.  Issue #346.
Dec 16, 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


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Some Names To Look For In This Newsletter:
President's Corner; Editorials;

GUEST EDITORIAL, by Frank Genco:   
     We are tentatively scheduling a Lunch at Fuddruckers in Lake Forest next Thursday November, 6, 2014 at 11:30 am.  The tentative nature of this schedule depends on services for Bob Richardson.  I will confirm as soon as I find out about Bob.  Hope this date works for everyone.  Please let me know if you can make it.  Frank Genco
     We are working on a dinner time get together for Bob Richardson the Wednesday of the NHRA Finals in Pomona at a place near the track. Will let all know when worked out.   John Ewald
     Frank and John are members of the 1320 Standard Club, drag racers and fans who read and enjoyed Doris Herbert’s DRAG NEWS.  This club holds that the greatest generation of drag racers occurred from 1957 to 1971, concurrent with the publication of DRAG NEWS.  They have an active website and many members in their group and welcome new members.  If you were a racer at that time or a reader of the DRAG NEWS and want to join let me know and I will try and find a contact point for you.
STAFF EDITORIAL, by Richard Parks.
     It is with sadness that I have to bring you biographies of people who have passed on.  It is very difficult to write such bios because they are not here to tell us in their own words.  Researchers rely on other people who knew them to finish these bios.  Sometimes I attend funerals, memorials or celebrations of life and take notes and that is my sole research and it isn’t much.  Please do your own bio.  I will help you.  If you don’t then a well-meaning person like myself will have to make it up for you and we may not know that much about your life. 
     From time to time I am asked the difference between what is trivial and what is important information.  People wonder why there are certain things in our newsletter and not a finished story that is complete with REAL facts.  Instead they complain that some of what they see is trivial.  The answer is that historians collect and save every detail they can find, but in writing up a story we often leave out some things that have no bearing on what we are doing at the time.  But we never discard anything.  On the other hand there are some people who want the “dirt on someone.”  Historians find lots of dirt, gossip, innuendo, bias, prejudice and just plain old meanness.  We don’t discard that either, but we are careful to substantiate what is true and what isn’t.  Even then we run into problems.
     People want to know the TRUTH.  But from which angle do you want the facts?  Do you want me to give you the truth from the perspective of the car owner who fired the driver for not winning the races he was in.  Do you want the truth from the mechanic’s point of view, who claims the owner never gave him enough money to build a great car and the driver was always hung-over.  Do you want the truth from the driver who claims the owner and mechanic were wannabes?  A good historian writes the story and credits all the sources and tries not to take sides, but often we only have one source to go to, which is why we collect all the trivial bits of information that we can.  By the time we begin our research time has intervened and destroyed a lot of our sources.  People have passed on, their records have been lost and we work with what is available.
     What are we to do with NEGATIVE information?  Do we only publish the positive accounts?  Certainly that is a dishonest approach, yet we are human and we try and present the negative views in as pleasant a way as possible.  Case in point, my father was visiting a well-known racer of the time back in the 1930’s, during the winter in the man’s shop and a little kitten walked in.  Without stopping his conversation he picked up the kitten by the nape of its neck, opened the pot-belly stove and tossed it in to be incinerated.  It was purely a reaction and the man never showed any signs of anger or pleasure at ridding the world of a small life.  When that story is told during the 1930’s the reaction is, “So what are we to do with unwanted animals that will starve?”  When that story is retold in the 21st Century it sends shivers up and down our backs.
     Then there are people who frequented the bordellos throughout the country while racing and in foreign lands and those who may have done things that we disapprove of today.  Historians have moral outrage too, but our job is to record history and not pass judgment on the past.  That job of deciding judgment rests with you.  We record and you are the judge.  But if we do a poor job or a biased one, then we are leading you towards conclusions that you might not have taken had we been more unbiased.  The same is true with this question, “I hear that so and so hated racer x.”  Maybe they did and maybe they didn’t, but if we find out we handle such questions as fairly and diplomatically as we can.  I have prejudices too, but I try not to show it in my writing.  Do we have to like everybody?  No, we don’t, but we have to represent them honestly.  I can say that I’ve met a lot of jerks in my day and some people might consider me a jerk.
     I can also say that down deep inside I actually like 99.99% of the nice guys and the jerks combined.  I won’t take sides.  I can’t take sides and still call myself a historian, which I was trained to be at college.  Oh, there are a few people I really detest.  Why?  Usually they are people who enjoy going around and trying to destroy something others have built because of jealousy.  They are the people who pretend to be helpful, but behind the scenes they are always plotting ways to destroy the organization or the race team.  Probably they are psychopathic and deadly and I avoid them.  But the rest of the racing world is simply filled up with good people who often make bad decisions and wish they had a second chance.  Sorta like me.  I wish I had a chance to correct a lot of hasty decisions in my life. 
     Historians are stuck with facts about bad decision making that good people make and we have an obligation not to go around ruining people’s reputation.  But we also have to record a TRUE event and sometimes that is painful.  I do that by tact and care.  I write about an incident that happened and leave out judgment.  I especially leave out the word YOU; like in “YOU ran over that boy on the racetrack.”  Here’s an example; “Racer X died in an accident at Salem in 1956.  Some witnesses say he and another driver bumped each other, but other eyewitnesses say there was no contact.”  Now I could exclude the “other eyewitnesses” and go with “witnesses say he was bumped.”  Notice that I also left out words like, “It had to be murder,” or “I’ll bet there was bad blood between the drivers.”  I left those words out because they are prejudicial and I can’t back them up with irrefutable proof. 
     Just like a recent incident that resulted in the death of a young man standing on the racetrack where he wasn’t supposed to be.  That incident was recorded, reviewed, witnessed to the nth degree and still the police, courts, public opinion, spectators, families and racers can’t agree on what happened.  Now if you go back 50 years and try to make sense of something when most of the evidence is gone, how can you know for sure?  So we historians watch our language and write in such a way that we present the facts without steering our readers towards any biased conclusions.  It’s true that I know trivial facts and knowledge that only briefly touches on an event.  It’s also true that I could willy-nilly spread that information, much of it never backed up with secondary sources.  The result would be poorly written history and it might take future historians decades of research to debunk bad history, if they even could.  This is one of the reasons that Jim Miller is the President of the Society of Land Speed Racing Historians.  He constantly checks out new books and new stories and he looks over everything that comes out of our newsletter and when he sees an error or a non-supported fact he tells us.  I respect that and so should you.
Gone Racin'...Larry Larue Lindsley.  Biography by Anne Lindsley, edited by Richard Parks, photographs by the family, photographic consultant Roger Rohrdanz.  September 26, 2014.  Reprinted with permission of
www.hotrodhotline.com, a division of Internet Brands.  For photographs go to the website listed.

