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THE SOCIETY OF LAND SPEED RACING HISTORIANS
 Newsletter
.  Issue #330.
July 18, 2014
Editor-in-Chief: Jack and Mary Ann Lawford, www.landspeedracing.com   
President of the Society: Jim Miller, 1-818-846-5139
Assistant Editor: Richard Parks,
Rnparks1@Juno.com  
Photographic Editor of the Society
: Roger Rohrdanz,
beachtruck@juno.com
Northern California Reporter:  Spencer Simon, sparklecraftspecial@yahoo.com
Field Reporter/Historian: Bob Falcon, 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;

SPECIAL GUEST EDITORIAL/ANNOUNCEMENT:   
     Our 15th Annual Cruisin' For A Cure car show is the world's largest one day charity event.  Mark your calendar for Saturday, September 27, 2014, at the Orange County Fair & Events Center, Costa Mesa, California.   This event is supporting the CITY of HOPE Prostate Cancer Program.   Gates open 4:30 AM for participant cars and 7 AM for spectators.  Admission for spectators is $15, discount with AAA card, and Kids under 12 are free.   Debbie Baker, Ross Kroenert and over 100 volunteers. 
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STAFF EDITORIAL, by Richard Parks:
     Save the Salt is a very worthy group of men and women dedicated to saving the Bonneville Salt Flats in Western Utah from the encroachment of a bureaucracy that knows little bounds.  The governmental agency put in charge of protecting a National Treasure like the salt flats shows no interest in the will of the people or the demands of a United States Congress that ordered National Parks, Monuments and Wild Preserves be protected.  Perhaps it is the Congress of the United States that is at fault, for while they mandated the preservation of our nature reserves, they did not allocate adequate funding to insure the future of our nation’s landmarks.  This in turn forced the government agencies in charge of preservation to seek funding from commercial ventures, mining and logging companies.  The Bonneville Salt Flats are being turned from a huge salt flat into a huge mud flat.
     Save the Salt is one of those small, independent, non-governmental groups that attempts to save a national resource that our elected officials seem loathe to do themselves.  It is a poor mark of leadership when un-elected civilians step in to save something that is the responsibility of our elected leadership to maintain.  It is easy for a government run amok to order something to be accomplished, take the praise and accolades of a nation and then do nothing.  In fact it is hypocrisy of the highest order and yet that seems to be the upper limit of achievement by our national leaders these days.  When less than ten percent of the electorate approves of what our Congressional leaders are capable of and sixty percent of the voters also condemn the ability of the president to lead us, then we know that if the Bonneville Salt Flats are to survive it will be up to groups like Save the Salt to save our national heritage sites.
     But can any volunteer group replenish the salt flats faster than the chemical companies can drain the brine away and sell it for potash and winter street salt?  Just how much can individuals do to put salt back on the salt flats when we don’t even know how much salt the chemical company is taking off the flats in any given year?  Is this just a Pyrrhic victory at best?  The will and devotion of Save the Salt cannot be contested.  They are as dedicated a group as we will find.  They put their time, money, and heart into saving the salt flats for future generations of racers and non-racers alike.  The question is whether this group can wage a fair fight against the government and a chemical company that has dozens of employees and government bureaucrats working around the clock, year round, to deface a national treasure while Save the Salt has only a few weeks or months in each year to try and stop the destruction.  Will we eventually decide that perhaps Bonneville is meant to return as a “mud flat” after eons of time, instead of a “salt flat” that we have loved for over a century? 
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There will be a memorial service gathering for Norm Grant at 2 PM Thursday, July 17, 2014 at the American Legion Post 291, 215 15th Street, Newport Beach, California 92663.  The hall is located on the bay side of the Balboa Peninsula.  Larry McKinney
    
STAFF NOTES: I called the phone number given and it appears to be a wrong number.  By the time this notice gets into the public domain the memorial service will already have been held.  Our condolences to Norm’s family.
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     I looked at an old film called "Funny Car Summer -74", about drag racer Jim Dunn.  In the film there are sequences that seem to be older, featuring Veda and Karl Orr among others.  Can you tell were this was shot and what year it might be? 
http://www.youtube.com/watch?v=ewDZ-b7Bo9Q, Best regards, Hans Lundholm, hans@halustudio.se
    
HANS: I am sending this on to Jim Miller and Jerry Hart and a few others who might be able to spot things in the video.  The scenes are short and it is hard to grasp who the people were, when the tape was taken and where the film was shot.  I saw the old Pomona water pumping station at the Pomona dragstrip and this would have been pre-1961 as they took out the station about the time the first NHRA Winternationals was staged there.  Veda and Karl Orr are next to their car (21C).  El Mirage dry lake after WWII is in some of the shots.  It looks like a few of the concrete dragstrips were either Santa Ana Airport or Great Bend Kansas, all somewhere around the mid 1950's.  Joaquin Arnett and the Bean Bandits were in the bright pumpkin yellow dragster.  I don't have sound on my system so I couldn't hear if there was any narration.  Ask Jim Miller at Miller212.842@sbcglobal.net
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     This is a compilation of shots taken at over a dozen locations.  Richard was right about Santa Ana, Great Bend (1955), Pomona and El Mirage but you should also add Bonneville, Paradise Mesa, Riverside and maybe Colton.  The dates are from 1947 at the dry lakes to around '60 at Riverside.  Karl/Veda's number 21 Class C Roadster ran at El Mirage in 1947 through the September meet before they quit lakes racing and concentrated on Circle Track events with their Sprint Cars.  The Deuce was powered by a Merc Flattie.  Karl was always swapping intakes, heads and cams so they were different at each meet.  I have attached two clones of the Deuce taken at the GNRS in 2007.  Jim Miller
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STAFF NOTES: The following article was sent in by Ron Main.  For photographs go to the PRI July Newsletter.  Reprinted with permission.
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Portion Of Bonneville Salt Flats Resurfaced.  June 25, 2014.    
     The project took place over several days in mid-June. It was organized by the Save the Salt Coalition in coordination with the Southern California Timing Association (SCTA) and the U.S. Bureau of Land Management (BLM).  An estimated 2000 tons of salt were successfully deposited on the mud surface at the end of the access road to the Bonneville Salt Flats.  It was graded and then dried to a hard concrete-like racing surface.  Although modest in scope, the project demonstrates that it should be possible to deposit dry salt in targeted areas so as to help preserve our national treasure, the site where land speed records have been set over the past 100 years.
     Shelton Construction deposited the salt over the mud, an area once covered by salt. The company has decades of experience working in and around Bonneville.   “The dry salt laydown project marks a milestone event as we celebrate a century of racing at the Bonneville Salt Flats,” said Doug Evans, Chairman of the Save the Salt Coalition.  “There has been a significant loss of salt in the area since the 1940s.  While millions of tons of salt brine have been pumped back in recent years, a supplemental dry salt program will focus on targeted areas such as the race tracks.”  
     The Bonneville Salt Flats is a National Landmark and a geologic phenomenon of international significance.  For motorsports enthusiasts world-wide, it is hallowed ground.  From the first speed record attempts in 1914 and through the present day, hundreds of records have been set and broken in a variety of automotive and motorcycle classes.  The Save the Salt Coalition is comprised of a number of organizations and companies within the land speed racing community with the mission of restoring the Bonneville Salt Flats.  The Coalition has been fundraising to pay for equipment and transportation costs associated with the dry salt program.  “The Coalition is now eager to take the next step this summer by laying down a 2-mile strip of salt the width of a race track,” said Ron Main with the Speed Demon team (the world’s fastest piston-driven vehicle).  “Pending BLM approval, the test project will confirm that we can repair areas where it’s needed and help preserve and protect our national treasure – the Bonneville Salt Flats – for our future generations.”

