THE SOCIETY OF LAND SPEED RACING HISTORIANS
Newsletter. Issue #343. October 24, 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, firstname.lastname@example.org
Northern California Reporter: Spencer Simon, email@example.com
Field Reporter/Historian: Bob Falcon, firstname.lastname@example.org
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.
One of the hard jobs for an editor is getting everything necessary into an issue, on-time, completely edited, with no errors and to the publisher to put on-line. I mentioned this to Anna Marco and she had a good laugh, because she understands. The advantage of working on a newsletter like this is that there is no money changing hands. We aren’t paid, there are no advertisers to calm down when ads are messed up and the publisher and volunteers are such nice people. The disadvantage is that as volunteers we all have other lives that take precedence. This is why when the grandkids come to visit Grandma that Grandpa has to leave the computer and play with them. If he doesn’t then something breaks, Grandma is angry with Grandpa and the world doesn’t quite work well. The same is true with our publisher, who since she has sold her business and rediscovered a “life” filled with a third generation, also is in that place where a deadline just has to be pushed back.
In addition to our normal, editorial duties, and non-normal functions, we also have to deal with professionals. They are the nice people who actually have a job that pays and bosses who scream at them if they want to take a day off to play with their kids or grandkids. Sometimes these are editors and publishers and sometimes they are car builders and racers. Life is tough and Anna reminds me of that with a cheerful wink. This is why I have rediscovered that the SLSRH is a HISTORICAL journal and not a current events forum. I try to be current and get out the news as it occurs, but with our format relying on volunteers; it sometimes just can’t be done the way I would like.
The month of October has been tough; really tough. Important people keep dying on us. Don’t we have a sign-up sheet for those who are going to leave us? In addition there are all kinds of extra duties, events, reunions and more. It requires us to start typing around 8 AM and work right up to midnight and if you don’t believe me, just ask Jim Miller, whom I can only seem to get through to him on the phone and away from his computer, some time after midnight.
This brings up another point; I use www.hotrodhotline.com a lot. You might ask me why? No, well I’ll tell you anyway. The websites www.hotrodhotline.com and www.landspeedracing.com used to be owned by the same group, but as happens, one got sold. I like the people at both websites. In fact LIKE may be a rather weak and tepid word of description. Nevertheless, I developed a habit of using both websites and for good reason. One site offered me the ability to do what I like, as long as I was polite, and the other site reached a HUGE audience. So even after the split I used both sites and I made promises to both operators and sometimes it became really hard to keep both promises at the same time. This means that I have to move material around here and there, and articles and stories get published in a strange way. It’s all worth it, but the trade-off is that the stories and obituaries sometimes seem like I’d forgotten them. I haven’t, but like I said, being an Editor is not easy (this is where Anna laughs). So you’ll get all that we have, but it will show up a little later than I would like to see it happen.
STAFF NOTES: Here is Jack Stewart’s book that he wrote with Dick Wells. Stewart was a friend and long-time hot rodder and member of the L. A. Roadster car club, who passed away recently.
Gone Racin’… L.A. Roadster, A Retrospective, by Dick Wells and Jack Stewart. Book Review by Richard Parks, photographic consultant Roger Rohrdanz. 28 August 2007. Reprinted with permission of Internet Brands. For photos go to www.hotrodhotline.com.
Dick Wells and Jack Stewart of the L.A. Roadster Club have written a book, L.A. Roadsters, A Retrospective, that will thrill the hearts of roadster lovers everywhere. There are 381 photos of every conceivable kind of roadster style, body and design. Well written and highly informative biographies of club members, car builders and famous celebrities are found throughout the book. A short history of the club offers an insight into the hot rodding scene of the golden era of hot rodding in the 1950’s. The book runs to 182 pages in a soft cover format that looks terrific on one’s coffee table in the living room or den. The graphics are excellent with a stylish cherry red ’32 roadster on a white background cover. I didn’t mind that the book wasn’t in a hardcover format. There are six well-written introductions to the book by well-known and respected members of the hot rodding era. An introduction sets the stage for a book and yet they are hardly ever read; but with Dick Wells, Wally Parks, Tom Medley, Robert E. “Pete” Petersen and Ken Gross adding their thoughts to the book that was the first place that I looked.
The cars were the second place. One drawback was the lack of an index. This book was meant for the autograph seeker, but lacking an index makes it harder to locate people. This didn’t stop me from getting Linda Vaughan’s signature and a hug (she’s on page 178). Wally Parks (page v), Dick Wells (page iv), and Jack Stewart (page iii) soon gave me their autographs and I was really into the swing of collecting. Make plans to take your copy of the book to the next L.A. Roadster show, on Father’s Day 2003, and track down the members and their fascinating cars. The biographies were just right. They touched on the highpoints of their lives, but didn’t dwell on the meaningless. Most hot rodders want lots of pictures and a few lines of text to put the cars into some perspective. This book has the feel of a Hot Rodders Journal written by a hot rodder. For the newcomer to hot rodding, this book almost has the feel of an encyclopedia, and I learned a great deal about a lot of people and cars that I had seen before, but truly didn’t know much about. This isn’t a bookcase type of book. It isn’t meant to be “owned,” but to be read, dog-eared, shared with friends while bench racing and thoroughly written upon. Jot down special stories next to the car that you remember, phone and email numbers, autographs and bon mots. It’s just like the high school album that we passed around when we were young at heart.
I counted all 381 roadsters shown in this book. Front, side and rear angles were mingled with close-ups of the engine compartments and interiors. The black and white photos gave the book a very nostalgic look to it. I didn’t mind that the only color photo was on the cover. Most photos of the era were in black and white, and color photos would have distracted from the visual feel of it all. Though the L.A. Roadster Club designated a time span in the early and mid 1930’s as the era of the classic roadster look, you won’t find a standard body in this book. Genius inspired the creations that you will see included here. Classic cars with fenders and no modifications, to out of this world T-buckets fit for the “Munsters,” are found throughout the work. Check out Rick Stees “doghouse” wood camper shell, and Don Kendall’s low slung dragster style roadster for the rebel in all of us. For the classic roadster look, check out Pete Van Eiderstine's 1932 Ford and Dick Page’s 1932 black deuce highboy Ford, with red interior and chopped windshield. Whenever it seems that conformity is about to take hold; a new breed steps forward to expand the norms. Check out Russ Klindworth’s 1928 roadster pick-up truck with a Chevy engine and three two-barrel carburetors. Some of these are famous, including Norm Grabowski’s “77 Sunset Strip” Model T driven by Edd “Kookie” Burns. The preferred 1930’s look gives way to far older cars such as Martin Hoffman’s pre-flapper 1915 T-bucket roadster with a quad-carbureted Olds engine. Add some raccoon tails and furry coats and this car is the cat’s meow. The photo of Arnold’s diner from “Happy Days” brought back lots of old memories.
