carroll now resides in the mountains of New Mexico, but when I met him he lived in a small town just north of San Diego.  He’s a very approachable and humorous man with a tenacious will to experience life.  Carroll was a journalist and photographer for automotive magazines and a hot rodder at heart.  I asked him about his past and he jovially kept me in tears with his stories, until that is, he got to the 1950’s, which he skipped over.  “What happened then,” I asked.  “If I tell you then I will have to kill you,” he said with a twinkle in my eye.  I did manage to get out of him that it had something to do with Central America and my imagination soared to subjects about smuggling, spies, wild affairs and worse.  Carroll’s book AVENTURA, ALASKA, BRASIL is partially set in those areas he refused to talk about and recounts a journey of exploration that any hot rodder could appreciate.  The book is a soft-cover edition on non-glossy paper containing 230 pages.  The size is 6 inches by 9 inches and has 4 color photographs on the covers only, with 2 maps.  AVENTURA, ALASKA, BRASIL is written in the style of a travel journal but has the feeling of a mystery novel.  It is hard to believe that it isn’t a novel had I not known Carroll.  There is no index and yet the lack of one should not seriously deter the reader.  Since this is not a pictorial, it will interest the serious reader who enjoys travel adventures.  Carroll has a style of writing that easily goes from event to event in a seamless way.  The book is a series of adventures that the foreign traveler will appreciate.  The events proceed from story to story, country to country in an even and interesting way with humor spread throughout. 

     It is obvious that by the time he has reached Central America that this is going to be a long, hard, tiring and frustrating trip.  Carroll’s wife, Renee, accompanied him on the trip.  The purpose was to road test-drive a new 1968 Mercury coupe under all conditions and then report the results.  Carroll received sponsorship to make the trip from Ford Motor Company, Morton International, STP and Firestone Tire and Rubber Company.  To make things even more difficult, he did not change the oil or parts, only adding oil when it was low.  Some countries drew raves from the couple, while other nations proved to be unbearable.  Roads might be paved and well taken care of in one area and dirt tracks later on.  Mudslides, lack of gas stations and hotels made some stretches of the trip very difficult and the distances traveled, long and tedious.  In some areas there were rock cairns deliberately placed on the road forcing motorists to detour around them on to side roads.  Border patrol guards could be friendly, fair and hard working or slow, contentious and dangerous.  Some guards spoke English and some only a dialect their mother’s could understand.  Nowhere does Carroll tell us what year he went on this saga, but we can infer that it was late 1967 or 1968 based on his statement that he was going to test drive a ‘new’ 1968 Mercury coupe.  Forty years has passed and travelers still encounter similar experiences when they undertake the ‘Pole to Pole’ trek along the spine of the great mountain chains that make up North and South America.  It wasn’t all hardship.  The Carroll’s talked excitedly about their short cruise when they reach the Panama Canal.  It is obvious by the reading that there are many stretches of the intercontinental road network that tourists should avoid.

     There are twenty chapters in the book, 18 of which correspond to the country that they traveled through.  The shortest chapter was on their trip into and out of the nation of Honduras, which took them only a short time and covered a third of a page and only 4 hours to drive.  Ironically, it was also one of the most pleasant places they saw.  Nicaragua proved to be very difficult and not much has changed since then.  The same thing was true with Venezuela, Peru and Brazil.  The Carroll’s found Costa Rica, Chile and Panama to be enchanting places, just as tourists today find them to be.  Carroll remarked that the most beautiful women on the trip were found in Costa Rica.  Customs inspectors in Brazil locked up the Carroll’s believing that their documents were forged.  It was days before they could be freed and the problem turned out to be that the inspectors were unlearned and could not understand the car registrations and other documents.  The lesson in all of this is to fluently speak the language and stay out of small border crossing areas.  Pares, or the border guards, is a word that pops up continually in the story and they vex the traveler’s whether the guards are honest or not.  They would be stopped anywhere, sometimes hundreds of miles from the border.  But travel is about discovery and the Carroll’s found new friends and experiences all along the 24,876-mile journey from Anchorage to Rio de Janeiro.  The book is fascinating and hard to put down.  From Alaska to Brazil is truly a wonderful experience and AVENTURA, ALASKA, BRASIL is a wonderful book.  AVENTURA, ALASKA, BRASIL is published by Coda Publications, P.O. Box 71, Raton, New Mexico 87740, or send an email to Carroll at , for a copy.
Gone Racin’ is at


Gone Racin’… TWO WHEELS TO PANAMA, by William Carroll.  Book review by Richard Parks, photographic consultant Roger Rohrdanz

     If you like adventure, traveling, suspense, meeting the unknown, wild motorcycle trips and strange geography, then you will love TWO WHEELS TO PANAMA, by William Carroll.  The author began his adventure in December of 1950.  Sixteen years later he would take his wife on another grueling trip from Alaska to Argentina, a trek that would take them from nearly the Northern Pole to the Southern Pole.  Carroll rode alone on his first trip to Panama in 1951.  Five months later he arrived in Panama on the ride of his life.  Today that trip can be made over paved roads with gas stations and attendants who speak somewhat passable English.  In the 1950’s the road was sometimes paved and sometimes disappeared into the unknown.  Markings on maps indicated roads that were built in the imaginations of Central American road builders.  Weather and language made the journey even more perilous.  But Carroll has the talent for making friends and his journey is the trek we all dream aboutTWO WHEELS TO PANAMA is a paperback book with an intriguing black and white cover photograph of a road building crew in Guatemala.  It measures 11 inches long by 8 inches in height and contains 144 pages on plain bond paper.  The photos are all black and white.   Forty percent of the book is text and the rest is photos.  The captions are quite informative and interesting.  There are 178 photographs showing the people and countries of Mexico and Central America.  There is one map, in Spanish of course, because Carroll likes to challenge his readers.  There are three displays and drawings of the bike he used in his travels. 


