NEWSLETTER 328 - July 4 , 2014
Editor-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

Click On All Images / Link For more Info / Images

Some Names To Look For In This Newsletter:
President's Corner; Editorials; Save the Salt Update,   Book Review from Anna Marcos,  Great column by Dyno Don on Gas Taxes.

GUEST COLUMNIST, by Dyno Don Batyi:   
     Below are two clips and links regarding the new California gas taxes.  I strongly urge you to write your legislators in opposition.  This one is going to take a lot of letters to stop.  This is part of UN Agenda 21 and California Air Resources Board’s (ARB) Sustainable Communities program.  The idea is to get more people using public transportation.  To find your legislators go to: 
     You can go to their website to email and/or get contact info.  California consumers currently pay 71 cents per gallon in taxes every time they fill up their tanks.  That’s the highest gas tax rate in the country.  The average American pays less, about 50 cents per gallon.  That translates into hundreds of dollars a year in higher taxes for Californians.   Adding insult to injury, Californians are double taxed for gas.  Sales tax is calculated after excise taxes have already been added.  That means we pay a tax on a tax, which is just plain wrong. 
     A new proposal would increase gas prices by 15 cents a gallon in 2015 and 43 cents a gallon in 2030.  
http://www.nbclosangeles.com/news/local/Gas-Prices-Carbox-Tax-California-Darrell-Steinberg -Proposal-246669491.html.
STAFF EDITORIAL, by Richard Parks.
     Recently I read a newspaper article and was struck by a single quote on a subject far removed from the subjects that we discuss at the SLSRH.  But I had to write to them and in turn to show you what I mean when we are not careful with our wording.  Here it is;  

     I don't like the way your newspaper's writer groups people together without understanding them first. To quote him, "...a poll that identified (sports figure) as the 'most hated man in America.'  The results showed that 92% of those asked disapproved of (this sports figure), and, what does that say about the mental capacities of the other 8%?"  I've known the best.  I've personally talked to Shav Glick.  I admire Louie Brewster and consider him a friend.  I know the difference between a good editor, writer and commentator, and someone trying to impress.  Maybe your writer is your paper's schlock jock, but in order to do a good job at that you have to understand balance and truth and then tilt the subject IN BOTH DIRECTIONS.  I also have to question the poll figures as it has been my experience that polls always have an "I don't know" category and whenever there is a HIGH figure like 92% it is the result of some spin specialists working for a despotic ruler.  These are the same poll results that came out of the old Soviet Union or from Middle Eastern tyrants.  If your writer is being funny and making up his "own poll" then he needs to learn what humor is as well.
     How does your writer know WHAT the 92% are thinking or even HOW the question was posed by the polltaker.  The 8% who are opposed to the poll may have a myriad number of reasons besides diminished mental capacity.  Your writer defames the MENTAL CAPACITIES of people he doesn't even know and has never met. 
     Your writer defames and libels me, because I'm one of those 8% that believes Sports writers could do a much better job and that it's none of my business to jump on (this supposedly hated sports figure) case unless I know the man or have an interest in doing so.  I couldn't care less about (the sports figure in question), one way or the other, and therefore choose to be among the 8% who say "all of you have gone way overboard," and for my opinion I am slandered by the likes of your writer.  I've written in before about the excesses that your writer takes in expressing his non-objective views on subjects.       There is nothing wrong with strong views and strong language as long as it is civil and legal.  Your writer has no right to defame people, even if they are mentally deficient.  I've worked with special education students and I've seen the pain on their faces when people call them "mentally deficient, stupid, moron, imbecile, etc."  Such language doesn't belong in the Orange County Register.  Is it that the Orange County Register is after sensationalist news.  It's pathetic that the Register, a newspaper that I have read and admired for longer than your writer has lived on this Earth (an assumption based on his photo), has sunk below the standards that they once demanded of their writers.”

The SLSRH editorial now continues for our readers:
     I believe it is important to correct an error, whether it be in our own newsletter or in a major paper.  This is the same burden I place on you, the readers, to bring the staff up to task when you see that we have erred, or at least erred in your eyes.  We are willing to learn and to correct our mistakes, if we make them.  I remember calling an editor once about a misspelling in a word, which changed the meaning into a foul-mouthed swear word.  I thought this editor would be glad to make the correction and keep a good reputation.  Her words to me were as filthy over the phone and the word she used in her newspaper.  Reputation is everything; you either trust us to do the research and do it well, or you don’t.  If you do think we are doing everything in our power to be truthful and unbiased then let us know.  If you think we have made a mistake then also let us know.  I guarantee I will either print your letter, accept what you say, offer an apology and retraction, or honestly tell you why I think we did it right.  But one way or another you’ve got our ear and we will listen; unlike the Orange County Register, which so far has never, ever responded to me on any issue.

Impound Insights - June 22, 2014.  By Dan Warner.                                                                                                        
     Hot, mid-to 90s, temps greeted us when tech inspection began on Saturday morning. Always the first order of business at a meet the crew pushed approx. 77 vehicles. Some late arrivals on Sunday morning brought the total entry to 90 I am told. The SCTA was able to run the first round through. Because of a couple of extended wind holds and an incident in the shutdown area a second round was completed and then the meet was called, around 3 PM.  There were no new members for the El Mirage 200 MPH Club. With better conditions in July we may see a couple of new Merlot colored hats walking around. 
     The car impound certified 11 new records beginning with the #76 Ferguson-Macmillan streamliner. Honda power from Hondata enabled Don Ferguson III to set a new F/BFS record at 221. Jack Costella has debuted a new lakester in partnership with Jim Hoogerhyde. Jim is just one more bike guy to come into the car family. Jim's new I/GL fell off the trailer with a record of 189 MPH. Dennis Mariani once again brought his ex-Seth Hammond E/BGMR to the lakebed and returned home with a class record of 220 and change. Eddie Umland attended just his third LSR event and picked up his third record. This time Eddie ran his B/BGRMR to a minimum breaking 210.077, just .077 to the good.
     Long time V4F racer Richard Reed converted his street roadster into a V4F/GR and set the record at 117.0 level.  John "Boom Boom" Beck is the engine builder and driver who broke the 160 minimum in C/AIR. John added 7 MPH to the minimum for a 167+ goal for everyone else in the class. Neil McAlister and Dad Allen were on track with the beautiful, yellow 5 window coupe. A new record with the Ferguson/Ardun heads and a blower in the XXF/VBGCC class at 169 MPH.  The little Austin coupe of Lattin Stevens, Jimmy Stevens flathead power, took Bill Lattin for a ride at 157 for a new XF/FCC record.  The Suzuki powered Honda coupe of Warnock Racing, Pete Prentice up, set the J/GC record at 110.  Derek McLeish, who claims he hates bracket racing, drove the McLeish Bracket Racing (?) entry to a new H/BFMS record of 173 on low boost.  The Salt Toy, a modified Toyota pickup, of Jim Dunn and Steve Toller upped the May record in U/DT class to 177.2 Steve was the driver this meet. 
     Motorcycle impound saw much more action than last month. There were six new records set, the first in the 100-A-G class. Fred Tamuty rode his Yamaha to a new class record of 99.4 MPH, really close to the ton, as 100 MPH is referred to in Europe. Add a zero and we jump to the 1000-A-F Honda of the Pflum Wagner team. Jeannie Pflum had the honors at this meet setting the class record to 195.5 MPH. Ralph Hudson continues to set records with the Ironwood Racing bikes. This time Ralph rode his 1000-APS-BF Suzuki to a record of 224+ MPH. Moving on to the 1350cc classes we find three new records. The first is the Sour Dough Racing Harley in the 1350-A-PG class ridden by Larry Cason to a 172 record. John Noonan set another record at El Mirage in excess of 250 MPH. This June meet saw John "BB" running 250.7 in the 1350-APS-BG class. Steven Huff rode the Destination/Huff Harley in the 12350-APS-PG class to a great 183.    
     On a final note I must comment on an incident in the shut down area that could have had a very serious outcome.  While LSR seems to be motor racing at its simplest, just point it straight and push/twist the noisy part, it is race vehicles we are dealing with. Racing IS dangerous and if you compete it is your responsibly to prepare and operate your vehicle in order to ensure the safety of everyone involved.  Please take some time before the next event you attend to look your machine over mechanically, review the operation of it and also review the event procedures.  The next El Mirage meet is on the weekend of July 12/13.  Hoping for a safe and fast meet with track surface we can all race on.
STAFF NOTES: the following article on www.hemmings.com was sent to us by Anna Marco and Ron Main. 
     Posted by Kurt Ernst - "A rendering of the proposed Spirit of America design. Images courtesy Neil Roberts. It's been 17 years since Craig Breedlove made a serious attempt at a land-speed record in a car named the Spirit of America. Now 77 years old, his days as a driver are behind him, but that's not to say that Breedlove is slowing down; in fact, the five-time land speed record holder is spearheading a new effort to return the record to the United States in a land-speed record car of his design. In 1996, Breedlove was running a car..."             
EDITOR: To see the full article and drawings go to www.hemmings.com

