NEWSLETTER 326 - June 13 , 2014
Editors-in-Chief: Jack and Mary Ann Lawford,
President of the Society: Jim Miller, 1-818-846-5139
Assistant Editor: Richard Parks,
Photographic Editor of the Society
: Roger Rohrdanz,
Northern California Reporter:  Spencer Simon, sparklecraftspecial@yahoo.com
Field Reporter/Historian: Bob Falcon, rfalcon279@aol.com
Historians: Anna Marco, Dick Martin, Tex Smith

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STAFF EDITORIAL by Richard Parks:      
     You have probably guessed by now that I sort of idolize Tex Smith.  He’s the idolizing sort.  I really don’t idolize many people.  I didn’t even idolize my father and he’s idolized by Tex Smith.  I suppose a sane and logical person has to set limits on his or her idolizing.  I have a few and only a few that I idolize; my grandma, my wife, Tex and any IRS agent that doesn’t audit me.  My grandma deserved to be idolized and if I don’t idolize my wife there are consequences to pay.  I suppose I ought to idolize my mom, step-mom and dad too.  No use gettin’ the family mad.  But hot rodding is all about equality and you can’t be equal if you’ve put people on a pedestal by idolizing them.  I think that really, I don’t idolize anyone at all.  I respect quite a few people for what they’ve accomplished and maybe that’s what I mean; respect.  So, no, I don’t idolize Tex or anyone else, even that potential IRS auditor. 
     I don’t know if Tex would agree with me or not on idolizing people.  Maybe he’s a secret idolizer and I’m not aware of it.  I’ll have to ask him some day.  But I do know what Ak Miller and most of those early hot rodders on the dry lakes, Bonneville and the early drag racers would say.  Ak would tell me to respect the man or woman who went out and accomplished something, no matter what it was that he did or was good at.  He would tell me that to idolize someone is not the hot rodders way and is sort of a refutation of what hot rodding is all about.  Hot rodders in the 1930’s were for the most part down and out as far as material things went.  But they had spunk and spirit and were the ultimate conservationists of the day; in a good use of the word.
     They couldn’t afford to go out and buy a new car, but they could scrounge parts and build a car for themselves.  The same was true with motorcycles and bicycles and washing machines.  “What do you need fixin’ Ma?”  Then they would go out and find the parts and figure out how the dang machine worked and fix it.  Sure there was a lot of scrap and junk parts, which ended up in a junk yard, the most exciting place to explore in the world for a boy; and today, for girls too.  Except that junk yards are becoming exceedingly rare as they are outlawed by our politicians.  Never, ever idolize a politician, or an IRS Auditor.
     In the last issue of the newsletter Tex Smith talked about “Dang Trophies” and how he broke them apart and used them for “parts.”  OUCH!  Tex, bite your tongue and leave those trophies alone.  For historians, like us, trophies and plaques are important historical objects and they can tell us a lot about what happened.  Sometimes all that we have to go on is a trophy, plaque or award; all other mention of an event, race or show having been lost to time itself.  I have been involved in Honors Programs and presenting plaques to people.  It isn’t the PLAQUE that’s faulty, but the way in which it has been presented to people.  The rule is simple; KNOW exactly what you are doing and WHY you are doing it before you present an award to someone.
     You also have to know whether to call it a HALL OF FAME award, an HONORARY AWARDS PROGRAM, or a simple presentation for participating in the show, race or event.  I eschew Hall of Fame programs simply because of the time it takes to do research.  A Hall of Fame MUST consider every single person in a category and judge their merits against the merits of others.  Then it must set up criteria for choosing a FEW and rejecting the REST.  It looks easy, but it is devilishly hard to do and to do well and in almost every situation politics ruin a Hall of Fame.  One of the biggest mistakes is that electors or selectors have a time window around them.  I’m 70, so that means that I’m most familiar with people who did something special from around the 1950’s and on.  I have a dead spot for those who came before 1950.  To hear Jim Miller and Roger Rohrdanz tell it I have a dead spot in every decade. 
     Then there is the politics involved and that really tarnishes a Hall of Fame and turns it into a Hall of SHAME.  One Hall of Fame elected a man who won ONE race in his entire career, while rejecting men who won not only numerous races, but multiple championships as well.  Why?  Who knows for sure, but the consensus of people following that sport is that it was done for politically correct reasons and to make a large group of people and sponsors happy.  So I prefer an Honorary Awards Program because in such a program you are honoring an individual, team, group or company for their achievements WITHOUT having to compare them with all other individuals, groups, teams or companies.
     These reasons are probably the basis for Tex Smith’s dislike of awards.  My father received quite a few awards in his day, but gave many of them away to museums and friends.  But if you give away or destroy your awards at least leave a photographic record so that someday we historians, toiling away in obscurity, can have access to what they looked like and what was written on them.  Objects HOLD history in them and stories too.  When we see something special we stop and tell our friends the story behind that car part, engine, collectible or relic.  I don’t throw anything away, but I have found HOMES for them.  At such a time as the new home doesn’t want that object then the rule is; give it back.  Maybe the reason for all this hoarding is that I listened to all the hot rodders tell me about the Great Depression of the 1930’s and later about the Great Recession of the late 1940’s.  We need to conserve, save and RESPECT what we have.  We shouldn’t idolize anything.
     It was with a great deal of sadness when I learned that Sir Jack Brabham had died on May 18, 2014 at age 88 in Queensland, Australia. He was a wonderful friend and my personal hero. Genius is described by Webster as a person, “Having an exceptional natural capacity of intellect, especially as shown in creative and original work.” Jack, I think, more than qualified. Brabham won the World Driving Championship three times. It is the pinnacle of the profession to win even once. Not only that, Jack achieved one of his championships in a car and engine of his own design and construction, a unique distinction. Managing his own team, he won two World Constructors’ Championships. He was one of the very few racing drivers to be knighted by the Queen, a distinct honor.
     I feel fortunate to have had the honor of knowing Jack personally. We celebrated two of his birthdays at my home in Redondo Beach. In spite of his worldwide acclaim, there was nothing forbidding about Jack. I find it difficult to avoid comparing his personality to Fangio’s; modest, quiet and seemingly without ego. John Arthur Brabham was born on April 2, 1926. When WWII started, he was living in Sydney, Australia, where he was born. He turned 18 in April 1944 and joined the Royal Australian Air Force where he served as a flight mechanic until he was demobilized in 1946. After the war, he went into the garage business.