Last issue we had all of Ron’s photos of the salt being resurfaced... so check it out if you missed them.
     For more information about the Coalition, contact Stuart Gosswein at
stuartg@sema.org.
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     The Mille Miglia (Italian pronunciation: (ˈmille ˈmia, or Thousand Miles) was an open-road endurance race which took place in Italy twenty-four times from 1927 to 1957 (thirteen before the war, eleven from 1947).  Like the older Targa Florio and later the Carrera Panamericana, the MM made Gran Turismo (Grand Touring) sports cars like Alfa Romeo, BMW, Ferrari, Maserati and Porsche famous.  The race brought out an estimated five million spectators.  Since 1977, the "Mille Miglia" has been reborn as a regularity race for classic and vintage cars.  Participation is limited to cars, produced no later than 1957, which had attended (or were registered) to the original race.  The route (Brescia-Rome round trip) is similar to that of the original race, maintaining the point of departure/arrival in Viale Venezia in Brescia.
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STAFF NOTES: The following link was sent in by Steve Metz and Ken Berg. 
     "Some good ol’ hot rods in here."  Ken Berg.   The Hot Rod Story is reprinted with permission of
www.Bangshift.com.  Dean’s Garage has posted a new item, '1965 Film—The Hot Rod Story, Drag Racing,' http://deansgarage.com/2014/1965-film-the-hot-rod-story-drag-racing/.  
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     Lucas Oil Products UK has become the latest company to support the 2014 British Drag Racing Hall of Fame (BDRHoF) Gala Awards Dinner being held at the Savill Court Hotel, Windsor Great Park on November 22, 2014.  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; Allard Motor Company, Flint Insurance Group and Lucas Oil.  Robin Jackson,
RJProMod@aol.com.
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     Danny Thompson gives us a quick tour of Challenger II LSR Streamliner.
https://www.youtube.com/watch?v=NgRL4ktwlZI.   Ron Main
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     I found your article on Kay Kimes and it got my interest.  Kay worked at my grandfather's shop in Hawaii.  Is Mr Kimes still around and if so how could I make contact with him.  I'm interested if he has pictures of the time he worked there.  Thank you, Kevin Kelley
     KEVIN: I sent your email on to Kay. 
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STAFF NOTES: The following article is taken from MyLifeAtSpeed.com and Greg Tracy.  For photographs go to http://mylifeatspeed.com/mike-ryan-pikes-peak-big-rig-crash/.  Sent in by Ron Main.  Mike Ryan is a Sidewinder in the SCTA.
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     It is the most terrifying sequence of sounds you can hear on the mountain.  The skid of racing tires followed by the deafening sound of silence, and then the thunderous crash of trees and rocks.  Someone has gone off course. I’ve heard those sounds a few times over the past decade and if I never heard them again that would be fine with me.  Unfortunately it happened this Thursday – and to a good friend.  It was bigger and louder than I had ever heard before and at the impact shook the ground beneath my feet.  I couldn’t see it from my vantage point, but I immediately knew it was a big hit.  I jumped from the position where I was shooting and started running downhill.  Hoping all the way that what I would find would be less dramatic in appearance than what it felt and sounded like.  Another photographer was running up the hill to the corner to see what had happened.  I yelled down “Who is it?  Is he OK?”  I didn’t get an answer so I
yelled a bit louder, WHO IS IT?  IS HE OK?”  Finally…an answer –
the other photographer yelled back, “It’s Mike Ryan… He’s OK”. 
     Moments later I arrived on the scene to see Mike walking around his big rig, a full 100+ feet off the course, down a 30 foot embankment.  Judging by the height that the trees were sheared off just below the edge of the road, Mike’s rig clearly had flown a good distance before coming to rest in the dense thicket.  Getting to Pikes Peak nineteen years in a row doesn’t happen by accident.  It takes the drive, dedication and passion of a person that truly loves what this mountain represents, and what the environment itself makes him feel. It also takes a team of likeminded people, as well as the respect and trust of a marketing department which has decided that you are the person best suited to represent their products in the most demanding racing environment on the planet.  Mike’s crew is equally extraordinary. 
     After the crash and finding out that Mike walked away without even a scratch, they were in surprisingly good spirits.  His engine builder, Bobby Ball, told us “Well…that’s what you get when you ask a redneck for more horsepower.”  And his chassis builder, Randy, told us that he wasn’t really disappointed.  That instead, he saw it as an opportunity to rebuild the entire chassis and make it even better – fix all the little things that had always annoyed him over the years.  Mike and his team are passionate. They are dedicated, and if you think that they won’t be able to rebuild and return to their tire-shredding, earth-shaking, Size Matters ways, well…you’d be wrong.
     The Pikes Peak International Hill Climb organizers have allowed Mike to switch classes and compete with his brand new Triumph Explorer 1200 Motorcycle on Race Day.  It has been seventeen years since he’s raced on a bike which coincidentally was at Pikes Peak when the course was all dirt.  We wish him the very best.  Find out more about Mike by visiting his website and via social media:  YouTube-
https://www.youtube.com/user/mikeryan777.  Facebook: https://www.facebook.com/pages/Mike-Ryan-Motorsports/210296622317570.  Twitter: https://twitter.com/Fastrucks77.  Instagram: http://instagram.com/mikeryanmotorsports.
     Special thanks to Andrew Bohan Editor-in-Chief/Creative Director/Co-Founder of Life Blasters for capturing the moment so skillfully.  Please check out their website and connect with them on Facebook.  Our exclusive video was produced by Chad DeRosa, director of the upcoming feature film documentary, OUT OF NOTHING. 
 

     Our group from the Museum of American Speed met you at the Grand National Roadster show this past January.  When we spoke we talked about your teams archive.  I am in search of some images of Ed Iskenderian's maxi powered T-Bucket like the one attached.  These may have been shared with your group by Ed or by John Athans.  We found some vintage Maxi heads for the Museum Of American Speed and it would be great to display some images such as Ed's maxi powered car as it was being built, in our overhead valve flathead Ford display.  Keep us posted if this is something you and your group could help us with so we can tell Ed's story and what racers like him were doing during that time.  Thanks for your time and consideration.  Jarrid Roulet, Exhibit Designer, Museum of American Speed, Smith Collection, 599 Oak Creek Drive, Lincoln, NE 68528, 763-234-6256, www.museumofamericanspeed.com, Facebook www.facebook.com/museumofamericanspeed.
    