Tom McMullen popping his chute as a policeman pulls him over is a classic shot. Though it was staged by a friend, this picture brings out the pathos of the times when hot rodders were considered hooligans at best and the police as being intolerant. Today the hot rodder has earned his proper place in society as a true craftsman, designer and artist. Many policemen now have joined the hot rodding ranks and no longer stop a hot rodder for cosmetic defects on the car. There were four or five old nostalgic photos showing past sites of the L.A. Roadster show. There could have been more, to show the evolution of this club and the growth of the L.A. Roadster show. There is enough material to bring out a second book on this subject, and perhaps add more nostalgic photos and an index. This is a must have book for the sincere “roadster fanatic,” one to read and reread. The quality of the photos and the writing of the text show a professional hand behind its creation.
Gone Racin’ can be reached at RNPARKS1@JUNO.COM
My Friend, Jack Stewart. Story and photos by Anna Marco. 9 August 2014.
Jack Stewart was my friend. The mere fact that I can say that is an honor because he was so supportive of what I do as a woman automotive journalist in a male dominated industry. He was a treasure trove of historical hot rod information, trivia facts and regaled me with stories to no end of the cruising days of yore. I found him fascinating and entertaining and could listen to him for days. We would speak on the phone for hours about all things cars. He made me wish I had grown up at the same time as he did because I felt I missed out on all of his fun.
Jack is also remembered for his copper 1941 Ford, a trendsetting custom car he fabricated along with Regg Schlemmer, Kenny Lucas, Gil Ayala and finished by Barris. However, that car was Jack and always will be no matter who owns it, as an extension of his understated grace and elegance as a man. A book was eventually written about it entitled “Jack Stewart Ford.” It was a vehicle that would influence many followers and eventually win him accolades but he was most proud of his long involvement in the L.A. Roadster car club (since 1971) because he was a rodder at heart. He proudly remarked that as the historian for the car club, he personally archived a vast array of club collectibles, owned every pewter mug they ever produced and collected over 39 pinstriped panels. I would kill for those. He would always call me before their club’s annual Father’s Day event at Pomona to make sure I took a ride with him in a golf cart and “got the tour and the right wristband.” He called it “a good time for all” and always reminded me to “to get this year’s dash plaque, it’s a good one.” He was the torchbearer of that show and the best PR man they ever had.
To me, Jack was a gentleman’s gentleman. He was dignified; and as a woman, I appreciated his chivalry and impeccable manners. His wife Sally, whom he loved dearly, always put a twinkle in his eye. Together they were the cutest hot rod couple; always a fixture at car shows and related West Coast car activities. I was honored to sit at the same dinner table with them when he was inducted into the West Coast Kustoms Hall of Fame.
Having held many positions in the L.A. Roadster club including President, Jack wrote a book with the late Dick Wells about the club called L.A. Roadsters Retrospective, which includes info and photos about the club and of every club member since its inception in 1958. During the 1970’s he partnered with former Rod & Custom staffer Neal East to write and photograph hot rod features and articles for publications like Rod Action and Street Rodder magazines.
In 2010, Rik Hoving and Palle Johansen (with a forward by Pat Ganahl, hot rod historian) were on a quest to gather as much research material on Jack Stewart’s 1941 Ford as possible, because Palle had purchased the car and was taking it back to Denmark. In a no holds barred effort to make their restoration of Jack’s Ford undisputedly accurate, the overwhelming amount of information they uncovered prompted Rik Hoving to write the book, “Jack Stewart Ford,” chronicling 62 years of history on the car. It illustrates in detail how Jack was inspired to build such a radical custom back then, exactly how he did it, and how decades later, it was brought back to its original 1950’s version. Four different caretakers each have their own section in the book. They tell of their adventures with Jack’s Ford with a selection of accompanying photos. Jack was honored to be the subject matter and pleased as punch with the final result. Of course, I had him autograph my copy. I was so proud of him but touched mostly by how happy he was about it all.
Always outspoken and full of stories and laughs, Jack will be deeply missed not only by me but many others in our rodding community. It will be too damn quiet without him. I find it ironic that he would become ill only to miss the 50th Anniversary of the L.A. Roadster Show, the one he was looking most forward to. In honor of Jack, I will never ride in a golf cart at that event again with anyone else. Jack Stewart, you will forever be in my heart. Aloha.
The Jack Stewart Ford book is available directly from the publisher at: www.kustomkarbooks.com. See: www.laroadsters.com. Email: email@example.com. Phone 310-544-4200.
Issue #338 http://www.landspeedracing.com/2014/newsletter338 included the story and photos seeking info on some American mags the gentlemen's employee possessed. While reading the article the seekers name seemed somewhat familiar and when they mentioned the wheels came from a streamliner his dad purchased in the seventies it all clicked. The streamliner was a Volkswagen powered land speed car called the Volksliner, built by Phil Knight and raced at Bonneville in 1971. It is a car I have been trying to locate updated history on since the mid-nineties. After two decades of searching, this spring a friend finally located the builder/driver, Phil Knight, and I had the opportunity of meeting him in person this past summer. Over lunch he told me the story of when the car was sold to a John Lemster and the story in the SLSRH all made sense.
I have since been in contact with Will and we are attempting to fill in a lot of blanks. It is hoped the wheels (or a wheel) will end up in the Schley Brothers VW High Performance Museum in Orange, California, which currently is in the process of gathering historical VW LSR items for a Bonneville VW display. The frosting on the cake would be finding out the car still exists in someone's garage, basement or wherever. Anyway, I just wanted to let you know the SLSRH has helped fill in some blanks on early Volkswagen land speed racing history. As always, your efforts on the E-news are greatly appreciated. Have a great day! Burly Burlile
BURLY: Send us more information on the VW Museum in Orange and on Phil Knight and the car. If you write-up a story I will publish it for you.
Bonneville 2014 Was Full of False Starts and New Records. By John Gunnell "Gunner" Gunnell, reprinted with permission of Internet Brands, for photos go to www.hotrodhotline.com.
