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SOCIETY OF LAND SPEED RACING HISTORIANS
NEWSLETTER 322 - May 17 , 2014
Editors-in-Chief:Jack &  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

Click On All Images / Link For more Info / Images

Some Names To Look For In This Newsletter:
President's Corner; Editorials;   Jim Miller,  Jon Higley,  Bud Meyer

PRESIDENT’S CORNER, by Jim Miller.
     I just received the following email.  It might make for interesting reading for the newsletter readers.  Jim Miller
     (An open letter from Jon Higley)
BLM and LAND-SPEED RACING.  2014 April 21 from Jon Higley
     As a long-time member of Freedom Force International, I'd like to share with you how the B.L.M. has affected a project I've been involved with for over ten years now.
     This project's goal is to bring the world land-speed record - now owned by the British for over 25 years - back to America using a jet car that is aerodynamically capable of speeds beyond the speed of sound; roughly 769 mph.  In 1997 the Thrust SSC, a jet car from England, came to the U.S. and set the record with an average speed of 763 mph. The following year, our project, the North American Eagle
www.landspeed.com  has been modifying a '57 Lockheed F-104 Starfighter - also known as the "Missile with a Man in it" - to use the same jet turbine engine to try and reach the next level of around 800 mph.  We've taken its wings off, modified the tail and engineered some rear suspension.
     This project is a group of volunteer guys who believe in accepting a challenge.  We don't have a lot of money, and what we have managed to do up to this point is muster together various companies to donate equipment, or in-kind services, as sponsors. What's kept us from achieving the goal of this project so far?  The B.L.M.
     First, some background.  Our vehicle doesn't run on the Bonneville Salt Flats as most people think we would.  No, now that its useable salt surface is only 7 miles long, this is not long enough.  We need at least 15 miles of flat, dry, unobstructed surface to run the car up to such high speeds.  The only good place nowadays is in the state of Nevada on dry mud lake beds that are sometimes in perfect condition.  The only problem is ... you guessed it, all of the dry mud lake beds we can use are under the jurisdiction of the B.L.M.; part of the over 81% of the state under its management.  This forces us to go to them and apply for a use permit.  And it ain't cheap!  It can range, depending on which lake bed we apply to, can cost anywhere from $20K, clear up to $37K for just the permit to be there on the lake bed for a month to conduct runs.  That's not even the cost of the Environmental Impact Statement required as part of the permit process (E.I.S.)
     On top of that, when we do get monies together for test runs, they restrict us to a time period that doesn't affect the Snowy Plover bird, a rare species they've never actually seen around the lake bed, but they nevertheless claim nests there in the summer.  Their reasoning is that the roar of the jet engine could scare them off, thus further endangering this mystery bird.
     Naturally, we don't have that kind of money to throw around so have to continue trying to find a sponsor that's willing to pay the fees up front in exchange for the advertising/broadcast rights to the event.  Needless to say, in the current economy after 2008, they haven't exactly been beating down our door.  So, we hobble along, hoping that someday we'll manage to get it together.  Until then, we press on.
Jon Higley - Crew Lead, North American Eagle, Inc.
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GUEST EDITORIAL, by Dyno Don Batyi and the ACCC:      
     A $500,000 study paid for by the federal government and released Sunday in the peer-reviewed journal Nature Climate Change, concludes that biofuels made with corn residue release 7% more greenhouse gases in the early years compared with conventional gasoline.   While biofuels are better in the long run, the study says they won't meet a standard set in a 2007 energy law to qualify as renewable fuel.  The conclusions deal a blow to proponents of cellulosic biofuels, which have received more than a billion dollars in federal support but have struggled to meet volume targets mandated by law.
     About half of the initial market in cellulosics is expected to be derived from corn residue.  The biofuel industry and administration officials immediately criticized the research as flawed.  They said it was too simplistic in its analysis of carbon loss from soil, which can vary over a single field, and vastly overestimated how much residue farmers actually would remove once the market gets underway.  "The core analysis depicts an extreme scenario that no responsible farmer or business would ever employ because it would ruin both the land and the long-term supply of feedstock. It makes no agronomic or business sense," said Jan Koninckx, global business director for biorefineries at DuPont.
     Later this year the company is scheduled to finish a $200million dollar facility in Iowa, that will produce 30 million gallons of cellulosic ethanol using corn residue from nearby farms.  An assessment paid for by DuPont said that the ethanol it will produce there could be more than 100% better than gasoline in terms of greenhouse gas emissions.  The research published in Nature Climate Change is among the first to attempt to quantify, over 12 corn-belt states, how much carbon is lost to the atmosphere when the stalks, leaves and cobs that make up residue are removed and used to make biofuel, instead of left to naturally replenish the soil with carbon.
     The study found that regardless of how much corn residue is taken off the field, the process contributes to global warming.  "I knew this research would be contentious," said Adam Liska, the lead author and an assistant professor of biological systems engineering at the University of Nebraska-Lincoln.  "I'm amazed it has not come out more solidly until now."  The Environmental Protection Agency's own analysis, which assumed about half of corn residue would be removed from fields, found that fuel made from corn residue, also known as stover, would meet the standard in the energy law. That standard requires cellulosic biofuels to release 60% less carbon pollution than gasoline. 
     Cellulosic biofuels that don't meet that threshold could be almost impossible to make and sell.  Producers wouldn't earn the $1 per gallon subsidy they need to make these expensive fuels and make a profit.  Refiners would shun the fuels because they wouldn't meet their legal obligation to use minimum amounts of next-generation biofuels.  An EPA spokeswoman, Liz Purchia, said in a statement that the study "does not provide useful information relevant to the life cycle greenhouse gas emissions from corn stover ethanol."  But an AP investigation last year found that the EPA's analysis of corn-based ethanol failed to predict the environmental consequences accurately. 
     The departments of Agriculture and Energy have initiated programs with farmers to make sure residue is harvested sustainably.  For instance, farmers will not receive any federal assistance for conservation programs if too much corn residue is removed.  A peer-reviewed study performed at the Energy Department's Argonne National Laboratory in 2012 found that biofuels made with corn residue were 95% better than gasoline in greenhouse gas emissions.  That study assumed some of the residue harvested would replace power produced from coal, reducing greenhouse gas emissions, but it is unclear whether future biorefineries would do that. 