     Larry Lindsley came from a racing family.  His parents were Jim and Phyllis Lindsley and they have been friends of the Parks' family since the 1930's.  Anne Lindsley had this to say about her husband.  "Larry Lindsley was a husband, father, son, racer, and a friend to many. Throughout the years, his friendship, kindness, and thoughtfulness were valued by many. Larry's passing will not only leave a void in our lives, but in the hearts of all those who knew him. It was a blessing to know such a wonderful and kind man and we will miss him dearly. We are comforted by the knowledge that his passing into the Great Race Course in heaven is felt by his entire Land Speed Racing family," Anne said.  A Celebration of Life was held for Larry Lindsley on Saturday, September 27, 2014 at the Lindsley home in Murrieta.  Attended by four generation family members, lifelong friends, and Land Speed Racing family.  Dinner was served and then a brief service and remembrance ceremony was held in his honor.    

     Larry LaRue Lindsley was born February 21, 1940 in Bell, California to Jim and Phyllis Lindsley.  He was the oldest of three sons and looked after his younger brothers Gary and Fred.  Larry spent his early years growing up in East Los Angeles, where two neighbors became lifelong friends; Burke LeSage, well known by our Land Speed Racing family and Nick McDonough.  Nick was also well known as he was the longest standing member of Larry's pit crew.  Larry graduated from Bell High School.

     He worked as an assembly line person, sales rep for oil field flow meters, roofer and then as an accomplished electrician.  Larry specialized in electrical and mechanical repair of lathes, mills and grinders.  He retired from his own business in 2012.

     Larry and his brothers attended racing events as soon as they were old enough to "watch out" for themselves.  Their mother and dad, in addition to racing a vehicle, were also volunteers at events and always busy.  In the 1960's Larry raced a pick-up truck, then he and his dad started racing the orange Studebaker.  A few street vehicles were run at El Mirage just for kicks.  Then came the copper colored SuperBird; and finally the infamous Pontiac Firebird.

      He was a lifetime Gear Grinder member, which is a racing club in the Southern California Timing Association and he continued to be active in the club all his life.  He set many records in various classes, culminating in his most proud accomplishment, going 300+ in the Pontiac Firebird on the Bonneville Salt Flats in 2001.  Larry was also a member of both the El Mirage and Bonneville 200mph Club.  Larry was a past two term Gear Grinder Vice President and holds numerous club awards, and SCTA-BNI records. 

     Larry and Anne met in 1960 thru a friend of Larry's that Anne's cousin was dating.  They married in 1961.  And, as the saying goes, “The rest is history.”  Larry was a brother-in-law to Fran and Bob McNabb, DeeDee Lindsley and Donna Lindsley.   

      Larry was active in the lives of his children and they meant everything to him.  Larry and Anne have two daughters, Cheryl, and Pattie, and one son, Jim II and daughter-in-law, Debbie.  The family enjoyed many years camping and fishing.  Larry and his son Jim were active in the Indian Guide Program thru the YMCA.   Everyone was involved in Pop Warner, with daughters Cheryl and Pattie as cheerleaders, Jim played football, and Larry and Anne as volunteers.   He was an awesome grandfather to James III, Larry, Jessica, Shelby and Allie Marie.  He was the coolest great-grandfather to Cody, Chad, James IV, Rayann, Chasse, Gavin, Evan, Spencer, Gage and Peyton.  He was the most fun uncle ever to Julie, Gary, Larry, Mike, Tina, Heather, Kaylee, Aaron, Kelliey and Danny.  He was a proud Nino (godfather) to Vanessa, and a forever best friend to Nick.  Larry was a lifetime mentor and buddy to Dewayne, Jerry, Jennifer, and Gabriel.

     Anne and Larry moved to Murrieta, California in 1981 to escape the overcrowded Southern California metro areas and fulfill their dreams of a rural life.  Larry always loved gardening and farming and when he and Anne moved to the country he raised and showed Polled Herefords, raised pigs and chickens, and had an extensive vegetable garden.  All while continuing to work in Los Angeles.    

     At the 2014 SCTA Banquet, Larry Lindsley received the WHEELS OF FAME AWARD and Anne accepted this award for him.  Bill Lattin, the presenter gave an amazing speech. 

     "Back in 1938, Jim Lindsley helped to form the Gear Grinders.  The meetings were held at his house, with a just a few members in attendance.  Jim and his wife Phyllis Lindsley had a son, Larry Lindsley.  Fast forward into the 1950's, my Dad remembers seeing Larry as a young boy at Lyons Drag Strip and El Mirage, just to name a few places.  Larry would marry Anne and start a family.  The constant things in his life are his wife Anne, his children, and racing.  It is the latter, that we are here tonight to acknowledge.  I must warn you, it is a long list.  Please indulge me as I read through this list.  It deserves the recognition, for it is a lifetime of achievement for Larry and his racing Lindsley family.  I'll start with the Gear Grinders:   

   Gear Grinders past two-term Vice President of the Gear Grinders car club   

   Gear Grinders Sportsman Award; 1967, 1984, and Larry and Anne 2012   

   Gear Grinders Life Membership; 2012   

   Gear Grinders Driver of the Year; 2002   

   Gear Grinders Top Points Car; 1998, 2001, 2002, 2003, 2004, 2005, 2006.   

   Gear Grinders Top Speed Car; 2002 to 2006


   Season's Fastest Driver; 2002   

   Season's Champion; 2000

El Mirage Records:   

   November 1999 E/BFALT @ 223.163   

   June 2000 D/BFALT @ 246.714   

   September 2000 C/BFALT @ 268.709   

   October 2000 B/BFALT @ 261.513   

   November 2000 A/BFALT @ 258.472   

   June 2005 AA/BFALT @ 256.593   

   June 2006 D/BFCC @ 253.121   

   July 2002 A/BFL @ 304.296   

   November 2002 AA/BFL @ 308.605

Bonneville Records:   

   August 2004 B/BFALT @ 308.517      

     These records, 10 in all, with Larry behind the wheel of either the Leggett Lakester or the # 484 Firebird, still stand to this day.  Larry entered the famed Bonneville 200 MPH Club in 1971, with a speed of 204.779. The 2004 Bonneville record, at 308.517, placed Larry into the 300 MPH Chapter.  The El Mirage records placed Larry into the El Mirage 200 MPH 'Dirty 2' Club and the 300 MPH Chapter.  He is one of only five people in the world to ever achieve this at El Mirage.  With Larry behind the wheel, whether the Firebird or Lakester was on the dirt or the salt both would shake the ground and sound like rolling thunder.  You could hear the Firebird leave the starting line at Bonneville from three miles away.  Will you please join me and welcome Larry into the WHEELS OF FAME,” Lattin concluded.