     The author has a no nonsense writing style and once he begins his story he works right straight through with photos and text. The Table of Contents lists eleven chapters, but they too merge into each other.  What you get from Carroll is a good story and photographs that are as pertinent and perfect as a photographer can find and capture.  TWO WHEELS TO PANAMA is self-published by the author.  Carroll begins his story by explaining his motives for taking such a hazardous trip alone.  His business was floundering and he decided he needed to get away.  Carroll had never envisioned traveling through Central America but suddenly the idea seemed logical.  He purchased a B33 BSA 500 cc motorcycle and wrote to various groups soliciting donations.  Magazines, U.S. farm programs and a Central American Railroad company came up with funding for the trip.  His gear included motorcycle tools, tire patch kit, sleeping bag, tarp, cameras, war surplus aviator’s jacket, logger’s boots, sunglasses, suit, shoes and tie and plenty of adventuresome courage.  He learned to look for Esso gasoline stations because they had the best maps.  He crossed the border into Mexico at Nuevo Laredo without knowing a word of Spanish and headed south towards Mexico City.  Carroll would spend less than $180 to make the trip and when he reached Panama he stayed for two years.  He returned to the United States in 1953 in a Singer roadster.  When I asked him why he stayed in Central America for so long, he said “it was at the request of the government and I can tell you, but then I would have to shoot you.”  I decided that I didn’t have to know the answer to that question.


     Mexico in 1950 seemed like such a peaceful and beautiful country.  The photos show a well-dressed people who are happy, if somewhat poor.  Cars, bicycles and horses provide the transportation.  Northern Mexico was mostly barren high country with great beauty in its starkness.  Carroll finds a cantina where a urinal runs down the bar so that men can drink and piss at the same time, showing proficiency at its best.  The people show a great friendliness to Carroll and admiration for his bike.  Monuments to Mexico’s history were everywhere.  Carroll would sleep at the nicest hotels, small wayside inns or in his sleeping bag on the side of a road.  It is hard to tell whether the roads or the border guards gave him the greatest discomfort.  Both could be easy to navigate or impossible to negotiate.  Mexico was half the distance from the United States to Panama.  He found himself stuck at the border of Guatemala by the Mexican guards who considered that he had entered the country illegally but his motorcycle had entered legally.  Three weeks later the Mexican officials allowed him to leave.  The Guatemalan border guards, in comparison, waved Carroll through after stamping his visa.  He drove along idyllic roads and board covered bridges through the jungles, stopping for meals and gas for the bike.  Most of the roads were dirt and unpaved and proved challenging.  Men wore western clothing while the women dressed in traditional Indian garb.  Most of the population of Guatemala is of Native American heritage.  Road building crews worked with snail-like slowness in extending the roads across the country. 


     Each border station charged different fees.  Some called it exit visas, while other’s were called ‘Sunday’ fees, for taking them away from their afternoon siestas.  The next country that Carroll went through was El Salvador and compared to Guatemala, was a modern state, where the well-dressed guards even spoke a little English.  Women often dressed in the western style and construction was everywhere.  He left El Salvador and passed into Honduras without any trouble from the border guards, but the roads were little more than rocky roads and the traveling slow and bumpy.  The capital of Honduras was Tegucigalpa and like most of the Central American cities had a medieval Spanish baroque look.  Hondurans proved friendly and helpful and made up for the poor roads.  From the Honduran border, Carroll passed into Nicaragua and made his way to Managua, the capital city.  He tried an intoxicant that turned out to be a laxative.  He then tried to find out where the restrooms were only to find that his command of Spanish sent him to a well, a bathtub and various other places.  The roads and the trip were taking their toll on Carroll and the Nicaraguans seemed to be more difficult than people he had found elsewhere. 


     Freed from Nicaragua, Carroll entered Costa Rica and called it a wonderland.  The border guards were friendly and efficient, unlike the trying situation on the Nicaraguan side.  He motored south, crossed riverbeds, traveled on dirt roads and across log bridges, enjoying the beauty of Costa Rica.  Carroll met Americans in Costa Rica who were working to map the area.  He found himself stuck in a river crossing and had to be pulled out by a man on horseback who tossed him a rope.  The roads were often non-existent or hopeless, but Costa Rica had a railroad system that kept goods and people moving.  The capital city of Costa Rica was San Jose and it was a mixture of traditional Spanish and western architecture.  Costa Ricans have a high level of literacy and many are bilingual, making communication easier for the traveler.  He was ferried across a large lagoon, as there were no roads from southern Costa Rica into Panama.  Carroll visited banana plantations and rural villages owned by the United Fruit Company.  The story lingers for some time on his journeys in Costa Rica, but it is evident that Carroll enjoyed being there instead of the other Central American countries.  His bike is loaded onto a railroad freight car and Carroll rides the last stage into Panama in comfort.  Carroll takes only 5 days to ride his motorcycle through the roads of Panama and into the Canal Zone where his trip ends.  TWO WHEELS TO PANAMA is a delightfully true story for those who love to explore and go wherever their car or bikes will take them.  It is a travelogue and adventure that is fun to read of a long vanished time before the Pan American roadway was completed.