Every enthusiast knows the Bonneville Salt Flats is a unique place. If you approach from Salt Lake City, you come to a rest stop on I-80 where you can see the terrain and read plaques telling its history. The plaque starts off: “Utah’s famed measured mile is located approximately seven miles beyond this marker, well in front of the mountains you see on the horizon.” It says the speedway is at 4,218 ft. and that in recent years the course is about 80 ft. wide and 10 miles long. Bonneville racing began as early as 1914. The first official measured mile run was on Sept. 3, 1935 by Sir Malcolm Campbell. He went 301.13 mph.
Originally the speedway was marked out by the Utah Department of Transportation and the Salt Lake City Chamber of Commerce. At some point the Bureau of Land Management (BLM) stepped in and let contracts to prepare the courses. In the mid ‘70s Utah Salt Flats Racing Assoc. and Strasburg's won the bid and prepared the courses for a few years. BLM stopped paying and course preparation fell back onto the hosting organization. About 20 years ago The Southern California Timing Association (SCTA) and Bonneville Nationals, Inc. (BNI) and USFRA started charging a course prep fee to the competitors. The money is deposited in a shared account and course prep is paid for from that.
Before World War II there was the 10-mile long straightway for speed trials and an oval track for distance runs. Since the 1990s, event organizers have prepared tracks in the most ideal area they can find. A black line or lines was used until 2009 and then replaced by track markers such as flags or cones. 2013 was the first year that the USFRA started using a line made with a water-based dye. It is similar to the red and blue you see at skiing events. The number of tracks and the timed sections for each track are up to the event organizers. There are four main events at Bonneville Speedway each year, plus private meets. In August, the SCTA and (BNI) put on Speed Week, which began in 1949. It is the largest meet of the year. Another August event is the Bonneville Motorcycle Speed Trials (Formerly BUB). In September the USFRA, based in Salt Lake City, conducts the “World of Speed.” This venue started back in 1986. In October, the SCTA and BNI return to the salt for the World Finals.
This year was unusual. Speed Week—scheduled for Aug. 9-15, 2014 and promoted as the 100th Anniversary of Salt Flats Racing—was cancelled due to weather conditions. The official announcement said, “The SCTA Board is currently on the salt, and has determined that the standing water will not dry in time for us to hold our annual Speed Week event. The Board is also discussing the possibility of extending our next event World Finals (Sept. 30–Oct 3) into a full week of racing as a sort of delayed Speed Week. We thank you all for your patience and understanding. We look forward to seeing you at our next event.”
This didn’t mean no records were set by racers who came for Speed Week. The debut of Ohio State’s Venturi Buckeye Bullet 3 was set for Speed Week. Despite its cancellation, the VBB-3 team remained on site for a private event and scored an FIA (not SCTA-BNI) record with professional driver Roger Schroer. While additional rain and high winds during the private event prevented VBB-3 from making as many runs as planned, the team prevailed. Due to the rains, the course was cut from the typical 6-1/2 miles to less than 3-1/2 miles. The VBB-3 recorded an average 2-way speed of 212.615 miles per hour to set the new record in Category A Group VIII Class 8. It also had a 1-way speed of 270 mph.
The 2014 Bonneville Motorcycle Speed Trials August 23-28 struggled, but got in a few days of runs. Despite monsoon rains, nearly 1,000 successful runs were made. Records were set by entries from small vintage bikes to a KillaJoule electric streamliner raced by Eva Hakansson and her team that went over 241 mph. It was a year of adaptation and overcoming long odds to make a successful race week. “This wouldn’t have happened without the riders, the sponsors and the collaboration of all of the salt flats race organizations,” said the promoters. The World of Speed on Sept. 6-9 was the only totally successful event of 2014. “We had a very good meet,” USFRA Secretary Ellen Wilkinson told Hot Rod Hotline. “Basically we pulled it off, along with a July test and tune off.”
The July Test-N-Tune was successful with excellent weather and a quality prepared racing course. Approximately 50 racers used this rare opportunity in July to prepare newly constructed vehicles for upcoming competitive events. The Test-N-Tune event was such a winner that the USFRA plans a repeat of the event next year. The second USFRA Test-N-Tune is set for July 8-13, 2015. The USFRA’s World of Speed event went on in spite of August rains that left the salt damp in spots. There were 280 entries in various classes. The crowd size and number of participants made it the largest-ever USFRA event. There were 50 SCTA Competition Class records set. Allen Levie, Steve Nelson and Valarie Thompson got in the 200-mph Club. Thompson set a new 1000-MPS-G.
The 130-mph Club gained 21 racers who achieved a two run average over 130 mph in street legal vehicles and 14 additional racers earned membership in the 150-mph Club. The VW Challenge had excellent participation and speeds as high as Gabe Adams 187.077 mph. The VW Challenge group has grown to be one of the largest and most interesting groups at World of Speed each year. The Fast Pass of the meet was Danny Thompson’s 424.858-mph run. Jim Higgens set the Fast Bike of the Meet mark with a 228.587 mph performance. Tanis Hammond was the Fast Lady of the Meet at 320.839 mph. On Sept. 12, George Poteet’s Speed Demon streamliner showed up at what was supposed to be Mike Cook's Bonneville Shootout, typically a private event for the fastest cars and bikes.
This year it was changed to a test and tune session with no official times due to standing water at the end of the long course and surface issues near the beginning. Cook fell back to a 5- or 6-mile approach to a 132-ft. trap as it was too wet to do much else. The Speed Demon got a little sideways at nearly 370 mph and rolled several times. Poteet walked away from the car and was taken by ambulance to Salt Lake City for observation. Everyone who participated in designing, fabricating and maintaining the car over the years can be proud of the fact that George walked away with only bumps and bruises. The last event—promoted as “Speed Week” at the World Finals—was set for Sept. 27-Oct. 3, but ran into the same problem as August Speed Weeks. At 7:30 pm Sunday the following message came out: “It's raining now. Speed Week at World Finals on the famous Bonneville Salt Flats has been cancelled. The Advanced Crew of SCTA President Scott Andrews and Race Director Bill Lattin reviewed the BSF race courses and determined they are too wet to have any reasonable expectation of being dry enough to provide a quality race course.”
Gone Racin’… 2007 APBA National Convention. Story by Richard Parks, photographic consultant Roger Rohrdanz. February 2, 2007. Reprinted with permission of Internet Brands, photographs may be seen at www.hotrodhotline.com.