     One of his customers was an American who had moved to Australia, John Schonberg. John had raced Midgets in the U.S before the war. Schonberg persuaded Brabham to build him a Midget to run in the Australian series. Jack designed and built a tube frame and body. He used an Amilcar final drive, Morris steering box, Harley Davidson clutch and a J.A.P. engine. After three races, Schonberg decided to quit racing and had Jack take over. During the following six years, Brabham won the New South Wales Midget Car Championship, the South Australian Championship and the Australian Championship.
     Married in 1951, his new wife persuaded him to give up Midget racing, so he entered a hill climb in the Midget. He won, but without four-wheel brakes, the car was disqualified. So he designed and built brakes and entered the next hill climb, which he also won. With such driving skill as well as mechanical abilities, it was inevitable he would want to go on to bigger things. Next he bought a Mark IV Formula Three Cooper without an engine. Incorporating parts from several different motorcycle units, he built a 500cc engine. After three races, the engine blew up, so he replaced it with a Vincent. In the Cooper-Vincent, he won the Redex Pointscore Trophy, thus beginning his connection with Cooper. It would eventually bring him two World Championships plus the Formula One Constructors’ Championship for John and Charles Cooper.
     For a pastime, Jack took part in two Round Australia Rallies in his Holden. While in the outback during the first one, he ran over a kangaroo, which, in kicking its way out from under the car, completely wrecked the underside. The kangaroo was none the worse for it. In the next rally, he hit a boulder out in the West Australian Desert. The front end broke off, the fan was pushed into the radiator and the sump was split. Jack was stranded. After walking 27 miles to the nearest town, he borrowed a welding outfit. Working non-stop for a day and a half, he repaired the front end, soldered up the radiator and patched up the sump. After driving the Holden another thousand miles, he decided to give up rallying.
     Brabham was very successful racing the Cooper in Australia. He had replaced the Vincent engine with a Bristol. But at the end of the 1954 season, he lost his Redex sponsorship. After selling the car, he decided to give England a try where he bought a Cooper-Alta from Peter Whitehead. In his second race, while lying second behind Roy Salvadori’s Maserati, the bearings burned out of the Alta, so he sold the car. Having met John Cooper, Jack suggested installing a Bristol engine in a Cooper Bobtail sports car chassis for Formula One. Jack built the car virtually by himself. In the first race, he recorded the fastest time at Brands Hatch before the gearbox broke. At Snetterton, he finished fourth after an epic battle with Stirling Moss, who was third in his own Maserati. Then he took the car “home,” and won the 1955 Australian Grand Prix.
     Brabham became a Cooper works driver in 1956 and was also in charge of its Racing Department. He continued into 1957, winning the Autocar Formula Two Championship. His performance at the Monaco Grand Prix in 1957 was memorable. He drove the first Formula One Cooper, owned by Rob Walker. With only two liters, the Coventry-Climax engine gave away 500cc to the competition. The car was damaged in practice, so its engine was installed in a spare Formula Two chassis. When the race started, Moss, Collins and Hawthorn were eliminated in a multi-car pileup, after which Brabham worked his way up to fourth, within challenging distance of the leaders. With ten laps to go, he passed into third, just behind Fangio and Tony Brooks. But then, the fuel pump gave up and the car stopped one mile from the finish line. Jack knew that if he could complete the lap, he would still be ranked as a finisher. So, already exhausted from the grueling contest, he climbed out of the car and pushed it the mile, the last part uphill, to a wildly cheering crowd.
     His first Formula One victory in 1959 was at Monaco and he won his first World Championship that year. He took the title again in a Cooper in 1960. In 1962, he left Cooper to build and race his own cars. In 1963, ’64 and ’65, Dan Gurney drove in Formula One for Sir Jack. Dan’s best year was 1964 when he won both the French and the Mexican Grands Prix in a Brabham. On hearing of Jack’s passing, Gurney remarked, “I will miss you, Jack. You showed the way!” By 1966, Brabhams’s Formula One team was so successful that he won both the World Driving and the Constructors’ Championships.
     Sir Jack Brabham is a legend at Indianapolis.  His first drive at the Indy 500 in 1962 in a rear-engined Formula One Cooper was memorable. At the time, all the other cars were front-engined roadsters with much larger engines. Although he only finished ninth because, with a small fuel tank, he had to make numerous stops, at the end he was still on the same lap as the leaders. His performance marked the beginning of the end for front-engined Indy Cars. He raced at the brickyard three more times—1964, 1969 and 1970— in his own Repco-Brabhams.  Jack Brabham’s Motor Racing Developments Ltd. became one of Europe’s largest constructors of formula racing cars, which always reflected the engineering talents of Jack and his partner, Ron Tauranac. They included Formulas One, Two, Three and Junior as well as sports cars.
     The history of Brabham cars is a story in itself. In 1981 and again in 1983, Brabham cars took Nelson Piquet to the World Driver’s Championship. After winning the South African Grand Prix in 1970, Jack retired at age 44. He and his first wife had three sons: Geoffrey, Gary and David, all of whom have taken part in motorsports. I got to know Brabham at a NASCAR event in 1987 at Tacoma, Washington. I had been asked to organize a “Vintage Formula One” as a program feature. I found open-wheel rides for the likes of Bobby Unser, Rodger Ward, and Bob Bondurant. I was able to persuade Brabham to pilot my 1968 x-George Follmer Gilbert IndyCar. It was more or less a copy of a Brabham. Jack not only drove, but he led the entire race. All of the pro-drivers watched in awe. The announcer remarked that he never thought he would ever be able to see Jack Brabham not only drive, but to win a race.
     The incident I remember was when we had a dinner party there. There were eight or ten of us. I was seated across from Jack and his first wife, Betty. Everyone was almost shouting as Jack was notoriously hard of hearing. During the meal, Betty mumbled something to her husband in a faint voice. He replied, “Yes dear, yes dear.” Apparently his hearing loss was selective. As serendipity would have it, Jack happened to be in the California Southland two times during the month of his birth. I was most fortunate to have the honor of hosting birthday parties.
     The last time—in 2002—we had a large group of guests that included Carroll Shelby, Rodger Ward, Dan Gurney, Davey Jordan, Bob Bondurant, Chuck Daigh, Dick Guldstrand, Parnelli Jones, Bill Krause and Bill Pollack. Phil Hill led us in singing “Happy Birthday,” waving his arms like a conductor. Shelby remarked that he thought such a gathering would never take place again. Unfortunately, he was right. I am truly blessed to have had friendships with some of the last century’s motorsport greats who are no longer with us, among them Ken Miles, Juan Fangio, Sam Hanks, Rodger Ward, Phil Hill, Carroll Shelby, John Fitch and Sir Jack.