STAFF NOTES: Ron Main sent in a link to Danny Thompson's El Mirage test at http://thompsonlsr.com/news/. If you cannot open the link, try googling the internet.  The photographs and history are fascinating.
STAFF NOTES: John Hutchinson sends in news periodically from Great Britain and Europe. 
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Our club the NEHRA held 1/8 mile drag race meetings at Felton, England from 1972 to '74.  See
http://www.ukdrn.co.uk/forum/viewtopic.php?f=4&p=5887, and   http://www.ukdrn.co.uk/forum/search.php?keywords=felton+dragstrip&terms=any&author =&sc=1&sf=all&sr=posts&sk=t&sd=d&st=0&ch=300&t=0&submi t=Search.    John Hutchinson 
     We have our Event Summary on The Brickyard Vintage Racing Invitational at the Indianapolis Motor Speedway.   The coverage is located here, should you have a problem seeing it, cut and paste the address into your browser;
https://picasaweb.google.com/113152123752682863493/2014IndyVintageEventSummary?authkey=Gv1sRgCMrgwajpxYyCKQ#.    Marty Schorr was kind enough to feature our coverage on his site Car Guy Chronicles (http://www.carguychronicles.com/) the link is: http://www.carguychronicles.com/2014/06/vintage-racing-at-indy-brickyard-bash.html.  Previously we have mentioned that our work also appears in print at Vintage Racecar Journal we have coverage of the Wild Hare Run at VIR and from Vintage Roadcar we have coverage of Amelia Island Concours d'Elegance.  Next on the schedule will be the Pittsburgh Vintage Grand Prix.  Maureen & Mike Matune
     I found your contact info on the Society of Land Speed Racing Historians site.  I am looking for a source for Bonneville photos from the early 1950's through the early '60's.  I am a member of the HAMB and have already tried there.  I have also tried contacting Roger Rohrdanz (your photo editor).  Can you offer any suggestions who or where I might try?  Mike Schoss,
MIKE: Try reaching Jim Miller.  His contact information is listed in the letterhead of the newsletter posted at www.landspeedracing.com.  Also check www.ahrf.com, the foundation that Jim posts most of his work.  The internet has lots of photographs on it and it just takes time to look them up.  There are many private collections, especially in Southern California where the bulk of Bonneville racers originated.  We come across these collections every so often.  LandSpeed Louise Ann Noeth wrote a book on Bonneville and you may be able to still get a copy from bookstores or at the Wally Parks NHRA Motorsports Museum bookstore in Pomona, California.  Vincent did a pictorial on the Bonneville Salt Flats.  Other authors and photographers include Ab Jenkins, Robert Genat, George D. Lepp, David Fetherston, Tom Madigan, and Don Montgomery.  Do you want these for a book project or for your own personal collection?  You can post a request at our newsletter as often as you wish.  Check the website for any future responses by our members.
     I recently checked the AHRF and did find some photos of the Post Special in the collection of Doug Hartelt.  Some very nice views.  I am looking for the photographs for references to build scale models.  Mike Schoss, mschoss@comcast.net
MIKE: You might check with the Wally Parks NHRA Motorsports Museum at 909-622-2133 to see if they have an archive on cut-away models.  Also HOT ROD Magazine displayed cut-away drawings.  Send me photos of what you have built and a description of your technique and what you plan to do with your models, i.e. sell them, create a personal collection, exhibit them.  Our newsletter is free to the public and you can join by going to www.landspeedracing.com and signing in.  You may post as many comments as you like on the newsletter and ask for assistance.  We are a historical society and not a blog, but anything of interest to our members can go into the newsletter.  Modelers are historians; they have to be in order to create the models.  So we would like to know what you have found out and that in turn may generate interest by our members in sending you photos taken at Bonneville for the time period you are researching.  Be sure to call Jim Miller; his phone number is on our masthead.

We received some very cool photos of a project being done by Doug Clem.

My 1940's Shell service station is almost completed, with the installation of the 3 recently restored Tokheim pumps. The AAA emergency service sign going up today. Doug Clem, Reno, Nevada (Director of the Eddie Meyer Garage Museum) dccdeuce@charter.net


STAFF NOTES: the following was sent to us by Dean Papadeas.
     Main Event Entertainment is reissuing our entire 68-Title catalog of classic nitro drag racing and automotive videos of the 1980's.  They are now available on eBay store; including 23 never released shows.  Link to eBay store is: http://www.ebay.com/sch/dpapadeas/m.html?_nkw=&_armrs=1&_ipg=&_from=&rt=nc&_dmd=2.   eBay search: MAIN EVENT ENTERTAINMENT DVDs.  The cost is only $10 per video and comes with free shipping.   Programming driven by nitro sounds and rock blues is not exactly what you see on TV.  Dean Papadeas, Producer/Director
Book Review: MERCHANTS OF SPEED; The Men Who Built America’s Performance Industry.  Author Paul D. Smith.  Reviewed by Anna Marco, June 2014.