The 2007 Annual APBA National Convention was held at the Marriott Hotel, near the Los Angeles Airport on January 24-28, 2007. The APBA stands for the American Power Boat Association and it has been sanctioning and certifying power boating and racing records in the United States for over a century. The APBA is affiliated with the UIM, or Union Internationale Motonautique, which is the sanctioning body for power boating throughout the world. Various racing clubs promote racing events in their areas, and the points earned at these races are used to tabulate local, national and international records and championships. The APBA does more than sanction racing events. The organization has safety rules and classes for its members and the general public, and certifies rules that standardize boat racing throughout the country. They also provide advice and information that helps their members and racing clubs grow and thrive. The APBA publishes a magazine called the Propeller, with news on current events, historical stories and rule changes. The APBA website is at www.apba-racing.com. Delegates, Commodores, Commissioners, officials, fans and friends of power boat racing in the United States gather once a year to consider changes and modifications to their rules, and to hold training classes of interest for their members.
In 2006 the convention was held in Florida, and the year before that it was held in Atlanta, Georgia. Host cities in the past have included Seattle, Detroit and other major cities, allowing members to have access to the APBA officials and trainers. Boat racing needs trained volunteers at the local level to make it possible to hold racing. In a way, these power boats are tireless cars that have to navigate on water, a much more slippery surface with constant movement. But the boat racer is not left adrift in the back currents of racing. The APBA offers classes for boys and girls as young as 9 years of age in their J Class. They stress safety, as they only too well know how dangerous this sport can be. Safety classes will show you the proper equipment, including helmet, life jacket, breathing systems, Kevlar suits, neck braces and more. It isn’t only boat drivers that learn from these courses, but a whole range of officials as well whose job it is to insure safe racing conditions and the proper recording of the times and race results. Flagmen are trained to signal those on the course of conditions and to keep things in order. The rescue crews are trained to retrieve and save lives. They are as close to the action as possible and they deal with every type of imaginable catastrophe.
There are those whose job is to patrol and maintain crowd control, and if you have ever seen a boat race, you will notice the large amount of alcohol consumed and the least amount of bathing suits worn by those tanned and toned young ladies. Security and crowd control is an important part of racing. Inspectors are required to see that a boat, engine and equipment meet the standards and to forestall cheating. Their job is never easy, but is necessary to keep safe minimum standards in place. Registration and record keeping officials are necessary to maintain order and to provide information for the race officials. Their job is thankless and almost always away from the action, yet these essential volunteers make it possible for the racer to race. Scorers and timers work together to correctly see who win the races, in what time, and how the points are figured. The announcers broadcast the results to the crowds and race teams. If they make a mistake here, there is nowhere to hide. If there are problems with the race or the meet, the referees and judges make the final decisions. It takes a tough hide, a soft voice, strong convictions and some antacid to be a good judge.
Besides the J Class for young people 9 to 15 years of age, there are many other categories within the APBA. Vintage and Historic boats are often on display, and sometimes lightly raced. Many of these old boats are made of wood and the craftsmanship is breathtaking. Radio controlled model boats are raced enthusiastically by all ages. There are both inboard and outboard racing within the organization. Inboard racing boats have regular engines, much like you would see in car racing and just as expensive, with a propshaft that exits the boat at an angle. Attached to the propshaft is a propeller that spins at incredible speeds, providing the thrust to push the boat forward. Outboard racing have engines that are perched over the back of the boat with a shaft that drops vertically into the water and then angles horizontally away from the boat. Some outboard motors can produce tremendous amounts of power. It doesn’t have to be an inboard or outboard powered boat. You can race jet skis, pontoon boats and even large inflatables, or as landlubbers like to call them, inner tubes. If it floats and is powered, have fun with it, but in a safe manner.
The outboard classes have categories; Stock, Modified, Pro and Tunnel boats. Inboard classes have hydroplanes and flat bottoms. Remember, these are boats that have the regular engines and propshafts running down through the bottom of the boats. Offshore racing is another inboard type of boat that is built rugged to stand up to the battering of the sea, and with unmatched power. It takes strength, stamina and skill to pilot these big racing boats. Drag boats race in a straight line for a quarter of a mile, just like the drag cars do on land. With powerful engines, these boats look so fragile and small and the waterline seems to be only inches from the top of the boat. They scoot, slide, slip and skip as much as they power through the timing traps. Their miles per hour are lower than on land, but their elapsed times are superfast, right up there with some of the fastest land cars. Jet boats propel themselves by jetting water through a port in the back of the boat. It is a different type of propulsion but just as thrilling. Unlimited Hydroplanes are circle boats propelled by piston engines, or by turbines. They are the fastest of the circle boats, and are inboards.
The APBA has 16 administrative Regions. The Eastern Atlantic Seaboard contains regions 1 through 5. The Great Lakes states contain Regions 6 and 7. Minnesota, Iowa and Missouri comprise Region 8. The Gulf States are in Region 9. The Pacific Northwest, plus Idaho and Montana are in Region 10. Northern California and northern Nevada are in Region 11. Southern California, southern Nevada and Arizona are in Region 12. Alaska has its own Region 13, though little activity has been reported there. South of the Ohio River, East of the Mississippi River and northern Alabama and Georgia are represented in Region 14. Texas by itself has an entire Region, number 15. The last Region is the Western Plains states and is the 16th and last area. Sally Titus, who is the Chief Scorer and Secretary of the APBA, patiently explained how the Regional systems work. Other APBA officials manning the Registration table and helping the members included Tana Moore, Editor of the Propeller Magazine, Steve Hearn, president of the APBA, and his wife Delores. Fred Hauerstein, APBA Board Member, and his wife Linda were also very helpful in providing information for this article. I also talked to Cindy Minoletti, Executive Assistant for Region 6, and Penny Anderson, Region 10 Convention Coordinator. Board Member Don Allen from Region 6, and his wife Laurie, were also on hand. Laurie was the Convention Registrar. The staff and volunteers provided pamphlets and programs from which much of the material for this article was found.
Jim Codling explained how the Regions and the central offices work together to put on these Conventions. A very special and courageous lady, Ann Hoban, told me about the local Region 12 sponsoring organizations and what they mean to her region. Ann’s entire family is dedicated to powerboat racing, and her son Mike was twice National Champion and honored at the Hall of Champions. Tragically, Mike died in a boat race at the Blue Water Regatta on the Colorado River, Thanksgiving Day in 2001. This accident did not stop her and her family from continuing to support powerboat racing, safety programs and racing their boat. She explained that accidents are sometimes unavoidable and her son would want his family to continue a longstanding racing tradition. Ann said that Region 12 is one of the more active areas with twelve classes and over 100 race boats at any race. Some of the clubs working to host the Convention were; Southern California Speedboat Club (SCSC), Southern California Outboard Association (SCOA), Western Formula Light Series (WFLS), Grand National Racing Association (GNRA), Cracker Box Racing Association (CBRA), Pro Stock Racing Association (PSRA), Personal Watercraft Racing Association (PWRA), and the Super Stock Racing Association (SSRA).