     Gone Racin’ is at RNPARKS1@JUNO.COM.  William Carroll and Auto Books Publishing can be reached at PO Bin 71, Raton, NM  87140, 1-505-445-4455 or email .

STAFF NOTES: The following information was sent to us by Bob Falcon.  It is a press release issued Doug Stokes at Stokescommunication.
     Dave Despain signs two-year contract to host MAVTV live racing events and lands own series.  Renowned motor racing broadcaster Dave Despain has signed a two-year contract with MAVTV American Real to host the network's five live events, beginning with the Lucas Oil Chili Bowl Nationals presented by General Tire on January 18, and a series of 30-minute, one-on-one programs interviewing drivers and other personalities from across the diverse American racing landscape.  Despain was attracted to joining the burgeoning independent network owned by Forrest Lucas by the opportunity to return to working at the race track and hosting the "Dave Despain Show." 
     "I'm really excited to get back to the grass roots of racing," Despain said. "And I'm also excited about being able to do a series of long-form interviews, the majority of which will feature the legends of grass roots racing. We'll try to mix it up and have an interesting variety of personalities from all over the racing world.   "I've watched Forrest Lucas and Lucas Oil emerging as a power in the racing world over a long span of time and was very interested in how they've used racing to promote their products. It was obvious to me it was part marketing genius and part passion. When I interviewed Forrest on 'Wind Tunnel,' he verbalized a world I'm very interested in, a passion for racing which I share. As far as MAVTV, just because it's TV and I'm in the TV business, I was following what they were doing."   "When Lucas bought MAVTV, I thought maybe it would be a good place to be somewhere down the road," Despain said. "Did I want to retire or do another deal that was interesting, fun and exciting? MAVTV offered me an opportunity to kind of get back to where I started.  "People assume that if you're in the racing scene, you're at the track all the time. In reality, doing a Sunday night studio race show, you're not ever at the racetrack. I missed that. There's nothing like being face-to-face with a person. I like hosting a lot. It plays into what I consider my strength, being able to place an event in a larger picture context. There are stories I'm anxious to tell."    
     MAVTV American Real President Bob Patison, also the Executive Vice President of Lucas Oil, found the perfect fit for the network's racing expansion. "We brought in an icon," Patison said. "Dave is probably the best known face and voice in motor racing on television."  The Chili Bowl is an indoor event for midget race cars with about 275 entries in Tulsa, Oklahoma.  The network will also broadcast live the Lucas Oil Late Model Dirt Series' East Bay Late Model Nationals from Tampa, Florida, on February 15, the Show Me 100 (Late Models) from Lucas Oil Speedway in Wheatland, Missouri, on May 24, the Late Model Nationals from Knoxville, Iowa, on September 27, the Lucas Oil Challenge Cup (Short Course Off Road) from Lake Elsinore, California, on October 18 and many more live events.   Despain has been broadcasting motor racing for 40 years.  He's worked for ABC, CBS, ESPN and SPEED.    
     Today is the first day of 2014 and hopefully the beginning of a year of great racing. Below are the revised guidelines for the 36hp Challenge, Wolfsburg West Contingency award program and the Big Block VW categories. Please take a moment and copy and print these guidelines for easy access and reference while you are preparing your VW for the coming events. Look for new Roll Cage guidelines for fiberglass dune buggies, specifics on fuel line routing and mounting, the addition of Genuine Corvair turbochargers to the K36 category in addition to other details. And for those running Wolfsburg West Okrasa style kits and cylinder heads at the World of Speed with hope of competing for the two separate $500.00 contingency awards being offered by WW, check out the guidelines for qualification for consideration.    
     In addition, over the next few days I will send out three additional Challenge ENEWS that will include the most up to date top speed VW Challenge record listing for all VW categories, the 36hp and VW Challenge event list for the coming year and some very special news for those who will be able to spectate or race at the 2014 USFRA World of Speed event this coming September.  As always, should you have any questions regarding the information below, please drop me an email at burlybug@comcast.net with specifics and I will do my best to clarify the guidelines.   Have a great 2014. 
Burly Burlile
     2014 International 36hp Challenge - 36hp and SSSBB ENGINE/CAR Guidelines                           (36hp also called 30hp outside of U.S.) 
BASIC 36hp ENGINE: 36hp (25hp) engine case (block) with cylinder head studs in stock 36hp locations (8mm studs O.K.), original VW 36hp head, Okrasa, Denzel and new Wolfsburg West Okrasa replica aftermarket 36hp heads with or without modifications are allowed (40hp, 1300, 1500 or 1600cc VW or Porsche based heads are not allowed except in the “1” Club category and as such, speeds achieved with these engines will not be eligible for NEWPORT TROPHY recognition).
     Above applies to all classes except Stone Stock-SS. All engine sheet metal, to include a “functioning generator and cooling fan” are mandatory in all engine classes including LAKESTER 36 except ”UNLTD36” along with stock 36hp or period 36hp aluminum valve covers and gaskets(replica alloy valve covers for 36hp heads are OK). Transmission must be a Volkswagen 4 speed swing axle or I.R.S. (non-synchro or full-synchro) original or modified Bug transmission (five speed conversions, Porsche and Hewland style transmissions not permissible except in the UNLTD36 category).
     The front end may be lowered using commonly available VW axle beams, spindles (lowered struts on Super Beetle bodied racers) or devices “excluding NARROWED axle beams” in ALL classes (narrowed beams are OK "only" in the 1 Club category). Front and rear sway bars or camber compensators are acceptable and ”Moon Disc” style hub cabs when securely installed following USFRA, ECTA, LTA, Texas Mile, or DRLA Speedweek guidelines may be used in ALL classes.
     Above guidelines DO NOT APPLY to cars running for “1” CLUB recognition ONLY. For BIG BLOCK 40hp, 1300, 1500, and 1600cc engines, see the SSSBB section for engine guidelines! SSSBB and all other dual carbureted, turbo or supercharged engines big block VW racers top speeds are recorded in separate non 36hp body style specific categories.  NOTE: Nitrous systems, fuel or E85 gasoline is not allowed in 36hp Challenge cars or 130/150 Mile Per Hour Club categories.  Should NOX, E85 or any fuels other than gasoline or racing gasoline are used, all speeds recorded will be moved to the “1” Club category with the exception of the UNLTD36 class.
SS36 (Stone Stock)-Stock 36hp engine with single 28 PCI carburetor with no modifications except VW Venturi and jet replacements.  Must be equipped with a stock "VW factory" style dual or single tip exhaust system and tips, air cleaner, VW Bosch branded distributor and coil (Pertronix Ignitor, full flow oil system, engine balancing and three angle valve cuts are OK). Type 2's can run a bug dual tip muffler and remove the rear bumper for tip clearance.  Extractor exhaust systems not allowed.  Stock cylinder heads.  No cylinder head porting or polishing, displacement or camshaft upgrades are permissible and must have stock weight flywheel.  12 volt electrical systems are OK. Note: ALL Stone Stock categories, Bugs, Ghias and Buses must use ”Steel” wheels, be they stock, Porsche or aftermarket. Moon Disc hubcaps are OK.  Alloy wheels are not allowed in SS.  Deck lid stand-offs are not allowed.