JARRID: Everything that we have is already on www.landspeedracing.com and so you just need to google what you are looking for.  Also try Greg Sharp at the Auto Club of Southern California Wally Parks NHRA Motorsports Museum.  Leslie Kendall is the curator at the Petersen Automotive Museum.  Jim Miller is the director at the American Hot Rod Foundation.  Ed Iskenderian and his son Richard are at Iskenderian Cams, in Gardena, California (Iskendarian Racing Cams, 16020 S. Broadway, Gardena CA 90248, phone 323-770-0930).  John Athan can also be contacted through Richard Iskenderian.  You might also try reaching Don Weaver and Bob Falcon.  They might know other people who could help you.  I will post your request in our newsletter and see if there is anyone else who can help you.  Your best bet is to call Isky Cams and talk to Richard and he can ask some of the old timers there at the plant.
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driving_chassis_
Orr-Clones '07

The Orr Clone at GNRS

Rosco McGlashan Aussie Invader July 2014 Newsletter.  Perth, Western Australia.
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     Once again my team and I have been working hard and doing our very best to get our project to the start line. We have had numerous wins this month and a couple of setbacks, but as Thomas Edison said in 1879, "I now know hundreds of ways how not to make a light bulb," we now feel the same with a few of the components we are out to build.  Jinker Ready for Paint We are currently discussing the possibility of doing some TV work and documentaries where it is a necessity that our car can be transported and manoeuvred into prominent locations.  Thus our jinker has become a major item in our tooling list and moved into the "urgent" category on our work hit list.             
     The jinker is very near completion and our specialist welding friends at ENRYB - International Welder Training and their star welder Rubin completed the welding of this, ready for painting before being swung into service. Thanks to Rubin, ENRYB, Di Candilo Steel City, Bearcat Tyres, Titan Wheels and Total CAM Solutions for your help in making this all come together. 
     Parachute Drogue Gun Testing We also had the opportunity to test our Ackroyd designed braking chute drogue guns, this job has been on the backburner for so long it was great to finally get it tested. A drogue gun is needed to fire a steel bolt from the rear of the car at very high speed to start the deployment sequence of our high speed braking chutes.  The chutes and deployment bag need to clear the back of the car at high speed to get into clean air, a pop chute as used on a dragster would only knot up in the turbulent airflow directly behind the car and malfunction.
     Thanks to Mal Ward a long time team member who originally did some brilliant work on our Aussie Invader 2 project, Chris Demunck, Igor Iskra and John Clark, team member and boss of Barbagallo Raceway here in Perth, we finally got to test fire our guns at Barbagallo.  We carried out a series of tests to determine which Monetti Gas Generator was our preferred charge and the trajectory that was ideally suited to fire from the rear of the car, and what the optimum mounting angle of this device is. 
     We have our propellant tanks nearing design completion by our pressure vessel design company KJ Beer. These tanks have taken some really serious time to calculate and configure, we will soon start building them. Once the slosh baffling and insulation issues are finalised as well as the FEA and CFD on our plumbing, we will be underway.  We are working with a great tank fabrication company here in Perth to build these, a top cryogenic insulation company to insulate both our helium and liquid oxygen tanks, and an international composite cylinder company to supply our gaseous helium tank cluster… more on this very soon. Thank you Simo and the KJ Beer crew.  We hope to have some drawings of the tanks ready very soon. 
     We have some brilliant work going on behind the scenes with a new concept for our airbrake doors; we are working with a top aerodynamicist who is helping with our redesign along with team members, Brett Boughton, Mike Annear, Pete Taylor and Luis Bon… A lot more on this next month, but here is the concept...   
     Final Fit-up for Hydraulics The crew from Mining and Hydraulic Supplies has just completed their final fit-up of our hydraulic system by adding a priority valve into our airbrake lines.  Glenn Woodward has been a real trooper in getting this hydraulic system to operate and so has the MHS team.   
     Our Project Mentioned in Australian Parliament Although we touched on his last month, Federal MP Ian Goodenough made a statement in Parliament on the 2nd June about our quest to break the World Land Speed Record.  Other News in Brief My wife Cheryl and I even got to have a couple of days away playing golf with some great mates of ours at the Boddington Open Golf Society (BOGS) in our South West town of Margaret River, boy that was a well earned and long overdue weekend.
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     Here is our Event Summary on The Sully Antique Car Show in Chantilly, Virginia.  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/sully-antique-car-show-parks-rec.html.   Maureen & Mike Matune
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     IRWINDALE SPEEDWAY – 6 DIVISIONS, 7 MAINS RACY.  By Tim Kennedy.  For the rest of Tim's article go to
www.hotrodhotline.com, guest columnist, Tim Kennedy.  Reprinted courtesy of Internet Brands.
     Irwindale, California, June 21, 2014 – Week eight of NASCAR Whelen All-American Series racing at Irwindale Speedway Saturday was presented by Whelen Engineering and benefited the American Cancer Society. Six racing divisions ran seven main events on the half and third-mile ovals in front of 3,190 spectators with 83 race cars/trucks in the pits. Competitive action on track was the norm with frequent position changes and lead changes. What amazed onlookers was the fact that six of the seven mains (205 feature laps) were contested under the green flag all the way. 
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     Tennessee Travels and Advanced Plating Open House.  By Mitzi Valenzuela.  Republished by permission of Internet Brands.  For the full story and Mitzi's photographs go to
www.hotrodhotline.com.  
     Over one third of my life is spent on the road these days. I have been traveling for car shows and events for 10 years and I enjoy every minute of my life on the road. This year marked my 10 year anniversary in photography so I planned a few extra special trips.  My friends over at Advanced Plating invited me to their Open House which kicks off the Good Guys Show in Nashville, Tennessee. I didn’t need another reason to start planning a road trip. Not only did I decide to drive this trip but we took a few detours and got to experience Route 66 for the first time. Route 66 is a photographer's dream with all the Americana history including historic old towns, old gas stations, installation art pieces like Cadillac Ranch and beautiful scenery to fill in the background. 
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STAFF NOTES: Jerry Cornelison and Ralph Haun sent this in.  Uploaded at Bangshift.com by Gary Smith.
http://deansgarage.com/2014/1965-film-the-hot-rod-story-drag-racing/

     We know that we fall into the “this is the best old drag racing film that we’ve ever seen” trap far too often but the problem is that we see an incredible film that we have never seen before and believe it won’t be topped….only to have it topped by something else the next week. It is a vicious cycle that we hop never ends!  This one though will be nearly ace impossible to touch because of (a) the production level is network quality with great resolution and color, amazing audio, and pro level editing and (b) it is the most thorough look into the drag racing scene in 1965 that you’ll ever see. The freaking people that appear in this thing, during the Camelot period in the sport reads like an all time hall of fame list. Filmed at the 1965 Hot Rod Magazine Drags at Riverside, California, everyone who was someone was there.
     The Petersen Publishing Company funded the film which had a script written by Dick Wells and Tom Medley is listed as a “technical advisor” which probably means that he trailed Enberg around and fed him the information and questions to ask the drivers. Petersen’s empire was booming harder than even his industrious mind could probably have imagined during this time period and the movie shows that he knew how to continue that growth which was to support the burgeoning sport that was helping to drive the sales of his magazines. Everything about this video is flipping awesome from front to back.
     For starters a strapping young Dick Enberg is the host of the production and he does a pretty swell job of it. Enberg went on to have an amazingly long career in network sportscasting and while he’s certainly not a drag racing diehard he comes off as knowledgeable enough in this film to be legit. Over the course of the video he interviews Wally Parks, Hot Rod’s Ray Brock, young drivers named Don Prudhomme, Tom McEwen, Ace McCulloch, and he conducts a fantastic interview with Connie Kalitta. The film looks at Kalitta, all the classes at the track, but concentrates on the fuel cars while educating fans and racing hopefuls on how to get involved and what a day at the races is like.
     From start to finish this is a fantastic piece of video and one that we cannot recommend highly enough to fans of old school drag racing. You’ll laugh when you hear Enberg say with wonder that the top fuel cars require upwards of $100 per run down the track! Outside of the drivers interviewed there’s cameo appearances by the likes of Dick Landy and dozens more legends that helped raise the sport to the levels it achieved during that era and beyond. Teams thrashing in the pits are featured, classic tow vehicles like old station wagons, El Caminos, and Cadillacs are show pulling cars into the course and you’ll even see Bob Petersen himself handing out trophies in the winner’s circle.  I was possibly in the crowd that day. Gary Smith
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    I am looking for information on who the current owner of the current steam record holder, the Barber/Nichols car that ran in 1985 and set the SCTA steam record and where that car is located, if it still exists.  This year will conclude the Sunbeam efforts I have had under way for a long time and I need something to fiddle with.  I don't think I would campaign the car, but, maybe to kind of restore it and to see how it actually works.  Steam is a growing interest with me.  I think that modern applications of control systems, materials and designs could improve steam’s usefulness; especially in the automotive world.  Please shoot me any and all information regards the current or last known owner(s), contacts and where the car might be located; no matter how old the information might be.   Larry Mayfield
drmayf@mayfco.com, Worlds Fastest Sunbeam, 204.913 mph flying mile, 210.779 mph exit speed
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     LARRY: Check out;
http://www.barber-nichols.com/about-us.  "On August 19, 1985 Bob Barber set the land speed record for a steam powered car. The vehicle was designed and built at Barber-Nichols and traveled at 234.33 km/h (145.607 mph). The vehicle is currently displayed in the National Automobile Museum in Reno, Nevada."  Barber-Nichols Inc, 6325 West 55th Avenue Arvada, Colorado 80002.  Phone: 303-421-8111.
     I don't know for sure if the car still exists but I suspect it is salted away among the builders' keepsakes.  Ed Weldon
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     Friday July 11, 2014 is Collector Car Appreciation Day.  Enthusiast owners are encouraged to drive their special car to work or just drive it somewhere.  There is a complete list of gatherings found via the www.Bench-Racing.com event calendar.  If there is an opportunity to give someone, old or young, a ride in your car this would be a great opportunity to be a true ambassador to the hobby.  Create a special memory for someone that may not have access to a classic or introduce a young person to your classic vehicle and create a new enthusiast.  So charge up your battery tonight and be ready for tomorrow.  Charles Rollins, Editor, www.Bench-Racing.com 
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Slaughter at the Source.  By Le Roi Tex Smith, reprinted with permission of
www.hotrodhotline.com and Internet Brands.