     Larry passed away peacefully on September 22, 2014.   His presence and amazing spirit are deeply missed.      

Gone Racin' is at RNPARKS1@JUNO.COM.

     Winners of the 23rd International Automotive Media Awards were announced at during a ceremony held at the Vinsetta Garage Restaurant. IAMA’s were presented at a joint event with the North American Concept Vehicle of the Year (NACVOTY) Awards.  The International Automotive Media Competition (IAMC), is a program to recognize and encourage excellence in all forms of automotive media. Louise Ann Noeth submitted three works for review – all three were judged to be worthy of an award.  GOLD | The Demon’s Dozen | Book – published by LandSpeed Productions SILVER | Counting Down to a Century of Speed | Magazine – Goodguys Goodtimes Gazette BRONZE | Counting Down to a Century of Speed | Magazine Graphics – Goodguys Goodtimes Gazette 
     “I’ve taken part in the IAMA’s since its inception,” explained Noeth, “At first, only as a hopeful entrant, to find out how to improve my writing and photography storytelling skills. Years later, the administrators asked me to judge some categories and I found the volunteer effort to be as rewarding as it was educational – we’ve got some dandy fine motoring media folks at work in the world! When asked to step into the Chief Judge position, after entering three pieces of my own, I accepted only after it was clear my entries would get a beating if they deserved it. That those works finished Gold, Silver and Bronze tells me honest, serious peer review was done. I‘m grateful. As I see it, my readers are the REAL winners because I believe it critical to never stop tweaking the talents the good Lord saw fit to give me.” 
     Noeth shares the Bronze award with Kevin Reynolds, Art Director at the Goodguys Goodtimes Gazette.   Judging is by peers, to a standard; entries may earn up to 100 points. The Medallion International Automotive Media Awards (IAMAs), Bronze (85-91), Silver (92-96) and Gold (97-100) medallions are presented for those works so qualified. From among the highest-point (98-100) Gold awards are chosen the Best of Divisions, with Best of 2013 being chosen from the Best of Division awardees. Therefore, the Medallion IAMAs are a competition against a standard, whereas the Best of Divisions and Best of the Year IAMAs are a competition against other award-winning entries. If no entry in a category meets the minimum standards no award will be made in that category. Entries are judged by Category within their Division. The works sent for judging were published or aired January 1 – December 31, 2013
Gone Racin’…Santa Ana Drags and Main Street Malt Shop Reunion.  Story by Richard Parks, photographs by Roger Rohrdanz.  October 4, 2014.  Reprinted with permission of Internet Brands and

     The Santa Ana Drags and Main Street Malt Shop Reunion is held twice a year, once in April and again in October.  It is a combination of two old reunions, one honoring the iconic drag strip organized by C. J. and Peggy Hart, with Frank Stillwell and Creighton Hunter’s help, back in 1950 on a roadway next to the old Santa Ana Airfield.  The drag strip shut down in 1959 when the county of Orange expanded the airport, which is known by the locals as John Wayne Airport.  For years a reunion was held at the Elks Club in Santa Ana by Creighton Hunter and on his passing Leslie Long and Gene Mitchell.  The other reunion being kept alive is the Main Street Malt Shop, a local hangout for young people in Santa Ana.  The malt shop is no longer in operation and has become a Mexican/American pastry shop.  But the spirit of the past is alive and strong in these two reunions, which is held at Santiago Creek Park at the corner of Lawson Way and East Memory Lane, in the town of Orange.
     Leslie Long keeps the mailing lists and calls people to remind them of the event.  He is also the historian for the Santa Ana Drags and for the El Mirage dry lake land speed racers.  Gene Mitchell provides the tents, tables, food and drinks for the guest.  He does so at his own expense and never asks for help.  Gene is there early to set up and stays late to take everything down and transport it back to his home.  Gene is always ready to greet people and make them feel welcome and to see to their needs.  Roger Rohrdanz is the official photographer for the two reunions and keeps a visual history of the event.  Richard Parks writes the reports on the reunions and posts them with Roger’s photos at
www.hotrodhotline.com and www.landspeedracing.com.   Jim Miller also posts photos and reports to his website at www.ahrf.com
     A hot Santa Ana wind condition had driven the temperature up into triple digits and it was feared that the reunion might be affected.  But on Saturday, October 4, 2014 the day was absolutely California weather with the temps in the 90’s, sunny and bright and we found plenty of shade under the trees and canopies, with gentle breezes making the day perfect.  There was lots of bench racing, posters, photo albums, old flyers, maps, books and other material to share.  Gene Mitchell announced that lunch was ready and after that Roger lined everyone up for a group photograph.  Ed Iskenderian was the guest speaker and for nearly an hour he related stories from long ago at the Santa Ana drags.  Then it was back for more munchies, water and dessert and bench racing.
     Those in attendance were; Gene Mitchell and his daughter Megan Mitchell, who helped her dad set up the tents, chairs and food.  Roger Rohrdanz and Richard Parks represented the Society of Land Speed Racing Historians (SLSRH).  Kay Kimes was an original ‘49’er, who raced at the first Bonneville Speedweek in 1949.  Diane Vandenberg came with Lyman Wilson.  Diane raced at the Santa Ana drags and was also a Main Street Malt Shop patron.  Old time racers Gene Ellis, Doug Wilson, Dave Cook, Eldon Harris, Jim Moran and Tim Timmerman were present.  Ellis also raced on oval tracks and had quite a career.  Gerald (Jerry) Hart, the son of C. J. and Peggy Hart brought lots of photos of the old drag strip.  He worked there as a young man.  Motorcycle racers Jim Murphy and Joe Arce told us about their racing exploits.  Joe brought his wife Louise with him to the reunion.  Other racers were; Mac McClelland, Phil Turgasen, and Harry Deshazo.  Diane Foley and Dina Macias came with Harry.  Ben and Amy Iskenderian came with Ed.  Ben is Ed’s brother and Amy is Ed’s daughter.  1949 Goleta class winner Ed Osepian was also there.  Osepian raced at Santa Ana.  Rob Johnson, whose mother’s name was Hagopian, told me there were a lot of Armenians in early day drag racing, including the Iskenderian family.
     Alan Zusman came after talking to Anna Marco.  Alan is learning all he can about early drag racing.  Al Teague set many land speed records at Bonneville and his record of 409 mph lasted for nearly twenty years.  Bob Falcon came and introduced Jon Durham.  Bob did everything you could do in racing and raced oval track cars, as did his father before him.  He is one of our historians and main research guys on the SLSRH Newsletter.  Jon is attempting to bring back the Halibrand name and is doing research on the company’s past and Bob, who used to work there, is helping him.  Doug Westfall and Shawn Diaz are book publishers and have decided to bring out more books on early day racers.  Mike and John Uribe came representing the Bean Bandits, who had their own drag strip for many years down in San Diego at Paradise Mesa.  Mike told me that they would come up to Santa Ana to race every chance that they could and often toured the country with their drag car, when racing was very inexpensive.  Jim Miller was there taking photographs for the American Hot Rod Foundation, based in New York City.  Miller is the President of the SLSRH and the most knowledgeable person around in all forms of motorsports.  Jim “Grumpy” Donoho and Rich Childers rounded out the list of racers who attended the event.  The next reunion will be held in April, 2015 and you can check the website at
www.landspeedracing.com for details.
Gone Racin’ is at
Gone Racin’…To say goodbye to Jack Stewart.  Story by Richard Parks, photographs by Roger Rohrdanz.   9 August 2014.