     Liska agrees that using some of the residue to make electricity, or planting cover crops, would reduce carbon emissions.  But he did not include those in his computer simulation.  Still, corn residue is likely to be a big source early on for cellulosic biofuels, which have struggled to reach commercial scale.  Last year, for the fifth time, the EPA proposed reducing the amount required by law.  It set a target of 17 million gallons for 2014.  The law envisioned 1.75 billion gallons being produced this year.  "The study says it will be very hard to make a biofuel that has a better greenhouse gas impact than gasoline using corn residue," which puts it in the same boat as corn-based ethanol, said David Tilman, a professor at the University of Minnesota who has done research on biofuels' emissions from farm to tailpipe.  Tilman said the new study was the best on the issue he had seen so far.
 

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STAFF EDITORIAL, by Richard Parks.
     I was having a conversation with a cousin of mine whom I hadn’t seen in decades.  It wasn’t on racing or on cars, but suddenly he said, “Your father invited my father and uncle to come to the dry lakes at El Mirage and sell ice cream.  I was too young to remember that, but every time they would mention it they would tell me that they sold ice cream at the dry lakes.”  After our conversation I sat for a moment and thought, “How interesting it is that so many people shared a similar experience in life.”  But I also felt a pang of regret, for I didn’t bring up the subject first.  People will commiserate with me and say not to worry; they forget to ask questions all the time as well.  But that doesn’t make me feel better.  I got out of the habit.  I assumed that I knew someone enough to believe that I didn’t have to ask the question.  As Historians we have an obligation to watch, observe and ask questions.  If we don’t then who will? 
     Part of the problem is that we assume that the person we have talked to hasn’t got any answers for us.  Case in point is my good buddy Ron Henderson.  Now Ron is the most unassuming guy I know and rarely ever talks about himself.  I met him at a car show at the Auto Club Wally Parks NHRA Motorsports Museum in Pomona, California.  He was a typical car guy, proud of his self-built Lady Dragon boat tailed speedster.  We struck up a friendship and later I asked him if I could help him write his biography.  He got up to about a 1000 words and said that was all.  I assumed he was right and turned away when he said, “Oh, do you want me to include Mickey Thompson and Bonneville in my story?”  That’s when I realized I had been very lazy in asking enough questions and then re-asking the questions in a different way.  In the end Ron’s story hit about 40,000 words and a good part was on our LSR history.
     Your job as members and readers of the Society of Land Speed Racing Historians is to record at LEAST your own biography, caption your photographs, compile your funny and sad stories, leave a written record of your prized heirlooms and car parts and instruct your children to save this history.  Or you can send it to me to add to our archives.  Then do the same thing for your family and friends in racing.  If you don’t then one day you will say, “Why didn’t I listen and take his advice, it’s too late to save that history now.”  By the way, the man’s name was Richard White and he sold ice cream sometime between 1946 and 1950 at El Mirage.  He could have sold ice cream and cold drinks earlier before the war at Muroc, Harper or some other dry lake bed.  So if you remember, send me an email and tell me all about it.  Little bits of trivia can lead to big breakthroughs in our history.
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     Betty Senter has passed away.  Betty was the wife and business partner of Lou Senter, founder of Ansen Automotive speed shop and promoter of Saugus Speedway and dragstrip.  Betty helped to form a company to provide important information to speed shops, garages and speed equipment manufacturers so that they wouldn’t be stuck with bad checks from unscrupulous buyers.  This business later developed into the advocacy company that is called SEMA.  Betty and Lou were founding members of the SEMA organization.   To leave your condolences please contact Marsha Scully at 818-789-3733.
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     Fifteenth Annual Cruisin' For a Cure at the Orange County Fairgrounds, in Costa Mesa, California.   The world's largest one day charity car show is back on Saturday, September 27, 2014, supporting the City of Hope Prostate Cancer Program.  Debbie Baker
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     We are producing a feature film with a good number of famous rock stars in it.  We would like to find a hot rod owner with a similar style vehicle for our production as in the attached screenshot.  Can you put us in contact with owners/clubs near El Mirage dry lake bed, in California?   Bjorn Tagemose,
bjorn@shoottheartist.com      
    
BJORN: Please give us some background (and that of www.Shoottheartist.com),  though you don't have to divulge anything about your project.  We want to help wherever we can with filmmakers, writers, researchers and historians because we are proud of our culture, history and heritage.  Tell us where your located, where you plan to do research and film at and how long you will be in the area.  Tell us about past film projects you have completed.  There are numerous people who have large archives and who will share those archives with you regarding text, plot, biographies, cars, photographs and film.  You should contact the SCTA website and find out the dates of their racing schedule at El Mirage and Bonneville.  There are also LSR events in Maine, Ohio, Texas, Australia, and Mojave.  If you are not residing in these areas then let us know that so that we can find people close to where you are at or want to travel to in order to film.  Go to these events if you can and talk to the owner/driver of the cars that you would like to use in your film.  Our newsletter at www.landspeedracing.com does not make contracts between parties, but we can help you find people to speak to and then you can contract with them for the use of their vehicles in moviemaking.  There are also biographies on www.ahrf.com and www.hotrodhotline.com that might offer subject material for further filmmaking projects.  Do you have a filming date scheduled?  I will post your comments and this response in the next issue of our newsletter in case any of our readers would like to contact you.   
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     You mentioned Perry Grimm and it brought back some memories.  In 1993 I was searching for the guy that used to race my car.   I ran into the Grimm family in San Jose, California.  Gordon Grimm and I made some connections to see if we could piece the puzzle together.  He was in search of his Aunt Helen Dessoux.  I knew that Perry Grimm was close to Vic Edelbrock, so I gave Vic a call.  Vic gave me a couple of leads but Gordon and I came up empty on our search.  Spencer Simon
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     I am researching the history of a 58 Corvette that raced at Holtville. Do you know if any old records have survived or are you in contact with any of the older racers who might remember a 58 Corvette there? I have emailed Russell Newman who was mentioned on your website. Thanks, Bill Gould
    
BILL: Check with Steve Gibbs, Greg Sharp and the main office at the NHRA headquarters to see if they can give you any leads to call.  I spoke to someone who was trying to get a dragstrip going in that area a few years back but can't remember the name now.  Bob Frey is researching National records and so Holtville wouldn't apply, but you could try reaching him anyway.  Steve Gibbs and Greg Sharp might be able to direct you to any track managers.  I don't know if the local records were kept; probably not, they seldom are.  You might have better luck if you contact the 1320 club because they are old racers from around 1957 to 1971 and their website is very active.  I think you will have better luck if you phone chase.  Start calling who you know and after you end your conversation ask that person for 5 or so other people to call.  Volume calling can get you close in a very short time to your goal and it will start people talking about your research project and sometimes the message gets to where you want it and the person who knows the answer will call you.  Do the names Sam Nichols, Red Greth or Gordy Rivera sound familiar? 
