.  Issue #339.
October 4, 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, Burly Burlile, Jerry Cornelison


Click On All Images / Link For more Info / Images


STAFF EDITORIAL, by Richard Parks

     Here are some rules for using material from our archives.  Anyone can copy and paste what they see and use it for their personal use; in fact we encourage you to do so.  What good is it for Jim Miller, me and all the other staff to spend hundreds of hours researching and creating this history if no one enjoys it or copies it.  The problem comes about when people copy from this website or others to make a profit off of our work; especially photographs.  Every newsletter, website, newspaper, magazine, video, movie, art work, photographs and all creative work of any kind is protected and belongs to the creator of that work. 
     If you want to reuse our work in another publication or to reproduce with the thought of selling someone else’s work then the answer is; you can’t.  You can’t do that without permission and that permission should be in some form of writing to protect you.  I’m sure that Roger and Jim have also had only a few requests for their photographs and it is up to them whether to set a price or to waive any fees, but regardless, they must be asked.  In the majority of cases people simply take without asking and remarket our work under their name and this is not only illegal, but immoral.  It is theft, just as if that person walked into our garages and stole our tools and equipment. 
     I deal with other websites all the time and if I see something that is important and interesting I write and ask permission.  The majority of times they say it is okay to republish their work as long as we give them credit and we are not making money off their work.  In some cases they ask that we take only a paragraph or two and then refer our readers back to their site to read the rest of the story; a reasonable request.  I rarely use photographs and almost always refer our readers to the original source to look at the pictures.  I always cite their publications as the owner of the piece and I always keep my word to them.  In journalism it doesn’t take much to get a bad reputation and the staff of the SLSRH is constantly reminded to “play by the rules.”
     Special issue Hot Rod stamp from USPS.   
https://store.usps.com/store/browse/productDetailSingleSku.jsp?productId=S_689204&categoryId=book-of-stamps.  Thanks to Road Runners member Bill Woodcock for this tip.  Also, good news from Bill.  Looks like his Electric '34 Coupe project is in the final stages and will be ready to run for the 2015 Season. http://www.ussarcherfish.com/roadrunners/builds/Woodcock%20and%20Gray/woodcock.htm.   Jerry Cornelison
     You have a great site, which I learned about from The Fabulous Fifties newsletter.  My special interest is British designer Reid Railton – about whom I am writing a biography – and the cars he designed for Campbell and Cobb.  I’d be grateful if you could let your audience know about this project.  I would be very pleased to hear from anyone who has anything to contribute about the Railton/Campbell/Cobb story.  Thanks, Karl Ludvigsen,
kel@ludvigsen.com, www.karlludvigsen.com.  
     KARL: I'll relay your message to our president, Jim Miller, and also post your request to our newsletter on
www.landspeedracing.com.  Our society is open to anyone, there is no fee or forms to fill out for membership (Society of Land Speed Racing Historians or SLSRH).  Simply add the website to your favorites and check in periodically to see if there is a new newsletter posted.  You can send in requests, tell others about your progress, or answer other people's questions.  We are all independent historians and the website's goal is to archive all the knowledge that we've obtained.  Another group that you may already know about is the Society of Automotive Historians (SAH), which has units all over the world.  One of our goals is to find private archives and resources and we do find sources all the time.  Most Americans are not familiar with Campbell, Cobb or Railton, but a few were very close, like Ab and Marv Jenkins, who have passed away.  The early 1930's and '40's dry lakes racers watched some of the time trials at Bonneville, but there wasn't always a close relationship between them.  However, the more nouns (facts) that you give us in a request will trigger more memories.  When you are done with your book then let us know where we can purchase a copy and I will give you all the free space that you want in our newsletter to publicize your work.
STAFF NOTES; A response from Jim Miller. The SLSRH president: 
     KARL: Brooklands Books has a publication that covers Reid Railton's road cars and if I remember correctly it touches a bit on the LSR cars.  Brooklands Books also has a great book called LAND SPEED RECORDS that is full of contemporary magazine articles on the cars.  Bill Body's book AERO-ENGINED RACING CARS at Brooklands has a chapter on the Napier-Railton as well as some stuff on the Campbell and Cobb cars.
     WELTREKORDFAHRZEUGE by Ferdinand Kasmann was published by Schwarzkopf & Schwarzkopf in German.   I can't read German but they have a lot of pictures on the cars.  There is a museum at Brooklands that might have some info on the cars.  The same is true for the Daytona Beach museum on Campbell.  You may also want to check out Movietone/British Movietone and British Pathe for newsreel footage. Campbell was really good at this.  Ab Jenkin's book THE SALT OF THE EARTH has some info on Railton coming to America and meeting Jenkins in Detroit.  Ab also talked about Campbell and Cobb in between talking about himself.  The third printing was done in 1993 by Dixie College Foundation out of St. George, Utah and they might have a copy. 
     My Grandfather was an AAA Observer on the runs pre and post war at Bonneville and the documents he filled out have to be on file with the AAA unless they have been destroyed.  Supposedly, author Gordon White has some of them but who knows.  I'll check my files to see what I have.  Another source you might want to check is Dunlop. They supplied the rubber and had a man on site at the runs.  There were tire problems with the Eyston car that they kept hush-hush about, but I am not sure about the Cobb or Campbell cars.
     You may also want to contact Brett Arena who is the curator for Gilmore (Oil Company) who sponsored some of the runs.  They have a mini-museum in the adobe where Gilmore was born in Los Angeles.  His number is 1-323-939-1191.  Jim Miller, 818-846-5139,
     We had dinner and a good conversation with Damion Gardner at the Red Garter in Wendover, Nevada. He and his crew had high hopes to run at Speedweek, but as we all know now, Speedweek was actually more like "Boat" week.  He came back and a documentary crew made a film of his exploits at World Of Speed the first week of September.  Nice video of the build and the run.  I had to tease Damion because his whole crew sat there wearing t-shirts with no relationship to him.  When I asked them why they had no shirts with him on them they replied that he was too cheap!  I told Damion to unscrew his wallet and give them shirts but he said after building the car he could barely afford his own shirt.  That is one of the joys of footing your own bill without major sponsors.  Doug McHenry (OneDirt.com at 

