NEWSLETTER 292 - September 2, 2013
Editor-in-Chief: Mary Ann Lawford
President of the Society: Jim Miller, 1-818-846-5139.
Photographic Editor of the Society: Roger Rohrdanz, beachtruck@juno.com
Northern California Reporter: Spencer Simon, sparklecraftspecial@yahoo.com
Field Reporter/Historian: Bob Falcon, RFalcon500@aol.com
Field Reporter/Historian: Richard Parks, Rnparks1@Juno.com 

Click On All Images / Link For more Info / Images

Some Names To Look For In This Newsletter:
Robin Broidy, Don Prudhomme, Tom Mcewen, Snake & Mongoose. Guest Columnist, By Robin Broidy; Ken Berg, Liza Posas, Laas, The Motor In Racing, Spencer Simon, Stuart Van Dyne, Miller, Offenhauser, Meyer-Drake, Randy Ema, Duesenberg, Rebecca Fenning Marschall; Anna Marco, Snake & Mongoose The Movie, Elmer ‘Unsprung’ Snyder, Vic Smaldino, Yates & Smaldino, Larkin Weiss Dragster, Stormy Byrd, Gene Schwartz, Eily Stafford, Hansson Belly Tank; Snake & Mongoo$e Movie Premier; Cavaliers Car Club Anniversary; Clive Windley; Road Runners, Vic Enyart, Bruce Huntley, Hayden Huntley, Don ‘The Snake’ Prudhomme, Jerry Cornelison, San Diego Roadster Club, Dick Martin; American Graffiti, More American Graffiti, Two Lane Blacktop, John Hutchinson; Bonneville, Jose Garcia, Dick Martin, Salty Dick’s Racing Team, Bill Hartzell, Scta, Mike Mchenry, Rod & Custom, Dan Gurney, Chuck Nippress, Ladina Manes, Lydia Stewart, Barbara Densmore; Road Runners, Jerry Cornelison, Russ Deane, Pat Riley, Rj Gottlieb, Buddy Walker, Scott Baxter, Bill Carling, Bill Anderson, Jim Kitchen, Helen Winters, Bill Ferguson, Harnick Photos, Chad Clabaugh, Gary Mcgavin, Amanda Ferguson, Mike Ferguson, Ed Safarik; Tex Smith, Pegge Smith; Tex Smith, Old Cars Weekly, Hemmings Motor News; T. Winston Parker, Nascar, Emmual Zervakis, Cotton Owen, Jimmy Davidson, Richmond Speedway, Royal Speedway, Daytona, Hank Gabbart, Allen Parker, Jack May, Larry Wilson, Ronnie Sox, Jody Anderson, Jason Gabbart, John Gabbart, Jamie Heidt, Bob Chester, Jake King, Ron Pelligrini, Pocono Drag Lodge, Gene Lunsford; Brian Taylor, Sydney Allard, Mr Gasket, Joe Hrudka, Tom Hrudka, Traci Hrudka, Quarter Mile Foundation, Project 1320, Sema, Jon Lundberg, Carl Olson; Pebble Beach Concours D’elegance


ROBIN BROIDY, DON PRUDHOMME, TOM MCEWEN, SNAKE & MONGOOSE. GUEST COLUMNIST, by Robin Broidy, courtesy of www.hotrodhotline.com
   Friendship and rivalry are often two sides of the same coin, and few partnerships illustrated that so completely as Don Prudhomme and Tom McEwen. The drag racing legends were famous not only for their skills, and their much publicized rivalry, but for changing the face of drag racing from a bank-account draining endeavor into a well-known sport which launched the current model for corporate sponsorship. But none of that really conveys the work, the thrill, the connection, and the pure enterprise that was Snake and Mongoose. A new film coming out aims to change all of that. The title is SNAKE AND MONGOOSE and it will be in theaters on September 6, 2013.