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STAFF NOTES: The following story on Bud Meyer comes from Doug Clem who has a museum in Sparks, Nevada dedicated to the Meyer family.
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Bud Meyer was a product of the
"greatest generation," having come thru the hard times of the depression, served his country in WWII, and with his Dad Eddie, ran the Eddie Meyer Engineering Company.  Bud graduated from Hollywood high in 1936, and raced at the dry lakes before the war, holding the roadster record in 1939 and 1940. Bud built the first rear engine roadster in 1940, and only raced it once, setting the record. Bud and Eddie were racers, so they went boat racing for 40 years, holding many 135 c.i. records, and the first V8 60 powered hydro to get into the prestigious 100 MPH club.  Bud and his partner, Ralph Brown, won the National and International championship in 1984 and 85 with their 2 1/2 liter hydro.
     The Meyer shop had two midgets after the war, one an Offy, the other a V8 60, using their speed equipment.  They won the 1948 Pacific Coast championship with the Offy with Bullet Joe Garson driving.
The drivers that drove the Meyer midgets is a  who's who of drivers, Sam Hanks, Johnny Parsons, Manny Ayulo, Frank Satan Brewer, Bullet Joe Garson, and in the early 60's, Bobby Unser. 
     Bud was the "hands on guy" in the shop, and many folks did a lap thru the shop before going on to being successful in their own business.  Some of the people were, Ray Brown, Lou Senter, Tommy Sparks, Ed Pink, Manny Ayulo, and Frank Brewer. Bud closed down the Eddie Meyer shop in 2002, and retired at age 84.  Bud's Uncle was Lou Meyer, (Eddie's younger brother) who got his start racing in Eddie's Redlands Special in 1926, with a RAJO "T."  Eddie broke Tommy Milton's 1 mile dirt track record in San Louis Obispo (1924) with his Rajo T going around the track in 44 seconds.
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     Bud Meyer is dearly missed here at the Eddie Meyer Museum, and Whygoby garage.  He loved to make things, especially the last engine we did together.  Bud was in his element when we worked for over a year on the Hemi 60 project, off and on and finally ran it on his 92 birthday for the crowd.  The Hemi 60 can be seen on YOU TUBE under "Ford V8 60 hemi."  Doug Clem
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     Rosco McGlashan and the Aussie Invader team has a new newsletter out on the developments to their land speed car.  Go to www.aussieinvader.com to see the text and photos.
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     I went to see car designer Peter Brock at the Black Hawk Museum.  I remembered him when I had read a lot on Carroll Shelby with pictures of him working for Shelby.  Brock was the designer for GM particularly on the Stingray Corvettes. I’ve always liked the Mid-Sixties Corvette. Fifteen years ago I’ve even had the #1303 Fuel injection unit. The design of the Stingray was the best model.  When going to the Black Hawk museum you’ll see that in the showrooms, all the walls are painted black, there are spotlights on every car showing their best highlights and the polished glossy paint jobs. It was sheer elegance and magnificent.  Pete Brock related to the audience his design career.  He was a very interesting person to listen to with his calm way.  He answered all our questions.  I went to get my son a Corvette Sting Ray (Genesis of an American Icon) book for him to sign.  He is a passionate and kind person.  Spencer Simon
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     Paul Powell has worked tirelessly to put together a very special moment in time, working closely with the management team at Indy.  I wrote the initial press release for this special event (Attached) and I hope you can visit the site shown and lend your support.  For Angela Savage, daughter of Swede Savage, the up and coming racer who died at Indy in 1973, this will be a great once-in-a-lifetime occurrence!   Andy Hartwell                                                         --------------------  
     Most of you know me as the Mark Donohue guy, keeping Mark's memories alive with many events. We have worked very hard getting Angela Savage to Indy this year.  We now have a website to see everything that is going on with it and a chance for you to be a part of the celebration with many others.
http://angelatoindy.com.   Paul Hartwell                                                         --------------------
Let’s Get Angela Savage To Indy 2014 Release date: July 24, 2013 Racing Fans Asked to Help Bring Angela to Indy (Indianapolis, Indiana).
     What if your father was an accomplished racing driver, loved by many, and someone you had never met?  What if your father lost his life doing what he did best, while you were still just an expected bundle of joy within your mother’s womb? How do you think you would feel about never having met your father? David Earl “Swede” Savage was an American racer who made an indelible mark on the sport of auto racing during what many feel was a ‘golden age’ for the sport: the late 1960s and early 1970s. Savage drove cars with and for Dan Gurney, another American icon of racing, and he raced in several series including NASCAR and the original United States Road Racing Championship (USRRC) and the outstandingly competitive SCCA Trans-Am Series. His racing exploits took place on circuits across North America, and it was at one of America’s premier institutions of high speed, the Indianapolis Motor Speedway (IMS), that Savage lost his life.
     The year was 1973. The race was the Indianapolis 500. Savage was traveling at a high rate of speed and looking to get back in the lead when his car’s rear wing came loose, causing him to lose control. The resulting horrific crash – considered by many to be one of the worst accidents to ever occur at the speedway - ended what all had assumed would be a long and successful career. Soon after his death, his wife gave birth to a daughter, Angela Savage.  Today, Angela is a mother of two children of her own. She never had the chance to meet her Dad, nor did she ever see any part of the racing world in which he lived. Now, a family friend, Paul Powell, is attempting to raise the funding to have Angela attend the 2014 Indy 500 so that she can see first-hand the world that her Dad was so much a part of. Angela has never been to Indy. Powell: “Her Mom was just blown away when her husband died, as you can imagine, and coming to Indy was never an option for Angela as her Mom never wanted to go back.
     Angela is now an adult with two young boys - Chance, 7 and Cruz, 20 months - and she has always wondered about her Dad through the years and about his life in racing. Angela now thinks it would be a healing experience for her to go and see where her Dad raced and lost his life.” To be at that event would be akin to a first time reunion for her and her father, for wouldn’t we all want to think our fathers would be there with us in spirit were we in Angela’s place?  “She does not have the means to get from her home in Boulder City, Nevada to Indy.”  Powell noted. “I thought it would be cool to seek help through her friends on Facebook and through Swede’s racing friends, to get her to Indy somehow.”