: I received a notice from the family of Jay East that he passed away on the 19 of May, 2014.  That’s all that I know and if I find out anything I will let you know.
     To Mark Holdaway: Each and every racing organization has their own particular method for assigning car numbers at their season’s end.  Single class vehicle organization all seem to follow their finishing position at season’s end.  The car (emphasis on the position where the car finished) earns the Number One and most bodies assign that number based on Car Owner points earned.  Drivers are awarded their finishing based on Driver Points earned.  There are two accountings.  Some teams have special numbers that they request year after year like the Agajanian racing teams that favor the number 98.  In my bailiwick of oval track racing the coveted number is always the number one.  Some modern organizations base the car number on the owner’s value to the organization.  Formula One is a mystery.  SCTA and NHRA systems are a mystery also due to the multitude of car classes.  Bob Falcon
: SCTA and NHRA do indeed change the numbering system based on the class the cars run under.  An owner in NHRA may have several entries in different classes and so a prefix is attached to the number, such as TA or TF (for Top Alcohol or Top Fuel).  I will let Jim Miller explain how SCTA assigns numbers.
Impound Insights - May 17-18, 2014, by Dan Warner
     The first meet of the new season was disappointing to say the least. High, consistent winds and blowing dust curtailed the racing on both Saturday and Sunday. The first round of runs did not complete by Sunday when the meet was called. Per the 2014 El Mirage Procedure manual, which governs to operation of a dry lakes meet, when a round is not completed everyone receives zero points. Any competitor who has set a record maintains the record and the starting lineup, which is determined by points earned, reverts to the previous month's standings. In this case back to the final standings at the end of the 2013 season. The one highlight was that we were there, friendships renewed, new ones made. We also held a brief memorial for Tiny Roberts with his family.
     With all that said, there was one new member of the El Mirage 200 MPH Club. Chet Thomas was able to punch out a fine 202.9 record in his AA/StR highboy. Chet runs out of the Vintage Hot Rod shop and uses John 'Boom Boom' Beck horse power.
     In addition to Chet's record there were eight car records, seven of which were set on Saturday. Don Ferguson III ran their #76 (number on loan from Al Teague) streamliner now with Hondata power. The Ferguson-Macmillan F/BFS ran a shake down 219 record. Look for big speeds from this machine later in the year and on the salt. Next up was the BMR Ferguson Racing '32 5 window coupe. Flathead engine with Ferguson Ardun style cylinder heads enabled driver Neil McAlister to set the XXF/BVGAlt record at 177+.  David Isley in his Isley Racing A/GRMR bumped up his own record to 221. The little Honda coupe of Warnock Racing continues to add records. This meet in the J/GC class. Driver hot shoe Pete Prentice took off into the dust cloud and came the other end at 112.3 MPH. On Sunday Greg Martinez brought his Disturbing the Peace V4F/BFL down from the bay area to set the only record of the day at 166 MPH.  Another long distance hauler, Tim Boyle, brought his Salty Box Racing B/DT class truck from Colorado and returned home with a 168.2 MPH record. The second of three diesel trucks to set a record was brought from lake Havasu, AZ by Tom Sauter who set the E/DT record to 146 MPH. Jim Dunn's Salt Toy U/MDT is a local and was driven by Jim himself to a new class record of 174 MPH.
     On the motorcycle side of impound things were not so good. Only two records were set, one is pending engine certification. The other was denied a record because it failed the gasoline check. Please make sure you are in total compliance with all the specs for your class.  That's it for this meet. Let us all hope for better conditions in June when we return to the lakebed on the 22nd.

     Car Guys and Aviators share the same feeling about mechanical systems, therefore the Automobile Driving Museum (ADM) is proud to declare the annual Literature Fair will accept applications from the Aviation and Hot Rod communities for their annual event to be held at their building near the Los Angeles Airport (LAX) on June 29, 2014.  The museum is located in the industrial area of El Segundo at 610 Lairport Street, a single block east of Sepulveda Boulevard and three blocks south of Imperial Highway. 
     It is the chance for all you car guys to clear out your supply of car magazines, books, die cast car models, posters, videos, art work and other car and aviation collectibles and convert the items into cash.  The vendor space is reasonably priced and tables and chairs are available for rental.  It is not necessary for you to transport them to the venue.  To inquire about the availability of indoor and outdoor spaces please contact Jodee at 310-909-0950, or E-Mail at
Jodeeh@theADM.org (the museum is closed on Mondays). 
     The set-up time on the day of the event starts at 8 AM and the doors open for shoppers at 10 AM.  There is food and drinks available in the museum cafeteria and the new Ice Cream Soda Fountain may be completed by show time.  There is no charge for shoppers to attend the Fair booths to buy merchandise, but to view the nearly 150 Showroom Condition cars of all ages, a donation is requested.  Watch for the history of this event in the next issue of this newsletter. 
READERS: This is a great event to attend.  At one time it was at the Motorsports Museum and also at Irwindale Speedway and attracted a big crowd.  Jay Leno used to come and bring his cars, shop, sign a few autographs and talk to people.  The Fair is not a swap meet nor is it set up to sell cars or car parts.  Some very well known historians, writers, photographers and collectors come to sell parts of their collections and it is high quality stuff.  You’ll find just about anything and everything here from calendars, posters, art work, photographs, books, pamphlets, die cast, original works by writers and historians and other collectibles. 
This is
Mel Stultz here from the Oilers car club (established 1947).  We use to run Motor Speedway years ago and you helped us.  These days I promote a beach race in New Jersey on the shoreline called The Race of Gentlemen.  This will be our third year this October.  Could we get you to announce it?  We even have some SCTA record holders racing this year.  It's in Wildwood, New Jersey.  Mel
MEL: I remember your nostalgic drags event.  I thought you had a great idea there.  I remember seeing a flyer for The Race of Gentlemen and referred it on to the proper website.  What you need to do, if you have an annual event, is set up a PR committee to send out material to those websites that will run your notice.  Some websites charge a fee, but most do not.  I like to get flyers on a once a month basis from the 11th month before an event is scheduled right up through the 3rd month prior to the due date.  Then send a flyer out every 14 days before your race date. 

Rubén Verdés is the editor of the SAH JOURNAL for the Society of Automotive Historians, located at; 7491 N Federal Hwy, Suite C5337, Boca Raton, Florida 33487.  journal@autohistory.org.  I was a member of the Southern California Chapter for a few years and heartily recommend joining this group for any serious car historian in any subject concerning the automobile era.  Jim Miller and I modeled the Society of Land Speed Racing Historians on the SAH.  Other SLSRH members who at one time belonged to the SAH are; Joan Denver Meyers and Bob Falcon. 