Roger Carr represented Region 12 as the Convention Chairman. Ernie Dawe represented SCOA as the Commodore. Ross Wallach represented the SCSC and RPM, which promotes and produces races in the Southern California area, including the famous Long Beach Marine Stadium race. Jeff Conant has a new boat named Cheeto Bandido in the Stock outboard class, and said he is crewing for an inboard team and is looking forward to the upcoming season. We met Russ Dodge, Region 10 Inboard Commissioner who told us many humorous and not so funny stories about course layout. He said that the rules call for course surveys anytime a record is set or conditions become rough. Greg Falconer, Dr Tom Scherer, Ron Morrison, editor of the Cracker Box Racing Association’s Cracker Wrapper Newsletter, and Jerry Ross were kept in stitches at the stories told by Dodge. Russ told us about Duff Daily, who wasn’t impressed with a course layout until he set two records in two runs and left saying that the course was smooth as a rug. Dodge regaled us with the fastest bass boat stories, and pontoon boats skimming along at 68 mph. He was impressed with the humility and openness of the legendary Australian water speed record holder, Ken Warby. When Warby was asked what would happen if his boat dived into the water, he matter of factly retorted, “that there jet will blow right up my ‘arse.” Warby is so calm and cool that very little seems to bother him. He was asked what that fin was for, and said, “It doesn’t do a thing, but it sure looks cool, doesn’t it.” For a 73-year-old, who holds the water speed record of 317mph, that’s cool. Once told that he would gain speed if he took half an inch off his rudder, Warby found an acetylene torch and began to cut away the metal without eye goggles, exclaiming, “I’ll just close me one good eye.”
Morrison, Ross, Falconer and Scherer explained the history of the Cracker Box boats. The Crackers are short hulled boats, only 13 ½ to 15 ½ feet in length. Engine size cannot be larger than 314 cubic inches. There are 100 members of the club around the United States, with approximately 30 running boats, mostly in Southern California. There are some Crackers in northern California, and the Pacific Northwest, but it is an exciting sport. Two men race in the Crackers, and they reach speeds of 90mph around an oval course. The degree of angle on the inboard propshaft ranges from 6 to 13 ½ degrees, and the weight of the boats has to be at least 1250 pounds, though most are heavier. “The weight of the boat doesn’t seem to matter very much,” said Morrison and Ross. Heavy boats seem to do as well as lighter ones. “It is the skill of the driver that really matters,” mentioned Ross, “and Steve Tustison is one of the best there is in our class.” These boats may look small but their budgets are not. “You can get a nice hull, with all the parts, put together by a good boat builder for around $30,000,” said Ross. “But don’t forget to add another eight to forty thousand dollars for a competitive engine,” added Morrison. They added that the good engine builders include; Ron Schieffer, Stewart Van Dyne, Paul Pfaff, Chris Zootis, and Phil Stock. “But don’t forget Jerry Ross, sitting right next to you,” said Morrison, and echoed by Dr Tom Scherer and Greg Falconer.
The most popular hulls are the WRAP, a fiberglass hull produced by Rick Wimer, from a Cracker made originally by Bob Patterson. There is a Benson hull that is popular in the Northwest, and several Carl Thornhill hulls that are still being raced. The Loewin hull is fiberglass, and Glen L Marine made a Cracker kit hull. Many Cracker Box boats are homemade. Ron Sherin, a cabinetmaker by trade, built his homemade hull out of wood, as close to the original 1940’s boats as possible, and it does very well in competition. Tom Patterson, Bob’s brother, makes a fiberglass hull. Fred Wickens and the Patterson brothers are credited with some of the earliest designs and the class was established in 1947. It is not clear how the original design occurred, but they closely resemble the Pacific 1 style boats from the 1930’s. From the pickle fork hulls, to the long and beautifully designed cigarette offshore boats, to the Catamaran racing crafts, there is a style, risk and speed for any taste. The Cracker Boxers look small and stodgy, but they can fly too. For those who want speed at all cost, there are the straight liners; drag boats and water speed record boats.
Gone Racin’ is at RNPARKS1@JUNO.COM
Gone Racin'... Frank Arciero, 7 July 1925 – 23 May 2012. Written by the Arciero family, with outside sources. Edited by Richard Parks. 30 May 2012. Reprinted with permission of Internet Brands, photographs may be seen at www.hotrodhotline.com.
Frank Arciero (pronounced Ar-cheer-o) was born on July 7, 1925, in Sant’Elia Fiumerapido, Italy, a small town situated between Rome and Naples. The town was built in the 9th Century and was the feudal property of Monte Cassino and its history was linked to that of the Abbey. The town had many rivers, and Sant'Elia had many factories that produced paper for Monte Cassino's scriptorium, Merino wool, flour mills, and olive oil production. It was the first town in the Roman countryside to have electricity due to its rivers. Sant'Elia experienced a great economic downturn after the unification of Italy in 1870 as many of the factories were closed and moved to Northern Italy, the home of the Savoy family dynasty. Sant'Elia is often referred to as Cassino's bedroom because many people who work in Cassino have purchased villas in the Sant'Elia countryside where they can still find vineyards and olive groves. Sant'Elia's historical center still has cobble stone streets and many medieval buildings.
In 1939 he and his brother Phil sailed for America to join their father and older brother Mike. He left behind his mother Christina, who would join them later. Ten days later, they landed on Ellis Island speaking absolutely no English and then traveled by train to Detroit, Michigan where they joined their father and older brother and began working digging ditches. Frank realized that working for someone else just wasn’t for him. He needed to be his own boss and be the one making the decisions. Nearly every man achieves a certain degree of success in a lifetime. Some are born to success; for others, it is the result of long hours and hard work. Success for Frank Arciero has been one of those great “rags to riches” stories with a lot of hard work and determination between the hard times and the good times.
In 1945 Frank married Angelina Morelli shortly after his 20th birthday. She too was from Italy not very far from where Frank was born and raised. He used to say it was about a one day ride on his donkey to the town of Casalattico where Angie was from. Casalattico is a hilly town in the Province of Frosinone, not far from Monte Cassino. The center is divided into two parts with the ancient, lower settlement named after Pomponius Atticus, with narrow and irregular lanes and a wall around the picturesque little town. From the nearby village of Montattico beautiful excursions are possible into the nearby mountains of Ubachelle, which is an old, inactive volcano. By 1305 the town became known as Casale Attico and finally Casalattico. The hills are planted in olive trees and vineyards.