     Jack Stewart passed away within the last few days and I checked my records to see if I had written a bio on him; I didn’t.  Perhaps the reason was that Jack seemed indestructible, like so many other hot rodders and I just assumed that he would be around forever.  That’s the way hot rodders think.  That’s what I thought.  My father knew Jack Stewart and admired him, but I can’t ask Dad, because he is gone too.  Dick Wells was a close friend of Jack’s, but he has passed on too.  Jack and Dick collaborated on a book together, titled L.A. ROADSTERS; A RETROSPECTIVE.  I gave it a good review and then told Jack that he should have included an index so that I could find all the guys in the book.  He just twinkled his nose, gave me that Stewart smile and promised to give me an index on the next rewrite.  There was something charming and boyish in Stewart that made him so appealing.  It is probably why the L.A. Roadster Club made Jack their PR guy with the media.  He had that happy and excited attitude about him that caused people to seek him out and befriend him.
     Jack was a great help to Roger Rohrdanz and me.  Every time we covered the L. A. Roadster Show at the Los Angeles County Fairplex in Pomona there was Stewart to greet us and take us around in his golf cart and point out the activities that he felt we should concentrate on in our coverage.  He loved the L.A. Roadster Club and dedicated his life to it, though it wasn’t an easy love.  The club itself formed in the summer of 1957 when Dick Scritchfield gathered about eight people together at the Weiand Equipment Company on San Fernando Road, in Los Angeles.  Le Roi “Tex” Smith was there, along with Tony LeMasa and the group elected Scritchfield as their first president.  Some of them had roadsters and some didn’t.  The reason for a club was a love for the roadster form and hot rodding culture and rules would change and adapt to the times until it became a rule that you had to have a killer roadster to be considered for membership.  The Model A’s, and ’32 Deuce Coupes with a V8 engine were the preferred cars and anything after a ’34 roadster was just not considered good enough.  It seemed strange that a roadster club would form in the late 1950’s.  The heyday of the car clubs was in the 1930’s and ‘40’s, the Golden Age of Hot Rodding.  By the 1950’s the car clubs that had formed around neighborhoods and schools were folding.  There was a new era of drag racing, both illegal street and legal drag strip competition that didn’t need a large club to go racing.
     Perhaps it was a reaction to the demise of car clubs that drove these eight men to form a roadster club to simply enjoy the hot rodding culture, gymkhanas, road tours and car shows.  What other reason did they really need other than a love for the beauty and grace of a topless car on the road; a vehicle that could literally scream and fly down the highways of America.  When you get young men together they don’t just stop with a weekly club meeting and a slow cruise down the local Main Street.  In 1961 the first L.A. Roadster Show was held at the Hollywood Bowl, but didn’t have the success the club desired.  Years went by until the club held the next Roadster Show in 1967 to great success and in 1980 the show and swap meet was moved to the Los Angeles County Fairplex in Pomona, California and has been there ever since.  Today the Show is always staged on Father’s day and it attracts roadster lovers and hot rodders from all over the world.  The club members pride themselves on the success of this event.  If you drive a roadster to the show you get admission, a BBQ on Saturday, a pewter mug and a gift bag all for free.  Sponsors and vendors fill up a building and put up tents and stalls to sell or publicize their products.  The revenue from the show allows the club to fund their functions and charitable programs.
     Jack Stewart joined the L. A. Roadsters in the early 1970’s.  His close friend, Bob Barnes, joined the club a few years earlier and said, “Jack and I must have driven over a million miles together.”  The club’s goal was to enjoy their roadsters and take them on the road.  Besides Scritchfield and the inimitable Tex Smith, others who were early members included; B.C. Carlton, Tex Collins, Les Cowman, Bill Woodard, Sam Conrad, Don Burgess, Jim Fyke, Matt Chilk, Fred Yaeger, Royce Mackey, Carlin Schoepfer, Wayne Bausman, Neal East, Steve Dawes, Kurt Wiese, Bob Lopez, Steve Murray, Pat and Mike Germon, Otto Miller, Arnold Avila, Ian Cusey, Russ Klindworth, Everett Israelson, Tom McMullen, Eugene Esteves, Kaye Trapp, Skip Torgerson, and Norm Grabowski.  They held their meetings close to the offices of the Petersen Publishing Company and regularly saw Robert “Pete” Petersen, Wally Parks, Don Francisco, Lynn Wineland, Dick Wells, Bud Coons, and Gordon Browning.  Later members of the club included; Lee Titus, Don Wilson, Greg Sharp, Don Thomas, Ed Silvera, Bill Stepp, Steve Kelly, Dick Megugorac, Dave McClelland, Kenny Safford, Brian Brennan, Bill Stecker, Jim Gacchina, Mort Smith, Chuck Small, Bruce Meyer, Eddie Aston, Jim Travis, Ray Milazo and Gene Vredenburg.  These men came from a wide variety of the automotive world and many raced their cars on the dry lakes, on the drag strips, or in Grabowski’s case, built beautifully wild cars for Hollywood.
     For many people, Jack Stewart was the face of the L.A. Roadster Club.  He was always around promoting the club’s activities and seeing that people understood what the goals of the group was all about.  There were more famous people involved, including Norm Grabowski and Tex Smith.  If I had the time and space I could go into detail about all the events the club put on and the bios of all the club members who came and went.  But in the end the man that I think of when the L. A. Roadster club is mentioned is Jack Stewart.  No one worked harder than Stewart to constantly promote and build up this world famous club and there were men and their wives who worked tirelessly to do so.  I will always remember the kindness that Jack and his gracious lady, Sally, gave to Roger and me as we covered the show. 
Gone Racin’ is at
The Speed Demon; sent in by Ron Main.      
     George Poteet, owner of the Speed Demon streamliner, commissioned “LandSpeed” Louise Ann Noeth  to chronicle the 2012 racing season of the land speed racing team whose dedicated work allowed Poteet to drive in excess of 400MPH a dozen times during two speed meets on the Bonneville Salt Flats. The timed runs on the surveyed course resulted in the certification of 1 National and 2 World Land Speed Records. This unprecedented achievement surpasses the remarkable speed demonstration by Californian Al Teague driving his Spirit of 76 streamliner, in excess of 400MPH, eight times in one season.     
     Hours of  personal interview time with Poteet were combined with Noeth’s historical archive reference materials as well as that of the team to write the text, select photographs and collect appropriate descriptive art before designing the  cover as well producing the complete print-ready layout in a record 43 days. The limited print production run included 22 personalized editions, one for each member of the Speed Demon Racing Team that was comprised of a dedicated photo page and a biographical page for each respective team member. 
     Poteet’s goal for the project was to herald each team’s member’s role on the team and added his personal observation emphasizing his appreciation for their well-focused work.  Speed Demon team member Betty Howard was a critical liaison partner in the project providing, in addition to her exceptional interpersonal skills and dozens of snapshots used in the book.
STAFF NOTES: Bob Nichols is a motorcycle racer and regular at Jack’s Garage in Fountain Valley, California, a local hangout for LSR guys.
Admiral Chester Nimitz and General Curtis Emerson LeMay.  Written by Bob Nichols and his daughter Belinda Nichols, with editing by Richard Parks.