STAFF NOTES; Ken Freund sent in the following news.
     Ad Age reports that Source Interlink Media (SIM), publisher of Motor Trend and Automobile magazines, has folded the print editions of 12 titles as part of a broad restructuring, according to Scott Dickey, SIM's CEO. Until Thursday, the company, which also changed its name to TEN: The Enthusiast Network, published 72 enthusiast magazines with roughly 850 employees spread across its L.A. HQ and offices in Ann Arbor and Detroit, Mich.; Florida and New York. Dickey said "less than 100" employees were laid off. The company is shuttering the print editions of Popular Hot Rodding, Rod & Custom, High Performance Pontiac, Custom Classic Trucks, 4 Wheel Drive & SUV, Mud Life, 5.0 Mustang, Modified Mustangs & Fords, Camaro Performers, GM Hi-Tech, Import Tuner and Honda Tuning. Content from those titles will be folded into the company's other titles, Dickey said. Some of the folded magazines' websites will continue. Automobile is relocating to L.A. from Ann Arbor, with about half the staff moving to Detroit and the rest being laid off. The company plans to hire new editorial staff in L.A. Longtime editor-in-chief and president Jean Jennings is leaving to focus on the development of her own "Jean Knows Cars" automotive brand, according to Dickey. Mike Floyd, who has been with SIM for eight years, will take over as Automobile's new EIC.
     The author of the BLACK NOON; the year they stopped the INDY 500, will be at Autobooks/Aerobooks on Saturday, June 7, 2014 from 10am to 2pm.  Come and meet Art Garner and have him sign your book.  This is a true story of a seminal moment in auto racing.  Autobooks/Aerobooks is located at 2900 W. Magnolia Blvd, Burbank, California 91505. 
www.autobooks-aerobooks.com.  Tina Van Curen
May 2014 El Mirage Meet:
     The May El Mirage Meet was cancelled late Sunday morning due to high winds.  SCTA tried for two days to complete Round 1 (131 entries: 88 cars; 43 bikes). 110 vehicles were able to run and 21 did not get a pass.  Speeds were recorded for vehicles that ran.  "No Calls" were given to vehicles not able to run due to the wind shut down.  Per SCTA Rules, no Meet Points were awarded but any records set, if certified, will stand.
     Following are the results for Road Runner vehicles - #85 AA/GC, RMH Racing, 168.684, Helen Winters driving; #98 G/GL, Enyart-Huntly Racing, 137.811, Hayden Huntley driving; #844 C/CGALT, Miller & Miller Camaro - No Call, Steve Gibson driver; #866 D/CGC, '51 Henry J - No Call, Dave Bennett driver; #1169 D/GR, Ferguson & Carr, 191.716, Mike Ferguson driving; #3076 C/STR, San Berdoo Roadsters, 152.894 (licensing pass), Willie Martin driving; #4800 G/CGALT, Masson & McGavin Racing, 109.251, Gary McGavin driving; #5300 AA/CBFALT, Big Red Camaro - No Call, RJ Gottlieb driver; #6375 C/CGALT, Dr's Orders Racing, 114.260 (Rookie Run), Wendell Burns driving; #9785 XXO/BFCC, Flat Cad Racing - No Call, Mike Ferguson driver; #2227B 650cc/A-G, Flying Marshall Racing, 87.449 (Rookie Run). This was a fantastic turn out for our Road Runners Club with 11 entries. Unfortunately, 4 Road Runners did not get to run.
     Here are the Road Runners Starting Numbers for the June Meet (based on 2013 season results): #85 is 20; #1169 is 24; #2129 is 41; #4800 is 72; #540B is 101; #3710B is 143; #98 is 152; #7472 is 171;#5300 is 172; #844 is 183; the following Road Runners vehicles will be given Start Numbers when registering for the June Meet: #866, #6375, #9785, #2227B, #7919B.
     Congratulations to the Cummins, Beck, Davidson, Thornsberry #911 C/BFMR for fast car speed for the May Meet at 252.739 (Land Speed Racers Club) and the Wossner Pistons/Noonan #68B 1350cc/APS-BG entry for fast bike speed for the Meet at 245.927 (San Diego Roadster Club).  (posted 5/27/14).   Jerry Cornelison, Road Runners - SCTA (est. 1937)
     Back in the day (mid 1980's to early '90's I think) there was quite a rivalry between the Road Runners and San Diego Roadster Club. There was an annual picnic and softball game between the two clubs.  I got hold of an old t-shirt with a logo of our Road Runner flying away with a upside down roadster (SDRC logo) in its claws..."roadkill."  Jerry Cornelison
JERRY: Do you have any more stories about the Road Runners and the San Diego Roadster Club to tell us?
     The following is forwarded from Road Runners Member, John Julis, a member of ARRA (Americans for Responsible Recreational Access) for your consideration.  Jerry Cornelison                                                                                ------------------------
     ARRA continues to effectively weigh in on myriad access related issues and collectively we are having an impact.  The Recreational Trails Program is in a much better place than it was prior to the last round of transportation reauthorization legislation and we are working with our partners to ensure that the RTP not only lives on, but can be improved upon and grow over the next few years.  We continue to advocate for not only responsible recreation, but responsible management.  It is clear that massive, inappropriate land designation that unnecessarily, and often arbitrarily, limit access for legitimate recreation and other multiple uses is not the right way forward, and ARRA continues to push back. The potential listing of the Sage Grouse as an endangered species could have a dramatic impact on access for recreation in 11 states and ARRA is working with key leaders on Capitol Hill, other recreation groups and through regulatory processes to do all we can to ensure opportunities for responsible recreation aren’t unnecessarily limited.  
     These are but a few of the issues on which ARRA continues to need your help.  There are a seemingly unlimited number of legislative, regulatory, and other issues – both locally and at the state and federal levels - that come up in the course of a year that we will be in contact with you about.  But, perhaps the most important thing you can do to help is to encourage your friends to join ARRA and to actively participate.  ARRA is free and easy to join.  ARRA is NOT intended to take the place of participation in other local, state or national organizations, but instead is designed in many ways to supplement their activities.   In Your State, State-by-State Info Access Issues, Public Meetings, Contact Information; all this and details about the National Forests in your state are on ARRA's comprehensive state pages.