SSS36 (Super Stock Single-36hp)-Modified 36hp engine with single 28PCI carburetor (modifications highly recommended).  The carburetor "Skeleton" including the remnants of the throttle bore must be identifiable as a 28 PCI carburetor and 36hp single port cylinder heads.  Cylinder heads may be modified as long as they remain a single port design.  Requires any Bosch distributor and coil.  No displacement, camshaft, or header limitations.  Intake manifold can be modified or handcrafted.  Carburetor must be under the deck lid without bumps, scoops or external cutouts.  Deck lid stand-offs are not allowed. 

CLARIFICATION - SSS Carburetors - To keep within the "spirit of the competition" guidelines that form the basis of the 36hp and VW Challenge, in the SSS categories, when modifying the 28PCI and 34PICT carburetors, please retain the skeleton or body of the carburetor as the foundation of your modifications.  Feel free to add JB Weld and machine on the "skeleton/body" but replacing the Venturi with a uniquely separate component does not fall within the spirit of what this class is meant to be and is therefore not allowable. 

WW36*** (Wolfsburg West Kit) - Modified 36hp engines equipped with either Wolfsburg West kit number: 111 198 700 Complete Okrasa style dual port kit with original style linkage.  111 198 700A Complete Okrasa style dual port kit with CSP style bolt on linkage  and installed in stock bodied Bug's, Ghias or pre 1967 Type 2's. Engine components must include WW cylinder heads with WW valves and ports, stock intake manifolds, WW Solex 32 PBIC style carburetors, and WW original or CSP style linkage as new from WW.  The carburetors can be modified internally and jetting changed but must appear externally as new from WW. WW intake manifolds must appear externally as new from WW.  Air cleaners can be removed.  Requires any Bosch distributor and coil (Pertronix Ignitor is OK). No displacement or camshaft limitations.  Must use 36hp VW factory style dual tip or Abarth style four tip aftermarket muffler (reproduction aftermarket factory style 2 and 4 tips are OK).  No headers or extractor exhaust systems allowed. 

Eligible for Wolfsburg West contingency award at USFRA World of Speed in September 2014.  http://www.wolfsburgwest.com/wolfsburg_new/engine/25-36hp/WW_dual_port_kit.cfm.    Site for Okrasa style dual port cylinder head and dual carburetor kit details. http://www.wolfsburgwest.com/cart/DetailsList.cfm?ID=111198600.    Site for Okrasa style 69.5mm stroker counterweighted crankshaft details.  http://www.wolfsburgwest.com/cart/DetailsList.cfm?ID=111109021OK&AD=wired_08_12.   Site for modified Porsche Pre-A cam ground- New camshaft-Not rebuilt.  http://www.wolfsburgwest.com/cart/DetailsList.cfm?ID=111251055OK.    Site for Abarth style 4 tip stainless steel muffler details. 