     My first lieutenant Elwood Siegal, told me to follow him to water well #27 which was brand new and I'd never been there.  All the water wells on the island of Tinian was in my charge and there were 30 of them.  I knew it was an important meeting.  We walked in the tent that was only l2 square foot, and who do I face, General Curtis LeMay and Admiral Chester Nimitz.  The General wore sand browns and they were wrinkled and sweaty, yet decorated with so many medals on him.  To the right of him stood Admiral Nimitz, three Sea Bees were next to him. 

     General Le May asked me, "What do YOU do?"  I replied, ''I'm the chief trouble shooter for maintenance on the Island, overseeing the generators, refrigerators, and water wells."  General LeMay had a conversation with the Sea Bees, which lasted several minutes and then he turns to me and says, ''You fix it,'' and then he turned to the Sea Bees and said, ''You give him the parts.''  Everyone rushed out of the tent.  Admiral Nimitz never said a word during this meeting. 

     I jumped into my truck and got a head gasket and followed the Sea Bees to their headquarters, ripped off the old head gasket and installed the new head gasket in the brand new engine.  When at the Sea Bee's headquarters, I could see they had tires, motorcycle parts.  I asked them if I could have transmission, parts, tires that turned out to be used for my Harley WLDR 45 cubic inch that I took from an Air Force motor pool, on one stormy and rainy night.  I ended up using that motorcycle on a race track I built on the Island (more on this Tinian entertainment/racetrack later). 

      The next day the Air Force dropped the atomic bomb.  I later found out that this was the water well for the 20th Air Force photo lab.  General Le May was waiting to develop the pictures so they could drop the bomb the next day.  That's why my efforts were so timely but completely unknown to me, until a week later after asking many questions; it was disclosed to me that was what the meeting with the water wells was all about.


Top Fueler Harry "Chip" Payne.  Story by Spencer Simon, with editing by Richard Parks.  October 2014.

     Great things happen when you tinker on cars once in a while at your friend's house; especially when you hang around the ones that have been around races and are a much older group.  They just have the greatest stories to tell because they have lived a real special moment from the past that we had never gotten to see or hear about.  I work at least a day a week to help a friend of mine name Jimmy Correia who has also been teaching me how to build my flathead as well as some machining and techniques that I have never heard of. So one day I showed up and there was a blue 1930's Hot Rod parked in Jimmy's drive way.  My eyes just popped open when I saw a V8-60 flathead with a blower on top, sporting a one of two known sets of Tatterfield's heads.  This was most definitely different.  I just had to see what's new going on.  I was then introduced to "Chip" Payne.  Jimmy told me that I should get acquainted with him, because he had an interesting background and he had shown me some of the pictures of him on the walls in his dragster days when he was young.  Chip and Jimmy had been friends for a long time.  He knew that Chip was in need of some help in getting his roadster on the road.  While I normally come over helping Jimmy, but he stopped working in his shop and paid attention to his friend's roadster.              

     Next thing you know wrenches and tools were in my hands and I was working on it.  I overheard that Chip had to get a new 1940 V8-60.  Surprisingly he had found one; a brand new one never used at Norm Rapp's racing shop in South San Francisco.   Jimmy put the new motor together designed to handle the blower.  The tooling on building the motor was pure lost art.  The V8-60 had floating bearings which was neat to see how the work was done when he resized the fitted the rods.   The stuff the guys come up with on old school engine building tradition is exotic in my point of view.  I have watched the patience and the gentleness with extreme care in the assembling of the motor.  Proper and accurate assembly is the key to a successful engine.        

     We had finally put the motor in place and noticed that the Tattersfield Bonneville heads were in rough shape.  With much work and effort in trying to get the Tattersfield to work, we had to get another set of replacement heads.  Finally Chip was able to get his ride going.  He was able to make it on time to the car show.  I got a call from Chip on being able to get a story on him.  I was to bring Jimmy over and while we were there, to work on his car a bit.  When I got there, I had not realized that he was a Top Fueler and a native from down south.  Chip was really a nickname.  He said his real name was Harry Payne.  Harry was born in Hermosa Beach, CA in 1943.  With an older sister and younger brother, Harry and his father were surfer hobbyist and volley-ballers as well.  In 1982 he drove the Buggy Harness horse racer from time to time.       
     There was also a famed cartoonist name Pete Millar who had sketched Chip when he had an 1940's Willys with a blown Chrysler, which Chip drove in Scotts Valley, Arizona in the 1960's.  Millar titled it, "You Did It Harry."  Chip also use to come up to Fremont, CA to race during the '60's.  Some of the familiar and interesting guys or gals he raced were; A) Ted Gotelli-owner/Denny Milani-driver, B) Don Prudhomme-with Keith Black, C) Jeep Hampshire with owner Roy Stellings, D) James Warren, driver of the Ridge Route Terrors, E) Bill Alexander driver/Ernie's Camera owner, F) John Mulligan driver/Ward Wayre owner, G) Mike Sorokin driver for the Surfers, H) Paul Sutherland for Woody Gilmore builder, I) Tom McEwen driver for many owners, J) Frank Cannon The Hustler, K) Connie Swingle driver, Don Garlits owner, L) Connie Kalitta Driver/Owner and many much more .                    