     If you have already registered as an ARRA member, you can help be a stronger voice by sending e-postcards to others.  Our grassroots movement needs more voices.  Use our Tell-A-Friend page to help someone else stay informed by registering to receive ARRA's legislative alerts and newsletters. To better help ARRA advocate for responsible access, please forward any messages you receive from Members of Congress in response to this or any ARRA alert to
webmaster@arra-access.com.   Also, if you receive a message encouraging you to use a webform to send a message to a Member of Congress, please copy and paste the letter from the ARRA alert into the webform and send.   Americans for Responsible Recreation Access, 1225 Eye Street, N.W., Suite 600, Washington, D. C. 20005.
     A new set of US Postal stamps will be available featuring the '32 Ford Deuce Roadster to honor the customization and celebration of cars and car culture.  Designed by Derry Noyes of Washington, DC, and digitally created by artist John Mattos of San Francisco, the stamps will be officially unveiled to the public at a First-Day-of-Issue dedication ceremony at the National Street Rod Association (NSRA) Street Rod Nationals East Plus in York, PA. They are already available in booklets of 20 stamps and may be purchased at usps.com/stamps for delivery after June 6.       
     Customers have 60 days to obtain the first-day-of-issue postmark by mail. They may purchase new stamps at local Post Offices, at usps.com/stamps or by calling 800-STAMP 24. They should affix the stamps to envelopes of their choice, address the envelopes to themselves or others and place them in larger envelopes addressed to: Hot Rods Stamps Postmaster, 3435 Concord Rd, York, PA 17402-9998. 
     After applying the first-day-of-issue postmark, the Postal Service will return the envelopes through the mail. There is no charge for the postmark up to a quantity of 50. For more than 50, there is a 5-cent charge per postmark. All orders must be postmarked by Aug. 5, 2014.       
     The Postal Service also offers first-day covers for new stamp issues and Postal Service stationery items postmarked with the official first-day-of-issue cancellation. Each item has an individual catalog number and is offered in the quarterly USA Philatelic catalog online at usps.com/shop or by calling 800-STAMP-24 (800-782-6724). Customers may request a free catalog by calling 800-782-6724 or writing to: U.S. Postal Service Catalog Request PO Box 219014  Kansas City, MO  64121-9014.
     Moldy Marvin's 14th Annual Rat Fink Party & Kustom Kulture Extravaganza, Charity Art Auction and Panel Jam For the Kid's Charities of the Antelope Valley!  July 26, 2014.
     Well Howdy my friends, it's that time again and here's the details!  Date: Saturday July 26, 2014.  Location: KOA Acton, 7601 Soledad Canyon Rd, Acton, CA 93510.  Contact: Moldy Marvin (661) 944-2299.  10am - Dusk!  Vehicle Registration The Day of The Event $25.  Opens at 8 am Pre-Registration Before July 4th Only $ 20. Includes vehicle and driver.  For registration forms;
http://www.ratfinkparty.com/2014/carshow.html.   Open to pre-1973 Kustoms, Classics, Hot Rods, Muscle Cars, Lowriders, Vans, VW's, Motorcycles, Trikes, Trailers, Teardrops, Bicycles, MiniBikes & Whatever else you may have!  No Year Restrictions on Kustom Motorcycles & Trikes.  Spectator Admission $10.  Kids under 12 Free!  All Admission includes a Pool Pass!  Live Charity Art Auction and Panel Jam for the Kid's Charities of the Antelope Valley will be held in 4 auction blocks during the day’s festivities.  Vendors, Live Entertainment, Swimming, over Night Kamping, Family Games, Tattoo & Pinup contest, Food Fun for Everyone!  Live entertainment by: Danny Dean, Highway 138, Phantom Pomps, Blue Collar Combo, Boss Fink & Keeftowen Blend.  For more information on extended weekend stay and registration forms go to: http://www.ratfinkparty.com.   Hope to see you there!  Moldy Marvin 
     Rat Fink™ name and device and Ed "Big Daddy" Roth are trademarks of Ed Roth © 1999/2000/2001/2002/2003/2004/2005/2006/2007/2008/2009/2010/2011/2012/2013/2014 Rat Fink device © Ed Roth 1984/89.  Rat Fink Party & Kustom Kulture Extravaganza © 2014 "Moldy Marvin" is a Trade Mark of Automated Entertainment
State of the Hobby.  By Le Roi Tex Smith.  Reprinted by permission of Internet Brands and

     In short, hot rodding in the U.S. is in the toilet!  I watch our hobby very closely for all the signs of health and disease, and right now we got cancer.  Which I have come to know too well in years recent.  For me, the treatments hold a lot of sicko days.  Same would appear on the horizon for American hot rodding.  Unfortunately, as America goes with the hot rod sport, so goes the world.  Now, here is the problem in a nutshell. The American drag racing scene is over the hill.  Yes, it still makes lots of noise.  It still shakes the diaphragm.  But it is now down to whittling toothpicks.  We are getting a shorter race, which we wanted way back at the very beginning (when we thought an eighth-mile would better suit the facilities available to clubs nationwide.)  Now, electronics are in the offing.
     I often discussed this with Wally Parks. It is to the point of performances and safety concerns that it would be better if the driver simply left the dragster cockpit. He/she could sit in the push truck and use a joystick and accelerator pedal.  You get all the same BS you get now but the driver is safe, and would not even need a firesuit!  Just connect the joystick black box to the car controls, and go for it.  Of course, too many spectators would stay home, because the truth is that many racing fans come to watch the blood and gore, not the driving talent.  So, we have a declining future for drag racing.
     What about street rodding?  Not so very gloomy yet, but it is approaching in direct proportion to the age of the street rodder.  Think not?  Take a good hard look at the hobby, and street rodding is a hobby, not a sport.  The costs involved continue to skyrocket.  Yes, trick doo-dads are not necessary to the hobby, but they are a barometer.  The more trick, the fewer players.  The more trick, the higher the perceived and actual costs.  The higher the costs, the older the players will be (it has to do with disposable income.)  The higher the costs the fewer entry level players.  In the end, less enthusiasm.  I offer the Model T and Early Ford V8 hobbies as examples.
     Take the rat rod movement as another example.  The players were not trying to create unsafe toys.  They were making a statement.  “All you guys pouring huge dollars into one-up-manship rod building, how about backing off and putting the fun first, not the perceived glory!”  Did anyone get the messages?  Mostly, the entire hobby just stepped aside briefly and wondered at the weird-o’s who would dare challenge the sanctity of “How we usta make ‘em!”