     May 31, 1927, the last Ford Model T rolled off the assembly line. It was the first affordable automobile, due in part to the assembly line process developed by Henry Ford. It had 2.9-liter, 20-horsepower engine and could travel at speeds up to 45 miles per hour.  It had a 10-gallon fuel tank and could run on kerosene, petrol, or ethanol, but it couldn't drive uphill if the tank was low, because there was no fuel pump; people got around this design flaw by driving up hills in reverse.  Ford believed that, "the man who will use his skill and constructive imagination to see how much he can give for a dollar, instead of how little he can give for a dollar, is bound to succeed." 
     The Model T cost $850 in 1909, and as efficiency in production increased, the price dropped.  By 1927, you could get a Model T for $290.  "I will build a car for the great multitude," said Ford.  "It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise.  But it will be low in price that no man making a good salary will be unable to own one - and enjoy with his family the blessing of hours of pleasure in God's great open spaces."  Copied and sent in by Dean Court and John Hutchinson
It rained like hell last night and it shows.  The only thing above water is the new entry strip.  WORLD FINALS HAS BEEN CANCELED.  Sent in by Ron Main; Photo courtesy of Tom Reade. 
     Author Matt Stone will be at Autobooks/Aerobooks to sign copies of his book JAMES GARNER'S MOTORING LIFE; COOL, FAST, GARNER.  The book chronicles Hollywood actor James Garner's racing story.  The date is Saturday, October 4, 2014, from 10AM to 2PM.  Autobooks-Aerobooks is located at 2900 W. Magnolia Blvd. Burbank, CA 91505.  For more information contact Tina Van Curen at
     We have our Event Summary on the 2014 Pebble Beach Concours d'Elegance & Tour d'Elegance.  The coverage is located here, should you have a problem seeing it, cut and paste the address into your browser, failing that let us know and we will get to you another way:
https://picasaweb.google.com/113152123752682863493/2014PBTourConcoursEventSummaryVersion2#.   Our photos of the Ault Park Concours d'Elegance were published in "Vintage Roadcar" magazine.   Ault Park, Car Selection Chairman Fred Jones furnished us with information on entering next year's event.  If you are want more information on Pebble Beach, here are the applicable links:  Pebble Beach Concours d'Elegance: http://www.pebblebeachconcours.net/.   List of Winners: http://www.pebblebeachconcours.net/pages/5371/postwar_car_takes_top_award_at_the_pebble_be ach_concours_delegance_for_the_first_time_in_nearly_50_years.html.   Maureen & Mike Matune
     Steve Nelson, from Petaluma, cracked the 200 mile per hour barrier at Bonneville.  Craig
     Our November meeting will be at Steve Nelson's place in Petaluma.  It's getting to be a tradition.  Patrick Tobin
     Our friend Steve Nelson made it into the Bonneville 200 MPH Club this morning. His record is 201.8 MPH.  The old record, also his, was 197 MPH.  He is the first vintage Lakester to exceed 200 MPH and he did it with a vintage 1935 era Ford Model-B 4 cylinder flat head engine.  A Model B is basically a Model-A engine with an oil pump and oil system, hi-technology for Ford in the 1930's.  This engine has a DOHC overhead valve with Dema Elgin cam conversion cylinder head and a very trick bottom end by Greg Martinez.  But when all is said and done it is still an 80 year old Flat-head engine block in what is a beautifully engineered stretched World War II era fighter plane drop tank with the wheels hanging out of it. A picture of the car at Bonneville last year is included below.  I did some advising and consulting on the air intake and plenum for the carburetors to get the engine more air and some external aerodynamics cleaned up.  I am smiling ear to ear and really happy for Steve.  He has worked and waited a long time to join a VERY exclusive club.  Dema Elgin of D Elgin Camshafts ground the camshafts for the engine and spent considerable time helping to tune the engine as well.  My inputs on this accomplishment were minimal.  You should check with Steve Nelson to be sure but I think that the air intake was built by a company in Cotati called New Metal Kustomz and they should be listed as well. 
http://newmetalkustomz.com/.  Don Redmon
     When I was with Steve Nelson and he was turning 196-197 MPH, I wanted to retard the int cam for a little more top end RPM so we took off the cover on the flywheel that is degreed all the way around for timing purposes.  We found a LOT of clutch material sticking out, so the clutch was slipping and we had to stop running that year.  Dema Elgin
       Here is an update of our Bonneville experience for 2014.  As many of you know this was a very wet year at the salt flats.  So wet that the Bonneville Speedweek event we normally attend was cancelled at the last minute.  Take a look at Photo 1 (Speedweek) and you will know why they called off the races.  This photo was taken out on the salt near where the race course should be.  We were really bummed.  But, there are other events held at Bonneville that are usually smaller and because they are later in the year, they are also often times cancelled due to rain.  We began to look at these when Speedweek was cancelled and found nearly all of our team could go to the USFRA World of Speed event which would be held September 6th thru September 9th.  You can set a record at any Bonneville SCTA timed event and this event qualifies.   We watched the weather carefully and it continued to improve with only a few scattered showers.   We are going racing, 
       On September 4th we drove all day to Wendover, just a couple of miles from the Bonneville racetrack.  We decided to immediately go out on the salt and begin to set up our pit area. However, when we drove to the salt we were bummed again to see all the water had not completely evaporated or soaked into the ground.  (Photo 2 World of Speed, USFRA) will show you what we had to drive thru to get to the track.  When we drove out to the pits and the track it was pretty nice, still damp, but the track was well groomed and the track seemed fairly dry.
       Racing started on Saturday morning and we were ready.  Our first run we decided to only go to the end of the 4th mile.  The track is 5 miles long, but there was only 2 miles of shutdown.  We were concerned we might not be able to shut down safely in this amount of room.  Our first run was at 292MPH average for the 4th mile.  We shut down easily in just over 2 miles, using only one of our two parachutes.  This means a run to the 5th mile should be fine.  As a driver this run had a couple of "firsts."  First time I have driven to the 4th mile and highest speed I have run to date.  Hurray!  The track was a little slippery and I had to feather the throttle to keep the car going straight when we broke traction.
       When we got back to the pits and checked the engine we had done quite a lot of damage to the pushrods on the left bank of the engine.  After several hours of tearing the engine down on the left side we found the cause was our new rocker shafts were not installed correctly, and the left side was being starved for oil.  Easy to fix, but we needed 3 new pushrods, because we only had 4 spare and we damaged 7.  Well, we were able to borrow 2 pushrods exactly the correct size and length and we were able to fabricate one from a pushrod that was too long and we were back in business!
       We made our 2nd run on Sunday and ran a 313 MPH average speed in the 5th mile.  WooHoo!  This was my first run over 300 MPH average speed and the first time I had run to the 5th mile.  No problem in shutting down, we are good to the 5.  The record however is 329 and while we are creeping up on it, we are not real close yet.  The track remains slippery and the car is moving around on the track quite a lot. I am unable to stay as far in the throttle as I would like.  To make matters worse our competition and good friends, Mike and Jeff Strassburg (professional top fuel drag racers) raised the record to 336MPH.  Great for them!  Not quite so good for us!
       We came back Monday morning and  tried again and while the track remained slippery we were able to retain control of the car and we ran 313 MPH in the 4th mile and we extrapolated our 5th mile average speed at 332 MPH with a 340 MPH exit speed. This was "A RUN" Woo Hoo!. It was 4 MPH off the record and not a qualifier, but it was a "Bonzai" run and I was delighted.  Unfortunately there was less than superb weather at the time of this run and a lightning strike caused our 5th mile speed to not be recorded and the numbers are from our on board computer and probably plus or minus 2 MPH.  Still pretty good and we were excited!
       Since the timing folks did not get a recording on our last run they told us we could go to the head of the start line and make another run.  We turned the car around quickly and went for it.  However, the drizzle and the winds, which picked up from the storm, made the track very, very slippery and I nearly hit a marker cone which marks the edge of the 90 foot wide race course.  I aborted the run and pulled off.
       Tuesday morning, the last day of racing we made one more try to qualify the car; the track remained slippery and while we did go 301 MPH we lost a lot of speed trying to keep the car going straight.
       It was another great year of racing!  We learned a lot.  Our engine was very reliable, our driver got a fair amount of seat time in less than perfect conditions and we have every racer’s dream, more power than we need to set a record; we just have to learn how to control it.
      It is not every year that mother nature gives you a great track and while I believe we can up the world record with our car, we probably will continue to have trouble doing this on poor track conditions without a few car modifications.  Soooooo, for next year we will make our vertical stabilizer (vertical tail wing) about 3 times the size it is now and we will research putting small canard wings on each side of the vertical stabilizer to provide down force to improve traction.  We will also change the throttle travel and ease of application.  We only have about 1 and 1/4" of travel between idle and the 340 MPH run!  It’s hard to let off "just a little."  To keep traction we are running on about 80% of throttle and we have significantly reduced blower boost.  We have more power than we can use and control, but we can easily increase the power when we need it, but we have to increase control first!  I believe this car will go well over 350 MPH.  What a hoot! Most fun I have ever had!  Watch for us next year!  This year’s "on the salt" racing team; John Sprenger, Frank Silva Jr, Steve Peterson, Brandon Carter, Sonny Caulkins, Alan Deasy, Paul Figone, Chriss Hansen, Bobby Swedberg.   Sincerely, Ross Ireland
     STAFF NOTES: photographs courtesy of Ross Ireland.