     He had Ed Iskenderian run 60% nitro at 4000 rpm, 1220 horse power on the Dyno with his Hemi Motor.  He has competed in Cannon's Hustler and Panora and broke the world speed record 196.95 mph.  His first big digger race was against Sand Duel Bros. and Madden at 178.36.  Harry "Chip" Payne's last winning race driving dragster named Swinger 1 was against the Ridge Route Terrors driven by Warren Coburn/Miller at the 1965 AHRA National at Lions drag strip.  Chip now is pretty much retired and he owns a few cars.  He has a Lincoln V-12 Zephyr which I like.  He loves spending time on his cars because it has been his enjoyment most of his life.  It also keeps his mind focused as well.  I was glad to meet him, a really nice person to enjoy a conversation with.


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     I have attempted to locate another Bonneville program not only on eBay but any other online venue to no avail.  Honestly, I haven't found one for sale and only one referenced in an article.  I am at a loss as to how to authenticate and even come up with an asking price to list it for sale.  Your site seems to be the only one geared toward this specific type of racing.  I understand the nature of your newsletter and the time devoted by your all volunteer staff.  I thank you for your time and all of your help.  Sandra Martinez
     SANDRA: Ron Main is a collector and knows the market and said the original programs sell for roughly $100+ and the reproductions for less.  He said the 1949 Bonneville Program issue is not as rare as the 1950-53 issues.  It is a small market, there are buyers, but it isn’t a daily occurrence.  Prices depend on the needs of buyers and sellers and who knows you are selling something.  The collectors know each other and tend to follow eBay and contact each other.  You should make a list of what you purchased from Ermie Immerso and I'll post it free of charge on the newsletter and maybe you'll get some calls.  I don't list phone numbers for protection sake, unless you are certain you want to use that and give us permission to post it.  Any sales are between buyer and seller.  The newsletter does not give official estimates.  I can say this though, that since 2007 it has been a buyer’s market, but when the stock market sinks the collectibles market tends to rise.  We help people because we want to see a valuable collectible safe in someone's hands rather than just tossed away.  Your program may be a reproduction or an original.  Jim Miller and Ron Main can tell you only if they see it side by side with an original.  Rusted staples are not always reliable as the Burke LeSage copies were made long enough ago to have weathered.  If you have anything else belonging to Ermie Immerso be sure to tell them. 
Gone Racin'...Art Bagnall.  Story by Diane Bagnall, with Richard Parks.  Edited by Richard Parks.  Photographs by Diane Bagnall, photographic consultant Roger Rohrdanz.  24 April 2012.

     Art Bagnall had a lifetime love affair with auto racing.  He was born in Santa Ana, California to Arthur Jack and Mae Bagnall, on October 6, 1928. His father worked for Standard Oil Company for forty years until his retirement.  Arthur Jack Bagnall, came from Boston, Massachusetts. Jack, as he preferred to be called, served in the Army in France during World War I, and stayed over after the war to study art. He traveled to California to visit an old Army buddy and met his future wife. Bill’s mother was Mae and she was the first woman elevator operator in Oakland, California, and yes that’s where they met, in the elevator. The family moved to Taft, California where Jack worked for Standard Oil of California. The Bagnall family had three sons; Jack was born in 1924, Bill followed on March 27, 1926, and Art two years later. Art’s brothers Jack and Bill were both born in Taft.  The family moved to Santa Ana, California, where Art was born. Then around 1931 they moved again to Huntington Park, California and Art attended Huntington Park High School. That’s where the Bagnall boys met the Parks boys, Wally and Kenny, and formed a lifetime friendship.  One of Art’s aunts was married to Andy McNair, who was involved in auto racing in the Sacramento area.  His aunt and Andy had a son and were later divorced.  The Bagnall brothers were an animated and fun loving family.  Art’s brother, Bill Bagnall, was involved in motorcycle racing and developed a great love for photography.

     Art was involved in model race cars when he was young and had won many trophies.  He was only eight years old when he developed a fascination with hot rodding and racing.  He would go down to Bell Auto Parts, in Bell, California and watch the racers come in to the shop looking for speed equipment for their cars.  Bell was the hot spot in 1936, when it was owned by George Wight.  On a bulletin board was the latest news and the schedule for the dry lakes land speed racing meets that were organized by Wight and George Riley under the old Muroc Timing Association.  These were big men to the impressionable young man.  Art would watch Roy Richter building cars at Bell Auto Parts and considered Richter to be one of the greatest car builders.  One of the cars that he saw being built by Richter was a Midget race car that was purchased by Sam Hanks and called "Black Beauty."  Sam would win a great deal of money in this car.  Art and Sam Hanks would become good friends later on in life.  Two years later Art went to his first sprint car race at Atlantic Stadium in East Los Angeles and he was hooked on racing for the rest of his life.  Art and his brother would go to car races at all of the local racetracks; including Gilmore Stadium, the Coliseum, Rose Bowl, Bonelli Stadium, Carrell Speedway and other tracks.  Art would take pictures and talk to the drivers and add to his large collection of photographs.  He also raced in the soap box derby, which at the time in the 1930’s was something that every young boy wanted to do.