     No, we didn’t usta make em like that.  And we didn’t even live that misapplied lifestyle.  We made do with what we had available.  We were hot rodders first and foremost, and trendsetters after all the dust had cleared.  You know, in the last twenty years, I have never had a single person come up to me and ask “how we usta build hot rods. “  Or how we dressed, or what movies and music caught our fancy.  I may not be a perfect person to ask these questions of, but by damn, I was there and I did that and it was very little like the ratters have misconstrued things.  So, the entire spectrum of hot rodding is in the crapper, and it has to do (as always) with the dollar bill.
Gone Racin’…
Run to Glory, chasing the World’s Water Speed record 1967-1989.  Book review by Richard Parks, photographic consultant Roger Rohrdanz.  Reprinted with permission of www.hotrodhotline.com and Internet Brands.

     A short but very interesting little paperback book is Run to Glory, chasing the World’s Water Speed record 1967-1989, by Donald W. Peterson.  The author has written and published many books on speedboat racing and this is one of his best and most informative. Run to Glory, chasing the World’s Water Speed record 1967-1989 is a paperback, measuring 6 inches by 9 inches and is about a ½ inch thick with 94 pages.  The book has 56 black and white photos, 3 color photos, 2 posters and 7 drawings including the inner workings of famous race boats.  There is a preface by the author, a table of contents, a bibliography broken down by chapters and a good index, which is almost complete.  The book is written like a historical text but Peterson loves his subject and it comes alive as interesting and heartfelt.  The book is self-published and the only outlet for you to purchase copies is through the author at 360-835-7499 or email him at , or . Run to Glory, chasing the World’s Water Speed record 1967-1989, is a short book but one that can be read then set down for awhile and picked back up again.  I found myself reading the book over and over again because it was so short.  The photos are somewhat grainy but they help to support the story and the text was well researched and written.  Other books by Peterson are; 1) The Oregon Wolf (Pacific Powerboat Racing 1904-1927), 2) Slo-Mo-Shun (The Sayres Legacy), 3) The Harmsworth Trophy, 4) The Spotters Guide for Antique and Classic Outboards, 5) Peterson’s Price Guide for Antique, Classic and Collectable Outboards and 6) Racing Outboards.
     There are ten chapters with each averaging about 9 pages each.  Run to Glory, chasing the World’s Water Speed record 1967-1989 is really an overview of water speed racing.  For more details look through the bibliography for other sources, though much of the research was done in personal archives or newspaper reports.  Chapter One concerns Lee Taylor Jr and his efforts to break the water speed record.  The chapter is called The End and the Beginning and tells of Taylor’s run for the record, which he set on June 30th, 1966 at Lake Guntersville, Alabama.  The boat was called the Hustler, built by master boat builder Rich Hallett Sr.  Taylor’s crew chief was Johnny Beaudoin.  Chapter Two is titled Art Arfons and the Green Monster Cyclops and tells how the famous land speed record setter got involved in the pursuit of the water speed record.  The boat never did reach a satisfactory plane and the team gave up and returned to land speed racing.  Chapter Three is named The Saga of Johnny Beaudoin and relates to the argument that broke up the Taylor/Beaudoin team.  Taylor left and new owners took over and put Beaudoin in charge.  Beaudoin came close but could not break Taylor’s record.  Chapter Four is called More Challengers and discusses Lee Taylor’s attempts to take a new race boat, U. S. Discovery I to the record, but lack of sponsorship and money doomed his efforts.  Chapter Five is entitled Warby and is about the Australian challenger.  Ken Warby is one of those unique men who enter the scene when most of the action seems to have ended and breathes new life into the sport again.  Warby begins racing in the Hellcat, then to the Monte Cristo and finally to his crowning achievement, the J34 Westinghouse Jet engines which provided the power for the Spirit of Australia.  On October 8, 1978 Ken Warby piloted the Spirit of Australia to a two-way speed of 317.596 mile per hour record.
     Chapter Six is named U.S. Discovery II and is the race boat that Lee Taylor hoped would successfully allow him to recapture the water speed record from Warby.  The beautifully styled race boat had the power and ability to recapture the record but in a tragic accident the boat crashed and Taylor drowned.  This accident robbed the boat racing world of a first class boat racer.  It also took away a threat to Ken Warby’s record, but worse, without a fierce competitor it made Warby’s job of raising sponsorship money much harder.  Chapter Seven is called The British Pursuit Team and discusses the efforts of Tony Fahey and the British to recapture the water speed record that they had held for so many years prior to Taylor and Warby.  The race boat was to be called the Alton Towers.  Chapter Eight is titled Craig Arfons Challenge and talks about the attempt of the Arfons family to reenter the water speed contest.  Craig and David Loebenberg built the Rain X Challenger with the help of Eliminator Boats and Ken Warby.  The record holder helping to build the challenger is not necessarily against his interests.  Remember, Warby needed competition to be able to get funds for future water speed records for his own boat.  Arfons easily took the speed up to nearly 350-mph and the boat simply flew over the water with only the tip of the bottom touching the froth.  On the return record run the boat encountered problems and flung Arfons through the canopy, killing a very brave man.  Warby’s record was safe but it was not what he had wanted and funds for Warby’s efforts waned.  Chapter Nine is named The Challengers; Excalibur, Spirit of America, Quicksilver and American Challenge.  None of these boats seriously challenged the Spirit of Australia’s record and so Warby designed and built his own challenger which he named Aussie Spirit and is in the testing stage.  Chapter Ten is called Jet Boat Contenders from an earlier Era and should really have been in the beginning of the book.  For light and interesting reading this is a good book to add to your library on speed.
Gone Racin’ is at . 
Gone Racin’…
High Performance; The Culture and Technology of Drag Racing 1959-1990, by Robert C. Post.  Book review by Richard Parks, photographic consultant Roger Rohrdanz.   Reprinted with permission of
www.hotrodhotline.com and Internet Brands.

   High Performance; The Culture and Technology of Drag Racing 1959-1990, was written by Robert C. Post.  It is a very readable and entertaining history of drag racing and Dr Post is an eminent historian, researcher and writer.  High Performance is a hard-bound book, measuring 7 ¼ by 10 ¼ inches and has 437 pages of photographs and text on acid free paper.  The book was published by Johns Hopkins University Press, 1994, under the auspices of the Johns Hopkins Studies in the History of Technology.  Merritt Roe Smith is the series editor.  This is a scholarly history book that also serves to inform the average drag racing fan.  The book has a high quality cloth binding and is meant to last.  The cover is silver and black and comes with an interesting and distinctive dust cover jacket, which gives the book a finished and racy appearance.  Take excellent care of the jacket as the book looks very ordinary without it.  The ISBN number is 0-8018-4654-4, and there may be some copies left in bookstores or on the internet book stores.