     Wowee, big blood letting at the Source.  Man, it started with a phone call late Friday a couple weeks ago my time.  Word that Source Interlink was taking the knife really deep this time around.  Rumor has it that 12 more car magazines, and some reputed 6000 jobs got the axe [this info hasn't been confirmed, but we know it was brutal]. Included were Popular Hot Rodding and Rod & Custom, as well as such stalwart employees as Street Rodder tech editor Ron Ceridono.  No mercy in the trenches.  All this in addition to previous cutbacks.  So, whoopee-do you say?  Actually, it is a BIG DO, and it is just a reflection of the times they are a’changing.  

     Consider: Several years back, Source Interlink expanded from being a company owning most of the print media distributing business into a mega-company also owning much of the print media creation business. It was bordering on controlling a great deal of information.  Then, in waltzes the internet and suddenly all the traditional game is thrown to the wind.  Another place for information to come from.  But Source got too big for its britches, and all those corporate giggles have turned to groans, and it is left to the spin doctors to try and wiggle free of perceived reality.  Enough to gag a maggot.  Essentially, TimeWarner got fed up with Source and pulled their contracts.  It was reputed to be a sniggle over a miserly $7 million debt.  Source was back in the little leagues, and now they are scrambling just to stay alive.  Welcome to payback time!

     So, just a bit of history here. Back a number of years, Pete Petersen put his automotive titles on the market, and a sale moved everything along for several hundred million dollars. That was at the time when there was a tremendous amount of speculative  leveraged buy-outs taking place in the business world.  At that time, we thought that the money Pete received was way big time.  But not too long later the new owner of PPC sold it along again, but at a loss.  Yada yada.  Then in stepped a company to pay several billion dollars for the firm.  Way uptown high finance here.  That company took a hit on its big gamble, so next sale was back in the hundreds of millions. Eventually, along came Source Interlink, which had effective control of print media distribution to newsstands.  More yada yada. 
     You can see how this could get convoluted very quickly, and we wondered at the time how the Feds would not step in to keep someone from gaining total control of the flow of free press. But they didn’t.  Fast forward: this is the dilemma that Source is in now.  Too much debt, and a print market that is being dramatically assaulted by the internet.  From the outside looking in, it would seem that Source needs to reduce debt and operating costs immediately.

     In the past, buying up a publishing company usually meant consolidation of similar titles into sub-groups that could be sold along to defray purchase costs. But this time around, the internet presence has meant that buyers are not as readily available as in the past. Just speculation, but that seems to be where Source is right now. And they have compounded the problem to our sea of car people with an explanation that just floats at the edge of incredible.  You would need to read the official press release announcing the “realignment strategy” to begin to realize exactly how big a bunch of do-do they have fallen into.  It will go down in history as a classic sidestep.  For us in the automotive hobby field, it is going to go down as a giant misstep that will be a canker in our psyche for years to come.

     Understand, we have too many car magazine titles as it is, and many of them have not been created to service the reader, but rather as an attempt to siphon off advertising revenue.  You see, the problem is that Business America (indeed, the entire world) has fallen under the spell of global greed.  Get in, scoop up the spoils, and then run.  The problem is, any kind of hobby based information trading is not large enough to support such a model of effective (?) business practices.  So it is that with the crash of the Source effort, our hobby will lose what has been a steadily eroding base of professionals.  In short, it takes a very long term, in human years, for a person to gain the experience and knowledge to really do a good job of collecting and sharing automotive information.
     Will what the spin doctors expound come to be?  I very much doubt it.  From the outside, it seems to be more of a desperation move just to keep the entire enterprise above water.  Time will tell, and I sincerely hope to be wrong.  Now, the Source debacle has been renamed TEN, which is to mean The Enthusiast Network.  Only now, the car magazine staffs have been cut to (often) a single individual.  Incidentally, all this came just soon enough for me to get into it at the last moment in my biography.  And I am not pulling any punches in laying out the situation, and the culprit for what amounts to simple murder, plunder, pillage, and rape!  You, the hot rod enthusiast, are the victim. And only you, the supporter can stop it!  Choice is yours.  Keep tuned for film at eleven.

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Doing the Bio Gig and More Old Treasures.  By Le Roi Tex Smith, republished with permission from Internet Brands and
www.hotrodhotline.com

     I have essentially finished the bio words and most of the pix, now Larry O’Toole is spearheading all the real work of finding a printer, getting his gang to layout the book, proofing…all the things that you, the reader, will seldom know about. During it all, I keep adding quips to the words, and soon enough all that must have a stop.  But, I have just prayed that I can hang on long enough to get this book through to you. 

     During these past three years, I have unearthed words and photos and letters and related stuff that I had long since forgotten in the cobwebs of time.  Which has served to remind me yet again just how useful a running journal of my times would be at such a time.  And which serves me to remind you just how useful your own personal journal would be.  So, let’s start at the beginning.  Organize and make notes on all your available photographs.

     On the photo backs, in pencil, jot down names and dates and locations. (SLSRH-or PEEL OFF STICKERS placed on the backs of photos).  These bits of information, alone, will readily tell your own history, and while you may think your life uninteresting, your progeny will hold it as a great and intriguing history of their own march through time.  Yes, such a diary can be a burdensome thing on paper, but with the advent of modern technology it should be no more than a whisper during each day.  In my case, I could even have recorded the words of long lost sounds, and how precious they would have been for you, the reader.  Consider, how would you like to have listened in as I chatted with Ed Winfield, or an earlier Garlits, or even been an eavesdropper when major decisions regarding hot rodding were made?