DSS36**** (Dual Super Stock)-Pre 1965 period style one or two barrel dual or single dual throat carburetors systems only (Weber 48 IDA carburetors are pre-1965 and are allowed), fitted to modified stock VW 36hp cylinder heads or period aftermarket 36hp dual port cylinder heads (or replicas like Wolfsburg West Okrasa heads).  Requires any Bosch distributor and coil.  Dual spark plug conversions OK.  No displacement, camshaft or header limitations.  Handcrafted intake manifolds are OK.  Carburetors must be under the deck lid without bumps or scoops or external cutouts.  Deck lid stand-offs are not allowed.  **** Eligible for Wolfsburg West contingency award at USFRA World of Speed in September, 2014. 

K36 (Supercharged/Kompressor/CorvairTurbo/Mechanical Fuel Injection) - Any pre-1970 mechanically driven supercharger (or reproduction Speedwell Pepco/Judson/Shorrock/Godfrey supercharger) and pre 1965 carburetor(s), or pre 1965 mechanical fuel injection system.  Requires any Bosch distributor and coil.  Dual spark plug conversions OK.  No displacement, camshaft or header limitations.  Dual period correct superchargers are acceptable as are pre 1965 Hilborn style fuel injection systems.  New for 2014, factory Corvair Turbocharger from 1963-1966 (identifiable by triangular 3 bolt flange mount and ID plate) only with pre 1966 carburetor(s) mounted as draw through (suck through) only (does NOT include similar RaJay, TRW, Air Research and Olds F85 turbocharger models or blow through conversions).  Waste gate or pop off valve and inter-coolers are not allowed with Corvair turbocharger.  Pre 66 Corvair Turbocharger carburetors include Stromberg 97 (aka Holley Bug Spray copy is OK), Zenith DNIX, Solex-40P11, Carter YH (Corvair) and Fish Carburetors are considered pre 1966.  Non factory Corvair turbochargers and electronic fuel injection systems are not allowed and will compete in the NA36 category.  On Corvair turbocharged cars the carburetor can protrude "naked" through the deck lid but scoops are not allowed.  The Corvair turbocharger and exhaust cannot protrude through the deck lid.  The Corvair turbochargers exhaust must exit under the car at the rear. 

NA36 (New Age 36) - Any turbocharged 36hp engine or post 1971 mechanically driven supercharger, post 1966 mechanical or "any" electronic fuel Injection systems, post 1966 production carburetor(s).  Any ignition and coil is allowed.  Dual spark plug conversions OK.  No displacement, camshaft or header limitations.  Dual turbochargers or superchargers are acceptable.  Intake and exhaust components can protrude through the deck lid but scoops are not allowed.  Deck lid stand-offs not allowed.

UNLTD36 (Unlimited Top Speed) - 36hp engine case and modified period correct cylinder heads with cylinder head studs in the stock location as described above.  Any transmission.  Any four wheeled body configuration with or without modifications.  No limitations on displacement, camshaft, fuel, ignition or exhaust systems.  Generator, cooling fan and shroud and cylinder tins may be removed.  NOTE: All 36hp engines or transmission or vehicle bodies not fitting within the described guidelines will be eligible for “1” Club recognition. 

SSSBB (Super Stock Single Big Block-NOT 36hp) - Modified 40hp, 1300, 1500, or 1600cc engine with a single 34 PICT carburetor (modifications highly recommended-carburetor "Skeleton" including the remnants of the throttle bore must be identifiable as a 34 PICT 3 or 4 carburetor body) and “Volkswagen" single or dual port cylinder heads (aftermarket non-stock style heads are not permissible).  Any distributor or ignition system is allowed.  No displacement, camshaft, carburetor modification or header limitations.  Intake manifold(s) can be modified or handcrafted.  Carburetor body must be under the deck lid without bumps in the sheet metal.  A scoop attached directly to the carburetor "through" a deck lid cutout is allowed (but a scoop attached to the deck lid is not allowed).  Deck lid stand-offs are not allowed.   SSSBB racers "only" must have a cooling fan system blowing through a VW fan shroud (fan shroud modifications are OK) and cylinder tins for cylinder cooling and a generator or alternator charging system (non VW systems are OK).  Bumpers are optional on SSSBB racers (but mandatory on 36hp racers).  SSSBB racers "only" must have two front seats and door panels-rear seat and headliner are not required "if equipped" with a five point or greater roll cage system. This is "NOT" a 36hp engine category.

CLARIFICATION - SSS Carburetors - To keep within the "spirit of the competition" guidelines that form the basis of the 36hp and VW Challenge in the SSS categories, when modifying the 28PCI and 34PICT carburetors, please retain the skeleton or body of the carburetor as the foundation of your modifications.  Feel free to add JB Weld and machine on the "skeleton/body" but replacing the Venturi with a uniquely separate component does not fall within the spirit of what this class is meant to be and is therefore not allowable. 