     Hot rodding has always been about taking four-wheeled steel and making it leaner and faster.  At the epicenter of it all, a cast of driven men who designed and manufactured the parts that made the need for speed attainable, not only for those individuals involved, but also for the automotive industry itself and for the general public. This book takes an appreciative look back at the early hot rodders who worked out of their garages, basements, and backyards, and the “speed equipment” they developed.
     The stories of Lou Senter, Vic Edelbrock and others give insights into how each builder helped to refine the development of products by either building on their own ideas, the ideas of their associates and competitors or stealing ideas and making them better thus A+B=C.  It was all in the quest for the simple solution to a greater problem for example; Lou Senter recalls his development of a fire suit for automotive racers (after witnessing burn victims) based on the principals of military gear used to protect pilots. Senter also reminisced about using a large 1-inch felt pad (early type of gasket) between the engine and belly pan of his hotrod during races, “So the car wouldn’t leak oil on the track and disqualify me.”  The stories also shed light on the birth of SEMA, the SCTA and other sanctioning organizations developed to protect hot rodders.
     In this mammoth volume, author Paul Smith examines the thought provoking stories behind two dozen speed equipment manufacturers and the go-fast goodies they designed, developed, and sold. Drawing upon hundreds of hours of interviews conducted with these founding fathers of hot rodding, Smith details the work of industry giants such as Iskenderian, Edelbrock, Evans, Hilborn, Navarro, Offenhauser, Sharp, Weiand, Ansen, and Kong. Illustrated with more than 200 period correct photos and filled with firsthand accounts of the birth of hot rodding—and the early automotive aftermarket industry—this book is a truly fitting celebration of names that became synonymous with speed and their historical record.  Good read.  Good trivia.  Good facts.  5 stars!

merchants of speed bookcover2

Movie Review by Emmanuel Zaparenkos.  THIS IS LONG BEACH.  Reprinted with permission from Internet Brands and www.hotrodhotline.com

     Atomic Hot Rods presents “This is Long Beach” a documentary by filmmaker Brian Darwas. Like George Lucas’ fictional film American Graffiti about an era of cruising through the candy colored streets of Fresno, Brian Darwas’ film “This is Long Beach” paints a real picture of the tough and rough cruise through Long Beach. The neighborhood was mixed with blacks, whites, Mexicans and they would all like to rumble. No weapons, no knives; just your fists and hearts would dance at night and the worst case was a couple of broken noses. However, you were warned never to venture into Wilmington where the Pharaohs guarded because they did have pistols and even a van that carried a machine gun.
     Like the Hong Kong Cavaliers in the film Buckaroo Banzai, the Long Beach posse was called The Long Beach Cavaliers, maybe old Buckaroo ventured into Long Beach as a youth and built a hot rod and broke bread with the real Cavaliers.  The first picture I see of the founding members and the first generation reminded me of Tarantino’s Reservoir Dogs, well dressed, black suits, black skinny tie sporting men that mean serious business. The gang’s modus operandi was partying and fighting, with car building and racing on the side. But don’t get me wrong, every stop sign or stoplight was a drag way. Members describe driver and passenger opening the doors, leaning over and taking the headers plugs off.
     A cool story is one Cavalier went to an enemy drive-in, stood in front of the screen and gave the finger, while the cobra’s nest got rattled 30 Cavaliers dawned on the movie drive-in and fists met heads. They also liked to parade through different car clubs just to piss them off. Then they got smart and teamed up with rival gangs to stage dances at the National Guard Armory Hall and made a ton of money because people would buy tickets to see if there was going to be a huge fight.  The film inter-cuts with the first generation and the second generation. The second generation Cavaliers are shown doing more chopping, cutting and building of 40’s and 50’s hot rods. The second generation seemed more serious about the building of the cars rather than just the partying and fighting like the first. The second generation had three criteria: lowered, hubcaps and noise. A true connection with the first generation because the police ticket the first would get the most was the car was too low.
     The second generation were hard core builders like welding without a mask and just turning your head. They would build traditional cars as in doing it the way is was done in the 50’s. They would love to start with an original unmolested car and make it their own. Their motto was pick an era and build with a 3 or 4 year window, don’t make an 80’s version of a 50’s custom. We see a whole roof being chopped in the film then the car riding on the street. The cars were not show cars they were built to cruise and have fun.  The production values are very professional. The lighting and camera angles of the cruising and shop builds are eclectic, well done and with good choices. Aladdin’s chrome shines in his cruise vignette accompanied by great personal themed music. The rock and roll playing during the chopping and building is sound perfect to what is reflected on the screen. The film is cut with cruising, chopping, building, old photos, first and second generation being interviewed and a pure feeling of nostalgia that warms the heart.
     However mainly, this film is about Brotherhood and Honor. A member couldn’t afford a car so the crew bought him one put it in his garage and surprised him. One member had low self esteem, his mother was a prostitute, his father was in jail, he flunked out of school but found love and family with The Long Beach Cavaliers. Best friendships were made, kept and it was like a second family to all the members. This is Long Beach, no excuses, just hot rods, brotherhood and honor.
Postwar Era Brought Racers Into Mail-Order World.  By John "Gunner" Gunnell.  Reprinted with permission from Internet Brands and
www.hotrodhotline.com.  To see the rest of Gunnell's article and photographs go to www.hotrodhotline.com.  
     The world of racing changed after World War II and one of the big new trends was the selling of speed equipment nationwide via the U.S. mail. The
Bell Auto Parts Catalog was one of the first mail-order catalogs of its kind.  Bell began in 1923 when George Wight opened a salvage yard in Bell, Calif., southeast of Los Angeles. Five years later, he started a shop that and sold speed equipment for Ford Model Ts and other cars. Bell sold Miller, Winfield and Edelbrock parts. Crane Gartz, the founder of Cragar, had the rights to a Model A overhead-valve cylinder head.  Wight bought the design and improved it.
     Wight died in 1943 and Roy Richter, a successful racing driver and creator of the Richter Streamliner, bought Bell from Wight’s widow in 1945. A year later he launched his first mail-order catalog. Richter called the 36-page book  “Racing’s dependable source of supply.”  Enthusiasts who wanted parts were asked to pay with postal or express money orders and were expected to pay cash with orders or cash on delivery. Shipping charges were the customer’s responsibility. Air freight or air express shipping was extra.  Page 2 of the catalog showed Paul Schiefer’s racing roadster that hit 148.02 mph at the Southern California Timing Assoc. dry lakes speed trials in 1948. Its Merc engine had Edelbrock heads and a Harman’s and Collins cam. Right below this was Edelbrock’s Super Manifold. It sold for $43.75, but you had to add $6.50 for a Ford install kit or a dollar more for a Mercury install kit.
Close But No Tickee.  By Le Roi Tex Smith.  Reprinted by permission of Internet Brands and