     And, with the ease of digital cameras you can surely begin to copy those crumbling old shoebox Brownie images that, too soon, will fade as fast as your memories.  It has been fascinating to unearth old pictures, or even some as recent as the last decade, and try to recall who is who, and why the photo exists. In my bio, I often recall the event, but not why a photo is extant. I know that Wally Parks always had some kind of small camera tucked in a jacket pocket, and through the years he would pull out a file photo that somehow involved the two of us and with his good memory (and the help of Barbara’s extraordinary memory) we could muddle through the time and the event.

     Now, through the gathering cobwebs I find that my own children suddenly have an interest in our family, which for them includes the history of street rodding, and at least a part of drag racing. Growing up, they had little or no interest in my car activities.  But if I remind them of an event at the hotel in Minneapolis, they recall that their swimming pool mates were always around.  And they are amazed to learn that these same friends have now become hot rodding legends in their own right.  Another wonder of the age is the electronic copiers that cost practically nothing and can reproduce with outstanding clarity old photos and documents that will otherwise disintegrate with time. Time which does not sleep. 

     Now, lest I forget, here is another Treasure for your “Someday” hunt. If you look on a map of Montana, hunt up Livingston there just north of Yellowstone Park.  Note that highway 89 comes north from the Park, jogs slightly right at Livingston, and then continues north toward Great Falls in the far distance.  This would be directly through Pegge Hamilton country.  Find the tiny dot that represents Wilsall, and note that there is a fork in the road at the north edge of the village, heading northeast.  Right in that fork used to be a small lumber mill, and laying forlorn in that near vacant field was a reasonably good l938 Ford woodie.  It is long gone, but some old metal parts may still exist. 

     At what passes for the center of town, going north, to your left will be a low bluff, and skirting that bluff in a westerly direction is an old dirt road.  That entire bluff was an area dump for cars.  Really early things, nearly all chain driven.  But not a single ’32 Ford amongst the lot.  Someone local told me that the county bulldozed dirt over the lot a couple of decades back.  Of course, at the highway cut just south of town there are remains of old cars on a tiny hillock, and it was just south of there where an old Elgin touring was hauled from a loafing shed burial and left to the elements until someone literally pulled into the field and stole the roller.  The owner thought I had taken it, until I assured him not so.

     You take the right hand fork in the road up the Shields River and drive about l5 miles up the old Buffalo Trail. Soon enough the pavement turns to dirt, and you follow this as the elevation increases.  Keep a watch on the left (north) for a change in the lodgepole pines, and mark that there appears to have been a road off the hillside at some time. Indeed there was. Pegge’s father grew up riding this country horseback, so back about l970 he remembered that there used to be an old one-room log cabin on that road, down beside the creek.  We went up there, because he remembered that there was an old car near the cabin, and an old Sharps rifle leaning against an outside wall.

     About a half-hour walk down the disused roadway that was filling with young pines and there was the place. Except the creek had cutaway at the bank right up against the cabin edge.  Right where the Sharps would have been.  Just a step or two back up the hillside was a decent condition l923 or so T touring.  With a great windshield frame and posts, which I broke from the cowl top, and kept in my garage for years.  I may still have that thing.  Back up at that dirt road, you follow it until it disappears in alpine meadows, and you will find an old log cabin ruins.  Jim said that it was a rustler’s line stop as they would steal cattle over in the Bozeman area and move them east to Two Dot country. Or vice versa. 

     Back down to Wilsall, do not take that Shield’s River road, but continue due north of 89. In about three miles you will start having some low lying hills move in from the west. Now I will leave the sleuthing to you.  Up the highway not too far, if you can get directions from a local (and permission to cross their land) you will see old wagon ruts going across a field and up into those hills.  You pick the right tracks and you will find an old homestead, which is where a some-time-ago well known one-legged local boy turned university teacher and folk musician grew up.  Now this place cannot be seen from the lonely old highway, but the place (last time I was there) had a dozen or more Twenties and early Thirties era cars. No Deuce roadsters, but an interesting Dodge sedan convert of about l930 vintage.

     Of course, I never told anyone about the old Jones place, which was out behind my uncles spread. Remember that back in the early Fifties I had moved to Bozeman and became the flagman for local stock car races?  One of those racers was a loner who had a scrabble place and he hauled in a dozen or so likely Ford stockers.  He scrounged and hoarded a lot of flathead engines and transmissions, but I liked the really good condition ’36 Ford three-window still on wires.  That might remain, your job would be to learn where that place was, and I ain’t fessing up.