SSSBB ONLY - Transmission must be a Volkswagen 4 speed swing axle (non-synchro or full-synchro) or I.R.S. original or modified (five speed conversions ARE permissible). The front end may be lowered using commonly available VW axle beams, spindles or devices ”excluding NARROWED axle beams.”  Front and/or rear sway bars or camber compensators are acceptable and ”Moon Disc” style hub cabs when securely installed following sanctioning body guidelines.  In the SSSBB category "H" speed rated tires are the "minimum mandatory tires" as are all USFRA "130 MPH Club (or equivalent categories in other sanctioning bodies) rules as shown at www.saltflats.com.  NOTE: Nitrous systems, fuel or E85 gasoline is not allowed in SSSBB Challenge cars or 130/150 Mile Per Hour Club categories.   SSSBB "ONLY" BODY CATEGORIES - Type 2's from 1968 and ALL Type 3's. 

BODY/VEHICLE - Any year Type 1 stock bodied Volkswagen Beetle, Super Beetle or Cal Look sedan body with stock VW bumpers (any year is OK).  NOTE: Convertible and sliding cloth sunroof bodies require added safety equipment - (i.e. bolt-in 4 point roll bar available from EMPI suppliers- part #3116).  Type 141 Karmann Ghia and pre-67 Type 2 bodied cars will compete in separate body style only categories and 36hp Challenge record listings.  All metal body, hood and deck lid and metal fenders with running boards in place, wiper system and all lights functioning with full width VW bumpers (bumpers are optional on SSSBB "Big Block" racers but mandatory on all 36hp racers).  T-bar style Cal-Look style bumpers are "not allowed in any 36hp categories" but are legal in all Big Block categories.  "Type 2's only" can remove the rear bumper.  Body side trim (i.e., Cal Look) can be removed and holes filled.  Wiper blades & arms, antenna, outside mirrors and license plates may be removed during competition but must be in place prior to and through technical inspection.  Interior must include two front seats and rear seat back (bottom portion of rear seat may be left out), headliner and door panels.  Deck lid standoffs are not allowed.  Rear wheel fender skirts on bugs and Ghias (metal Foxcraft or replica or Skirt King fiberglass aftermarket) are OK, “if the mounting system passes the tech inspection.”  I would recommend they be secured with nuts and bolts, not clamps.  Only NA36 Turbo equipped cars can have both the intake and exhaust systems protrude through holes in the deck lid.  No scoops allowed on the deck lid or body sides except in Type 2 categories when period early style fiberglass or ABS replica cooling air intakes of are fitted.  Vintage Kamei or replica Kamei front bumper/air dam are allowed in the bug categories.  Genuine Herrod’s Helper rear wings or the new replica aftermarket versions that mount to the air intakes under the rear window on bugs can be mounted on any 36hp Beetle that runs above 100 miles per hour for added stability and safety in all but Stone Stock categories and will NOT affect stock body classification.  Rain gutters cannot be removed, modified or "taped" to improve aerodynamics.  

LAKESTER 36 - Any classic lakester style body (belly tank style) or Formula V bodied or chassied racer fitted with one of the above described 36hp engines.  Must utilize a full width Volkswagen Type 1 style axle beam with shock towers (aluminum full width beams OK if equipped with stock towers and shocks).  Aero dynamic modifications to the axle beam on lakesters and lakesters not fitted with a full width VW style axle beam as described will compete under Unlimited 36(UNLTD36) and ”1” Club guidelines and not be eligible for LAKESTER 36 record recognition.  The width of any lakester or FV bodywork ahead of the VW axle beam can extend too, but not past, the inner surfaces of the front shock towers.  The small upper front shock extension's common on FV racers are allowed.  Construction requires a "pre-OK" a minimum of 45 days prior to any event from sanctioning body where lakester/FV will be raced to insure technical and safety compliance if not built to current SCTA/BNI/USFRA safety regulations.  Fenders not allowed in Lakester36. 

"1" Club  - 100 MILE PER HOUR CLUB (Outlaw 36hp) - Identifiable 36hp engine case. Two, Three or Four wheels in any configuration.  Any cylinder heads or other engine modifications.  Any transmission.  No other guidelines.  Nitrous allowed ONLY in full race (full competition long course vehicles) categories, not in 130 MPH Club or Street Legal categories.  Construction of vehicle requires pre-OK from sanctioning body where vehicle will be raced to insure technical and safety compliance if not built to current SCTA/BNI/USFRA safety regulations.  Vehicle must reach or exceed 100 miles per hour in a sanctioned land speed or drag race competition to receive "1" Club recognition. 

FIBERGLASS DUNE BUGGIES/KIT CARS - Any fiberglass body combination such as a Meyers Manx or FiberFab mounted to a factory based VW floor pan (shortened OK) will be allowed to compete if it is equipped with a full NHRA or SCTA/USFRA approved roll cage and meets all other USFRA safety requirements for the speed category in which it is racing.  Custom tube style sand rail chassis' WILL NOT BE ALLOWED to compete. Please submit all fiberglass and homebuilt cars for inspection by the USFRA safety committee a minimum of 45 days prior to the World of Speed (preferably prior to beginning construction). 