     The family moved to Huntington Park, California where Art grew up and made many friends, including Kenny Parks.  Art graduated from Huntington Park High School in June, 1947, and majored in automotive mechanics.  Art entered the Army and was assigned to the Ordinance Division and graduated from the Army Automotive and Truck Maintenance Ordinance School.  Upon his discharge from the military in 1949 he bought a midget race car from Roy Richter which he called "The Bell Auto Parts Three Quarter Midget."  He didn't get to enjoy his racing career for very long as the Korean War broke out and he was recalled by the Army to serve another two years from 1949 to 1951.  He spent two years at Camp Hanford in Richland, Washington and two years in Okinawa.  While he was in the Army he found time to race jalopies when off duty.  It would also get him in hot water with the staff as he was caught sleeping on duty after being up most of the night while driving his car on the weekend.  After his discharge from his second tour in the army in 1951, he went racing in a big way.  He drove midgets, three quarter midgets, modifieds, jalopies and stock cars from 1950 up through 1964, mostly in the Los Angeles area.  Art got his friend Roy Richter to build him a Three Quarter Midget, number 52, with help from Pete Smiley.  It was the last Midget built by Richter and it was a beautiful car.  He raced the Midget from the late 1940's and into the '50's and it was the car that was the model for the NMRA and used on the cover of their rule book.  NMRA also used the Bagnall Midget as the model for their decals and this stayed in effect up through the 1970's.  


     Like all racers, family and responsibilities can get in the way of racing and so Art went to work for the man he idolized, Roy Richter, at Bell Auto Parts and the two subsidiaries that Roy created; Bell Helmets and Cragar from 1954 until he retired in 1975.  He became a fireman for the city of South Gate in February of 1956 and stayed with the department for nine years. In his spare time he also worked at Richter's companies.  During the years that he worked for the City of South Gate, he took vacation time every May to go to the Indy 500 and operate the Bell Helmet room; fitting helmets for the racers. He was their first salesman and representative for the new Bell Helmets division.  While representing Bell Helmets and Cragar at the Indy 500 race he met the giants of the oval track racing world and developed close friendships with so many racing families. Art worked on the photograph captioning for the Floyd Clymer Indy yearbooks in the 1960's, developing the skills that would take his career in a new direction.  He has written articles for Hot Rod magazine and stories for many racing publications and trade show magazines. 


     After leaving the fire department, Art bought a wrecking yard in Bellflower with partner Al McFee. The wrecking yard was sold three and a half years later and he went to work for Cragar in South Gate. A close and dear friend was Ray Lavley, who worked with Art at Cragar. Ray worked with Art on the drag racing circuit promoting Cragar Wheels.  Art had many duties while with Richter's companies.  He worked in the advertising department at Cragar for a year and then promoted to the position of Assistant Sales Manager for the company.  His job required him to travel a great deal and to work with the warehouse distributors, attend trade shows and work with the company's major accounts.  He handled complaints, issues and public relations problems.  He was well-known in the racing community and acted as a representative from Cragar to the racers at the tracks.  Roy Richter also hired Art's friend, Kenny Parks to work at Bell Auto Parts and they continued their friendship until Kenny passed away.  They were always playing jokes on one another.

     Art had a daughter, Laura Bagnall Huff, who was later adopted and raised by her stepfather.  He married Diane Williams in 1959 and celebrated fifty-three years of marriage at his passing. My daughter, Diana Thomsen, was four years old at the time of our marriage and Art was a loving stepfather to her.  Art was an announcer at the TQ races in South Gate during the 1960's.  He made many friends in his life, including John Glue, Bill Orendorff, Emil Vukasovic, Bob Airheart and Don Rackemann.  Shane Bagnall, Bill’s great nephew, told us at Bill’s memorial, “My uncles were all characters. We grew up in Orange County and Huntington Park, California. Uncle Jack was the quiet type, loved motorcycles and passed away in the 1980’s.  Art is a real character and very funny.  Art is an Indy 500 old-timer and everyone likes to be around him.  Bill had boundless energy and was always taking pictures.  We always met at Jack’s house for holidays and especially on Christmas Eve. Bill always let me help him at his camera shows which were held at the Sequoia Club in Buena Park,” said Shane.  Art and Kenny Parks made an art form out of pestering each other in fun,” said Billie Parks, Kenny’s widow.

     Bill and Art created Bagnall Brothers Publishing and started
VPO Industry News in 1975, which they later sold in 1979.  VPO stands for Van, Pick-up and Off-road.  The brothers put on two trade shows annually in Indianapolis and Dallas.  Bill was the writer at VPO and Art ran the advertising department and I was the Business Manager. We hired Betty Palace, who was working at Cragar at the time, to be our secretary. The late 1970 was a chaotic time in America with high inflation and gas rationing and many of our advertisers went out of business and so we let the magazine go. Art's love of auto racing led him to amass a collection of racing memorabilia and over 500 belt buckles.  Art's idol had always been Richter and upon Roy's death he began one of the major achievements of his life; the book on Roy and Bell Auto Parts.  He titled it Roy Richter; Striving for Excellence.  With the help of the Richter family, Art created a masterpiece that delves into the people and events surrounding Richter, Wight and Bell Auto Parts.  It is a colossal work; one that gives the history of much of the racing history of Southern California.  Art was also a test driver for new cars.

     In 1991 Art moved to Padre Island in Texas to live the Gulf lifestyle, but missed his friends and moved back to California in 2001.  He moved to the foothills of the California Sierra Mountains, in Kernville where he lived for the last eleven years before his passing.  I have five albums of race cars photographs that he and others took and gave to him, plus a file cabinet of historical material that he left to me. Art’s brother, William M. Bagnall passed away on November 22, 2006, and a memorial was held for him at Joe’s Garage in Tustin, California.  Art was also known as an announcer and he could keep the crowd entertained with all of his knowledge.  He also loved to read and had a large collection of automotive racing books and memorabilia that he had collected over the years.  His library was known as 'Art's Museum.'  He was a prolific writer and photographer and his stories and articles appeared in many magazines.  His book that he wrote on his mentor, Roy Richter, is a masterpiece of research and writing.  Roy and Art went to every Indy 500 race in May until Richter's death in 1983 deprived him of his idol.  Art was a member of the Indianapolis 500 Old Timers Club for twenty-five years.  He never missed going to Carmen and Gordon Schroeder's Gilmore Roars Again Party that was originally held at the Schroeder Ranch in the Hollywood Hills.  When the party got too large the Schroeders’ moved it to the Adobe on the grounds of the Farmers Market, where the Earl Gilmore family used to live and where the Gilmore Oil Company was founded.  Art loved to go to these reunions and meet all of his old friends in racing.  Art Bagnall passed away on February 13, 2012 in Kernville, California.  The family held a Celebration of Life for Art on March 10, 2012 at the Sportsman, one of Art's favorite watering holes.