STAFF EDITORIAL, by Richard Parks:
   From time to time we get questions and we try and give an individual response as best as we are able and then also refer the party to someone who is an expert. But we also like to give our readers a chance to respond as a GUEST EDITORIAL writer. This works out very well as we have some very competent and efficient members and you don’t want to hear just my opinion or Jim’s all the time. So here are some questions that have been raised in the past and if anyone wants to take a stab at it and answer I will print your letter as a guest editorial.
   "My nephew has programs from the 1949 Bonneville meet and some early HOT ROD Magazines.  How much are they worth?"
   "Can inspectors rule that my car is unsafe and keep me from time trial runs even though I've run the car successfully in the past?"
   “How can I get my photographs returned to me? I lent them out to someone who is doing an article and it’s been six months since he took them.”
   “This guy wants to buy my Deuce roadster, but he says that I have to send him a check to cover the transfer of funds from his bank in (foreign country) first, before he can send me his certified check. Should I send him my check first?”
   “I found out that my photographs are showing up on websites and there is this guy who is being credited as the owner. This isn’t true; they are my photographs and he is making money from them.”
   “What can I do with all my trophies, photographs, collectibles, car parts that I have in my garage? I’m getting older and my kids aren’t interested in them, but no one wants to buy them from me.”
   We get mail. Here is an interesting series of emails received on archiving historical material. We are all great at collecting, but what do you do with your files when you’re deceased?
1) Message to Liza Posas from Ken Berg: 
     "I'm sending a 9 MB file as a synopsis of my 28GB (and growing) file based on THE MOTOR IN LOS ANGELES.    Can the 28GB be loaded for display on LAAS?  Can search reference be made under: The Motor, Motorsports, Auto Racing and other titles for researchers to find the file?  Can the PDF file be used interactively so that others can add directly into it or attach their files, linked to mine?  I've been continuously gathering data in support of THE MOTOR IN LOS ANGELES and find a great deal of information, and some interest among other historians in adding to LAAS.  There seems to be quite a lot to it.  Ken Berg, Mission Viejo."
2) Message from Liza Posas to Ken Berg:
     "Reference sources of this type are not usually posted on the LA AS SUBJECT (LAAS) main website.  But you can post it on the Motorsports Education Foundation directory page.  There is a section in the directory page that will allow you to provide links.  If you don't have a website, perhaps you can post your document on a blog and then link to the blog from your LAAS directory page.  I know many people create blogs through Wordpress.com; it's free and pretty easy to use.  There are other places to go such as SCRIBD, where you can make a link for your document.  That link can be posted on the Motorsports directory page.  I hope this helps.  Liza Posas
3) Message from Richard Parks to Ken Berg:
     "Ken, I agree.  I think this is a great and worthy project, because it is so all-encompassing.  Going back in time from Stuart Van Dyne the present owner of the company, to Meyer-Drake, Offenhauser and to Miller would make a big contribution to our knowledge.  Just as Randy Ema has compiled and saved all the records for Duesenberg in his shop in Santa Ana, I think having a complete record of Miller/Offenhauser/Meyer-Drake in the hands of Stuart Van Dyne would facilitate a place and owner to keep and store the material for building new engines and for historical research.  Richard Parks."  
4) Message from Ken Berg to Richard Parks:
     "Further to your note to Spencer Simon, I agree we need a repository.  I've been working with the LAAS to have digital files included in the University of Southern California (USC) digital library and accessible thru their website.  I'll give you a call to discuss this.  Liza Posas mentions systems I'm not familiar with.  Problem is that neither LAAS nor USC have fully grasped 'THE MOTOR IN LOS ANGELES' project and consequently don't have a good way to deal with it.  We should have an archival library for hard copies.  I wondered if the Petersen might take a new look at this; they seem to be in transition.  There may be other repositories. Ken Berg.”
5) Message from Rebecca Fenning Marschall to Ken Berg:
     "Save the Date. Digital Asset Management talk/shop September 12th.  Do you use a digital content management system?  Have you initiated or worked on a digitization project?  Do you archive your institution’s e-mail or other born digital items?  Are you thinking about maybe one day starting to do any of the above?  Then maybe you should attend LA as Subject’s (LAAS) 2nd annual autumn talk/shop (a panel discussion with practical workshop-style advice) on September 12 from 10am-12pm at the Los Angeles Central Library, when we will be discussing the ins and outs of managing digital materials and working with digital asset management systems.  Our panelists include: Mike Shea, Local History Librarian, Glendale Public Library.   Lisa Crane, Western Americana Librarian, Special Collections at Honnold/Mudd Library, Claremont Colleges.  Karen Barcellona, Digital Curator, Academy Film Archive.  
     The event will moderated by Web & Tech Committee co-chairs Rebecca Fenning Marschall, Manuscripts & Archives Librarian, UCLA Clark Library) and Mallory Furnier (Project Archivist, Roy Rogers and Dale Evans Archive, Libraries and Archives of the Autry).  Talk/shops are casual and informal discussions and we hope that you will be able to attend/learn/teach/discuss/complain on September 12, 2013.  This event is completely free, but please RSVP to
rfenning@humnet.ucla.edu, by September 9th. Sincerely, Rebecca Fenning Marschall.  Manuscripts & Archives Librarian William Andrews Clark Memorial Library, UCLA, 2520 Cimarron Street, Los Angeles, CA 90018.  323-731-8529."
6) Message from Ken Berg to Rebecca Fenning Marschall;
     "Motorsports historians have vast collections in the LA area.  Many have been digitized, the rest could be. We seek repository for hard copy and digital archives offering conservation, access and continuous improvement (a daunting program).  Liza Posas has suggested ways to link to LAAS to bolster existing linkages and we will continue to seek ways to improve access.  Much of the history of ‘THE MOTOR IN LOS ANGELES’ was created before digitization became common.  So we’re in a catch-up mode.  But no point in catching up unless we have a respected and permanent repository for the results.  Motorsports: land, sea and air, are only a part of the ‘THE MOTOR IN LOS ANGELES’ story.  Much remains to be done.  Maybe we could make a presentation, and a case for collecting and protecting these valuable and unique historical assets.  Could these issues be addressed at your upcoming workshop?  Ken Berg, The Motorsports Education Foundation Co-chair MSWG of INCOSE  Member, UCI Performance Engineering Competitions, Mission Viejo, California.  Motor Sports Accelerates SySTEM Learning."    
7) Message from Rebecca Fenning Marschall to Ken Berg:
     "This sounds like an interesting program idea, but unfortunately we have already solidified our program for September 12th.  This is not really a forum for advocating for particular historical collections, but a panel discussion about how to master technology.  You are more than welcome to come and see if any of the topics we discuss are helpful, but I think it sounds like there could be an entire other program dedicated to what you are talking about.  Rebecca Fenning Marschall."