     Hey, the good guys and Goodguys have been really persistent in touting their autocross activities, and that is really a good sign. It means they are putting the use back into the street rod.  I say back into, bucko, because it isn’t something new, you know. And it goes back to well before the first Street Rod Nationals. It may even go back to chariot days, but probably not before the wheel. Mostly because it is so much more fun if wheels are involved. I mean, trying to ride your stick horse through a StickCross doesn’t seem like much of a giggle.
     To the point, I brought the auto cross idea to street rodding at the very first
Rod & Custom Magazine Street Rod Nationals. You’ll notice, I put the correct name in here, referance to R&C magazine, because that is what it was advertised as.  That event was kind of a brainchild of Tom Medley and Tex Smith during asundry trout fishing expeditions in the deep river canyons of Northern California. Tom had heard of a sort-of national rod event in Wisconsin or some such, and we assumed it could be done same as I had been involved with when we started the national drags with NHRA some years prior.
     We just didn’t know if there would be any enthusiasm for such an event beamed directly at street rodding. Some background: I once had an Austin Healey in Germany. Nuff said. I was introduced to some closed course automotive hijinks by car enthusiast clubs on The Continent, and I thought they would work equally well in America. But some things called sports cars had already been introduced to the Colonies, and they were doing some very timid types of hijinks or their own.
     I drove the Healey in a number of these events, which didn’t have an official name back then, won a few, and loved them all. Comes the first Street Rod Nats, Medley, Bud Bryan, and I were huddled together in Tom’s motel room. “Geez, now that we got all these cars together, what can we do with them?” Now we thought about it! Out there in the parking lot we had over 300 car nuts from across the US, and the only thing we had really planned was a car show to be held in a farmer’s hayfield two days hence. I remembered Germany.
     “OK, what we need is for the Peoria rod club to round up a large, vacant parking lot. Someone needs to find a bunch of empty cardboard boxes or traffic cones, and we are in business.” That was my solution, and it was instantly named a StreetKhana. The Peoria club fanned out through the motel area to tell everyone we would meet in two hours at a local theatre parking lot for a driving event.
     I had the club members set up the traffic cones and cardboxes to simulate street conditions, as well as home garage parking problems, etc. Someone had a wristwatch that was a stopwatch, and we were off. I ran a couple of cars through the makeshift course, got some times, and then the crowd was off. It was an instant learning process for most present, with some interesting things as by-products. Such as the Itty-Bitty C-cab T nailing the tight turns, and a passerby Corvette smoking the tires everywhere.
     Original? Of course not, and it wasn’t even new to hot rodding, because clubs in the Omaha-Lincoln Nebraska area had been doing Go-Who’s for several years. And, sports car clubs were doing slaloms that were called AutoCrosses. But, the idea was there, as was the need. The need continues to exist. In earlier years, the NSRA continued the StreetKhana, usually to an enthusiast audience of a handful of rodders. And Ken and Marilyn Grimes became perennial winners with their Ohio based fad-T. But, the return just there for all the effort needed. The event dwindled to oblivion.
     Now, it has shown its head again at the Goodguys event, for the exact same reason the event was invented. It is entertainment. For the spectator as well as the participant. It is noisy, it is smoky, and it gets some adrenalin flowing in hardening arteries. The Goodguys have picked up the name those sporty car guys have used for decades: AutoCross.
     But, doods, if you do your homework you will see that I included an expanded version of this AutoCross in mailings to NHRA car clubs during the 1950s. It is much more difficult, it is more inclusive, and if you put on the thinking cap you can see how this can become a stand-alone event ideal for a minimal hard surface area. Think of a butterfly course, electronic timing, teams…anyway, you have the framework, you are just missing that one tiny next step to put some jive back into street rodding. We’ll see if you pick up on the challenge.

We received an update from Ron Main on the activities of the Save The Sale foundation.  Looks like they have gotten a good start on helping preserve the salt at Bonneville.


Special Thanks to Bureau of Land Management (BLM), Southern California Timing Association (SCTA), Shelton Salt

 And Intrepid Potash, Wendover, UT. Without their help this would have not been possible.


Attached you will find the final photos of the resurfacing work that was done on the salt flats and although it

 Can’t be determined from the photos the surface is rock hard. (The salt was damp when it was spread and

 In 2 days you couldn’t sink a pick in it!) 





White Gold


Lunch For Bonneville


This picture should be hanging in the Louvre, in Paris, France


This is a great cover-up!


Mr. Mud, Here’s Salt in your eye.


Brett Shelton bringing the Salt back home


6/9/14: The 1st load laid on the Salt. (The dark spots are mud)


6/9/14: The 1st load on the Salt. (The dark spots are mud)


38 Wheels of Heaven!


More to come.


A good start


22 Wheels of heaven


Lunch for two


Night and Day

Gone Racin’… My Road to Indy; a narrative by Len SuttonBook review by Richard Parks, photographic consultant Roger Rohrdanz.  28 August 2007.  Reprinted with permission of Internet Brands and www.hotrodhotline.com