150 MPH CLUB Entries - All VW's racing in this category will require a four (4) point roll cage (minimum) approved by a recognized race sanctioning organization, a four (4) point or better seat belt restraint system (five (5) point is highly recommended) including arm restraints or and approved drivers window net.  150 MPH Club drivers must wear a SFI 3.2A/1 or better rated fire suit including shoes, gloves and an approved neck collar. NOTE: All VW’s not fitting within the described engine, transmission, body and axle beam guidelines will be eligible for “1” Club recognition.  NOTE: All aerodynamically improved stock Volkswagens (Chopped or Sectioned VW’s - both require approved roll cage), Volkswagens with fiberglass fenders, hoods or deck lids, 36hp Lakesters, Formula Vees, Streamliners, NHRA approved Dragsters, fiberglass dune buggies on VW floor pans (fitted with SCCA, NHRA or SCTA/BNI approved roll cages), Baja Bugs, Kit Cars on VW floor pans (fitted with SCCA/NHRA or SCTA/BNI approved roll cages), Trikes or other “race” cars that pass their respective sanctioning bodies safety inspection procedures will be eligible for “1” Club recognition.  


NEWPORT TROPHY Recognition - All racers meeting the 36hp engine and 36hp cylinder head guidelines will be eligible for recognition on the NEWPORT TROPHY (does not include "1" Club racers).  Like the Indy 500 Borg-Warner Trophy, the name of the driver of the fastest 36hp engined car at a BONNEVILLE SALT FLATS USFRA or SCTA/BNI land speed event during the year using 36hp style cylinder heads will have his or her name and speed engraved on a plaque added each year.  

WOLFSBURG WEST $1000.00 Contingency Award program for 2014. Two separate $500.00 awards will be available.  Volkswagen stock bodied Bug's, Ghias and pre 1967 Type 2's competing at the 2014 USFRA World of Speed or SCTA/BNI Speedweek or World Final events on the Bonneville Salt Flats in Utah in one or the other WW36 or DSS36 categories will be eligible to earn separate $500.00 contingency award's from Wolfsburg West.  Contingency award applicants engines must be equipped with Wolfsburg West Okrasa style dual port cylinder heads and related components as stated per the respective WW36 and DSS36 class guidelines above.  One $500.00 award will be given to the racer with the "fastest record of the three" different WW36 Bug, Ghia or Bus classes where records can be set.  The qualifying WW36 racer must "exceed" the base WW speeds established in 2010 and 2011 for contingency award consideration.  A second $500.00 award will be given to the fastest record setting DSS36 legal Volkswagen Bug, Ghia or Bus.  No other awards will be issued.  Past WW contingency award winners are not eligible the first year following their award.  Genuine Okrasa equipped engines are not eligible for the WW contingency award.

WOLFSBURG WEST 36 Base Records 
Stock WW Heads & Carbs 
WW36 Bug  2010  70.914mph   58 Bug   Kim Slaughter   Bonneville, UT 
WW36 Ghia  2010  79.093mph  63 Ghia  Dave Manobla  Bonneville, UT 
WW36 Bus  2011   68.851mph  60 Single Cab   Ronnie Feitelsen   Bonneville, UT    
Modified WW Heads 
DSS36 Bug  2012  114.909mph  99 Mexican Bug  Bill Hatfield  Bonneville, UT  (WW Heads)    
DSS36 Ghia  2012  108.186mph  69 Ghia   Tom Bruch  Bonneville, UT (non WW heads)    
DSS36 Bus  2012   86.664mph   60 Single Cab   Ronnie Feitlesen   Bonneville, UT  (WW Heads)    