     Richard Parks offered the following on my husband.  “Art wrote Roy Richter; Striving for Excellence, which he researched and self-published in 1990.  This book, which I interviewed for www.hotrodhotline.com is one of the keystone books for the serious hot rod fan. Bagnall spared no details in examining the Bell Auto Parts, George Wight, Roy Richter and a rich cast of early land speed, drag and oval track racers. But it was Richter that brought all these characters together in a six decade story. So many famous hot rodders worked at or literally lived at this famous little speed shop in Bell, California that Richter and the shop become iconic as the hot rodders view of heaven. My uncle Kenny Parks worked there and my father knew Richter as a good friend and one of the co-founders of SEMA. Thatcher Darwin was a business partner of Roy’s and the treasures of Bagnall’s book keeps on giving us great gifts of knowledge.“

    "Art Bagnall was also a close and personal friend of the Parks Brothers; Kenny and Wally. Their hi-jinks and pranks ran on endlessly and provided amusement for two generations of hot rodders. Art never went anywhere without his 'bottle of water,' which everyone knew was filled with Vodka. To this day the term 'Bagnall’s bottle of water' means an alcoholic libation. Art created a small newsletter which he mailed out to a group of friends and only to his friends. In it he editorialized and lambasted the high and mighty and especially uncle Kenny and his circle track friends and my father and the drag racing community. Art loved to poke fun at the foibles and hubris of the high and mighty and they struck back with letters filled with delicious sarcasm. Art would write in his editorials that the “rich” of the sport were always the cheapskates for failing to pay their 'nickel' for the news. Dad and uncle Kenny would tape a nickel to their letters and reply that Art’s newsletter was only good for wrapping fish; and spoiled fish at that. These three friends never ceased to play practical jokes and to poke fun at each other. They were traditional hot rodders from a nearly forgotten age and now that they are gone, we only have a few of those deliciously funny newsletters to remind us of their talents for dry wit and uproarious humor."

     "We all asked Art for his story on many occasions, but he didn’t think he was worthy of having his story told. That’s exactly the way that all those original hot rodders of the Great Depression and World War II generation thought of themselves. They were equals; even the greatest of them. They never felt superior and they never felt inferior to any other man on the face of the earth. Should one rise above another the poisoned pen dripped with irony, sarcasm and wit. I will try and get a story on Art Bagnall to go with his brother Bill’s story; but once a man is gone, so much of his life’s story is also gone. The time to write one’s bio or obituary is while we are alive and can tell our own story; sad, funny or both, it doesn’t matter. Kenny, Art and Wally are now gone; Art making mischief of the 'Indian look' of the Parks brothers in their Indian feathers and floppy Western hats that looked more like Minnie Pearl’s bee bonnet. In return we will miss the punch lines and comic retorts by Kenny and Wally about Art’s famous water bottles and puzzlement over how Art could write at all after all that 'water.'  That was great stuff; I wish I could write as 'punnily and humorously' as the three amigos," Richard concluded.
Gone Racin' is at


Sonoma Raceway Wednesday Night Drag Racing Results (October 29) Thursday, October 30, 2014.  By Jim McCombe
     Balmy Fall like temperatures combined with a very fast race track provided a near perfect setting for another evening of drag racing under the lights at  Sonoma Raceway.  With just 2 Wednesday nights remaining on the 2014 drag race schedule, more  than 100 competitors took the opportunity to test their skills against some  of the areas best drag racers. Claiming class wins were Nick Bublitz (Jack Pot) Vince Cardinale (Gear  Jammer) Doug Love (Motorcycle) Willie Woo (Comp Rod) Doug McCay (Sport  Street) Bobby Grabrian (Street) and Jeremy Rolandelli (High School.  The Wednesday night drag races will return next week (November 5).  Gates will open at 3 PM with time scheduled to start 4 PM followed by the start of elimination's slated for 6:30 PM All remaining events will be aired live on
www.1320go.com/sonoma.   Don't miss your chance to help feed the needy and get a $10.00 voucher for  admission to any Wednesday Night Drags/Sonoma Drift event in 2015! Just bring four or more non perishable food items to the raceway November 5 or November 12 to receive your voucher. All food collected at the front gate  will benefit Friends In Sonoma Helping (FISH) and The Food Bank of Contra  Costa and Solano. * Limit one voucher per person good for any Wednesday Night Drags/Sonoma Drift event in the 2015 season. No expired food please. 
     Jack Pot Winner: Nick Bublitz (Rohnert Park) 87 Mustang .061 RT 13.533 ET (13.47 dial  in) 98.15 mph Runner-up: Bill Taggart Jr. (Pacheco) 92 Honda .117 RT 17.689 break out  (17.73) 78.00 Semi Finals: John Terry (Oakley) 70 Nova 
     Gear Jammer  Winner: Vince Cardinale (San Francisco) 03 Cobra .091 RT 13.516 (13.50)  106.36 Runner-up: Mark Henesian (Livermore) 69 Road Runner  foul -.087 RT 13.472  (13.59) 102.53 Semi Finals: Taylor Byrum (Napa) 04 Mustang  
     Motorcycle  Winner: Doug Love (Novato) 01 Triumph .041 RT 12.976 (12.97) 99.81 Runner-up: Richie Love (San Rafael) 05 Harley .131 RT 12.594 break out  (12.61) 102.80 Semi Finals: Regi Mendoza (Hayward) 06 Yamaha Tyler Turnipseed (Napa) 07 Harley 
     Comp Rod  Winner: Willie Woo (Moraga) 84 Corvette .057 RT 10.441 (10.45) 129.89 Runner-up: Randy Mukaeda (South San Francisco) 67 Camaro  foul -.011 RT  10.300 (10.40) 133.58 Semi Finals: Eric Coker (San Leandro) 98 Firebird 
     Sport Street  Winner: Doug McCay (Rodeo) 12 Ford F-150 .082 RT 14.327 (14.32) 89.91 Runner-up: Cody Oaks (Sonoma) 98 Dodge Ram .066 RT 15.407 (15.38) 87.34 Semi Finals: Don Waltenspiel (Santa Rosa) 92 GMC 
     Street  Winner: Bobby Grabrian (Novato) 07 Mustang .050 RT 13.360 (13.33) 95.91 Runner-up: Brad Bowen (Novato) 94 Mustang GT .029 RT 15.198 (15.14) 90.77 Semi Finals: Dwayne Opperman (Napa) 67 Camaro 
     High School  Winner: Jeremy Rolandelli (Oakley) 79 Camaro .074 RT 16.139 (16.10) 84.52 Runner-up: Gabriel Reys (Napa) 08 Mustang .450 RT 14.916 break out (15.40)  95.75 Semi Finals: Garrett Warren (Danville) 04 Lincoln Wyatt Lennon (Sonoma) 70 Dodge Charger
     Jim McCombe



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