Frank and Angelina moved to California where Frank and Angie would raise their family together. In 1946, Frank Arciero Jr was born, followed by Albert and their youngest son Robert. Frank now had a family, and his focus on life and work got even deeper. He had always been a man that can dream of something and find a way of turning that dream into reality. Frank founded his own concrete subcontracting business, Frank Arciero Contractors and Arciero Brothers with his brother Phil. He also had his sights set on California farmland and returning to his Italian roots of farming the land. He purchased over 5000 acres in the Mojave Desert to grow alfalfa. He also started a construction company with his two sons Frank Jr and Albert called Arciero & Sons which they still run to this day.
One of Frank’s many passions in his life was cars and auto racing. In 1947 he accompanied a friend, Tony Paravanno, to a race in Palm Springs, California. He became enamored with Jim Kimberley’s Ferrari and decided that he had to have one for himself. Frank bought a 2-liter Ferrari and began his racing career. When his insurance company found out about his dangerous hobby they threatened to cancel his bonds and insurance that he had for his contracting business. Frank stopped driving but he noticed that a young Dan Gurney had a lot of racing talent, so he put Dan behind the wheel of a 4.9 Ferrari that had replaced the 2-liter model. Frank helped start the racing careers of many drivers throughout his 55 plus year history in motorsports. Drivers like Dan Gurney, Jimmy Clark, Parnelli Jones, Al and Bobby Unser, Michael Andretti to name a few; and the list goes on. Frank has been involved in many forms of racing, including; sports cars, Indy Car, Stock Cars and Off-Road Racing. Frank was one of the original founders of CART.
In 1982 Frank was driving through Paso Robles while on a business trip and he was struck by the beauty of the rolling hills. The countryside reminded him of his hometown of Santa Elia. He purchased some land and four years later he started a winery and harvested his first grapes. Winemaking was in his blood. His Grandfather and father taught him how to make wine when he was a boy and he knew all along that one day he would be doing the same. Frank was a man of many hats in the business world. There was no hurdle he couldn’t overcome and “NO” was never an option. Hard work and determination were his driving force. Retirement was never a word he knew or would accept. Frank retired from work the day he left this world on May 23, 2012, at the age of 86. He is survived by his brothers Phil and Tony, two sons, Frank Jr, and Albert, his grandchildren Gina, Ryan, Dana, Robert and Jaclynn, and his great-grandchildren, Arie, Nico, Dylann, Gina, JoJo, Presley, Luke, Piper and Rocco.
A Roman Catholic Mass was held for Frank Arciero Sr on 30 May, 2012 at Our Lady Queen of Angels Catholic Church in Newport Beach, California. Over 350 people attended the Mass including Ed Osepian, Dan Gurney, Parnelli Jones, Bruce Meyer and Linda Vaughn. Family members and friends escorted Frank down the aisle to the Altar where the priest began the introductory rites. The song, How Great Thou Art was sung. An Eulogy was offered of his life. Then the liturgy of the Word was offered from Ecclesiastes 3:1-8, 11, followed by the Psalm To You, O Lord, I Lift My Soul, To You I Lift My Soul. The second reading was 2 Corinthians 5:1, 6-10. The Gospel Acclamation was the Chant Alleluia. Reading from the Gospel of John 14: 1-6 was given. Then came the Homily, Prayer of the Faithful. The priest gave the Liturgy of the Eucharist and preparation of gifts and the song Ave Maria. Following the communion was the song On Eagle’s Wings. The Final Commendation and Song of Farewell was rendered. The recessional song was America the Beautiful. Interment was at Pacific View Memorial Park in the hills overlooking Corona Del Mar and the blue Pacific Ocean.
Gone Racin’ is at RNPARKS1@JUNO.COM.
Gone Racin’… to the Arias Piston Company. Story by Richard Parks, photographs by Roger Rohrdanz. October 31, 2006. Reprinted with permission of Internet Brands, photographs may be seen at www.hotrodhotline.com.
Arias Piston Company is located in Gardena, California, and has a long and well-known reputation for quality and performance. We met with Fred Blanchard, who is the sales manager for Nick Arias Jr Racing Components, a separate research and development firm next door to the piston manufacturing plant. Fred is very outgoing and loves to talk about all the new engines and racing components that Nick Arias Jr and he are working on. He showed us around the shop and pointed to the work they are doing. The tour was fast and informative and we marveled at all the research. We finally met the man behind the name, Nick Arias Jr, as he was busy putting together a new engine. “A lot of the technology was done a long time ago,” said Nick. “The internal combustion engine has seen a lot of new changes, but the concept is quite old.” He then showed us some of his adaptations, and we struggled to keep up with him. Arias has a solid reputation in the speed performance industry for his innovative ideas and creativity. Not all of his ideas become big sellers as he admits, because the racing world is constantly creating new and better ways to enhance performance and by the time a block or parts make it to market, someone else has come up with a better way. But you can see that the competition to excel keeps both Nick and Fred enthusiastic for what they do. Nick calls himself a re-designer, and gets his ideas from the requests that his friends and clients bring to him. Shelf after shelf held engine parts that he has created to solve performance problems.
Arias designed a hemispherical head to fit a Chevy block and in doing so brought the hemispherical performance to the Chevy racer, allowing them to compete successfully with the famous Hemi Chrysler engines. It is for this loyalty to the Chevy block that they call Arias “Mr Chevrolet,” although he never did get the Detroit Automaker to back his ideas. The new 540 c.i. Arias Hemispherical-Chevy crate engine can be purchased in parts or as a finished engine and is comparable to other high performance crate engines in price. The engine uses a World Products block, Arias raised port manifold, Arias pistons, dual quad carburetors, Arias hemispherical cylinder heads, Milodon pan, Herbert cam, and Iskenderian lifters. The engine is 30” wide by 30” inches long. I got plenty of laughter when I asked for the height. It’s a new design, but ten engines have been sold, and Arias took two inquiries while we were there. He ran his fingers along the block and heads and explained more details than I could possibly write down. He then picked up some pistons and explained the forging process they go through. “We have always used forged pistons,” he said. Blanchard added that the blanks that come from the foundries are sold to all of the pistons companies, “but it is the knowledge and experience in processing and milling them that create the quality, and separate us from our competitors.”