     STAFF NOTES: Doug McHenry informs us that George Poteet suffered a crash at Mike Cook's Shootout at Bonneville and totaled the car, but George walked away unhurt.  He was going about 370 mph at the time the car rolled. https://www.facebook.com/CookLSS/photos/pcb.1537888556424857/1537886059758440/?type=1.
Nails and Stuff.  By Le Roi Tex Smith, reprinted by permission of Internet Brands.  For photo go to

     It seems like just yesterday, not a full fifty years. I’m talking about tires here, bucko. The kind we take for granted now, but at one time we considered perhaps the most vital part of our daily transportation. Consider…

     Before World War Twice, while deep in the depression, I lived with my new stepfather in eastern Oklahoma. Back there in the scrub oak and flinty hills and his pay of one dollar a day. WPA wages, which I thought surely made him one of the richest men in the world.  After all, mom worked as a waitress for 2 bucks a week.  Six days on. Yep, he was sure nuff rich, and he owned a car.  We didn’t ride to town on trading day in the wagon anymore.  Well, sometimes, if the car was broke down.

     But, that old Ford definitely did not have new tires. Mostly, they were old recycles from something down at the junkyard.  Which meant they didn’t have much (any) rubber on the tread, so they were wont to leak air.  Either from some ugly in the sandy back roads, or from prior inner tube patches simply giving up the effort as a lost cause.  After all, you can only put patches over the top of other patches so many times.

     Back then, every car had provision for a spare wheel and tire, sometimes two. But mostly the spare(s) were little better, usually worse. Then, as now, the general rule was that there was never air in a spare. 

     So, Mom, me and my new dad lived on an old cardboard share cropper shack out on a hill towards Happy Corner, which meant that we were out of town on a couple of dirt (sand) roads about 4 miles or so. As another general depression era rule, you never went on a trip without inner tube patches, a tire pump, a claw hammer and a couple of pry bars.  To peel the tire over the wheel rim. 

     If you had picked up a nail or the such, and you could see where it punctured the tire, you could get away with knocking the tire lip down inside the wheel depression then prying only a short section of tire over the rim lip. Give you just enough room to pull out enough tube to make the patch.  Usually, though, you just went ahead and pried the tire rib loose all the way around.  This way you could remove the tube.

     Next, it was time to find the leak. Meaning you needed to blow up the tube with the pump to get enough air so you could locate the leak.  Most often, there were already a dozen or so patches in place, and the leak might actually be out from under an older patch where the cement on the old patch had given up. 

     Once located, you stretched the tube over your knee and used the little patch container lid, which was serrated kind of like a rudimentary file. This would rough the tube rubber so the cement would hold.  In theory.  Minus the scratcher, you could make due with a rough rock.

     Wipe off the scratched tube surface, smear on some cement, use your Barlow knife to cut off a rubber strip patch, press the patch in place, and hold it for a while.  Probably only about a minute would do, but in the hot Oklahoma sun, with you sitting spread-legged in the twice hot sand, it seemed like maybe a half hour.  Or two if you were behind schedule. 

     Very important to rub the patch into the tire, with a tool handle or even a smooth rock or stick. Make sure the edges were down good.  Pump a little bit of air into the tube, then run your hand all around the tire casing inside, to see if there was an offending nail, thorn, broken limb, all the normal kind of stuff guaranteed to scob your fingers.  

     The tube was stuffed back into the tire casing, using care to shuffle the tube back and forth so the stem fit into the rim easily, then pump in a bit more air to make it easier to move the tube if necessary. If the tire pump had a screw-on fitting, that was the best, to keep the tube from flopping back inside the tire as you pried the tire bead back over the wheel rim. 

     Finally, about ten thousand pumps on the pump until you determined you needed to wet the pump inner stem seals so they did…seal that is, which then would mean some air was actually going into the tube.