   Nice chatting with you the other day at the Premiere of the movie Snake & Mongoose.  What site is the archive going to again?   How do I protect my photo copyrights...are images downloadable?   These are the stories I have; Elmer Unsprung Snyder, Vic Smaldino of the Yates-Smaldino dragster, Larkin Weiss Dragster, Stormy Byrd/Gene Schwartz/Anna Octane/Eily Stafford/Hansson belly tanker.  Anna Marco
     ANNA: We have biographies and reviews on www.landspeedracing.com.  The website is owned by a member in Boise, Idaho.  The material on that website belongs to The Society of Land Speed Racing Historians (SLSRH) Newsletter and its members, but is shared with the public.  The SLSRH is non-profit, we don't charge fees to join or pay for any textual material or photographs and there are no duties except what our members wish to volunteer.  We don't know of any way to protect property rights except for; 1) the ethical conduct of the public, 2) placing a strip with the owners name through the center of the photograph, 3) reducing the size of the photo, 4) giving full credit in our newsletter for text or photos, and 5) putting the photo in a PDF format.  Even then it is possible for someone to copy and paste the picture and use Photoshop to get rid of the protective procedures.  We not only archive but we publish all stories for our members.  We allow free notices for people to promote reunions, car shows and other events.


Snake & Mongoo$e Movie Premier
Egyptian Theater
Hollywood, CA.

Story by Richard Parks,
Photographs by Roger Rohrdanz

   Robin Broidy, producer of the new drag racing movie SNAKE & MONGOO$E invited Roger and I to the Los Angeles Egyptian Theater to watch the movie and join in with other guests on the “Red Carpet” and the cast party following the movie. With us in our group was David and Barbara Parks, Charles Rollins, Jim Miller, Roger and me. The invited guest list included cast and movie production members and their families and well-known drag racers and the media. Roger and I try and attend these events because they bring together a large number of our friends and it makes it easy to interview them. We went to the premier and were pleasantly surprised as to how well prepared Robin and her staff was to welcome such a large gathering. We parked at Sadie’s Restaurant where the cast party was going to be held and walked a short distance to the Egyptian Theatre.