Fred took us over to the Piston Company, next door. There to meet us was Carmen, Nick’s daughter, who was in charge of the piston business. She told us that the company is a mid-sized manufacturing company that is family owned and operated. Beeri Meza is the General Manager and rose from a machine operator to control of operations of the Piston manufacturing department. Carmen told us that the company has 40 employees and always has a backlog of orders to keep them constantly busy. She introduced me to Steve Montrelli, Domestic Piston Sales, Fuel and Alcohol Consultant of the Piston operations. Steve has known and worked with the Arias family since the heyday of early drag racing. It is the Montrelli Racing Engines that are the core of the Arias Performance parts division. Montrelli’s engine building experience was a key reason why Carmen urged Montrelli to come out of retirement and rejoin the business. Montrelli encourages racers to call him with questions about the performance of their cars. He has the ability to diagnose the problem over the phone and loves that part of his job. Montrelli has worked with and for Johnny Wright, Dale Pulde, Danny Ongais Henry Harrison, Don Schumacher, Gene Conway, Tom Barrett, Pat Foster and others.
The piston manufacturing plant has around 20 CNC machines, but was empty during lunch. Photos weren’t allowed due to the proprietary nature of the techniques and methods that Arias Pistons employs in making their products. Carmen mentioned that their company is in the top 5 in performance piston products, and perhaps in the top 3 in sales, but they take a backseat to no one when it comes to quality. Their quality control, inventory and tracking usage is extraordinary. If you have the number stamped on the piston you can call the company and they can tell you everything about the piston and what the part was made for and what conditions it will tolerate. Blanchard added, “We are not a mass producer, we are a custom shop that makes high performance parts with the highest quality materials, with the highest degree of knowledge and skill.” Nick added that they have a diversified market, receiving orders for tractor pulls, mud bog racers, sand drag racers, Go-Karts, Sprint cars, drag car, boat racing, motorcycle (Harley-Davidson) racers and outlaw drags. “They all have different needs and specifications and we fill those needs. They keep us very busy,” he told us.
Gone Racin’ is at RNPARKS1@JUNO.COM.
Gone Racin’… Nick Arias biography. Story by Richard Parks, photographs by Roger Rohrdanz. November 3, 2006. Reprinted with permission of Internet Brands, photographs may be seen at www.hotrodhotline.com.
Nick Arias Jr is well known for his pioneering work in redesigning engine parts and for the piston company that bears his name. He was born in 1929, in the Los Angeles area of Southern California, during the Golden Age of American auto racing. His father was from Leon, in Spain, and his mother originated from Hermosillo, Mexico. Nick grew up in the Pico Heights area, in a lower middle class neighborhood. He could have joined a gang and have been lost to racing history but for his innate drive to make something of himself. He attended St Thomas Elementary School, and then went on to Los Angeles Polytechnic High School on Washington and Hope Streets. There were good vocational counselors at the high school that directed him into industrial arts and auto shop courses, where he excelled. His shop teachers encouraged Nick, and allowed him to work on his own car. The photos of Arias, his friends and his shop teachers tell the story. You can see how he was going to prosper by the look in his eyes. He grew up during the Great Depression of the 1930’s, that filled up a whole decade with despair, only to see the 1940’s bring the Great War, World War II, with the threat of invasion by the Axis powers. Nick worked after school from the age of 11, in gas stations around the area, in order to save up a bit of money, scarce in those days. He remembers earning 50 cents an hour and how long it took him to save up enough money to buy that first car, a 1932 Three-window coupe, from a veteran who had just come home from the war in 1945.
Nick joined 100 Mile-an-hour Club out of South Los Angeles in order to run his car at the dry lake land speed trials in El Mirage, under the sanctioning of the Russetta Timing Association. They raced with the Russetta Timing Association because they allowed coupes to race, rather than the SCTA (Southern California Timing Association) which only would let roadsters run. Later with his friends, Kenny Bigelow, Joe Pisano and others from his high school, formed the Photons car club. They chose the name Photon from a particle of the atom that represented a light beam, the fastest thing in the universe. They did what all young men did back then and today, they found isolated stretches of roads and went street racing. Once he nearly got caught by the police and had to walk all the way home, arriving at 5 in the morning. The auto shops and organized car clubs kept Nick from getting into street gangs. Hot rodders who souped up their cars weren’t highly thought of in those days, but it was a step up and away from the street gangs. The hot rodders didn’t have a lot of money in those days to buy expensive speed equipment and that often meant that they had to find parts in junkyards, or make their own parts.
In 1947, he joined the CRA and was involved in sprint car racing at oval tracks in Southern California. His team raced against Jack McGrath, Manny Ayulo, Dick Rathman, and partnered with Walt Mahoney, Ray Douglas and Tony Gonzalez. Nick was the car owner and mechanic. He tried Jalopy racing, which were supposed to be stock cars, but which everyone tried to hop up. The speeds were too slow and the action uneventful and he didn’t like that kind of racing. He had better luck in 1947 with Dempsey Wilson as his driver. Dempsey won the first Carrell 500 small-track dirt race and a $3500 purse, largest such prize at that time for the track roadsters. Arias graduated in 1948, missing out on serving in World War II, but he was busy. He began to make parts, worked as a mechanic; street raced and was active in his car clubs. Then the Korean War flared up in 1950 and he went into the service, joining the 40th California National Guard and saw action at the front in the Kumsan Valley above Seoul, driving trucks and supplies. While he was in the Army National Guard, his friend Kenny Bigelow had died while attempting to break Bob Pierson’s record at the dry lakes. Nick and his close friend, Bob Toros bought the car from Kenny’s family, and when they got home from Korea, Toros and Arias rebuilt the car and were Russetta Timing Association’s top points champion in that car, in class A and B Coupe. In the process they moved the record from 136mph to 148mph on alcohol and won the Kenny Bigelow trophy two years in a row.
Nick joined the Screwdrivers Club with Craig Breedlove, Don Rackemann, Lou Baney, Joe Pisano and others. After returning from the war, Nick went to work for Harry Warner at Wayne Manufacturing, where they made push rods. Bob Toros came to work there as well, and the two of them built engines and ran the Company. Toros and Arias first visited the Bonneville Salt Flats in 1953, and a year later they captured the land speed record in their class. In 1954, Bob and Nick bought the rights to the Frank Venolia name and began to build Venolia pistons. Up to that time Frank Venolia had made pistons for Wayne Horning. In 1955, he went drag racing at Lion’s drag strip in Long Beach, a track made famous by promoter Mickey Thompson and later C.J. Hart. Nick built the engines, Scotty Fenn built the chassis and Dallas Martinson was the driver. They raced Mickey Thompson and beat him, only to have Thompson complain of a false start. Back in those days there were flagmen and the racers who knew how to get a quick jump on the flag usually won the race. The electronic Christmas tree would be years into the future. The second race proved no better for Mickey as the Arias team beat him again and that was some feat, as Thompson was also the track manager and not used to being beaten. Don Rackemann and Mike Schmaider also drove for the Arias/Fenn team in those days. Arias would build engines for Joe Pisano, another high school friend and drag racer.