     Pump up the tire until it would thump exactly right when whacked with the hammer or a convenient rock. If all went to plan, with practice you could do a repair in about twenty minutes, less if you were in a real hurry.  And, with luck, the patch would have pressed against the casing, and you would have a good repair. Until next time. 

     Which could be a mile. Or less, or maybe even give you a month more service. In our case, we once had five flats on the way into Drumright, and two coming home.  But then, we did get the mileage out of our tires. Not like now when you can’t hardly get a hundred thou before all the tread is down to the steel wires.  Ah, for the good old days!  HOLD ON!

     Now is the good old days, when it comes to automotive tires.  For instance, how long since you had a flat on your rod or custom? On your passenger car or truck?  On your off-roader?

     Back in the early sixties, I was introduced to the Michelin line of rubber by a friend who was pr for Sears. He sent me to a local LA dealer with instructions to try a certain tire, which I did and I was blown away when it got double the mileage of the brand I had been using on my twice-wheel drive Chevy burb.  I was putting on a ton of miles at the time, plenty on back roads, and suddenly I was introduced to the new world of steel radials.  I immediately switch to radials on my rods, and I haven’t carried a rod running spare since. 

     Do I like the radials better than the old rags?  Yessir. But I do like the old skinny bigs ‘n little’s better than the fats and fats.

     One time, Tom McMullen called and asked me to meet him out at Muroc. Some company (Goodyear I think) had sent him out a set of their new high speed radials to try at the lakes.  On his trusty Deuce roadster.  I drove out, slept in the car and immediately announced my disapproval of his new rubber.  “Look like those old cartoons, with balloon tires.  I betcha you have handling troubles.”  He scoffed at my dire predictions. “Hey, these are the latest in racing and nothing bad going to happen here.”

     Which I repeated to myself as he spun in the lights, wrapped his drag chute around the roadster, and promptly packed for home after he had dried out the driving suit. 

     So it is that I have never been a huge fan of the steamroller tire pro-street builds of years recent. Now, I see that we are getting skinny bigs and little’s for street rods, in the radial style, and I love ‘em.  Mainly because I don’t think they will be susceptible to nails and thorns.
Gone Racin’…
Spin Club 1989-2010, by Mark Brazeau.  Movie review by Richard Parks, photographic consultant Roger Rohrdanz.   8 February 2012.  Reprinted with permission of Internet Brands.  For photographs go to


     Spin Club 1989-2010, is a video by Mark Brazeau on a CD disc running 117 minutes.  The video was filmed, edited and produced by Mark, who is the official photographer/videographer for the Southern California Timing Association (SCTA) and the BNI.  Mark videotapes the land speed racing meets at El Mirage dry lake, in the Mojave Desert of Southern California and the Bonneville Salt Flats in western Utah.  Mark also videotapes racing reunions, banquets, Hall of Fame presentations and car club events.  His videos can be found at www.landspeedracingvideo.com.  A typical disc costs $25 and that includes free shipping by priority mail.  “I show the spins, but if there is a serious accident or death I turn off my camera and I don’t make things worse by putting my camera in the faces of the injured,” Brazeau told me.  “I do videotape the serious accidents and those I send to the SCTA and to investigators to review.  We don’t have anything to hide and we have a safety-conscious organization, but I’m not out to make videos that profit on the suffering of those injured,” he finished.
Spin Club
refers to the spinouts of cars and bikes at high speed and while they might make for a short episode on the nightly news, all land speed racers will tell you that there is nothing fabulous about a spin out.  Spectators are usually friends, family, crew or club members belonging to the SCTA.  The last thing that excites them or that they want to see is a potential accident that causes injury or death to a loved one or friend.  The goal in land speed racing is to drive at speed, in a straight line with the hope that you will go faster than the current record and then come to a safe stop.  Thrills and spills are never part of the agenda.  Then why make a video about spin outs and crashes.  The major reason is to learn from the experience of others and to hopefully avoid such spins and accidents.  Another reason is simply because it is interesting to watch a car or bike go out of control.  There are an infinite number of explanations why a vehicle going a hundred or more miles an hour goes into a spin.  Everything looks normal and then the car or bike begins to weave ever so slightly in one direction and then back in the opposite direction.  Sometimes the driver attempts to control the erratic vehicle by making a counter move, but that often leads to results that are worse.  Yet many drivers simply tell us that they let the car go where it will and did not attempt to steer out of the spin.
     I watched the scenes, for Brazeau doesn’t slow down the action, and they come fast and furious.  The average spinout on the screen takes about thirty seconds or so; and you can expect more than a hundred of them.  Some are quite spectacular where the spinning car does not stay stable on all four wheels, but careens over on its side, or end over end in a sickening scene of flying metal parts in all directions.  This is not what the drivers or the officials hope to see.  When a spin occurs the race official/announcer will yell out to the safety patrols, ambulance and fire truck, “
We have a spinout, we have a spinout,” and where appropriate he will tell the safety crews to “roll.”  They have an amazing safety record for vehicles that speed along as fast as they do.  Many of the spins occur around the 200 miles per hour range and the centrifugal forces must be awesome to experience.  But this is a serious sport and even the least problem can turn out to be really dangerous.  The speeds can go from 100 mph all the way up to 300 mph at El Mirage on the dirt playa in the Mojave Desert.  At the Bonneville Salt Flats in western Utah the speeds can reach nearly 500 mph for piston driven vehicles and almost 400 mph for motorcycles.  It amazes me to see these cars and bikes spin so fast without losing their center of gravity and rolling over.
     Land speed racing isn’t for everybody.  It can be a slow and monotonous spectator sport and once the car is up to speed it is out of our visual range unless a camera has a zoom lens or we have binoculars or telescopic devices.  If there is a spinout the safety crews will scour the track to make sure that no debris or car parts are left on the course.  Such debris can be a major cause for tire damage or throw the vehicle out of alignment.  Joining the Spin Club is a serio-humorous way of accepting one’s fate and not every driver laughs about it.  A spinout or crash can put an expensive race car out of action for months, cost thousands of dollars in repairs and injure the driver.  It is also dangerous for the spectators and officials.  It seems that the spinning car is right on top of the pits where other drivers, spectators and cars are being prepared to be raced.  In fact, that is only a photographic anomaly, as the SCTA allows a great deal of distance for the car to stop.  But every once in a while a car comes perilously close to striking another object and the driver of a spinning car has absolutely no control over where the car will go.  My brother’s Camaro went into a spin in this video with Mark Brazeau and Bob Webb running for their lives.  The Camaro spun right between Mark’s van and the official tower and barely missed Webb at the time.  If you like action and watching how efficiently a racing organization handles emergencies, you will want to add this video to your collection. 
Gone Racin’ is at
Gone Racin’…to Ron Mann’s
Tales of the Rat Fink. Reviewed by Roger Rohrdanz and Richard Parks.  3 November 2006.  Reprinted with permission of Internet Brands.  For photographs go to www.hotrodhotline.com. 