   The footnotes are worthy of the finest university subjects and the 18 page index is the most thorough and comprehensive that I’ve ever seen. 
High Performance also has a 9 page preface, another 9 page introduction, 14 chapters covering 309 pages, appendixes  covering 19 pages, 39 pages of notes, 13 pages of essays and sources and one page devoted to other books in the technology series.  There are 3 color photographs, all on the dust cover jacket, and 143 black and white photographs with excellent captions.  The photos are not on glossy waxed paper so the quality suffers somewhat.  This book is meant to be read, pondered, studied, researched and argued over in a scholarly manner.  High Performance is not difficult to read, even though it was written for a classroom setting.  In fact, before you write your own book on your life in hot rodding or auto racing, buy a copy of this book and study how it was written, researched and published.  It’s a first class work.
   The chapters are written in a chronological sequence and for better or worse they have blue-collar names; Warming up, Staging, Gathering Speed, Power, Fame, Fortune, Competition, Hustling, Revolution, Finesse, Television, Men and Women, Enthusiasm and Choice.  This is as far as Dr Post is going to go to be plebeian about drag racing.  From the table of contents, the book opens up on a world that hot rodders know by heart, but the rest of humanity only cares about when there’s an accident scene on the 10 O’clock news.  High Performance also has a knock on it, that it expresses the opinions of Don ‘Big Daddy’ Garlits and that it’s unfair to Wally Parks and the National Hot Rod Association (NHRA).  The same has been said about The Fast Lane, that it is a picture book for high schoolers that puts down Don Garlits and hypes the NHRA.  Both canards are false and both books are far better than their critics avow.
   My reviews on both books are open to the public.  Both books have a story to tell and they do so based on the research that they worked with.  Dr Post spent a lot of time with Don Garlits and the National Hot Rod Association and drew his own conclusions.  Let’s look at some of the topics in the index.  The American Hot Rod Association (AHRA) is mentioned 26 times, the International Hot Rod Association (IHRA) is mentioned 17 times, the United Drag Racers Association (UDRA) is listed 20 times.  The NHRA is mentioned 164 times, about what you would expect considering that it was in existence for longer than the other groups and is the largest drag racing organization in the world.  Let’s look at some personalities.  Jim Tice is mentioned 11 times, TV Tom Ivo is listed 26 times, Connie Kalitta 19 times, Kenny Bernstein 19 times, Don Prudhomme 56 times and Wally Parks is mentioned 59 times.  Don Garlits is mentioned 166 times, far and away the most celebrated person in the book. 
   However, Don Garlits is the Babe Ruth of drag racing.  A number of drag racers have beat Garlits’ record for total wins and championships, but Don raced when there were only a handful of national events to race in and he was the dominant and most feared racer for a long, long time.  Had Garlits enjoyed the sponsorship that is available today and competed in 23 national events over the same length of time that John Force has been able to, the victory count would very likely be higher than anybody else’s.  The other complaint is that Garlits sees things differently than do other people.  Well, that isn’t a unique observation.  I’ve interviewed a lot of people and none of them ever saw the same event in the same way.  Give me a thousand observers and I’ll give you a thousand observations, all different, yet basically telling you the same story. 
   Nobody sees the same thing, remembers it the same events and writes it down the same as anybody else.  I’ve seen some doozy accidents and each person is impressed differently.  I’ve seen agents who insure the races and when the cars roar off the starting lines, these men quake and shiver.  The only thought in their minds is “I hope there are no claims.”  When a car goes up in flames or crashes, everyone on the scene reacts differently.  The driver always seems to say, “My crew gave me a great hot rod that saved my life,” but what he’s really thinking is “damn, I’m a lucky bastard.”  The sponsors are thinking, “Is this going to be on TV and will I lose my job for sponsoring drag racing?”  The crew members are saying, “Those Safety Safari guys are fantastic,” but thinking, “The blinking idiot who didn’t tighten up the frachet is going to be kicked into the next state.”  The owner is yelling, “That’s my guy,” but he’s thinking, “damn, there go the points.”  The fans are simply stunned or screaming.
   Yes, there are interpretations in
High Performance that I don’t exactly agree with.  But that doesn’t mean that Post got it wrong.  He states that NHRA, and perhaps others, let their impartiality and fairness lapse in order to keep sponsors happy.  If that’s so, then I’d like to see the receipts and under the table payoffs, because I was watching and listening and didn’t see any great wealth.   In fact, the NHRA almost folded a few times and if it wasn’t for the dedication of honest and loyal men and women, there wouldn’t be any drag racing as we know it today.  On two occasions, Barbara Parks took what little money she had in her savings account and paid salaries and kept the group together.
   Does this mean Post was mislead or wrong?  No, it doesn’t, because I also have heard from many people how a promoter of a track could rig a start for a buck.  It happened in oval track and drag racing.  That’s one reason why the electronic Christmas tree came into being.  You have to read High Performance with an open mind and understand that Post did an excellent job with the material that he had available to him.  I’ve seen a lot of races and I couldn’t even begin to tell a well rounded story of the sport.  It is huge and the number of people involved is mind-boggling.  Don’t ever expect to find just one book that tells the whole story, not in a sport as large as drag racing.  Post made an excellent start and his book should be the one that you build your library around.  Did he get it all?  Not by a long shot.  He forgot Melvin Dodd and Dave Marquez, but he remembered Ollie Morris, Leroy Neumayer and Otto Ryssman.  High Performance is a fine book and I give it a 7 out of a possible 8 spark plugs.
Gone Racin’ is at RNPARKS1@JUNO.COM
Gone Racin'...
Hot Rod Chronicle, by the auto editors of Consumer Guide, with Don Prieto.  Book review by Richard Parks, photographic consultant Roger Rohrdanz.  Reprinted with permission of www.hotrodhotline.com and Internet Brands.

     An excellent coffee table and display book is Hot Rod Chronicle, by the auto editors of Consumer Guide, with Don Prieto.  This hard-bound book measures 12 by 12 inches and has 144 pages of beautiful color plate pictures on the highest grade waxed photographic paper.  Hot Rod Chronicle contains a one page index, a four page glossary of hot rodding terms, a one page list of credits, a two page Table of Contents and a two page foreword.  There are six chapters, each corresponding to a decade, starting with the 1940's and continuing to the 1990's.  That seemed a bit arbitrary, as the 1930's was a decade that saw the beginning of hot rodding as a way of life, yet the Great Depression and World War II sapped much of that period's vitality.  With the end of the war and the depression, a pent up demand for everything about cars exploded and the era of the hot rod took off and has never waned.  Hot Rod Chronicle was published in 2003 by Publications International, Ltd and the ISBN # is 0-7853-7990-8.  If you can't find the book in stores or used book outlets, try writing to the publisher at 7373 North Cicero Avenue, Lincolnwood, Illinois 60712. 