SAFETY EQUIPMENT - Always contact each respective sanctioning body where you plan to compete for the latest 130 MPH CLUB or “Street Class” equivalent rules and race dates before you plan on racing.  Below are the basic "Minimum" 130 MPH Club guidelines for 36hp Classes only competing at the USFRA World of Speed at BONNEVILLE in September (Note: 36hp cars competing in SCTA/BNI/USFRA, ECTA/LTA or Australia's DLRA record categories classes must meet their full competition class guidelines and successfully pass their safety/tech inspection). Because of the extra weight this safety equipment adds to DLRA/USFRA/SCTA/BNI/ECTA/LTA 36hp Challenge racers, “only DLRA/USFRA/SCTA/BNI/ECTA/LTA inspected 36hp full competition race cars” are excluded from headliner, door panel and rear seat requirements: 
     1. 2 point seat belt (USFRA only) for cars BELOW 100 MPH (USFRA VW’s above 100 MPH will be required to have 3 point seat belts (see
     2. 3 point seat belt (ECTA, LTA, MM & TEXAS MILE only)
http://www.ecta-lsr.com.  (NOTE: Australian and South African sanctioning bodies require additional safety modifications - consult their inspectors and guidelines for specific information). 
     3. Full face helmet with visor/shield designated Snell 2005 ECE 22.05 or FIA 8860-2004 or later “Automobile” or newer helmets (Damaged helmets and Snell “M” helmets for motorcycles may not pass tech).  Long sleeve cotton shirts and cotton pants and regular closed shoes are mandatory.  It is recommended to obtain the larger 2010 Snell helmet to insure they will be legal for a longer period of time) 
     4. Dual (2) throttle return springs (per carburetor if equipped with dual carburetors).                                                                                                           
     5. Excellent condition “S” rated tires (to 112 mph) inflated to 50 pounds with hub caps and trim rings removed (H rated tires required if your VW speed exceeds 100 mph).  Properly fitted Moon Discs hubcaps (Six small screws or three Dzus fasteners per hubcap) are allowed (Plus they look great). 
     6. Metal "bolted in" VALVE STEMS and METAL VALVE STEM CAPS.  No exclusions except 36hp cars running under 99.999 miles per hour or less fitted with “inner tubes.”   Metal valve stems and caps required with ALL tubeless tires.     
     7. Overall sound and safe vehicle, licensed and insured for street operation.  You must present both your current state drivers license and vehicle insurance card during               tech inspection.
     8. Sanctioning body specific membership and entry fees. 
     9. “NO NITROUS” or alcohol may be used for fuel.  Race gas & high octane pump gas is OK (Revision - E-85 pump gas is NOT ALLOWED).     
     10. 5 lb (pound) Fire extinguisher “securely” mounted inside passenger compartment is recommended but NOT mandatory.  Pit vehicle must have 5 lb fire extinguisher if one         is not mounted in the race car. 
     11. “ALL” loose items inside passenger compartment and trunk must be removed (including spare tire and jack). 
     12. Battery must be “secured” to floor pan with a metal battery tie down (no detachable straps). 
     13. A functioning Speedometer, tachometer or GPS unit is required to race to determine a safe course exit speed. 
     14. Fuel lines are not allowed in the passenger compartment (the VW factory fuel line inside the center tunnel is legal).  On all uni-body (VW) cars where the fuel line "IS NOT run inside the tunnel" the fuel line must be installed inside a heavy metal tube mounted higher that the lowest part of the pan or above a skid plate.  The metal tube must be positively attached with bolts and nuts (NO SHEET METAL SCREWS allowed - they vibrate out and puncture tires).  All of the fuel line must be HIGHER than the LOWEST part of the floor pan or uni-body structure.  All non OEM fuel lines must be constructed of rubber, braided, or steel hard line 15.  Ground cover tarp must be under the vehicle in the pits and if adjustments or work is being performed on or near the start line. 

VALIDATION for VW Challenge Record Recognition Requires:  a) Photos of car, of car with engine installed and running at the race venue where speed was recorded and clear specific photos showing the intake system, fan shroud and cooling system and cylinder heads and a photo from underneath showing the valve covers.  b) Photo of engine case with a clear image of the Volkswagen assigned stamped "engine number" clearly visible and readable.  c) Copy of the verified timing slip and/or published magazine article specifying a speed or for "1" Club specifying speed of 100 miles per hour or greater.  d) Date, event name, and sanctioning body where speed was set.  e) Name, address, email and phone number of driver.  f) Name, address, email and phone number of car owner.  g) Name, address, email and phone number of engine builder.  h) A detailed list of "all" engine specifics, sizes and components.  Confirmation should be emailed to Burly Burlile at burlybug@comcast.net.   Note: All photos sent may be used for publication and sending the above information to this email address will be considered your release of any copyright claim. 

SPEED VALIDATION:  ALL speeds must recorded using a land speed racing sanctioning bodies timing trap.  Speeds recorded with a speedometer, GPS unit or radar gun will not be recognized.   WHY not GPS?  GPS, radar readings and speedometer readings cannot be accepted because they are just not precise enough for competitive comparisons. 

WHY WE RACE; The Challenge is first and foremost, a Challenge for the fun of participating.  Any reference to land speed records are relative ONLY to the VW world and are NOT RECOGNIZED by the FIA, SCTA, BNI, USFRA or other sanctioning bodies.  The goal of the Challenge is to encourage you to see how fast your VW will go, to set your VW's "personal best" or "PB" speed record and find ways to improve those speeds from year to year.  That having been said, come on out and have some fun with us, wherever you are in the world of Volkswagens.  
Burly Burlile,  VW 36hp & BB CHALLENGE Volkswagen Land Speed Racing Historian, Society of Land Speed Racing Historians at


I went to visit my friend Skip Govia at his place and ask him on taking some pictures on some of the interesting connecting rods that he has collected over the years . There were a few that caught my attention . One connecting rod was an uncut and rather short but really heavy steel Mickey Thompson rod with the
5-1/4 length . Skip thinks it may be an Indy rod , I think its possible but it can also be a Bonneville rod . Another prize piece is an Aluminum Ed Iskenderian's offset connecting rod bolts . Then there is this hand made connecting rod that he has gotten from George Santos of S&S machine shop that was unidentified . This
one was when there was no cnc machine in them days . There are other familiar names such as Howard , Posi-Forged , another Mickey Thompson rod in Aluminum . BRC Rods which had an unusual form on the side (triangular shape) . There is also a piston with a rod that came out of the Nascar P.7 Dodge Truck Engine . You see how the rings are up so high with minimal skirt and quite a depth in the cutout for valve clearances on the piston top .  Finally a shot of a real piece of destruction art that the rod ripped apart forming into a flower . The last picture is of Skip Govia with his 1967 Rich Hallet circle racing Hydroplane boat name "QUICKIE".

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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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