     RICHARD: Canadian director Ron Mann has come out with a very unique and provocative movie on Ed “Big Daddy” Roth.  The movie screens for 76 minutes and from the promotional literature it appeared to be a cartoon, featuring the voice of John Goodman as Roth.  It was anything but a cartoon, though it had some cartoonish elements in it.  I found the style interesting and unpredictable, with camera angles, dialogue and directing tricks that kept your attention focused throughout the entire movie.  You couldn’t predict what would come next, just as Roth himself proved so unpredictable.  It definitely will attract the youth market, but its documentary style and rare film footage will also interest the old hot rodders of the 1950’s through the ‘60’s. 
     ROGER: I saw the movie as more of a documentary of that era. An era that today seems childlike with things like "Purple People Eater," Martians and Godzilla walking on L.A. It was also the beginning of an automotive culture. The big "Customizers" of the day like Roth seemed to be in competition with each other. The movie gave us a glimpse of an "era."
     RICHARD: I really enjoyed the old videos of Los Angeles the way it once was, and the documentary feel of the movie.  Yet it was done in a very psychedelic way, reminiscent of the 1960’s.  I was on the edge of my chair the whole time wondering where this movie was going to go.  It wandered around much like Ed “Big Daddy” Roth rambled around.
     ROGER: It dealt with the Roth years between 1955 and 1965 in a lighthearted way. Which is very appropriate, because Roth never took himself seriously.
     RICHARD: I think they left about 10 to 15 minutes on the cutting room floor that should have gone into the movie.  Watching the pinstripers in action was entrancing.  I wanted to see more of Roth’s competitors and how they influenced him with their renditions of their customized cars.  It seemed rather sparse when it came to other people’s achievements and we know that people don’t live in a vacuum.  Well, maybe Roth could have lived in a vacuum.  But I wanted to know more.
     ROGER: I thought the little inserts showing what was popular at the time was a nice touch. These cartoons and old silent film subtitles appeared frequently throughout the movie.
     RICHARD: I picked out the voices of Billy Gibbons, the E-Z-Top guitarist, Alex Xydias, and the Smother’s brothers, Dick and Tom.  This was a strange movie.  Xydias’ old racing movie tapes, and sections from the old B hot rod movies of the 1950’s were entrancing.  I kept trying to see places and people that I remembered.  Usually one goes to a movie to relax, but I really worked watching this film.  It’s the kind of cinematic work that will do very well when it comes out on diskette.  People will buy this film and study it over and over again.  It is very retro in look and feel with what the kids are trying to accomplish today.
     ROGER: I don’t know if it’s a “pro” or a “con” but I enjoyed trying to identify the voices of Ann-Margret, Steve Austin, and of coarse Jay Leno as “Flamethrower.” Ron Mann did a nice job of incorporating the NHRA Safety Safaris and Von Dutch into the mix of places and events of the era. "Tail
of the Rat Fink" would have been more provocative.
     RICHARD: On a scale of 1 to 8 sparkplugs, 1 being a very sick engine, and 8 being a souped up 1970 muscle car, this picture rates a solid 7, but take your grandchildren, 3-D glasses and your mouse ears with you to the theater.
     ROGER: I'd give it 6 sparkplugs.  If you're under 40, you better take an interpreter, preferably your father or grandfather. 
Gone Racin’ is at 

Gone Racin’…movie review of The Devil on WheelsReviewed by Richard Parks, Photographic consultant Roger Rohrdanz.  25 April 2007.   Reprinted with permission of Internet Brands.  For photographs go to www.hotrodhotline.com. 

     The Devil on Wheels is a 1947 black/white movie with a playing time of 67 minutes.  The film was released by Producers Releasing Company Pictures and was produced by Ben Stoloff, and the assistant producer was Jerry Briskin.  It was written and directed by Crane Wilbur.  It stars James B. Cardwell, Noreen Nash, Darryl Hickman, Jan Ford, Damian O’Flynn, Lenita Love, William Forrest, Sue England and Robert Arthur.  The background is typical Hollywood symphonic music, which is heightened for chase scenes.  The movie’s plot is about a family that is torn apart by the evils of illegal hot rod street racing.  The father indulges his children and although he knows the dangers, does little to prevent the horrors that will happen to his family.  In fact, the father sets a poor example by driving too fast and showing little respect for those who share the road.  He buys cars for his children that are fast and encourages his sons to develop their mechanical skills.  The oldest son matures and goes off to the military where he becomes a fighter pilot and is the dream of all the girls back home.  The younger son falls in with a group of local hot rodders who continually break the law.  Their girlfriends egg them on rather than reason with them to be more responsible.  Eventually they descend into a downward spiral that leads to a death on the streets and the young boy’s mother seriously hurt in the hospital.  At last the youths are confronted with the results of their actions and realize the harm they have caused, which can only be eased by serving time for their crimes.
     The Devil on Wheels is a very early example of illegal drag racing on the streets and the harm that it can cause.  The movie was released in 1947 and the only reference to legal drag racing was a mention of “there will be legal drag racing at the dry lakes this Saturday for those whose cars have passed the safety inspections.”  This would refer to El Mirage dry lake in California.  The kids mention terms such as ‘hop up,’ and ‘hopping up,’ which young people used to describe how they were enhancing the performance and speeds of their cars.  The father waited two years for “the car he ordered,” indicating that it was two years after the end of World War II.  They used the term ‘drag races’ and gave statistics throughout the film, such as the fact that 37,000 Americans died in car accidents in 1947.  We have twice the number of people and five times more automobiles today than in 1947 and the death rate today is only slightly higher than it was then.  The carnage must have been terrible.  Accidents that we can recover from probably meant a gruesome death back then.  The film shows the absolute hatred that people felt towards young speeders in their hopped up hot rods.
     The Devil on Wheels has the feel of a documentary, mixed with the 1940’s film noir tradition of Hollywood.  The acting is pretty good.  The plot and script are interesting and rarely stalls.  The action scenes are adequate based on the low budget of the movie, but the hot rods look fast and sleek on the screen.  Only Darryl Hickman had a substantial career, but the actors hold their own in the film.  Hickman did a credible job but lacked the edginess of a young man in rebellion.  The role was made for James Dean, but he was four years away from beginning his acting career.  The movie spent too much time in court scenes and in the morgue.  It would have been better to have more action with the cars and at the illegal drags, thus showing the power and influence that speed and cars hold over young people.  The movie struggled a little bit when the young people were separated from their cars.  Overall, this is a good movie from the 1940’s that definitely rose above its limitations.  From a rating of 1 to a maximum of 8 spark plugs, I give this move a 5 1/2 spark plug rating.
Gone Racin’ is at .   For videos see
www.hotrodmemories.com, or . 