     I will tell you that if you turn off highway 89 back down by the grange hall south of Clyde Park, and go east into the grazing hills, the road (which was a county maintained unit) dropped into a shallow ravine, crossed a creek, and climbed a left-right switchback out the east side.  At the base of that switchback was a small garage that did have something I registered as mildly interesting.  Inside was a faded red sedan (black fenders) that obviously had not been registered for years.  It was a 1932 Ford.  My wife’s father said we would go back when the owner would be around…we never did.  Anyway, that’s just a bit of what was out there not too many years past.
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Gone Racin’…’32 FORD DEUCE, by Tony Thacker.  Book review by Richard Parks, photographic consultant Roger Rohrdanz.  28 August 2007.  Republished with permission from Internet Brands and
www.hotrodhotline.com
     Tony Thacker is the Director of the
Wally Parks NHRA Motorsports Museum in Pomona, California and a historian and writer in his own right.  Surrounded by an archive of material and the living legends of hot rodding, Thacker has written a masterpiece dedicated to the 1932 Ford Deuce.  Titled ’32 FORD DEUCE, the book is simply huge.  ’32 FORD DEUCE measures 10 inches in width and 12 inches in height and is a rich 1 3/8 inches in thickness.  The book weighed 5 pounds according to the bathroom scales.  Yet it isn’t the heft or the size of the book that is impressive, but the quality of the book itself and the research that went into the subject.  One of the first things that the reader sees is the quality of the binding along the spine of the book. ’32 FORD DEUCE is built to last for a long time.  It is more than a coffee table book, because the writing and photography have reached a higher plateau.  You will want to display it as a coffee table book.  I took the book around to all the shelves in the house, and yes, it didn’t fit anywhere, but on the coffee table.  Take especially good care of the dust cover jacket as it truly is well done and enhances the look of the book.  Without the dust cover jacket the book is simply black with white lettering, but with the jacket it leaps out with charm and beauty.  The paper is high quality heavy bond with a waxy sheen. ’32 FORD DEUCE has 326 pages, a Foreword, Preface, Introduction, ten chapters, Appendix, Acknowledgments and an Index.  The index is worthy of a scholarly text and is comprehensive.  There is nothing cheap about this book, except the price, which is only $50.  I talk to a lot of writers, publishers and printers.  They tell me that to break even in the book business that prices have had to escalate.  Even paperback books are priced in the $29.95 and higher range.  ’32 FORD DEUCE is a hardcover, high quality book with a very reasonable price.
     ’32 FORD DEUCE is published by MBI Publishing Company, a subsidiary of Motorbooks, in St Paul, Minnesota.  Since Thacker is the Director at the
Wally Parks NHRA Motorsports Museum (909-622-2133), you can easily purchase your copies there, or at Autobooks/Aerobooks (818-845-0707) in Burbank, California.  Motorbooks is the mover and shaker in automotive and racing books.  Not only are they a huge publishing concern, but their distribution network insures that the book will be found all across the nation.  The book contains 310 black and white photographs, 273 color photographs, 10 pages of appendix covering all facets of the ’32 Ford Deuce, 26 art drawings, 10 diagrams and cut-away prints, 15 newspapers stories and ads, 6 manuals, 8 charts and 46 miscellaneous magazine displays.  Edsel B. Ford II wrote the brief Foreword and is understandably proud of this Ford masterpiece of engineering.  Thacker wrote the Preface and Introduction to the book.  The first nine chapters gives a history of the 1932 Ford 8-cylinder Deuce, how it was manufactured, the troubles during the Great Depression and other interesting sidelights.  It is, however, an often overlooked part of automotive marketing that is the greatest concern here.  Just how did the car appeal to the youthful public and Thacker’s zeal begins to show here.  It was the versatility, power, design, low cost and durability of the ’32 Ford Deuce that attracted the young mechanics and racers of the 1930’s and ‘40’s that is crucial to the story.  The tenth and last chapter is about the people who owned some of the very special ’32 Ford Deuces that were chosen by an expert panel as the most beautiful of all the Deuces ever built and customized.
     What these men did was to alter and customize a car that for all practical purposes was a working man’s car of the depression.  They cut away metal just as the sculptor chisels away rock from his masterpiece.  They changed the car from a plebeian appearance to something that was light and ethereal.  Seventy-five of these cars have come to represent the essence of the ’32 Ford Deuce.  Thacker gives each car and their creators two pages or more to detail how the car came alive and how it affected others.  Some of the men who owned and customized the Deuce are well known, such as Jerry Kugel and Boyd Coddington.  Others have been forgotten over the passage of time.  Men such as Dave Marquez who built the 880, so far ahead of its time that even today it seems modern.  Marquez was a track star and named his cars after the distances that he ran.  The 880 won the first two National NHRA Championships in the C Roadster class.  With fluorescent paint ‘borrowed’ from Point Mugu Naval Air Station and a detachable body, the 880 was not only a spectacular car to look at but the first ‘funny car’ as well.  Other Deuce’s include Vic Edelbrock’s stunningly simple black dry lakes roadster.  The Karl and Veda Orr Deuce looks boxy in comparison, but it was a roadster that left all opposition in the dust at the local time trials.  Or maybe it was Veda who made the Deuce shine.  In white overalls, red lipstick and Veronica Lake bangs she was the heartthrob who could set records and turn heads.  She was the first woman to be voted in as a member of the SCTA and during WWII she kept the dry lakes racers up to date with the latest news. 
     Thacker keeps the action going in ’32 FORD DEUCE.  He shows how the Deuce influenced the racetracks, both oval, land speed and drags.  The Deuce also was important in the street scene and in local car clubs.  Its impact was so strong that for many years only roadsters were allowed to run on the dry lakes and the image of speed and daring clung to the Deuce.  Over time the Deuce has evolved and changed and so have the public’s perception of it.  No longer the rogue car which street racers used to evade the law, the Deuce has grown up and prospered.  Still seen in movies like AMERICAN GRAFFITI and B classics, the Deuce is now highly sought after and copied.  New metal and fiberglass bodies are made for a burgeoning market, which never seems to abate.  Men and women now spend hundreds of thousands of dollars to build a work of art using Henry Ford’s old workhorse.  The photographs in the book come from a wide variety of sources and are spectacular.  The Acknowledgment gives credit to some very special people, chief among them being the
Ford Museum and the American Hot Rod Foundation led by Henry Astor and Jim Miller.  But one of the unsung volunteers of hot rodding is Greg Sharp, curator of the Wally Parks NHRA Motorsports Museum.  In most hot rod books you will see Sharp’s hand.  He is driven to collect and identify the people and cars in old photos.  Thacker brings the past alive in ’32 FORD DEUCE and merges it with the present.  His book is a quality addition to your library on hot rodding.  It’s a cool book, almost like a high school album.  Take it around with you in your Deuce and show it off to your friends and have them scribble a few autographs. 
Gone Racin’ is at
RNPARKS1@JUNO.COM.
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Gone Racin’…Every Sunday Drag Races, Orange County Airport, Santa Ana.  Book review by Richard Parks, photographic consultant Roger Rohrdanz.   28 August 2007. Republished with permission from Internet Brands and www.hotrodhotline.com

     Every Sunday Drag Races; Orange County Airport, Santa Ana, by Leslie Long and Don Tuttle is not really a book, but a soft cover pamphlet, copied by the authors from newspaper clippings.  It doesn’t have an index, the pages aren’t numbered, and the photographs are grainy and barely legible.  The names are often misspelled and the data is sometimes suspect, and there are many reasons why I shouldn’t recommend this to drag racing fans.  There is only one reason that I can think of to recommend this to the public; it is the only source that I know of that is so complete and full for those interested in what happened at the first professional drag strip in the country and the world.  Don Tuttle and Leslie Long are consumed by a desire to preserve the past.  Tuttle has passed away; but Long is still collecting, sorting and cataloguing a wealth of information about land speed racing at the California dry lakes, and the early days of drag racing.  This isn’t a written work, and the two men do not claim to be authors, but editors of this simple and precious pamphlet.  Over the years they kept newspaper clippings, many of them originally written by Don Tuttle himself.  Tuttle was the announcer at the Santa Ana Drag Strip, after he was discharged from the Navy in 1952.  He compiled the results and printed them in the local newspaper, where he worked.  The editors didn’t say which newspaper, but it was probably the Orange County Register. 
     Tuttle and Long saved these news clippings from the first race on July 2, 1950, through August 27, 1956.  There is no indication as to when the drag strip closed, nor if there is another revised issue, or second pamphlet.  The text consists entirely of the results of the race as the reporter submitted them to the newspaper, or where captions were placed under the photos.  In many cases the reader will be lost unless he has some knowledge of the time and place and the significance of the Santa Ana drag strip in its importance to drag racing.  Three men and one woman are given credit for opening this drag strip, and even today their contributions are sometimes questioned by historians.  The men are C. J. Hart, Frank Stillwell and Creighton Hunter, and the woman was Peggy Hart.  This is a book review and not a history, nor does Every Sunday Drag Races; Orange County Airport, Santa Ana, tell us the answers to those questions.  What is recognized by historians is that C. J. Hart and his wife Peggy believed in the idea that opening and running a local drag strip would help the local authorities control illegal and dangerous street racing.  The Harts had their own garage, and there was no certainty that running a drag strip would make them any money.  They had no instructional booklet telling them how to create a sport that basically existed only on the streets, at the dry lakes, and for a race or two at Goleta, just north of Santa Barbara, California, a few months prior to their opening of the Santa Ana drag strip.  The Harts basically tried, failed, tried again, until they had a system that worked and the kids accepted.  Stillwell lasted only a short time, and was gone.  Hunter was a young man and assisted the Harts in running the track.
     The Harts might have guessed that they had created a sport that would be wildly popular, or they might have figured that it was just a one-shot deal that would eventually go bust.  It really doesn’t matter, for within days of the first race the word spread like a dry California brush fire on a windy summer day.  News leaped clear across the country and young men and women made the trek out to California to watch this new sport being born right before their eyes.  They took the concept, modified it a bit and carried it home where local Timing Associations of car clubs formed overnight.  Authors used the plot to write books purchased by eager young fans, and movie producers came out with B movies.  They were pulp-fiction, Saturday night Drive-In action thrillers, with titles like Dragstrip Girl and Hot Rod Girl.  The premise was always the same; fast cars, young men, young women, lusty libidos and a disregard for the peace and safety of the public on the highways.  Tragedy was always around the corner, but cooler heads prevailed and an adult came forward who “understood” the youthful need for speed.  C. J. and Peggy Hart would stand as the models for the “understanding” adults, and Peggy would take on all comers on the drag strip and usually beat them handily.  Drag racing would find respectability on the organized strips, and safety would improve with the founding of the National Hot Rod Association (NHRA) in 1951, by Wally and Barbara Parks.  The Harts’ and Parks’ would usher in a new sport, with rules, safety regulations, insurance and sponsorship. 
     Every Sunday Drag Races; Orange County Airport, Santa Ana cannot be appreciated as a book.  It is, after all, only a series of newspaper clippings, but if you use it as a reference booklet to help interpret other histories on drag racing, it is priceless.  There are 46 pages, including the two covers, and 65 photos.  Leslie Long may have added more pages, photos and newspaper clippings to a revised issue.  Since it isn’t published, but xeroxed whenever the need arises to sell more pamphlets, Long can add whatever he finds from that period.  This makes it difficult to tell whether you have the complete issue or a later one.  It doesn’t really matter, as Long will copy and sell you the latest issue.  Simple as Every Sunday Drag Races; Orange County Airport, Santa Ana, might be, it is pure gold and priceless.  Only a few of those young men and women who created a sport are still alive to tell us about the wonders of it all.  There is Don Cook, Art Chrisman, Pat Berardini, Otto Ryssman, Ollie Morris, Tommy Auger, Mel Dodd, Dick Kraft, Doug Hartelt, Joaquin Arnett and the Bean Bandits, Chet Herbert, Dick Roseberry and a handful of survivors left.  So many great early day drag racers have left us that the Santa Ana Drags Reunion, run for years by Creighton Hunter, has disbanded. Every Sunday Drag Races; Orange County Airport, Santa Ana, is a booklet that I go back to whenever I write on the subject of drag racing.  It is not only indispensable, but also a joy to read.
Gone Racin’ is at
RNPARKS1@JUNO.COM.
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Gone Racin’…
Throttle Magazine, by Jack Peters, xeroxed and reproduced by Don Tuttle.  Book review by Richard Parks, photographs by Roger Rohrdanz.  Republished with permission from Internet Brands and www.hotrodhotline.com