Nick met his future wife, Carmen Jimenez in 1955, and like many romances, left racing behind for a while as he courted his future wife. There wasn’t enough revenue coming in from Venolia to support a new and growing family and Nick sold his interest to Toros in 1957 and went back to being a mechanic. Carmen and Nick would have five children; Christine who would become a nurse, Michelle who is an auditor, Nick III who owns his own automotive sales company, Carmen, who is running Arias Pistons, and Andrea, a school teacher. Nick and Carmen would have 13 grandchildren and a happy life together. But the urge to create and to own his own company was always there and in 1963 he would buy back into Venolia with his old friend, Bob Toros. This second partnership would last until 1969, when he would sell his share back to Toros for the last time. Arias made some of the best pistons and cylinder heads in the business. He built engines for Juan Fangio, and counted Ed Iskenderian and many other automotive innovators as his friends and equals.
Perhaps Arias was best known for his preference for Chevrolet engines in their continual battle with Ford and Chrysler for racing dominance. Chevrolet never returned Nick’s loyalty to their product by sponsorship arrangements, but that didn’t stop “Mr Chevrolet,” as he was called, from developing the Chevy Hemispherical engine which gave the Chevy owner an equal chance on the race course. He also designed a thermo head piston that could take the abuse of nitro, and the first pin buttons. He had a close relationship with Don Madden at Howard Cams that allowed him to design and develop parts for drag cars that would become a solid part of his business success. In 1969 he bought Louie Senter’s Anson Piston business, along with the machines and dies, and renamed it Arias Pistons, and his success has been straight up from there. He moved into a 20,000 square foot manufacturing plant just a short distance away from the Anson Speed Shop, in Gardena, California. One of his sayings is “give a customer a date of delivery and stick to it.” Another favorite saying is that success in any business “takes money, knowledge and balls.” Nick said that he is looking for “slow, calculated growth.” His company is not in debt and is not leveraged to the bank. He knows when and how to take chances. He invested in machinery to turn out Harley-Davidson parts. Arias Pistons is family owned and quality driven.
In the early 1970’s Arias went boat racing. Everyone did that for awhile. The Chrysler Hemi engine was originally designed as a marine racing engine that proved to be unbeatable on the dragstrips. Nick designed and built the Chevy Hemispherical engine which managed to turn out an awesome 890 horsepower rating. “If you didn’t run an Arias motor back in those days,” said Nick, “you couldn’t keep up with us.” Gary Ewing put an Arias Chevy motor in his boat, THE CRUCIFIER and upped the record by 15 mph, setting the stage for more success for Nick. Bob Fulgram changed to an Arias engine in his boat the HILLBILLY. Other boat racers were Clyde Hughes and Charlie Maranda. “I got into the boats to make a name for my engines,” said Arias, “and we did quite well.” What went fast on water also went fast on land, and the Arias Chevy Hemispherical engine found success with the Over the Hill Gang. His engines also did well in the pro-stock class and Bob Glidden raced his engines. Nick’s latest project is a Bonneville Lakester with his son and with his friends, Fred Blanchard and Steve Montrelli. He bought the Montrelli engine business in the early 1970’s, sold much of the engine business to Joe Fontana, and is now back into the engine building business with his new Arias Performance engine. Montrelli is a key advisor, employee and long time friend whom Arias coaxed back to work for the company. Nick is one of those special men who enjoy life, his family, his creativity and his friends. Nick Arias is one of those engaging, friendly and very creative hot rodders who made it big in street rodding, boat, motorcycle and car racing.
Gone Racin’ is at RNPARKS1@JUNO.COM.
l have found these DRAG RACING WEBSITES over the last 10 years. lf you have any DRAG RACING WEBSITES please send them to me and l will add them to my list and forward to my drag racing friends. John Hutchinson, Great Britain
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https://www.pasttimesigns.com/retail/ http://outlawfuelaltereds.com/ https://www.google.co.uk/search?q=nostalgia+racing+photos&hl=en&qscrl=1&rlz=1T4ADRA_enGB491GB491&tbm=isch&tbo=u&source= univ&sa=X&ei=OehLUfLDJIO80QXT24DwCg&sqi=2&ved=0CC8QsAQ&biw=1440&bih=721 http://www.nostalgiaprocomp.com/www.nostalgiaprocomp.com/Home.html http://www.nostalgiadrags.com/
http://www.hotrodphotos.co.uk/ http://www.hotrod.com/ http://www.hotrodhotline.com/feature/blastpast/2010/RidesAPaleHorse04162010/ http://www.hotrodmemories.com/default.php
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Jonathan Amo, Brett Arena, Henry Astor, Gale Banks, Glen Barrett, Mike Bastian, Lee Blaisdell, Jim Bremner, Warren Bullis, Burly Burlile, George Callaway, Gary Carmichael, John Backus, John Chambard, Jerry Cornelison, G. Thatcher Darwin, Jack Dolan, Ugo Fadini, Bob Falcon, Rich Fox, Glenn Freudenberger, Don Garlits, Bruce Geisler, Stan Goldstein, Andy Granatelli, Walt James, Wendy Jeffries, Ken Kelley, Mike Kelly, Bret Kepner, Kay Kimes, Jim Lattin, Mary Ann and Jack Lawford, Fred Lobello, Eric Loe, Dick Martin, Ron Martinez, Tom McIntyre, Don McMeekin, Bob McMillian, Tom Medley, Jim Miller, Don Montgomery, Bob Morton, Mark Morton, Paula Murphy, Landspeed Louise Ann Noeth, Frank Oddo, David Parks, Richard Parks, Wally Parks (in memoriam), Eric Rickman, Willard Ritchie, Roger Rohrdanz, Evelyn Roth, Ed Safarik, Frank Salzberg, Dave Seely, Charles Shaffer, Mike Stanton, David Steele, Doug Stokes, Bob Storck, Zach Suhr, Maggie Summers, Gary Svoboda, Pat Swanson, Al Teague, JD Tone, Jim Travis, Randy Travis, Jack Underwood and Tina Van Curen, Richard Venza.
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