     My Road to Indy; a narrative by Len Sutton is a 10 by 9 inch hard cover book telling the story of Len Sutton, a prominent car racer from the Pacific Northwest.  The book has an appealing coffee table look to it, but comes without a dust jacket.  There were two thousand copies made, so it is in a limited run, but there are still books left from the second printing.  The quality of the book and the paper used is excellent.  There are 94 pages with adequate text to tell the story and 173 first class photos throughout the book.  Of the photos, 5 are in color and 168 are in black and white or sepia toned.  The reason for the preponderance of black and white photos is due to the fact that Sutton’s racing career began in the 1940’s, continuing through the 1960’s.  Color photos wouldn’t have enhanced the style any more than the black and white photos and the overall quality is very high.  There are twenty additional charts, maps and other interesting drawings that help to tell Sutton’s story.  The forward is by Donald Davidson, well known Indianapolis Motor Speedway Historian.  A short dedication is followed by a clear and concise table of contents and five chapters, averaging about 18 pages each.  The book ends with an acknowledgment, credits, two pages of statistics and a very thorough index.  The book itself shows a great deal of care in the crafting and quality of the overall look and having an index makes it easy to review back and check the material.  The listed price is $39 (includes shipping/handling) and is published by the author, with the printing done by Walsworth Publishing Company, Marceline, Missouri.  The cover and book design was done by Christy Sutton, the author’s daughter and the ISBN number is 0-9725421-0-8.  The book is available through www.lensutton.com
     Len Sutton has recently passed away and we have lost another one of those legendary men and women who raced during the golden age of open wheel racing.  Some of those great car racers of that era were Rodger Ward, Parnelli Jones, Billy Vukovich, Dick Rathmann, Troy Ruttman, Eddie Sachs, Lloyd Ruby and Tony Bettenhausen.  The layout of the book makes it easy to read and the tables and charts help the reader to see the progression in Sutton’s life.  Chapter One begins with his youth and a little known incident where as a two-year-old he fell into a well and was buried in dirt for two hours.  Len was always energetic and held a paper route and trapped muskrats for their pelts during the Great Depression.  He enlisted in the Navy during World War II and flew in B-26’s.  Sutton was discharged in 1945 and returned to his hometown of Portland, Oregon, where he soon took to driving track roadsters.  His big break came when he met Rolla Vollstedt and George “Pop” Koch.  The team became very successful with Sutton driving, Vollstedt as the car owner and Koch as the chief mechanic and car builder.  Sutton raced successfully in the Pacific Northwest then went south to California and racetracks like Carrell Speedway and Huntington Beach.  It wasn’t long before he took up midget racing with a powerful Offy engine.  Sutton won the Pacific Northwest track roadster championship from 1951-53 in Vollstedt’s car.  In 1954, he replaced Jack McGrath in Ranald Ferguson’s ’53 Lincoln and drove the Panamericana Mexican Road race.  He crashed the car trying to avoid some cattle that had wandered onto the road and ended up in a body cast for four months. 
     Len moved up to Sprint cars and had a string of successes to his credit, which enabled him to qualify for the Big Race, the Indy 500.  He had dominated the Pacific Northwest in track roadsters, midgets and sprint cars throughout the first half of the 1950’s, and now he turned his attention to competing against the best racers in the country.  Sutton did quite well and finished in the top 20 or better in each year from 1957 through the end of his racing career.  He passed his rookie test at the Indy 500 in 1956, but a serious crash put him out of the race.  Sutton was now married and he and his wife Anita had two daughters, Christy and Hollie.  He didn’t race at the 500 in 1957, but in 1958 he started 27 and an accident on the first lap put his car out of the race.  He finished 32, but he had made the race.  In 1959, Sutton had slightly better luck, lasting 34 laps and then hitting the wall, giving him another 32nd finish, but he had moved up to the 22nd starting position.  From then on Len would start no worse than 12th and would have a 4th, 5th and two 8th positions, putting him in a good spot to win it all.  Luck plays a large role in who will win at Indy and who won’t.  In 1960 he started 5th but engine trouble on the 47th lap put him out of the race and he finished 30th overall.  In 1961 he was 8th starting the race and transmission failure on the 110th lap ended his day, though he improved to a 19th place showing.  In 1962 his teammate was Rodger Ward, one of the greatest drivers America has ever produced.  Sutton started 4th overall; his best showing ever at Indy and this time his car didn’t fail him.  He came in second that year to Ward, only 11 seconds behind.  Len failed to make the field at the 1963 Indy 500 and though he placed 15th in 1964, and 12th in 1965, his chance for victory at the 500 had passed him by. 
     At a race in Milwaukee after his close loss to Ward in 1962, Sutton crashed and crushed the discs in his back and punctured a lung.  He recovered to finish out the season.  Rolla Vollstedt had developed a rear-engined car, sleek and aerodynamic.  It had taken all of 1963 and ’64 to perfect but the speeds had impressed others and A.J. Watson had made two cars after watching Rolla’s car perform.  Sutton’s car performed well and he was in a good position, but Dave MacDonald’s car collided with Eddie Sachs creating a terrible crash and tremendous fireball.  Len managed to drive around it but the race was stopped.  The race was restarted an hour and a half later but a parts failure ended Sutton’s second best chance at winning the 500, and giving the rear-engined car that glory of victory.  Len was also racing stock cars and placed tenth in 1964.  Vollstedt designed a new car for Sutton in the 1965 race, and it gave the team nothing but trouble.  An oil leak proved hard to stop, then during a pit stop the spark plugs were replaced and finally the fuel injector nozzles were tweaked.  That slowed the car enough to put it out of serious contention, but Sutton still managed to bring the car into a 12th place finish.  Len raced at Milwaukee, where he crashed twice and this time did not qualify.  Langhorne was his next race and he had a muscle cramp that almost put him out of the race.  Mel Kenyon was seriously burned in an accident and Sutton began to think that it was time to retire and think of his family.  Len Sutton was a remarkable racer and his story is a compelling one for motor racing enthusiasts.  He has left behind a book that will entertain and enlighten the most avid fan of racing.
Gone Racin’ is at
Gone Racin’…
Along for the ride; a love story, by Dorie Sweikert.  Book review by Richard Parks, photographic consultant Roger Rohrdanz.  Reprinted with permission of Internet Brands and www.hotrodhotline.com

     Normally I avoid doing book reviews for the open wheel guys.  They tend to take offense at the slightest cause and they punch pretty hard.  But I’m an eclectic reviewer and I do like all kinds of motorsports so I’m going to review Along for the ride; a love story, by Dorie Sweikert.  The over-riding style can only be called a chick book.  Dorie’s a woman and from the photographs in the book a stunning and beautiful one at that.  It’s also a “he-said, she said” sort of tell-all, except that the underpinnings of the book are more “she said-the other woman can keep her mouth shut” book.  Somewhere among the many references to peignoirs, negligees, pink dresses and numerous other subjects that only women would find interesting is a story.  It isn’t quite a “bodice ripper,” but it has its ladies style magazine romance twists to it.  More accurately it is a book written by a woman to other women who understand what women love and what they hate.  For me it was rather boring.  I have to be careful now, as I’ve said these open wheel guys take offense to criticisms and show it with violent outpourings of emotion.  To do the author justice, one of her strengths is to show just how a woman feels who marries these roadster jockeys.  I’ll give Dorie Sweikert that; feelings and emotions however much they are misplaced sometimes.
     Let’s get down to details.  The book is a hardbound edition measuring 5 by 8 inches.  The spine is cloth bound for durability and long lasting.  The dust cover jacket is rather appealing with two very nice photographs on the front and the back.  Bob Sweikert, the 1955 Indy 500 winner, and Dorie Scoonover Sweikert are on the front cover.  That photograph shows a handsome, blue eyed race car driver with a million dollar smile and his equally beautiful second wife.  The rear cover shows a panel of three photos of Bob and one of Dorie.  There is no chapter heading and no index.  This book was not intended for the scholarly.  There are 223 pages on standard bond paper; with 44 black and white photographs all grouped together near the center of the book.  On the inside back and front dust cover jacket is a tribute to the author that comes across as self-absorbed.  This could have been the result of a PR consultant, but much of the writing is also in a similar vein.   Along for the ride; a love story was published in 1998 by Nicholas Ward Publishing, in Columbus, Ohio.  Many people were acknowledged, including; Henry Meyer, Johnny Boyd, A. J. Watson, Donald Davidson, Bill Marvel, Bob Russo, John Sawyer, Chris Economaki and others.  Donald Davidson wrote a two page dedication and Johnny Boyd wrote a two page tribute.  That’s pretty hefty backing, so what’s the problem with this book?
     For one thing it’s the way the book was constructed.  It was written 42 years after Bob Sweikert was killed in a race at Salem Speedway.  Let’s be fair, many good books are written after four decades or more have passed.  Secondly, Along for the ride; a love story seems to be a compilation of newspaper clippings that fill in the race action and the feelings of a woman who is deeply in love, but maybe loose with the facts.  Again, let’s back up and revisit what the author told us in the very beginning. 
     “This book is biographical as well autobiographical and is a factual account
     of its characters and events.  However, some names, during high school
     years, were changed in respect for the privacy of the individuals mentioned. 
     The writer has also invoked author’s privilege to omit some events and
     embellish others for the sake of “story telling,” and more enjoyable reading.”
Wow, what a mouthful, but at least Dorie Sweikert is honest, whereas a number of other authors have tried to pawn off some of the most awful history on us.  But the author’s ya-but (yes, but) doesn’t spare her from the reviewer who wants honesty and facts.  Granted that the author is outstandingly beautiful, but that doesn’t save her work from serious review and discourse.  Also, in reviewing this work I have come across conflicting records that cast doubt on what the author says.  Just what is embellished and what has been changed to make this “story telling” more enjoyable.