   Once inside the grounds we saw actors on the red carpet with the Hollywood style background and maybe a hundreds photographers, news media writers and paparazzi as they asked questions and shot photo after photo of the young stars, producers and other cast members. I recognized Ora Mae Millar and her daughter Robin talking to Darr Hawthorne. Ora is the widow of the late Pete Millar whose CARtoon artwork of drag and other forms of racing set the model for all cartoonist to follow in motorsports. Pete was a friendly, pleasant man with a wicked sense of humor and a pen dipped in the milk of sardonic wit, irony and sarcasm. His cartoons rattled the cages of the high and mighty and set young people to laughter and adulation. He made Ed Iskenderian famous as the “Camfather” and my dad as the “Gawdfather of NHRA.” He also rendered Jim Tice as the “Godfather” of the AHRA. Sadly, today we don’t quite have such humor in our sports as we once did. Charles Rollins is the son-in-law of Ray and Joann Brock, who have both passed on. Ray was a close friend and partner in shenanigans with my late father. Brock had a sense of humor and a love for speed that endeared him with many of his fans as editor of HOT ROD Magazine. Charles has his own website at www.benchracing.com.

   Darr Hawthorne is an editor and photographer of drag racing websites. Other writers, editors and photographers included Dusty Brandel, Bobbie Colgrove, Jim Miller, and Anna Marco, though just about everyone carried a nice camera and got plenty of great shots. Dusty and Bobbie broke through the gender barrier at the Indy 500 to become some of the first females allowed in the paddock and to cover the famous race. They are founders and leaders of AARWBA, one of the first professional societies for artists, authors, directors, broadcasters, photographers and other journalists who cover motorsports racing. Miller is the director of the American Hot Rod Foundation and does the research for their website; www.ahrf.com. He is also the president of the Society of Land Speed Racing Historians and their newsletter is on www.landspeedracing.com. Anna “Octane” Marco is a Gear Grinder club member and is an editor. She loves and covers anything that has wheels and goes fast as well as looks good. Marco came with Stormy Bird and members of their racing team. Another journalist that came was Ed Justice Jr, who is the president and CEO of Justice Brothers Car Care Products. He is a major sponsor of racing teams, a fantastic magician and member of the Magic Castle in Hollywood and who has his own racing radio show.

   The National Hot Rod Association (NHRA) was a sponsor of the movie SNAKE & MONGOO$E, which was based on the true story of drag racing pioneers Don Prudhomme and Tom McEwen. The movie probably couldn’t have been made without the help and support of the NHRA and we hope the racing association will assist other young filmmakers in producing even more such biographical film content. Representing the NHRA were; Tom Compton, Graham Light, Linda Vaughn, Larry Fisher, Ron Capps, Jack and Rose Dickenson, Dave and Louise McClelland, Linda and Chet Louie, Adriane Ridder and her daughter Courtney. Compton is the current president of the NHRA. Linda Vaughn is a long-time friend of my father and stepmother and spokesperson for NHRA sponsors. Larry Fisher is the director of the Wally Parks NHRA Motorsports Museum in Pomona, California. Ron Capps is a drag racer and was in the movie. Rose Dickenson is the marketing manager for the museum. Dave McClelland is the long-time announcer for drag and other sporting events. Linda Louie is the chief counsel and attorney for the NHRA and Adriane Ridder is the vice president of publications for the NATIONAL DRAGSTER, the magazine founded by my father, Wally Parks, as the official magazine of the NHRA.

   Some of the drag racers who were there included; Don Prudhomme, Tom McEwen, Randy Walls, Roland Leong, Tommy Ivo, Paula Murphy and Stormy Byrd. Hot rod artist Kenny Youngblood, engine builder Ed Pink and his wife Sylvia and Skip and Patty Torgerson also came to the premiere. For a long time no one could beat an Ed Pink built engine; it was either an engine by Ed or second place. Others in attendance were Lisa Arriaga, Don and Patty Prieto, Joel Embick and Larry Wood. I knew Roland Leong’s parents when I lived in Hawaii; James Y. T. and Teddy Leong. They had an insurance agency and they were one of the sponsors for the Hawaiian dragster. James kept a secret album of newspaper clippings of his son’s exploits and was fiercely loyal even though he never said it out loud. Youngblood’s talent as an artist is unequaled and we compare young artists to this grandmaster. Paula Murphy has raced open wheeled, stock, drag and land speed cars; just about anything with an engine and wheels. We never considered her the fastest female racer; we considered her to be one of the best, regardless of gender. I sat next to Tommy Ivo in the show as Robin Broidy thanked everyone for coming and told us about the filming process.