Hot Rod Chronicle is cloth bound for added durability and quality and the dust cover jacket is strikingly attractive, but should you lose the cover, the book has the same photographs and artwork on the cover.  However, don't lose the dust cover jacket, for as I mentioned many times in my reviews, a cover doesn't just protect the book from damage and overuse, but has a value all its own.  So many covers are lost that books can lose up to half of their value if they don't have their jackets.  I will stress this again, the cover of this particular book is spectacular and you should protect the cover at all cost.  Often people read the book and overlook how a book was constructed or what the foreword, list of credits and index has to say about a book.  In this case, all of these aspects including the materials used indicate at first glance that we are dealing with a work of quality.  Don Prieto is known for his work.  Consumer Guide is also a well-known group.  The credits list people like Pat Ganahl, Robert Genat, Neil Nissing, Greg Sharp and Tony Thacker, among others, for their photographs and captions.  Listed as sources are people respected in the hot rodding community, such as; Julian Alvarez, John Athans, Ed Iskenderian, Jerry Kugel, Bruce Meyer, Don Montgomery, Jim Aust, Nick Barron, Joe MacPherson and many more.
     Ken Gross wrote the foreword and provided historical background.  Ken was a past director of the Petersen Automotive Museum and well versed in hot rodding.  The four page glossary of terms was an interesting and welcome addition.  Most hot rodders will find this a quaint section and will probably already understand the terminology, but as this was meant to be a coffee table book that attracts all types of people, it is well worth the effort to include it.  The editors included an index and although many coffee table books do have an index, they are not that common.  This definitely makes it easier for the true fan and historian to research subjects that they are interested in and shows that the writers strove for all of the quality that they could put into this volume.  There are 109 black and white and 317 color photographs.  Additionally there are ten posters, one magazine cover, two record album covers and 22 drawings in the book. 
     Some of the black and white photographs are grainy and difficult to make out because of the age and the conditions that they were taken under, but the color photographs are of the highest degree of quality and craftsmanship.  The text and sidebars are illuminating and interesting.  The research into the history of the cars and the men behind them was very professionally done.  The textual material read seamlessly and much like a National Geographic magazine, the reader would tend to alternate between the captioned photographs and then the story lines in the text.  There is a tendency to try and scan through the book like one would quickly browse through a candy store.  Don't resist this temptation; pick the book up and thumb through it and devour the beautiful photographs and then go back and read the text.  It's a book that is easy to pick up, but hard to put down.  That's why it belongs on your coffee table.
     I'm not sure that the editors needed to mark off chapters into decades.  It is sufficient to start with page one and simply go to the last page in one long chapter.  It's also difficult to divide up the cars and the people involved into one decade.  Ed Iskenderian fits as well into the 1990's as he does in the 1940's and it seems a shame to try and place him in a category.  Isky simply can't be categorized so easily.  In fact, all the hot rodders from the earliest days of street and dry lakes racing seem to fit so casually into any decade that you are discussing.  They simply adapted to the environment that they found themselves placed in.  That's what makes a hot rodder what he is; the ability to take what is there and make it fit one's situation.  That's why hot rodders fit so well into the Army and Navy during the war years; their adaptability and ingenuity made them indispensible.  It's why their cars command our respect and why we find them so beautiful to watch and so stunning to see running down the street. 
     I believe that Prieto made the size of the book just large enough to keep it out of one's bookcase and firmly ensconced on a coffee table, exactly where I found this book in my father's house.  Speaking of dad, Wally Parks was listed ten times in the book, more than anyone else except for magazines and the Grand National Roadster Show.  It's amazing how many hot rods he owned and drove in his life.  Like so many other hot rodders, owning and driving a hot rod gets in one's blood.  Probably no other person promoted the hot rod culture as much as Parks did.  He was known for his importance in drag racing, but down deep inside he considered himself a hot rodder.  He was helping others promote the sport right up to his passing at 94.  Hot rodding it seems is a contagious sport that has no cure.

     Bruce Meyer is mentioned eight times and this seems unusual since he is such a young man.  A lot of hot rodders judge a person by the years they wear and Bruce is a relative newcomer to hot rodding.  What they don't realize is that Bruce has had a huge impact on modern hot rodding, more than he is given credit for.  He is a passionate collector and willing to write the check that will get researchers out into the field looking for famous cars to restore.  Bruce and Don Garlits began collecting hot rods when their values weren't as high as they are today.  I can't say that he started the modern day craze in finding and restoring these old cars, but he certainly was one of the first.  He was the first to show a hot rod at Pebble Beach.  It took the business and professional side of a man like Bruce Meyer to elevate the outlaw culture of hot rodding into the mainstream of the classic marques, like Packard, Duesenberg and Rolls-Royce. 
     On the other hand there are hot rodders who tenaciously hold to the view that a hot rod is a "junk-yard dog," and should never hold paint or chrome.  These traditional hot rodders comprise several subsections; traditionalists, moderates and rat rodders.  The last aren't even happy with rusted chrome and primered paint jobs.  To them a hot rod is a driver, done on the cheap and a mean machine.  If one looks at the old photographs it is apparent that as hot rodders grew more affluent that chrome, paint, decaling and striping increased over the decades.  Maybe the rat rodders and traditional hot rodders are not so far off the mark after all.  I certainly don't recall all that chrome and great paint jobs on those old cars when I saw them at the dry lakes in the 1940's.  Ah, memories have a way of fading and changing, but old photographs don't lie. 
     Some of those traditional hot rods belong to Ed Iskenderian, John Athans and Doane Spencer.  To me, that's what a hot rod ought to look like, or if you will, the cherry red hot rod my dad used to take my cousin, John Ziebarth and me to the Garmar Theater for the Saturday matinee.  Whizzing down the back roads along the farms, he would race the little hot rod with the flathead engine and get it up to 90 mph, with the wind in our hair and the engine making that distinctive whine and watch the two of us squeal.  Well, it was more of a lumpy growl for me as I clung to the door of the little Ford, notorious for opening at the slightest jar and tossing the passenger headlong into the ditch. 
Hot Rod Chronicle is as good as they get and I give it rating of a 7.75 out of a possible 8 spark plugs.
Gone Racin' is at RNPARKS1@JUNO.COM.  ********************************************************************************************



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