     When we asked Powell what Angela thought about his plan to get her to Indy, he said, “Angela can hardly talk about what it would mean to her to finally be at IMS. When I bring the subject up, she always Let’s Get Angela Savage To Indy 2014 starts crying. The idea of going to the place that her father loved, and where he lost his life, is a very emotional thing for her. All I can say is that this effort means everything to her.” The problem at hand is, again, that Angela lacks the funding to make the trip and attend the event. To try and make this incredible moment possible, Powell has set up a Facebook page ‘Let’s get Angela Savage to Indy 2014’ to solicit donations and support for this wonderful project.
https://www.facebook.com/LetsGetAngelaSavageToIndy2014?notif_t=page_new_likes.
    In just a few days’ time, the page has received over 150 ‘likes’. Donations to this effort can be made through PayPal. Use the address PPowell6@msn.com and have it marked to go towards the Angela Savage Indy Trip. All funds collected will be used for the trip’s expenses and if more money is collected than what is needed, the balance will be transferred to a college fund for her children, Swede Savage’s grandchildren. Powell: “I feel that applying any additional funds we received towards her children’s college education would be an appropriate step to take. When I told her that was what we planned to do, she started crying...she does that a lot.” Angela, save those tears for the day you get to Indy.
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For more information contact: Paul Powell 
PPowell6@msn.com.  Prepared by Andrew S. Hartwell  www.ashautomobilia.com.
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Gone Racin’…To the Santa Ana Drags reunion.  Story by Richard Parks, photographs by Roger Rohrdanz.  26 April 2014.  Reprinted with permission from Internet Brands and
www.hotrodhotline.com
     The semi-annual gathering of racers and fans of the old Santa Ana Airport Drag Strip was held on April 26, 2014 and nearly forty people were in attendance.  The night before it had rained heavily and there were fears the event would have to be postponed.  The day of the event the clouds were gone and the weather was in the sixties; a perfect day for an outdoor California picnic.  As usual, good friend and supporter Gene Mitchell provided the food, tents, chairs and drinks free of charge.  He was there early with his crew to set up and take everything down.  When offered support he generously declined stating this was his treat for all the guys and gals who raced in the early days and whom he admired so much. 
     Leslie Long was the organizer of the reunion, including the Main Street Malt Shop group.  Many of the original Santa Ana kids would race at the drag strip and then celebrate at the old malt shop which is still in operation as a bakery today.  Leslie took over the reunion when the original organizers could no longer keep it going.  He is a dry lakes land speed historian who also keeps researching on the history of the first professional drag strip in the world.  There were earlier drag races that were sporadic in nature or created as a one day affair.  The SCTA sponsored a race that was organized and run under their rules at the Tustin blimp base about the same time as the first Santa Ana Airport drag race.  The SCTA drag race did not continue on after that first meet.  Leslie has found and archived photographs and created captions on the Santa Ana Airport drag strip.  I wish we had more men and women like him who would offer to become the historians and organizers for other drag strips and oval tracks.  Roger Rohrdanz is the reunion photographer.  Roger has also been the track photographer for Auto Club Fontana Dragway and has kept a pictorial record of the racing there.
     Those in attendance were; Nick Arias Jr, Hank Becker, Betty Belcourt, Bob Caverly,
Rich Childers, Art Chrisman, Dave Cook, Harry DeShazo (with his favorite magazine),
Gene Ellis, Steve Gibbs, Janet Iskenderian Griebenow, Wayne Harper, Eldon Harris,
Jerry Hart (son of C.J. and Peggy Hart), Howard Holman, Ed Iskenderian (the Camfather), Robert Jewell (sporting his “Main Street Malt Forever” hat), Leslie Long,
Jim Miller (Society of Landspeed Racing Historians President and AHRF Historian),
Gene Mitchell, Jim Murphy, Roger Rohrdanz, Terry Shaw, Chuck Spiker, David Steel, 
Phil Turgasen, Diane Vandenberg, Mike Williams, Doug Wilson, and Lyman Wilson.
There were nineteen reunion participants who raced, sponsored a car or were crew members at the Santa Ana drags back in the 1950’s when the track was in operation;
Eldon Harris, Harry DeShazo, Bob Caverly, Hank Becker, Leslie Long, Ed Iskenderian, Art Chrisman, Jim Murphy, Nick Arias, Jr, Rich Childers, Dave Cook, Robert Jewell, Gene Ellis, Howard Holman, Diane Vandenberg, Phil Turgasen, Jerry Hart, Doug Wilson, and Betty Belcourt. 
     Three new reunion goers were Chuck Spiker, Art Chrisman and Steve Gibbs.  Art raced at Santa Ana and elsewhere in Southern California and nationwide and his son still races at drag meets.  Chrisman’s shop is in Santa Ana and his family, including his uncle, were all famous builders, mechanics and drivers.  Gibbs grew up in the San
Gabriel Valley and held many duties in drag racing.  He was a track manager at Irwindale, before the property was bought by a brewery for expansion.  He also was a Vice President of the National Hot Rod Association (NHRA) and worked with my father to create the Auto Club Wally Parks NHRA Motorsports Museum in Pomona, California.  Gibbs was also a founder of the California Hot Rod Reunion (CHRR) and the first director of the Motorsports Museum.
Gone Racin’ is at
RNPARKS1@JUNO.COM
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Treasure Is Where You Find It.  By Le Roi Tex Smith.  Reprinted with permission from Internet Brands and
www.hotrodhotline.com. 

     I been thinking.  And in my case, that can lead to some really dangerous situations. Brain Rot may be contagious.  Anyway, I have been thinking lately about all those things Tom Medley liked to call Vintage Tin.  I call them old wrecks.  I been thinking that maybe, at my advancing age of old, maybe I might as well tell you (and the world) about a few places that you (or the world) may want to call in on.  Just in case some of that VT is still around.   All of this was prompted by an email from old buddy Burly Burlile, he of the Northern Utah Burliles, who were really from the California Burliles.
     Burly had also been thinking.  Mainly about an old magazine article in Tom Medley’s tenure at Rod & Custom.  But this particular remember of mine wasn’t about that at all. It is about Cindy.  Her name was Cindy, and she was the daughter of Honey Bunny. You want to know about Honey Bunny, you gotta read about it in my bio.  I’m not going to keep reinventing the wheel, you know.