     I don’t think we will ever really know what is true and what is false except that the information taken from newspaper clippings is probably true.  Dorie only mentions other marriages, children, affairs, dislikes and dishonesty in passing, as if none of that happened or meant anything.  She states that she left her first husband because he was a violent, abusive alcoholic, then later states that her children preferred going to live with him rather than with her.  She never mentions the name of Sweikert’s first wife, daughter, his mother or his relatives.  She briefly mentions a Carl Orr, though she spells his name with a C in the text and not with a K (it is spelled correctly in a photo caption).  She never mentions Veda Orr.  Surely Bob Sweikert would have mentioned the Orr’s to her frequently, since there is a huge file of correspondence between Bob and the Orr’s who played a pivotal role in his early racing.  She glosses over these facts as if there is a reason to omit them.  If this is a love affair for the ages; then shouldn’t she love those people as well?  She spits out a rancorous hatred of Ed Elisian as a man who murdered her husband, but there is no proof given other than opinions both for and against.  Against this background there is a saving grace for the memoirs of a woman who rose to the heights of glory with a famous race driver only to fall to the very depths of despair.  If she brags a little too much for a hot rodder’s taste, she certainly suffered in her life.  Dorie married and remarried, lost her son in the Viet Nam Police Action (War if you wish), survived cancer and the tragic love of her life to a tragic racing accident.  Her daughter survived a tremendous accident and drug dependency.  In the end came grandchildren and great-grandchildren and a chance to set the record straight.
     Only she didn’t set the record straight.  She took this opportunity to extol her virtues and “embellish” the history.  She could have honestly named names and explained the successes and failures in all the relationships.  Rumors of adultery swirled around her head from the beginning of Bob’s first marriage.  Dorie admits that she was still married and so was Bob, but their love meant that they had to end those unions.  Excuses are given and it’s always the other person’s fault.  Strangely, other sources actually vindicate Bob and Dorie and state that they were innocent of any wrongdoing.  In one respect we can’t criticize Dorie Scoonover Chute Sweikert.  She told us that she was telling a story and the title says clearly, “A love story.”  Now we have come back full circle; this is a Chick book written by a woman for a woman and clearly explaining to the world how women feel about men and their racing toys.  Dorie honestly tells us that there was an affair and I believe her.  It was an affair between Bob Sweikert and his race cars.  She tells us that he would rub and polish these “loves” in his life with a love and lust that would drive any woman mad with jealousy.  Supposedly that is what ruined Bob’s first marriage and eventually that affair with racing is what took Bob away from Dorie forever.  In this regard the book has some merit to show the hard-headed racing guys what two-timers we can be.  Except the other woman in our lives is metal and is oh, so fast and sleek.
     What is missing in this book is a true biography, and also an autobiography.  There are no dates and early experiences.  Where is Bob’s grandparents in all of this?  Where are his parents and stepfather?  There are a few words concerning Sweikert’s real father, stepfather and mother.  Bob’s mother, Grace, is never mentioned by name, although I could have overlooked it somewhere.  But guess what, there is no index, so how could the true historian ever find anything except by scanning word for word again and again.  Horribly missing is any major reference to Karl and Veda Orr, which at the very least should have taken up a page or two.  So this isn’t a history and it isn’t a biography or autobiography except by a stretch of the imagination.  It’s a story of love that often seems self-love, then the writer thinks that maybe she should make it a team effort.  It isn’t a lost work.  There is some merit to it, especially as it restates Bob Sweikert’s racing history by what the newspaper clippings tell us.  I have no doubt that some of the recollections could have come from Dorie and from a journal.  Nowhere are the sources listed and without sources we can’t tell what is true and what is “embellished.”  The sad thing here is that this could have been an insider’s book on a great American racing hero.  I believe that Sweikert is one of those often overlooked men of great talent because he was bookended by Vukovich before him and Rodger Ward and Parnelli Jones after him. 
Along for the ride; a love story could have been that book that told the outward story of the public life of a great racer and the inside and private life of a couple deeply in love even if they were slightly flawed.  On a scale of 8 sparkplugs I would give this a three sparkplugs rating and I would wait for a better biography to come along on Bob Sweikert.  As for a love story; this is no
Gone Racin’ is at
Gone Racin'...The Road Ahead; the Automobile Club of Southern California 1900-2000, by Kathy Talley-Jones and Letitia Burns O'Connor.  Book review by Richard Parks, photographic consultant Roger Rohrdanz.  Reprinted with permission of Internet Brands and