   Robin wanted to make sure that we all appreciated the work that her husband, Elliot Broidy, contributed. “If Elliot hadn’t loved car racing so much I would have produced a movie on ballet,” she mentioned with glee. “I received a wonderful script from the writer Alan Paradise. He made the subjects come alive. At first he wanted to do a book on Tom McEwen and Don Prudhomme but realized that the subject would do better if it were visual. We were so lucky to get Wayne Holloway as our director and John Bailey as the cinematographer.” She asked us to remember Eddie Michael, who passed away before the premiere of the film. Robin praised the young actors who made the show come alive. “Jesse Williams portrayed Don Prudhomme and Richard Blake took the part of Tom McEwen and they studied the mannerisms to the point where we could hardly tell them apart. They did a wonderful job in the film,” Robin concluded and then motioned for the film to begin.

   I have prepared a review of the movie, but briefly here I will say that the audience loved it and hooted and hollered at every incident that brought back a good memory of the past. The pacing was fast, the lead actors were excellent, the cameos and supporting actors were very good and even the walk-ons did a very creditable job for non-actors. Noah Wyle, Leonardo Lam, Fred Dryer, Julie Mond, Ashley Hinshaw and Kim Shaw had memorable and stand alone roles. But it was Jesse Williams and Richard Blake who mesmerized the audience. Fred Dryer was born to play a gruff, lovable old crew chief. You should line him up for every such role that comes along in racing movies. Jessie uttered a line where he said that working for Tommy Ivo was a pain in the rear and the crowd roared. I turned to Ivo and whispered, “Is that true?” He remarked that it was and laughed. They ought to make a movie about Ivo. Actually they ought to make a whole series about him. I still laugh when he tells me about the time Dave Zeuschel the engine builder hoisted him up to the ceiling of his shop and left him there in the dark. Ivo has had about 800 movie and television roles in his lifetime and then he set the drag racing world on its ears. Few if any drag racer had as much showmanship in speeding down the tracks across America and that is saying a lot.

   Of course the movie was about Don Prudhomme and Tom McEwen and they also set the bar when it came to showmanship and marketing. McEwen is given the credit for coming up with the ideas, but Prudhomme made it work due to his success on the track. Don has a presence that is charismatic. You wouldn’t suppose that to be true since he is a very quiet man and measures his words and actions carefully. He isn’t a cold man at all; he’s simply focused on what he wants to achieve. McEwen is the more gregarious of the two men and is driven to put his ideas into action. Tom the thinker and Don the forceful one made a potent marketing duo. Neither one of them could have succeeded as well alone as they did as a team; if team is the right word. They were competitors first, but in that competition they forged a friendship and partnership that transcended all else. They are men who are respected, not only for one victory here or there, but for a lifetime of contributions to racing. 

   After the movie we were directed over to Sadie’s Restaurant where the cast party was located. I’ve never been to a cast party before and found it loud and crowded and the music deafening, probably just the way young people like it. I found refuge outside and was able to carry on a conversation with those coming and going. The consensus was that the SNAKE & MONGOO$E met the criteria for success among these happy racers. They saw everything in this movie that exemplified their lives and made their toil and tears worthwhile. Of course the past is not that perfect and no movie is perfect either, but those that I talked to were having none of this realism. They liked it and they would go back and see it again and again. I suppose that is exactly what the producers wanted to achieve and they succeeded.