STAFF NOTES: The following comes from Doug McHenry.  Hot rodders are famous for their practical jokes that they play on one another and this real-life story of such a prank is a good one.  Stories tell us a lot about our history, heritage and culture and if you have a story to tell, send it in to me to be published.  The Editor.
     The history of the attachment begins when I worked for Douglas Aircraft in flight test. We were at Edwards AFB on the C-17 program one afternoon and the airplane had not landed yet.  We all were sitting around a couple of large tables waiting for the tower to call us and let us know that the airplane was on final approach so we could recover it.  While waiting we engaged in idle chit chat and Randy Laws (our resident young smart ass and know-it-all, every shop has at least one) pipes up and asks our crew chief George just when he plans to retire.  Now George has NO sense of humor and rumor has it that if he cracked a smile it would be a real crack!  George looks at Randy and says he's not sure because he was looking into buying a Nauga ranch but had not gotten the information he requested yet and didn't know the cost.  Wise guy Randy took the bait and asked about a Nauga ranch and got excited when we all gave little teasers about Nauga ranching.  As a matter of fact he was so excited, he asked George to please let him see the information when he got it.
     This is the part where I come in.  I was appointed to write all the information to look as official as possible.  I jumped in with both feet and slightly changed true facts about other animals and institutions to suit the need.  A good friend grew up in Shenandoah, Iowa so I used that as the home office, I then used the Shenandoah Chamber of Commerce phone number as the ANBA office phone.  Herb Jeffries was being viewed on a PBS special on Black Cowboys on TV as I was composing this and thus, with minor changes to his name, he became the secretary and other things you might recognize were used.  I also gave my late grandfather Ellis Greer a plug by making it Ellis Grosventor and giving him the distinction of bringing the Nauga into America.  Read it and enjoy.  I have given the letter to many friends over the years with their name typed in.  Back to Randy, he bugged George for a few weeks about the information until George gave him a tattered envelope (that we created to look like it had been through the mill) and Randy quickly read it.  He was quite impressed and was all for it until he got to the part about the $25,000 start up money.  We let him talk about the missed opportunity for a couple of weeks before bursting his bubble.  It has been over 20 years since that incident and anyone of my old aircraft buddies that runs into Randy still teases him about it.  Let me know how you like it.  Your friend and fellow rodder, Doug McHenry
AMERICAN NAUGA BREEDERS ASSN.  Star Route 4, P.O. Box 933, Shenandoah, Iowa 78909 Attn: Herb R. Jefferson, Exec. Secretary, September 29, 2005 

John Doe 

1234 Main St. 

Anytown, USA    


Dear Mr. Doe;    

     Thank you for your interest in the Nauga.  We at the American Nauga Breeders Association are always glad to share the wonderful history, breeding, and financially rewarding marketing of the pelts and byproducts of the Nauga.  The Nauga is a member of the ferret family.  It is a distant cousin of the larger American rodents that the ferret, weasel, and otter that are so popular in our own North America.  The Nauga is found in nature in the Ochoa mountain range along the border of Chile and Argentina.  The animal has a noble history dating back to the ancient Incas in that region.  The pelts were highly prized and were used in tribal rituals for headdresses and ceremonial robes.  Only the most faithful of the Inca elders were allowed to wear such items.  The Naugas were bred for their hides only.  The meat was found to be too tough and stringy for human consumption. This continues until this day and presently the F.D.A. allows the meat only to be used for dog food and other such products.    
     The coat of the Nauga is much sought after because of its durability and luster without the normal tanning associated with the leather of cattle.  The modern breeder will have a herd from one to three thousand animals.  The Nauga will live in groups, called coveys, of five to eight adult females (Ewes) with each male (Dardrake).  An interesting and amusing note is that the Nauga mating season runs from late February to early May.  During the courting ritual, the male will raise up on his hind legs, beat his tail on the ground, and make a screeching noise much like that of a boiling tea kettle.  This is one of the reasons that most Nauga ranches are located in more remote locations.  One can imagine the noise generated by three to four hundred anxious males!    

     What was once a very costly enterprise has been lowered dramatically with the use of modern ranching methods.  Thus the Nauga ranching business is guaranteed a success now.  We all can remember the terrible crash of the Nauga market in the late 1960’s and early 1970’s.  What with the introduction of polyester and the government ban on whales. The breeders had heretofore fed the herds a mixture of whale oil, rabbit pellets, and raw eggs to produce a tough, shiny coat.  Purina was able to develop a non-diuretic vegetable oil substitute.  This one discovery has saved an industry that was once headed for certain extinction.  The Nauga can be raised from a Kip (newborn to four months) to an adult Ewe or Dardrake (nine to thirteen months) for less than twenty five dollars.  Fully dressed pelts bring thirty five to forty five dollars on the wholesale market (based on Barron’s spring 2005 reports on pelts and fur trades in the U.S. markets).  The rare liver colors bring approximately 15 to 20% higher prices.  This an excellent profit margin for any business. It’s no wonder that business has been so strong and investors showing so much interest!      
     Should you choose to become a member of the A.N.B.A., here are a few things required for a successful breeding operation:
We suggest a minimum ranch size of not less than ten (10) acres.  Sufficient water supplies to care for at least one thousand animals at cup per day per Nauga.  Area for storage of at least two months Nauga guano.  This is a very rich fertilizer and can be sold to local wheat and corn farmers.    

Covered pens to hold coveys of 8/1 with enough to house at least one thousand animals. Units must be 4x10x3 ft. each and at least three feet above ground level to allow for area sanitation and collection of the Nauga guano.  Financial reserves to cover all expenses until the first harvest, usually eighteen months. This amount will be not less than twenty five thousand dollars, depending on your herd size and lifestyle.    