     Anyway, Cindy and her brother were teens when I first met them, and they lots of times followed their daddy Honey Bunny on some really far out treasure treks from their Southern California home.  Not serious looking, just something to do for Bunny, and they went along.  Like one time they were over in New Mexico following up on a hunch that Bunny had about an old lost Spanish gold story, wherein the Spaniards had been pillaging in NM but enroute back to Mexico they got waylaid by some Indians and had to drop their ill-gotten treasure in a mountainside cave.
     Unlikely as it seems, they found what apparently was the cave.  Although it also had been pillaged in the past, but for Bunny the thrill was in the seeking.  Anyway, the cave was on private land, and when they went back to check on it later it had all been fenced off very secure like.  But this isn’t about that treasure anyhow.  Something else entirely.
     Few years later, Cindy up and married Glen Necessary.  Not because it was Necessary, that is his name.  He was a very handsome young lad.  But Cindy was very pretty too.  Glen was kind of into cars early on in his life, and as a wedded couple they moved up to Colorado when Glen went into the Army.  And I got a letter from Glen, advising that he had been scrounging around in the desert of Southern Colorado, when he come on a Model T windshield post and cowl corner sticking out of a dry wash. Completely covered with sand, so they didn’t know exactly what it was.
     They went back first chance, with shovels, and they spent all day hard digging the sand away from a very good l925 T Model touring body.  It was so good, they hauled it home and Glen was gathering up parts to build a rod.  All that was just a part of his life journey into a full time profession that included cars.  Even a full-on stint at Bonneville. Glen Necessary was living out in the canyon between the San Fernando Valley and the Mojave Desert.  He got into making cars for the movie/TV industry, and they in turn decided to involve him with some stunt work, and on it went.  Meantime, Cindy had produced some children types but all of a sudden she up and died.  It was very traumatic for all us who knew her.  Glen soldiered on, and I wandered around the nation just getting old.
     Thus it was that one day, Honey Bunny told me about a real treasure.  His father had been a wandering type, and he had been down in the northwest corner of Mexico, not far down from Arizona, when he happened on a really significant treasure trove.  Only the Indians took issue with him heading north, so they gave chase.  The treasure was weighing Bunny’s father down, so he stashed it in a place he could easily remember. Only, he never went back for it, because he was off on another adventure.
     Which is how come I have decided to share with you the location.  A day’s walk south from the western Arizona border there are two small rounded hills, linked by a low saddle.  The treasure is buried in that saddle.  Honey Bunny never went down there looking, and part of the reason is that he knew the reputation of the Yaqui Indians in the area.  There you have a good description of your future fortune.  I think Glen got the best of all this deal when he found Cindy.  And that T tub in the Colorado dry river bed.  Of course, all this has me thinking I may as well go ahead and share lots of other tin treasure with you guys, seeing as how my tramping around the underbrush days are well and truly over.
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HERE'S THE DEAL By Le Roi Tex Smith.  This story is reprinted with permission of
www.hotrodhotline.com, a subsidiary of Internet Brands.

     There is so much inside information in our hobby that it pains me so much misinformation is floating about. And there is more with each passing year, especially with all the so-called hot rodding experts rampaging on the e-net.  But first, did I ever tell you about George Hurst?  The Hot Rod Magazine digs had some very humble beginnings, but by far the most famous were at 6969 Hollywood Blvd.  Just down the street from Vine street, and just through the block from Sunset.  Very convenient to the Hollywood Freeway, and smack dab in the middle of smog. But we were right where the entire hot rod industry could find us.  Which it did, with alarming regularity.  We had visitors from a cornfield in Iowa to famous celebrities who happened to be car nuts.  And some who were just nuts.  But we also had a steady clientele of back door regulars who came and went with total access to whatever we were doing.  Such as George Barris. And George Hurst.  You know, THAT Hurst, the one from back east who made transmission shifters.
     Hurst was a pain in the ass, and we loved his Monday morning drop-ins, all the way from Pennsylvania.  George was a good friend to Ray Brock, our tech whiz editor, but it seemed we were all on the Hurst A-list.  Which was sometime a pain, but never dull. You see, no matter what the world condition of the moment, George had an idea. Not so much about the world, but any idea that could/would/maybe change the world.  And he was very much a carney pitch man, which was what his weekly visits were about.  We at HRM were his window to that world.  Hurst first appeared on our radar as the name of a business on the "east coast" that advertised engine swap kits.  At first we were skeptical, but once we met the man, we fell to his charm.  Or his incessant hammering sales pitch.  George never took a no answer.  Neither George for that matter, Hurst or Barris.  "You've got to be kidding!  A 30 year old handshake business deal?  No way in the world can you win this in a federal court!"  "But, we don't take cases we can't win, and yours is interesting, so we'll take it on!"
     George would pester me weekly about doing another story on how good his shifter was compared to those $l9.95 units his competition was pushing (is it my failing memory, but was there not one for under ten bucks?).  I had to admit that the Hurst shifter was damned good. It fit, it was solid to the feel, and it didn't rattle. I asked him once why he made it so sturdy.  "Because it is going to become standard of the industry, and one of the OEM boys is going to buy it for their production cars!"  He was emphatic on this point, and he turned out to be spot-on with his prophesy.  Plus, he knew something vital to the car magazine reader: For something to become standard of the industry, it had to become common place in the magazine world.
     One Monday just before noon George showed up in my office.  "Sorry I'm late but I got held up on the Berdoo freeway.  Big car smash.  But I got a terrific idea from that, can you let me borrow some paper and a pencil so I can sketch it all out?"  He was all excited, and when he showed me the idea, I was excited too.  I just didn't know if there was a market for what he was going to build.  From my office, he called his place and told someone there to get such and such ready for him the next day.  And in that short span of time the Jaws Of Life were born.  Turned out he had been stopped immediately alongside one of the crashed cars, and he got to watch in real time as a frustrated fire crew worked for hours trying to pry twisted metal away from a trapped victim.  The very next week he was back, and not surprising to us, he had a rough prototype along for display.
     Things happened to George Hurst.  Fate must have been in his back pocket.  One visit he showed up and he looked as though he had just come through the Normandy Invasion.  "What happened to you?" asked Ray Brock.  Almost laconically, George replied, "Oh, I just got back from a vacation."  Several of us were standing in the offices hall.  We knew there had to be more to it, but we also knew if we just would bide our time, Hurst would spill the entire story.  Sure enough, he told Brock later that day.  "Just be prepared to take a pile of unfounded abuse from the defendant lawyers.  And expect them to trail this thing out over a long time, but they will settle on the last day, after they have drug you through hell!"  Boy were my lawyers right.  It seemed that George and his missus (a buxom lass of German descent I believe) had flown down to Florida for a business foray, but last day there had gotten into the schnapps with some associates, and when they awoke the next morning they were in...Spain.  Hmmmmm, airplane travel was much more relaxed back then.