     Don Tuttle rescued all twelve issues of Throttle Magazine and xeroxed them to form a pamphlet-style book, which for all practical purposes is simply called Throttle.  Like the previous efforts of Don Tuttle and Leslie Long to preserve our hot rodding and racing past, it is a very simple job.  There isn’t any text or explanation from Tuttle to explain what Throttle is about, or even an index.  The readers are left completely on their own to make sense of it all.  The copying leaves the photos grainy and sometimes difficult to see.  In a sense this isn’t a book at all but simply someone taking the time to copy issues of an old magazine and put an inexpensive binding around them.  Why should we even care to do a book review on something that isn’t a true book?  Because this magazine is special, very, very special.  It’s possible to find original issues of Throttle Magazine on eBay or at swap meets.  Exactly what you will pay for them is unknown, because the collectible market varies considerably.  Expect to pay a considerable amount more than the 10 cents that the first issues cost.  Even the original magazines are simple affairs, without any pretense at being an equal to Life, the Saturday Evening Post, Time or any of the other magazines of the pre-WWII era. 
     We don’t even know much about the Editor and Publisher, Jack Peters.  Hot Rod and dry lakes Historian Jack Underwood thinks he might have been a member of the Throttler’s Car club, and went into the military at the beginning of the war in 1942.  Wally Parks, who would become editor of Hot Rod Magazine, President of the SCTA (Southern California Timing Association) and President of the NHRA (National Hot Rod Association) said that he doesn’t know what happened to Peters.  There is mention of a Jack Peters belonging to the Road Rebels Car Club which was a member of the Western Timing Association, formed just months after the better known SCTA.  He burst upon the scene with a quality racing magazine, and in his Editor’s Column of November 1941, told the readership of Throttle Magazine that the first 12 issues of 1941 had been wildly successful.  Jack Peters’ work and hand is everywhere.  He writes, edits and puts together the magazine seemingly without help.  He writes to local police chiefs, explaining the importance of having safe and sanctioned racecourses for young people to race on.  He stresses automotive safety and rules.  The first three issues, January-March are almost entirely dedicated to dry lakes racing and car club activities.  Only with later issues does Peters receive substantial support and news from other kinds of auto racing.  Peters went on to write that he looked forward to more growth in readership and ad revenue for 1942. 
     As the November/December joint issue hit the stands, the Japanese were bombing Pearl Harbor on the 7th of December 1941.  The sneak attack propelled the nation into a world war with the Axis powers of Japan, Italy and Germany, and racing activity stopped almost immediately.  The nation needed all the rubber, steel, aluminum, gasoline and oil that it could round up for the war effort, and began to ration those commodities.  No new car production would come rolling off the assembly line until after the end of the war.  Racing was an expense that the nation could ill afford.  Race car drivers enlisted in the military and ended up flying fighter planes and bombers.  Hot rodders became mechanics in the service to keep our tanks, ships, planes and jeeps maintained.  Dreams of racing glory were finished for the duration of the war.  The high hopes of Throttle Magazine would fade away, saved from oblivion by a few readers and collectors like Don Tuttle.  After the war two young Hollywood Public Relations men by the names of Petersen and Lindsay would remember the old Throttle Magazine and come out with their own version which they called Hot Rod Magazine.  How much inspiration that Petersen and Lindsay took from Jack Peters and his Throttle Magazine is unknown, but the look and format of the two magazines are very similar.  If the war had not occurred, would Jack Peters be the man people remember and his magazine the success that Hot Rod Magazine became under Petersen Publishing Company and Primedia? 
     The bound issues can be broken down into 12 chapters, each representing a monthly issue of Throttle Magazine.  The November and December issues are combined into one magazine, but a special issue came out in late May to commemorate the running of the Indianapolis 500-mile race, won by Mauri Rose and Floyd Davis.  By the April issue, the Throttle Magazine becomes more varied with oval track racing holding its own alongside that of the land speed racing car clubs.  And always, Peters adds an adult and mature tone to his crusades calling for safety and organization in auto racing leagues.  Peters seems driven to promulgate a code of ethics, and to have the community, police departments, street racers, racing promoters and administrators accept the vision that he laid out for them.  The booklet is replete with old advertising, and these ads in themselves are informative of the times.  It contains results, points leaders and valuable information on the racing scene.  The booklet has been out of print for some time, but the original magazines are still found at swap meets and on eBay, and there is a possibility that another copy of the 12 magazines will soon be recreated in a similar pamphlet format.  The booklet is a snapshot of mainly Pacific coast racing in the year 1941, a pivotal year soon to be shattered by war.
Gone Racin’ is at

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     My road trip has come to an end and over the next few weeks I will share photos of VW Challengers I met along the journey.  In the meantime, we have some Challenge events happening in the next couple of weekends I just wanted to remind you about. Hopefully you can participate as racers or spectators.  Burly Burlile, 36hp VW Challenge,
burlybug@comcast.net, www.facebook.com/groups/36hpvw.challenge, Freelance Photo Journalist, Society of Land Speed Racing Historian (SOLSRH) https://www.facebook.com/groups/36hpvw.challenge.                         
                                                     --------------------
July 11-13        USFRA Test & Tune at the Bonneville Salt Flats.
www.saltflats.com
July 12-13        ECTA Ohio Mile at Wilmington, Ohio. www.ecta-lsr.com
July 13             SCTA Dry lakes meet El Mirage near Victorville, CA. www.scta-bni.org.
July 18-20        LTA Mile and 1/2 LSR competition in Loring, Maine. 
www.lta-lsr.com.
     And remember, we have just 63 days till the World of Speed at Bonneville and what is growing into the 36hp and VW Challenge land speed racing nationals. Gonna be a great event and we hope you can be there.
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2014 INTERNATIONAL 36 hp and BB VW LAND SPEED CHALLENGE; Land Speed Racing Volkswagens Coming Events Schedule.