     An excellent historical and pictorial book on motoring in Southern California is The Road Ahead; the Automobile Club of Southern California 1900-2000, by Kathy Talley-Jones and Letitia Burns O'Connor.  The Automobile Club of Southern California does everything well and with high standards.  They work with youth programs to instill good driving habits.  They produce quality literature, maps and historical books and pamphlets.  This is one of their mandates and they take great pride in bringing to the driving public a sense of accomplishment in their century as a great insurance company.  Their road assistance programs are top notch and set the bar for others to follow.  So it is always a delight to see what sort of publication that they are working on next.  The Road Ahead; the Automobile Club of Southern California 1900-2000, represents a century of achievements by this well-respected company.  The Road Ahead is a hard-bound book measuring 9 by 11 inches and 128 pages of text and photographs on high quality, waxed paper.  The pages are glued to the spine of the book and not cloth-bound.  The dust cover jacket has a clean and pleasant look in sepia and gold tones. 
     The Road Ahead was published in 2000 by the Automobile Club of Southern California and printed by R.R. Donnelley & Sons.  I did not see an ISBN number, so you would need to check with the Auto club nearest you to see if they still have copies available.  You might also check local book stores, used book stores and on the internet.  No price is listed on the book cover jacket.  There is a Table of Contents, a preface by Thomas V. McKernan, Jr. the present CEO and President of the Auto Club and a highlights page of the achievements of the organization.  Following are six chapters and that completes the book.  There is no index which is a shame, for there is plenty to see and read in this book.  There are 43 color and 173 black and white photographs throughout the book and they range from excellent quality to very small and grainy pictures.  But that is not the fault of the Auto Club or the writers, for they are constrained by the era in which they are researching and reporting and some photographs of poor quality are all that exist.  On the main, the photographs are very good and the paper that they are reproduced on is of the highest waxed bond type.
     The Auto Club is famous for their drawings by famous artists and three are included in the book, along with four posters.  The color and design is in the art deco movement.  There are 25 magazine covers presented including the Auto Club magazine Westways, and these are absolutely fantastic pieces of historical art work.  The Auto club is also famous for their maps and members can go into the offices and select local and national maps for free and there are seldom any maps that can better what the Auto Club provides for their members.  There are 27 reproductions of actual Auto Club articles and they range on all sorts of subjects related to travel and driving.  There are 8 ads in the book and two reproductions of signs.  The Auto Club had signs made and posted all over the West and wherever they had offices to help early travelers reach their destination safely.  Today those signs are extremely valuable.  One membership card was displayed and 7 medallions as well. 
     The Auto Club made beautiful metal and porcelain medallions to display on cars and businesses.  One license plate made by the Auto Club and six pamphlets rounded out the diversity of objects portrayed in
The Road Ahead.  The Auto Club is famous for their safety programs and the pamphlets are an attempt to educate and inform the public on such matters.  At 128 pages, the book is rather on the smallish side, but it is packed, page after page, with fascinating facts on the history of the Auto Club and what it has achieved over the years.  And it has been a lot of years, over a century in fact that the company has been in operation.  Tom McKernan is the latest CEO and President of the Auto Club and he is a huge supporter of driving safety.  He directs programs geared to getting young people to drive safely and to race on safe and sanctioned race courses and not on the streets.  The Auto club has been in the business of helping people use the roads more safely in their travels to and from home and vacationing.
    There are six chapters in The Road Ahead.  The first chapter is titled 'Good Roads' and is my favorite, because I have a predilection towards the pioneers in anything.  The 1909 photograph of a farmer with his two horses pulling a car out of the mud is a classic one.  The Auto Club waged a relentless campaign to encourage the government to build new roads and improve old ones.  The wooden board track road from Yuma, Arizona to San Diego, California was literally the only way to get across the sandy desert in 1916.  I'm told some of the planks are still there in parts of the desert.  The second chapter is called 'Service to Members' and depicts the programs, brochures, maps and other assistance that the Auto Club has rendered to the motoring public in its more than one century of existence.  The Auto Club's first magazine was called Touring Topics and premiered in February 1909.  They also started the 'Touring Bureau,' a mobile safety and rescue car that helped stranded motorists and has evolved into the famous road service tow trucks that we now can simply place a phone call to get a response. 
     In those early days the van or truck driver working for the Auto Club would simply drive around the roads looking for people in trouble and there was no lack of desperate motorists.  Another service was the posting of signs to help motorists find their way.  The west not only had deserts to contend with, but the cities were not as congested as they are now and even the towns needed signs for directions.  Along with the signs were the maps given out by the Auto Club and we all used them.  They are a favorite of mine and I have rarely found maps that equaled those of the Auto Club.  The beautiful posters, ads, magazine covers and magazine articles helped to popularize the west in the imagination of the American people.  The Auto Club can rightfully say that they also helped the tourist industry and encouraged people to do more traveling.  Another benefit to the public was the sponsorship of car racing.  Promoters could rely on firm backing of the Auto Club and in return they created safer rules and venue sites for the races to take place on.
     The third chapter is named 'Model City of the Future' and discusses the period of the 1920's and '30's.  This is the golden age of the automobile, although at the time we probably couldn't see that.  In 1923 the State of California registered their one millionth car; which was an almost unbelievable figure to most people.  Where had all these cars come from in the two and a half decades of the motorcar in America?  But they were here and the automobile was changing America and especially the west coast forever.  Hollywood picked up on this new sentiment and hyped the use of cars to the fullest.  This stimulated the demand for roads and more roads increased the demand for more cars.  As you read the captions and look at the old photographs you can see something very familiar in this book that you once saw in your grandparent's albums.  Another thing that was happening and the Auto Club was right in the middle of it all, were the political campaigns involving motorists.  The Auto Club was encouraging an increase in taxation in order to improve the roads and to start programs on auto safety. 
     The Auto Club was also in the forefront of fighting for the creation of new roads, highways and the concept of freeways.  Freeways would increase the flow of traffic and improve efficiency in our road system and the Auto Club was supporting that concept too.  The Auto Club also supported the 1932 Los Angeles Olympic Games and made special road maps to help tourists and travelers find the venue sights that were spread all over Southern California.  In 1934 the name of the magazine was changed from Touring Topics to Westways, which it has remained to this day.  California was becoming the outdoor playground for the nation and people were flocking to the state to take in the wonderful climate and scenery and the Auto Club was promoting that idea far and wide.
     Chapter four was titled 'Grown up with the Automobile,' and discusses the war years of the 1940's through the middle years of the 1960's, two and a half decades of unprecedented growth in California.  The Great Depression had brought an influx of people, but World War II had an even greater impact on the Golden State as military bases were created by the thousands as embarkation points for our troops in the Pacific Theater of Operations and as a defensive force in case the Japanese Imperial Navy and Army should invade.  After the war many of the soldiers, sailors and airmen stayed or they moved to California after they were discharged.  They also came to enjoy the wide open spaces that the automobile made possible to see and to visit.  I remember those days when we would drive for hours on any road that was passable just so that we could see where it would lead.  It was the greatest of surprises to see where the road went and what we would find there.  The Auto Club sold war bonds, supported the war effort, encouraged motorists to conserve valuable fuel and rubber and to support the desperate efforts needed to win the war. 
     Westways often showed pretty models in the most fashionable styles of the times to take our minds off of the war.  The end of the war came and growth exploded.  Freeways were built; smog and pollution became so bad that many people moved out of the urban areas.  Chapter five is called 'California at the Crossroads,' because something had to be done about the congestion and smog and the Auto Club was one of the leaders in this field.  As they did in 1932, the Auto Club helped to support the 1984 Los Angeles Olympic Games and again they put out maps and helped tourists and travelers to find adequate lodgings and their way around the vast Southern California area.  The last chapter, number six concluded with this name, 'We're always with you,' and for those who need a tow, that's very appropriate.  But it's also the case that if you need to take care of problems with your car, the Auto Club can help.  You can register a car, or pay fees at the Auto Club offices and save a trip to the congested DMV offices.  The Road Ahead is a book written by the Auto Club to tell us more about the Auto Club.  It is a bit biased in favor of their views, but that's reasonable as the company has a solid reputation that has stood the test of time.  Personally, I like this book for the historical narratives and photographs.  If you see it in a bookstore, add it to your library.  I rate it a 6 out of an 8 sparkplugs.
Gone Racin' is at

STAFF NOTES; the following was sent to us by Kandace Hawkinson,
     PEBBLE BEACH, California.  The Pebble Beach Concours d'Elegance announces the addition of two new events to the calendar for Pebble Beach Automotive Week in 2014-the Pebble Beach Classic Car Forum presented by Credit Suisse and the Pebble Beach Classic Car Expo.  Pebble Beach RetroAuto, now in its tenth year, will change locations to help anchor these new offerings.    