     Anyway, the Hurst party of two awoke to find themselves across the Atlantic with only the clothes they were wearing, but George being such a resourceful sort simply spearheaded a thrust to the nearby apparel outlet.  Suitably attired in a Mediterranean vacation ensemble, the pair had rented a scooter to apprise their surroundings.  And promptly crashed the mechanical marvel.  So, after a resulting visit to the local hospital and delivery to the international airport, they had come straight to 6969 Hollywood Boulevard.  "I'm telling you Roy, who in the world is going to buy aluminum wheels that look like mags?"  As normal, I was so far ahead of the curve in predicting future hot rodding trends.
     I came home from HRM work one day to find two kind-of half size metal drums at my front door.  Pegge said only that a delivery truck had dropped them off.  I could see that they came from Hurst industries, because such identification was emblazoned around the drum perimeter.  Pegge was anxious to open the new presents, I was cautious, knowing George Hurst.  Anyway, the drums were exactly that, pint sized drums that contained four of George's new "mag type" wheels.  Aluminum centers married to chromed rims.  Just what I did not need.  Since the wheel bolt pattern did not match anything I had, I found an unsuspecting hot rodding associate I could pawn them on, but we kept the two drums.  A wooden roundel atop each and we had passable end tables for the front room...
     "Hi Tex," the salutation came from a sheriff looking dude riding with us up the courthouse elevator.  "Remember me?  I bought Brian’s wrecked '29.  Got it on the way to recovery."  Brock assured me that Hurst did not wear a business suit full time, but I never saw him dressed otherwise.  Well, on a couple of occasions while at a drag race he would show up sans tie, but that was rare.  You remember when George introduced Linda Lungs in her gold swimsuit, riding atop the convertible with a giant Hurst shifter alongside?  I think he was driving the 'vert down the strip, and most drag fans immediately fell in lust with Linda.  I doubt any of them knew it was the company boss at the steering wheel.  George Hurst was a master carney, but super salesman that he was, Hurst was a brilliant inventor.  He knew where the back door was to our place out in Hollywood.
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Gone Racin’… Old Hot Rod Scrapbooks; Memories From The Past.  Review by Richard Parks, photographic consultant Roger Rohrdanz.  August 28, 2007.  Reprinted by permission of www.hotrodhotline.com and Internet Brands.

     Old Hot Rod Scrapbook: Memories From The Past is the 8th book in the series by Don Montgomery of Fallbrook, California.  Montgomery has a love of hot rods, automobiles and just about anything else from the early days of dry lakes and drag racing.  He was there at the beginning of local Southern California tracks like Paradise Mesa, Saugus and Santa Ana.  He also promoted drag racing shows from 1968 to 1972.  Perhaps his greatest asset is the men and women whom he knew and the vast knowledge he has gained by being one of the original racers from that era.  Montgomery has a wealth of photographs and memories to share and his friends include the original hot rodders and drag racers in Southern California.  Old Hot Rods Scrapbook; Memories From The Past is a hard cover book which is 8 by 11 inches in size and 192 pages in length.  The book cover is white with Montgomery’s red lettering and a photo of cars and spectators at the Muroc dry lake in 1939.  His covers are exceptional and enhance the look of the book so don’t toss them away.  Montgomery writes and publishes his own books, which gives him complete control over the content and accuracy.  He is a stickler for getting the text, captions and photos correctly identified.  Montgomery goes to great lengths to insure that errors do not creep into his books and his reputation for solid research is unsurpassed. 
     This is his 8th book in a series that according to Montgomery will only end when he runs out of photos from his and his friends’ scrapbooks.  The quality is so high that we can only hope to see issue #9 and more to come after that.  The only drawback is that he does not include an index.  Many hot rod and drag racing writers leave out the indexes.  Why they do that is hard to say.  It doesn’t take up that much more space and the extra attention turns a fine book into an excellent one, especially for history buffs and researchers.  There is an astounding 606 black and white photos of superb quality covering a wide array of hot rod and coupe racing.  There are no color photos in this book, but the quality of the black and white photos is excellent.  Some photographs are full page and the rest are fairly large.  I haven’t seen some of the photos before and Montgomery did an excellent job of setting them in the right order to portray the story he wants to tell us.  The text is mostly in caption form next to the photo, but he does provide a textual story.  What Montgomery is doing is what we all should be doing, recording the history to go along with our personal photographs.  The captions are well written and informative to the point of archival quality.  If only there was an index to help the reader find a particular car or individual.  A Table of Contents is provided and is easy to access. 
     There are five chapters, an introduction, acknowledgements and a brief description of the author.  Chapter One is titled
Hot Rodding Before World War II.  Montgomery devotes 21 pages to the pre-war dry lakes period, a time little recorded or understood.  He writes of the early days on the dry lakes of Southern California in the 1930’s with feeling, in a manner that keeps up our interests.  He provides photos of Don and Bruce Blair, Nellie Taylor, Randy Shinn, Manny Ayulo, Bob Rufi, Ernie McAfee, Chuck Spurgin, Nick DeFabrity, Dick Kraft, Sandy Belond, Lou Fageol and many more.  Chapter Two is titled Hot Rodding Explodes and covers 70 pages.  This chapter tells the story of post war hot rodding when returning servicemen came back to the dry lakes to race their cars, and from there expand into oval and drag racing.  There are photos of Connie Weidell, Bud Van Maanen, Phil Weiand, Marvin Lee, Phil Remington, Jack Calori, Ken Lindley, Tony Capanna, Karl and Veda Orr, Roy ‘Multy’ Aldrich, Chuck Daigh, Wally Parks, Bert Letner, Stuart Hilborn, Harvey Haller, Tom Beatty, Bill Burke, Frank Coon, Doane Spencer, Roland Mays, Jim Lindsley, Chuck Abbott, Blackie Gold, Lou Baney and many more.  These racers and car owners would go on to success in other fields of automotive racing. 