Feb 28th to Mar 1 CANCELLED –WEAK ICE - Speed Weekend (36hp & BB Challenge). Arsunda, Sweden. Annual land speed event on "ice", a 1 kilometer event held on the ice of the neighboring lake. Volkswagen racers and spectators welcome. For information, visit http://landracing.se (use translator). For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

Feb 28th to Mar 7th COMPLETED Speedweek Australia (36hp & BB Challenge). Lake Gairdner, Australia. Annual land speed event (no facilities-very isolated). Volkswagen racers and spectators welcome. For information, visit http://www.dlra.org.au.  For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

March 21-23 COMPLETED The TEXAS MILE (36hp & BB Challenge). One mile standing start time trial, Beeville, TX. All VW racers and spectators welcome. For information visit info@texasmile.net. For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

Apr 12-13 COMPLETED The Mojave Mile (36hp & BB Challenge). Mojave, California. This all new one and a half mile event will allow additional track distance adding greater top speed opportunity for setting Volkswagen land speed records. All VW racers and spectators welcome. For information, visit http://www.mojavemile.com . For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

May 3-4 COMPLETED East Coast Timing Association (36hp & BB Challenge). One mile standing start time trial, Wilmington, Ohio. All VW racers and spectators welcome. For information visit www.ecta-lsr.com. For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

May 17 - The Houston Half Mile (36hp & BB Challenge). Houston, Texas. The 1/2 mile event promoted by the Hennessey Performance group will take place at the Ellington Airport during the Aero's & Auto's show. Registration opens March 30th and is limited to 150 participants. All VW racers and spectators welcome. For information visit http://www.usmileracing.com . For 36hp & BB Challenge information visit https://www.facebook.com/groups/36hpvw.challenge.

May 17-18 British National Records (UKTA Speed Record Club-Straightliners) have just announced a second one mile top speed event to be held at the Elvington Air Base in York, England(36hp & BB Challenge). Records will be set by averaging two runs in opposite directions. All VW racers and spectators welcome. For information visit http://www.straightliners.co.uk or https://www.facebook.com/malcolm.pittwood.1 . For 36hp & BB VW Challenge information visit. https://www.facebook.com/groups/36hpvw.challenge.

Jun 7-8 East Coast Timing Association (36hp & BB Challenge). One mile standing start time trial, Wilmington, Ohio. All VW racers and spectators welcome. For information visit www.ecta-lsr.com . For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

Jun 27-29    Salt Corner & European Hot Rod & Custom Show at Chimay International Raceway in Bitburg, Belgium (36hp & BB Challenge). All VW land speed racers welcome (limited entries available). For information visit http://www.hotrodshow.eu.  For 26hp and BB Challenge guideline information visit. https://www.facebook.com/groups/36hpvw.challenge.

Jul 4-6 The Michigan Mile (New). One mile standing start time trial, Battle Creek, Michigan. All VW racers and spectators welcome. For information visit www.themichiganmile.com. For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

Jul 12-13 East Coast Timing Association (36hp & BB Challenge). One mile standing start time trial, Wilmington, Ohio. All VW racers and spectators welcome. For information visit www.ecta-lsr.com . For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

Jul 18-20 Loring Timing Association (36hp & BB Challenge). One and one half mile standing start time trial, Loring AFB, Limestone, Maine. All VW racers and spectators welcome. For LTA information visit www.lta-lsr.com . For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

Aug 9-15 Bonneville Speedweek (NOT a 36hp & BB Challenge event!). Three and five mile S.C.T.A./B.N.I. sanctioned standing start time trial on the fabled Bonneville Salt Flats in Utah. Full competition Volkswagen land speed racers only! Spectators welcome. For information visit www.scta-bni.org.

Aug 16-17 Air-Cooled Elvington Mile (36hp& BB Challenge). "EL2K14". One mile standing start time trial, Elvington Air Base, York, England. All air cooled VW racers and spectators welcome. Noise limit restrictions mandatory. For information visit http://www.straightliners.co.uk or trevor@straightliners.co.uk or "Walter Devette" fusca03@tele2.nl.  For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

Aug 30-31 Loring Timing Association (36hp & BB Challenge). One and one half mile standing start time trial, Loring AFB, Limestone, Maine. All VW racers and spectators welcome. For information visit www.lta-lsr.com . For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

Coming FALL 2014 - The US Houston Mile - Texas www.usmileracing.com.

Sept 6-9 World of Speed (130 MPH Club and 36hp & BB Challenge). One mile standing start time trial (along with unlimited top speed streamliners and hot rods on the long eight mile course) at the world famous Bonneville Salt Flats, Wendover, UT. All VW racers and spectators welcome. For information visit www.saltflats.com . For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.  Pit set-up and tech inspection begins September 6th.

Sept 20-27 Kalahari Desert Speedweek. Hakskeenpan, South Africa.  GPS/Laser timing (not a VW Challenge event) for all race vehicles. All VW racers and spectators welcome. For information visit http://www.speedweeksa.com or https://www.facebook.com/KalahariDesertSpeedweek.

For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

Sept 27-28 East Coast Timing Association (36hp & BB Challenge). One mile standing start time trial, Wilmington, Ohio. All VW racers and spectators welcome. For information visit www.ecta-lsr.com. For 36hp & BB Challenge guideline information visithttps://www.facebook.com/groups/36hpvw.challenge.                   

Sep 30 - Oct 3 World Finals Speed Trials (NOT a 36hp & BB Challenge event!). Three and five mile S.C.T.A./B.N.I. sanctioned standing start time trial on the fabled Bonneville Salt Flats in Utah. Full competition Volkswagen land speed racers onlySpectators welcome. For information visit www.scta-bni.org.

Oct 24-26 The TEXAS MILE (36hp Challenge). One mile standing start time trial, Beeville, TX. All VW racers and spectators welcome. For information email info@nasatx.com.  For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

Nov 22 AUSTRALIA Snowy Mountain 1000 (one kilometer course).  Originated in 2012, this will be the second event held at the Snowy Mountain Airport near Coomba, NSW. VW racers and spectators welcome.  For information contact snowymountains1000@hotmail.com.  For 36hp & BB Challenge guideline information visit https://www.facebook.com/groups/36hpvw.challenge.

The below are “NON 36hp” events, non 130 Mile Club events and require full competition ready race cars per the SCTA/BNI rulebook: Contact www.scta-bni.org for the 2014 Rule Book.  New Classic race classes for 1.0, 1.5, 2.0 and 3.0 pre 1981 automotive bodies including Volkswagen air cooled.  Also ideal for Spectators.
El Mirage Dry Lake – California (non 36hp Challenge event)
May 17-18
Jun 22
Jul 13
Sep 14
Oct 19
Nov 8-90
Please contact Burly Burlile at
burlybug@comcast.net, or call 435-752-4359 or 435-890-8832 MST.
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Ron Main sent in these pictures of Fred Dannenfelzers new Streamliner taken this month

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[Email Land Speed Racing]

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