     The Nauga is a very clean animal.  However, it has been known to be a carrier of the Andean Mountain big pox.  We heartily recommend that annual vaccinations be done for all people handling, living near, and having more than a casual contact with the herd.  Membership in the A.N.B.A. includes our official newsletter “Nauganews.”  It is a monthly exciting and topical report on activities in the most exciting and profitable industry.  Naugas are best suited to the climate found in the Midwest states of Iowa, Nebraska, Kansas, and South Dakota.  We recommend that the business be located there for the best herd results.  Remember that the pelt harvest is always done in the late summer when the animals have lost the last of the long winter coat.  Incidentally, the winter coat hair can be saved and carded to make beautiful cashmere like wool for sweaters.    
     The Nauga breeders have preserved a fine history ever since C.J. Hartman and Ellis Groevall first introduced these fine animals to our shores at the turn of the 20th century.  Mr. Hartman and Groevall were so impressed with the Nauga’s life with the Chilean Indians that they were sure of the value they would bring here.  We, at the A.N.B.A. are dedicated to preserve that fine heritage in every pelt and pound of dog food we produce!  If this brief introduction has caused you to take an interest in this great industry, please give us a call at our national information center here in Shenandoah, Iowa.  The number is (712) 246-3260 and is staffed from 9:00 am until 6:00 pm CST Monday through Friday year around except for major holidays.  A breeder Representative will return your call and help start you on your way to that exciting career you have been waiting for!  So what are you waiting for?  Call Today!  (xxx) xxx-xxxx.  You’ll be glad you did!!
     Here is our summary of the recent and great Chantilly Concours near Paris… it is for our Web Page on the Old Yeller II site… and it is quite long, but like they say in England…”It was worth a long piece of chalk.”     Ernie and Elaine Nagamatsu