     Chapter Three is called Growth and Changes and tells the story of hot rodding as it evolved from street and dry lakes racing to drag strips, oval track, Bonneville and road course racing.  Young racers were getting tired of the long and dusty trip to the dry lakes and opted to go racing on the new drag strips that were being developed closer to their homes.  Many of these drag strips were abandoned airstrips from the surplus left over after World War II.  Young men and women also took their cars to the new oval tracks forming all over Southern California.  This chapter covers 33 pages and lists such well known people as Don Nicholson, Jack McGrath, Carl Fleischmann, Mal Hooper, Bill Eppling, Jazzy Jim Nelson, Bob McClure, Holly Hedrich, John Wolf, Don Ferguson, Gene Mooneyham, Dick and Bob Pierson, Doug Hartelt, Ak Miller, Don Rackemann, Kenny Parks, the Spaulding brothers, Keith Loomis, Don Zable, Alex Xydias, Dean Batchelor, Ray Brown and many other fine racers of the era. 
     Chapter Four is called Dry Lakes Classes and has 37 pages devoted to hot rods at the dry lakes and Bonneville.  Many of the previous generation in dry lakes racing had gone on to other forms of automotive endeavors.  Wally Parks was editor of Hot Rod Magazine and in the process of founding the NHRA (National Hot Rod Association).  Lou Baney was the manager of the Saugus drag strip.  Pete Petersen had turned Hot Rod Magazine into Petersen Publishing Company with many fine magazines to his credit.  Manny Ayulo and Jack McGrath were racing at the Indy 500.  The new breed of dry lakes and hot rod racers included George Williams, Bob Elliott, Dawson Hadley, Irv Brendel, who would go on to building the Hondo and Brendela ski and drag boats, Kenny Black, Bob Tattersfield, Louie Senter, Clem Tebow, George Rubio, Bill Likes, Doug Harrison, Art Tremaine, Howard Johansen, Leroy Neumayer, Bob Joehnck, Thatcher Darwin, Mickey Thompson, and others who would shape the 1950’s. 
     The Fifth and last chapter is called Hot Rods Go Drag Racing, and they certainly did with gusto.  It covers 18 pages and has more text content along with some early drag racing photos.  Some of those pictured include; Larry Shinoda, Art and Lloyd Chrisman, Dave Marquez, Ernie Hashim, Harold Nicholson, Pat Berardini, Frank Iacono, Harry Duncan, Leland Kolb, John Moxley, Lloyd Scott, Clark Cagle, Ed Losinski, Dick Winfield and the author himself, Don Montgomery in his Willys.  This is another fine book from Montgomery, on a par with, if not slightly better than his first 7 books.  I highly recommend it for those who love hot rodding and especially land speed racing and cruising.  There are others who have written hot rod books and given us some history and photographs to add to our library, but none of them have been as consistently good as Montgomery.
Gone Racin’ is at .   Montgomery can be reached at .
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Gone Racin’…
Supercharged Gas Coupes, Remembering the Sixties, by Don Montgomery.  Book review by Richard Parks, photographic consultant Roger Rohrdanz.  August 28, 2007. Reprinted by permission of www.hotrodhotline.com and Internet Brands.

     Supercharged Gas Coupes, Remembering the Sixties is another fine book by Don Montgomery Publishing, from Fallbrook, California.  It is a hardbound book with 192 glossy-waxed high quality pages and measures 9 inches wide by 11 inches in height.  There are 364 black and white photographs, but no color photos.  The quality of the photos is very good.  There are 12 additional inserts, from ads to letters and lists.  The book cover jacket is in the red, white and black style that Montgomery uses for all of his books.  Keep the jacket as it gives the book a unique look.  Don Montgomery is the writer, editor and publisher of Supercharged Gas Coupes, Remembering the Sixties. The book was copyrighted in 1993 and the ISBN# is 0-9626454-3-5.  The book is available from the author or at Autobooks/Aerobooks at 818-845-0707.  The book is dedicated to those who competed in or enjoyed Supercharged Gas Coupe racing.  Montgomery provides an introduction, acknowledgment, five chapters and a list of records.  The author does not provide an index and this is an oversight that many writers make.  Without an index it takes the reader a great deal longer to find a particular car or driver that they might be interested in.  There is an adequate amount of text to explain the topic that Montgomery is covering.  The captions are normally thorough and well done.  In his introduction he pays special homage to the ‘Big Four’ of Supercharged Gas Coupe racers; K.S. Pittman, John Mazmanian, George Montgomery and Stone/Woods/Cook. 
     Don Montgomery gives full credit to his legion of friends who provide him with the photographs and research that make his excellent hot rod books successful.  Two people in particularly made this book possible.  The first was Tom Chambliss who contacted his many friends and encouraged them to share their memories and photos with the author.  The second person is Claire Montgomery, the editor’s wife who tirelessly helped her husband and gave him encouragement.  Some of those who provided help included; Gene Adams, Brad Anderson, Bob Balogh, Rocky Childs, Doug Cook, Jeg Coughlin, Pat Dakin, Larry Dixon, Ernie Hashim, Mike Kuhl, Don Long, Sherm Porter, Don Prieto, Bob Spar, Junior Thompson and Steve Woods.  Many other fans and racers also opened up their photo albums and memories to add to this history.  The writing is crisp, straightforward and interestingSupercharged Gas Coupes, Remembering the Sixties tells the story of a class of drag racing that captured the imagination and still does.  The K.S. Pittman and Stone/Woods/Cook cars are presently in the Wally Parks NHRA Motorsports Museum, in Pomona, California.  Don Montgomery usually produces book about streetcars and hot rods and was leery about writing on a subject slightly outside of his major field.  He has captured the sounds, smells and feel of the golden age of Supercharged Gas Coupe racing and we can only hope that he decides to write more books on drag racing.
     The first chapter is called Supercharged Classes – How and Why.  He discusses how the National Hot Rod Association (NHRA) set up this category in 1960.  Prior to this time, drag racers had been slow to pick up on the technology of supercharging that had made the Miller and Duesenberg cars so formidable on oval tracks.  The first drag racers to use supercharging were in the dragster class, but soon the coupes caught up to them.  Chapter two is named The First Years and discusses the classifications and the competitors.  There were A/GS, B/GS and C/GS categories established and some of the best drivers were George Montgomery and Curt Carroll in A/GS, K.S. Pittman and Junior Thompson in B/GS and K.S. Pittman and Doug Cook in C/GS.  Burt Looney was regularly featured in advertisements by Isky Cams.  Chapter three is titled The Great Gasser Wars and these events defined the mid-1960’s in drag racing in both the NHRA and AHRA.  The big Chrysler Hemi engines led the way and the word on the track was “if you can’t beat them, join them.”  Racetracks around the country began paying supercharged gas coupes to appear at their tracks and stage match races.  Less expensive to run and just as exciting as the funny cars and dragsters, the supercharged gas coupes created profits for the promoters and fun for the fans.  Chapter four is called Progress and Changes and follows the years 1967 through 1970.  Prize money fueled competition, which in turn increased the expense to run cars in this class.  The class was going through a change as the more professional and well-financed teams were putting tremendous pressure on other less funded racing teams.  Chapter five is named The Last Years and discusses the years 1971 through 1975.  A poor economy and recession put pressure on this class of drag racing.  Many cars opted to race in other categories.  The Funny car class exerted even more pressure on the Supercharged Gas Coupe classes.  By the end of 1975 the age of the Supercharged Gas Coupes were over.