     The new Pebble Beach Classic Car Forum presented by Credit Suisse will feature luminaries of the automotive world discussing the most pertinent topics facing the collector car world today. Must-see panels and interviews, most of which will be open to the public without fee, will take place from Thursday, August 14 through Saturday, August 16 in a special pavilion on the edge of the first fairway of The Links at Spanish Bay.    
     "The Pebble Beach Concours d'Elegance remains the heart of automotive week, and we continue to focus on recognizing and celebrating the best automobiles in the world," said Pebble Beach Concours Chairman Sandra Button. "This new forum, presented in partnership with Credit Suisse, brings to the fore some of the people who have created or made history with or spent a lifetime caring for these cars. We hope this forum is a place where we can come together as a community, tackle some of the tough questions facing the car world and draw knowledge from experts in the field-all while encouraging new automotive enthusiasts."    
     Forum speakers confirmed to date include racing greats Jochen Mass, Sir Stirling Moss and Sir Jackie Stewart; designers Chris Bangle, Moray Callum, Shiro Nakamura, Ed Welburn and Andrea Zagato; respected appraisers and vintage car racers Leigh and Leslie Keno; media leaders Wayne Carini and Keith Martin; and respected collectors Miles Collier, Manvendra Singh Barwani and Derek Hill.  A complete calendar of events for the whole of Pebble Beach Automotive Week, including the full schedule for the forum with the latest information regarding speakers, times and dates, is available on the Concours website at www.pebblebeachconcours.net.    
     Paired with the forum will be the new Pebble Beach Classic Car Expo, located at The Spanish Bay Tennis Pavilion, where guests can peruse and purchase authentic and unusual vehicles from highly respected classic car dealers. It will be open to the public from 10 a.m. to 5:30 p.m. Wednesday, August 14 through Saturday, August 16.  Pebble Beach RetroAuto will also be moving to the ballrooms of The Inn at Spanish Bay, providing a new and inviting space for event participants and guests. RetroAuto has already established itself as a well-curated marketplace for the true automotive enthusiast, showcasing rare collectables, historic automobilia, art and literature, as well as luxury items, technological tools and auto parts. The schedule for RetroAuto will mirror that of the classic car expo.    
     The Inn at Spanish Bay and The Lodge at Pebble Beach are both situated along the famed 17-Mile Drive in Del Monte Forest with the Pacific Ocean as backdrop. As part of the new event layout and schedule, a cable car shuttle will be introduced to transport guests from one resort to the other Thursday through Saturday.  The Pebble Beach Concours d'Elegance began in tandem with the Pebble Beach Road Races back in 1950. When the winding roads of Del Monte Forest proved too dangerous, Laguna Seca was built to host those races and schedules soon diverged. For years the Pebble Beach Concours was on its own. It wasn't until 1974 that historic races were once again paired with the concours, but in recent decades automotive events surrounding the Concours-whether directly or indirectly tied to it-have multiplied in dramatic fashion.        
     First conducted in 1950, Pebble Beach Concours d'Elegance (www.pebblebeachconcours.net) has grown to be the world's premier celebration of the automobile. Only the most beautiful and rare cars are invited to appear on the famed 18th fairway of Pebble Beach Golf Links, and connoisseurs of art and style gather to admire these masterpieces.
STAFF NOTES; the following comes from Brian Taylor at brian@petrolhead.vianw.co.uk.   
     The BDRHoF Celebration Gala Awards Dinner will be held at the Savill Court Hotel on November 22, 2014.. BDRHoF Chair Stu Bradbury reports that the 150 mark has already been passed. Obviously the recent announcement that Don Garlits and his family will be attending has increased the profile of the event considerably but many of the sport’s UK pioneers have booked their places, including those who have been inducted into the BDRHoF during the last nine years.
     Amongst these are Peter Crane; Glen, Tim and Robin Read; Geof Hauser; Brian Johnson; Gary Page; Barry Sheavills; John Hobbs; Roy Phelps, and Harold Bull who is 90 years old this year.  Many of today’s stars are also going to be paying tribute to those laying down the foundations of the sport in the UK. Top Fuel Dragster pilot Chris Andrews is one of them along with Fuel Altered driver Nick Davies. Melvyn Record is joining us from the USA. Nottingham lad Melvyn saw his first drag race at Santa Pod.  He went on to become Director of International Relations at the NHRA and is now Vice President Marketing and Sales for Mazda Raceway, Laguna Seca, USA.
     Chris Andrews said, “I’m really looking forward to the event and I must thank the British Drag Racing Hall of Fame and its sponsors for organising such a high-profile evening. The sport has needed an event like this for some time and the opportunity to meet Don Garlits in the UK is something I did not expect to happen. We owe that man so much. It is going to be an evening to remember.”  More details about the Gala Dinner and how you can book your tickets and hotel rooms can be found on http://www.britishdragracinghof.co.uk/latest-news.                
     Entries are coming in for the new British Drag Racing Hall of Fame Sydney Allard Awards for Photographers and Writers. We already have 35 photographs from 5 photographers but writers are a still a bit thin on the ground with 2 written pieces entered at present. Entries can be received covering the 12-months ending July 2014.  These new awards are open to professionals and amateurs and they celebrate the importance of the media in promoting our sport along with the crucial role played by Sydney Allard as the ‘Father of British Drag Racing’. The trophies are sponsored by the Allard Motor Company operated by Sydney’s son Alan and his grandson Lloyd.    
     Alan Allard said, “Lloyd and I are so proud that the British Drag Racing Hall of Fame has chosen to honour my father’s role in giving birth to drag racing in Europe with these two trophies. We are naturally pleased to sponsor them. The Guv’nor understood how important media publicity could be in attracting interest and promoting any new motorsport activity so celebrating photography and the written word is something that would have met with his approval”.   One will be presented to the writer of the best book, article, blog or feature on British drag racing published in print or on-line during the 12-months ending July 2014. This is in association with the Guild of Motoring Writers and the Chief Judge is the Guild’s Chairman Guy Loveridge.    
     The second will be presented for the best photograph featuring British drag racing, either published in print or on-line during the 12 months ending July 2014, or remaining un-published. This is in association with Octane Magazine and the Chief Judge is Octane Columnist and Classic Car Collector Nick Mason who will be joined by Octane Art Editor Mark Sommer.   Photographers and Writers can enter as many pieces of their work as they like, but each entry must be accompanied by a completed entry form to enable the judges to collate them accurately. The entry form can now be downloaded, completed and then sent back by e-mail with attached article or photo files in Word or pdf form and photographs in jpg form. These forms can be accessed by selecting the Allard Award Entries tab from the menu on www.britishdragracinghof.co.uk. Full instructions are on the link.    
     These new and prestigious awards will be presented at the BDRHoF Gala Awards Dinner on November 22nd 2014 held at the Savill Court Hotel, Windsor Great Park.  Further Press Information from Robin Jackson RJProMod@aol.com  Tel 01933 222917.  The British Drag Racing Hall of Fame is sponsored by many businesses and associations. Without this support it could not exist. They are Beech Underwriting; U S Automotive; Power Race Graphics; Santa Pod Racers Club; Pennine Drag Racing Club; Eurodragster.com; Avon Park International Racing Association, Shakespeare County Raceway; Santa Pod Raceway; York Raceway; Flint Insurance and Lucas Oil.



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