2014 Chantilly Arts and Elegance Concours Le Domaine de Chantilly, September 5-6-7, 2014.

     The 2014 Chantilly Arts and Elegance Concours was one of the most anticipated of all of the global Concours events this year, as it was the exciting resurrection of the Classic Concours d’Elegance in France once again. It was truly a Concours redux, as the “sur un site d’exception” was on the Chantilly Estate of over 100 acres. The Gala Inaugural Concours Event was held at the legendary and historic Chateau Chantilly that is close to Paris. The Chantilly is the largest princely Estate in France. The brilliantly planned classic Concours event was sponsored by some of the respected sponsors of motorsports events in the world. Patrick Peter is world acclaimed for staging the “Le Mans Classic” historic races, as well as the famous “Tour Auto” Rally in Europe. Richard Mille provided major support along with Maserati Automobile Company. Richard Mille is a bespoke watch company presenting watches priced in the hundreds of thousands price range.
     We were first contacted at the end of last December by Patrick Peter as he stated…”I know all about your Old Yeller II from racing at Goodwood Revival Meeting Races and I would like to have your “unrestored” legendary race car be in our first Chantilly Arts and Elegance Concours in the special “”Tat D’Origine” / “Untouched” Class in 2014.” In addition to the most coveted special invitation, Patrick Peter also offered to waive the $6,000 special Entrants fee, if we would bring the Old Yeller II Buick Special to Chantilly.
     The Old Yeller II was to be racing in Australia in March and we were lucky to find a spot in a sea container following the racing that was headed back to England, as one of the UK racers was leaving a race- car in Melbourne. The Old Yeller II arrived in UK in June and Mike Lillywhite stored the OYII, as he has been our UK Crew and friend for 13 years. We flew via Air New Zealand to England and headed South immediately for Emsworth near Chichester. We settled in to check in on the OYII and soon were enjoying the fresh baked scones with clotted cream and strawberry or bramble preserves. The grated “mature” Cheddar cheese with red onion chutney on granary bread was to die for. We took the short train ride to Chidester and marveled at the British goods at Mark & Spencer and of course seeing U.K. classics like the Bakewell Tart, Millionaire Short Bread, British Broad Beans, “Full English Breakfast,” Cheese Ploughman’s oval bite, and Cornwell Tribute Ale Steak and Kidney Pasty. There is always a planned stop for Fish & Chips in UK and chips of course with the very traditional salt and vinegar. We stopped at Mother Kelly’s Fish in Emsworth and my orders was for the large meatball sized “Pea Fritter” and I asked if they could put it between a bun …and I would “smash” the pear fritter. The front counter guy went to check in the back and soon the “back kitchen guy” had to come to the front where we were to see and said loudly… “Blimey, it’s you again and it’s been about 10 years and we talk about your smashed pea fritter from time to time!!!” Everyone in the place was laughing so hard and they gave us a soda and pickles “on the house.” Mike and Sean had prepared the Old Yeller II for the Chantilly Concours in France and we were all looking forward to a “cracker” of good times ahead as they say in England. We loaded the OYII on a trailer and headed for the Euro Tunnel, which was an experience for sure. The “Tunnel” fare was 280 UK Pounds for the round trip with 4 passengers. The OYII and van was pulled into the special train for taller trucks and trailers. We just could not have accomplished this trip without the help of Mike and Mandy of Emsworth.
     The weather was spectacular in France and we got situated ourselves at the Dolce Chantilly which was a Chateau like Hotel with surrounding French Forests. We took a long walk into Chantilly for a traditional French Bistro Dinner, as the orders included fromage- Plat du Jour, Fois Gras plat @ 18 Euros, steak, roasted chicken, escargots, terrine maison, and Babba Rum for dessert. No one spoke English in our party in the “Le Goutillon” local Bistro and our “collective” French was dismal at best… but somehow we all ate very well in spite of that hurdle.
     Friday was “load in” day and the selected site was located in a forested area, as the major transporters for exclusive rare automobiles were unloading some of the greatest ‘gems of the world’s collections’ and museums. There were 100 specially invited elegant automobiles, which included a rare Talbot – Lago T150C SS Teardrop coming all the way from Hong Kong. We then proceeded to a Chateau Hotel that the Organizers had booked us in and the exclusive Chateau Mont Royal Hotel “dropped us to our knees.” We had never stayed in such an superior class hotel and ready waiting for us was the ‘Collectionneurs’ special bag filled with all of the very thick engraved invitations to the Michelin starred Chefs culinary events, which included the Grand Gala Black Tie Event. Maserati was the key sponsor, as they are celebrating their 100th Anniversary with the introduction of a dazzling new model… and Maserati provide the “Participants” / ‘Collectionneurs’ with a fleet of new black Maserati automobiles to shuttle us event to event!!! We decided not to take the OYII on the 50 K motor rally with a French Luncheon, as we did not really have official DMV papers for the car and we did not want to “blot the copy book” of the organizers for this “Roll Out” event. During the day we went the the Chantilly Farmers Market and it was bustling with shoppers, as we indulged in Crepes with sugar stored in orange rinds from “Mademoiselle Sucre d’Orange” …and had a very long wait for the slowly roasted chickens with small potatoes cooking in the chicken fat below the giant roaster in a tray. The exclusive “Madelines Au Bretton” just melted in your mouth, as the requirement was the butter especially from Bretton in the recipe. In the afternoon on Saturday we had a great short drive with the OYII though the French forest on the way to the staging area of the Concours at the Domaine Chantilly. As we entered on to the immediate grounds of the Chateau… unfolding before us was the grand vista of historic and mesmerizing views of the spacious grounds (over 100 acres) and Chateau Chantilly stood so regally with surrounding lakes with “historic” miniature steam- boats and rowing teams dressed of the period… it was totally breathtaking. We felt more humbled shortly, as some of the most rare cars on the planet were being assembled on the large green spaces and so contrary to the very tight spacing at Pebble Beach and Concourso d’Eleganza Villa d’Este… there was 20 yards between the great collectable cars on the flat green spaces within the expansive grounds. We were thrilled as the Old Yeller II was positioned such that the Domaine Chantilly Chateau was the backdrop for our class of automobiles.
     Friday evening was the special Welcome Reception and Dinner at the Chateau Mont Royal and it was the first of the many top culinary presentations. For this opening event which was the standard for the other events included Foie gras de canard vendeen mi-cuit, chutney de figues poivre, Angle bar a l’huile des Baux de Provence, ecrase de pommes de terre truffe, Macaron tender au chocolat, quetsche rotie, and sorbet aux fruites rouges mara des bois for dessert. Each event had the presentation of the Michelin Star Chefs at the end of the meals, as it was the honor roll of chefs that included Michael Rostang, Jaques Chibois, Arnaujd Faye, Guy Lassausaie, Marc Meneau, and Philippe Mille.
     Saturday late afternoon was the special and historic presentation of Equestrian performances at the Grand Stables in the Horse Museum with synchronized riders and horses in the style of very Old Paris. This stunning Equestrian presentation was just prior to the exciting Gala Black Tie Dinner. There were 500 Dinner guests and prior to each culinary surprise… the lights were dimmed dramatically, as the waiters paraded in single file the spot lights shining to showcase each new course. We had a chance to meet the “American Friends of Chantilly” and though our friendly conversation with the next table… the very next day they official presented Elaine and I with one-year membership to the respected “Friends of Chantilly” Organization in France!! This truly was the ultimate collection of very well established automobile collectors from around the world and a humbling situation for us indeed to be a part of this extravaganza this year… and being invited to the dazzling “Roll Out” first time event.
     Sunday was the day of days, as all of the selected automobiles were placed in position of classes, as the “Collectionneurs” breathlessly awaited the straw chapeau and blazer fashioned Official Judges hand picked from around the world for this event. We were placed in a complex class, as other competitors had some greatly presented automobiles that had never been restored, which was the requirement for the Class. Our tattered, race weary, historic racer of almost 53 years of racing…with dings and small dents, did its best it could, as we dissembled the panels held with Dzus aircraft fasteners to exhibit all parts of the OYII for the judges. There was a special tent for the lavish Luncheon of more culinary surprises and ended with legendary equestrian Mario Luraschi prancing down the very narrow aisle between tables on a huge “Performing” horse and having the horse rear up on its hind legs at times. The first place in our class went to an elegant 1967 330 GTC Coupe Speciale Pininfarina Ferrari. The second place in our class was a 1948 Chrysler Town and Country Convertible “woodie.” The showcase centerpiece for the Concours was the ultra rare 1930 Bugatti Type 41 Royal Coupe Napoleon, which drew crowds non- stop on Sunday. There was the introduction of very first time presentation (a huge respect to the Concours Event stature) of the Concept Cirtoen Cactus, Divine DS, Ital Design Giugiaro Parcour, Maserati Alfieri, McLaren 650 S & P1 GTR, Porsche 918 Spyder and the Aston Martin ‘Shooting Brake’ Zagato Couple recompose automobiles. The brilliant and creative Official Program had each car of the Concours presented with a beautiful illustration, which added to the highest creative standards ever seen. There were cooking demonstrations, Chateau Tours, Fashion presentations, Carriage Rides, Hot Air Ballon Rides, Boat rides, and contest for the “Best Hat” and Best Dressed” for Sunday. Bill Warner of the well acclaimed, Amelia Island Concours in Florida, filmed and recorded a long interview of myself to present the entire history of the 1959 Old Yeller II Buick Special. Some of the racing models seem to speak of the bravery and courage of the drivers of the past… “Les Piolotes de Courage” in history and may God bless their souls.
     The usual and long awaited revelatory end was the awarding of the “Best of Show” which brought forward the 1936 Paris Auto Salon Delahaye 135 M by Figoni et Falashchi owned by USA Peter Mullin. The glorious “Best of Show” winner this year was presented in a stunning two- tone blue color. The Art Deco appearing Delahaye automobile was specially commissioned by Casimir Jourde, who was a friend of Figoni, and Casimir Jourde had it shipped to India in 1939.
     As the sun set on the most beautiful French countryside and one last Reception following the Concours, pending as we were so tired meeting people all day … that we went to the Chateau Mont Royal “Stradi Varius” Restaurant for the last Fois Gras, slightly fried Steak Tartare, and vegetable Risotto. As we drove back to England, it was so hard to really believe what we had just experienced from the opening of our special “Collectionneurs” Richard Mille gold Bag to the endless sight of some of the most rare automobiles in the world… to the warm hospitality of the great fans in France. It was an unbelievable invitation for the 1959 Old Yeller II and another page for the history of the legendary racing car.
     Yes indeed it was a special magical and mystical moment in time that will always be remembered in our hearts… and it was the invitation of a lifetime.
Ernie and Elaine Nagamatsu
*** This is a brilliant “must see” Special Documentary Film of the Chantilly Arts and Elegance Concours 2014… this film is a glorious 28 minutes long and magically capturing a “Heaven on Earth” experience at Le Domaine de Chantilly …and for the Gods of all Concours Events!!!
* In English
*In French



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