Gone Racin’ is at . 
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Gone Racin’…
Those Wild Fuel Altered, Drag Racing in the Sixties, by Don Montgomery.  Book review by Richard Parks, photographic consultant Roger Rohrdanz.  August 28, 2007.   Reprinted by permission of www.hotrodhotline.com and Internet Brands.

   Don Montgomery’s book Those Wild Fuel Altered, Drag Racing in the Sixties, is his sixth book in a series on hot rodding, dry lakes and drag racing.  All the books have the same format and high quality in research and book layout.  Don has become an assembly line for the 1930’s through the 1970’s on this style of history, and the reader can expect a similarity of authorship.  The writing is clear and crisp, the photographs are outstanding and well documented and the books are sturdy and well made.  Nothing fancy, just filled with everything that a hot rodder wants.  Those Wild Fuel Altered, Drag Racing in the Sixties is a hard cover book that measures 8 inches in width, by 11 inches in height, and is 192 pages.  This is a perfect size to put two 5x7-inch photos on one page or an 8x10 single page photo.  Some would call Montgomery’s work a pictorial, some a coffee table book and others a history.  The author subtly melds all three styles into a work of art that combines all three.  Don is a perfectionist and he knows his history due to his extensive friendships with those that raced and because Don has participated himself.  He works extremely hard at his research and in making contacts with those who have collections of photographs.  The one thing Don doesn’t do is add indexes to his books.  He says that the books are meant to be read straight through and indexes aren’t that important to hot rodders.  Perhaps he is right and hot rodders are satisfied with the books just as they are.  Don Montgomery’s books are always popular sellers.
   Here’s what you get for forty bucks.  345 well chosen black and white photographs, accurately captioned, five pages of fuel altereds competitors lists and text that is well written, historical and accurate.  It doesn’t get any better than that.  There are no color photographs.  The pages are of a high-quality, heavy bond, waxed paper that shows off the clarity of the photographs to a high degree.  The pages are bound to the spine of the book and not simply glued in, another sign of quality.  The cover is the famed red and gold preferred by the author, but it is the signature dust cover jacket that you should preserve and keep with the book that is important.  Dust cover jackets or book sleeves protect books from damage over time.  They are the publisher’s first effort to grab your attention and entice you to pick up the book and thumb through it.  If the dust cover jacket is drab, the reader may never pick up the book to begin with, much less purchase it.  Montgomery picked out a winning combination on his first book and eight books later, he still uses the striking red, white and black dust covers.  I purchased my copy at the Wally Parks NHRA Motorsports Museum, in Pomona, California.  You can call the museum and they will ship you a copy for the purchase price, plus shipping and handling.  Their number is 909-622-2133, or you can contact the author or any bookstore and give them the name of the book and the author.  If they are in doubt, the ISBN number is 0-9626454-5-1.  Montgomery is his own publisher.
   The book starts out with a dedication, introduction and acknowledgments, all written by the author.  There are seven chapters; How and Why, the Fuel Ban, the Lean Years, Alive and Well, the Best Years, After the Best Years and Technical Details.  He follows with a list of competitors and a brief recap of his career in hot rodding and racing.  Those individuals that he contacted for photos, and help with the text, tell us a great deal about the quality of the book.  They included Rich Campos, Leroy Chadderton, Leon Fitzgerald, Don Green, Bob McClurg, Steve McElroy, Al ‘Mousie’ Marcellus, Joe Mondello, Joe Reath, Joy Summers, Don Tuttle, Don Wilson and many others who participated in Fuel Altered racing.  Joe Reath has recently retired, but I still call him frequently when I need an answer to a vexing question.  He has never let me down.  Steve McElroy is another one of those ‘been there, done that’ kind of friend who is always willing to help.  Steve still travels around the country on business and he keeps his contacts fresh.  Marcellus has one of the clearest and sharpest minds and his knowledge of drag racing is invaluable.  Joe and Mary Mondello have moved back east, but they are still in business and they know the history of the sport.  The photographers who provided Montgomery with his treasure trove of photos include; Jim Miles, Rod Hynes, Jere Alhadeff, Bob McClurg, Richard Shute and Match Race Madness photography.  The total number of photographs (345) is slightly lower than normal for other books in the Montgomery series, but still more than most books provide.  They represent a wide range of fuel altered race cars and more than adequately tell the story of this exciting sport.
   In the back is a list of the names of the fuel altereds, the names of the teams, when they began to race and where they originated.  That’s the kind of pain staking research that Montgomery puts into his books.  There are nine teams that started their racing careers in the fuel altered category from 1957 through 1959.  A steady growth in numbers occurs in 1960 and ’61.  From 1962 through 1967 the growth is even larger.  By the end of the decade this class is expanding rapidly.  The decline of the fuel altered class begins in 1972 and by 1981 there are no new fuel altereds being built for this class.  Today, only a handful of nostalgic fuel altereds tour the drag strips or race against each other. 
Pure Heaven, Pure Hell, Winged Express, Nanook, Rat Trap, Beaver Hunter and other wonderful sounding F/A names are in museums or wrecked.  A few, like the Winged Express and Rat Trap, make tours, receive appearance money or race in nostalgic meets.  The majority of fuel altereds came from Southern California, but they found popularity across the country.  This was a class of racing that reinvented itself after the fuel ban of 1957.  The short wheelbase and wild power of these cars, as they slipped and slid across the track, excited the fans and gave an unpredictable performance for the drivers.  The cars never really went away, but changing rules in the sanctioning bodies and the rise of the funny car class ended the reign of the fuel altered class.  Don Montgomery has written a compelling book on a class of cars that will always remain in our hearts.
Gone Racin’ is at
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