Gone Racin’ is at RNPARKS1@JUNO.COM

Arriving at the Egyptian Theater. Photographs by Roger Rohrdanz

Arriving at the Egyptian Theater. Photographs by Roger Rohrdanz

Inside the Egyptian grounds we saw actors on the red carpet (on the left) with the Hollywood. Photographs by Roger Rohrdanz

Lots of noteworthy fans, cast members, photographers. Photographs by Roger Rohrdanz

Lots of noteworthy fans, cast members, photographers. Photographs by Roger Rohrdanz

In the crowd, Dale Armstrong, “TV’ Tommy Ivo, and Ed Pink. Photographs by Roger Rohrdanz

In the crowd, Dave & Louise McClelland. Photographs by Roger Rohrdanz

L, Hot rod artist Kenny Youngblood with Tom McEwen. Photographs by Roger Rohrdanz

Chip’s PR guy Carson Lev. Photographs by Roger Rohrdanz

Hot Wheels master Larry Wood. Photographs by Roger Rohrdanz

On the Red Carpet, Tom McEwen is interviewed. Photographs by Roger Rohrdanz

On the Red Carpet, (L-R) Robin Millar, David Parks, Ora Mae Millar, Richard Parks. Premier photos taken by Barbara Parks.

Richard Blake played the role of Tom “Mongoo$e” McEwen. Photographs by Roger Rohrdanz

Jesse Williams (R) played the role of Don “The Snake” Prudhomme. Photographs by Roger Rohrdanz

Jesse Williams (R) played the role of Don “The Snake” Prudhomme. Photographs by Roger Rohrdanz

Tom McEwen (L) is played by Richard Blake.  Photographs by Roger Rohrdanz

Richard Blake(L) with Jesse Williams. Photographs by Roger Rohrdanz

Tom McEwen, Richard Blake, Jesse Williams, and Don Prudhomme.  Photographs by Roger Rohrdanz

Tom “Mongoo$e” McEwen (L) with Robin Broidy, producer of the movie SNAKE & MONGOO$E.  Photographs by Roger Rohrdanz

Tom “Mongoo$e” McEwen (L) with Don “The Snake” Prudhomme. Photographs by Roger Rohrdanz

After the premier we were directed over to Sadie’s Restaurant for the cast party. Photographs by Roger Rohrdanz

After the premier we were directed over to Sadie’s Restaurant for the cast party. Photographs by Roger Rohrdanz

Inside Sadie with (L-R) Ed Pink (nice shirt Ed), Paula Murphy, and Tom Ivo. Photographs by Roger Rohrdanz

The SNAKE & MONGOO$E movie poster.  Photographs by Roger Rohrdanz

Richard and David Parks. Premier photos taken by Barbara Parks

Richard and David Parks. Premier photos taken by Barbara Parks


     The Cavaliers CC started in Long Beach in 1948, this year marks the 65th anniversary and we plan to have ourselves a good 'ol shindig. The event will be a semi formal sit down dinner with a live band (Lil Mo & the Dynaflos) playing era music, also we will have a special screening of the newly released Cavaliers documentary "This is long Beach".  The event will take place at the historic "Petroleum Club" which has been around since the early 50s and has had it share of Cavaliers attend events in the early years.  
   We will have approximately 30 of the original member coming in from all over the country, the stories these guys have are incredible. Aside from the music and the semi formal attire; the venue has a huge upfront parking area that will be reserved for hot rods, customs and classic cars.  We wanted to transport all the original members to the best times of their lives which were the Cavalier years.  The event info is as follows: Petroleum Club 3636 Linden Ave Long Beach, Ca 90807.  November 9th 2013 5pm-midnight (dinner served at 6pm).  Price is $30 each (Advanced ticket sales only, no tickets at the door) 
     To purchase shirts/tickets contact: Rick at rcavaliers@yahoo.com, 310-920-8554, George at geopunk70@yahoo.com,   562-237-3882, or Jason at jw_lbcavaliers@yahoo.com, 323-807-7954. 
We also have Cavaliers support shirt for $20 to raise funds for the event.

























The Cavaliers Car Club started at Long Beach Cal Poly High School in 1948. This ’48 photo shows most of the original members. The man holding the club jacket is Bill Steen he is now 85 years young and will be at the anniversary.

This composite shows (L-R) ’48 Group picture, ’48 jacket, and ’48 plaque. The next column is ’57 picture, jacket, and plaque. The last column is the current picture, jacket, and plaque.

Monte Trone’s home built ’34 Ford 3 window w/ track nose and bobbed rear fenders. circa late 40’s.

1948, a meeting of the Association of Car Clubs of Long Beach.  Including Renegades, Road Kings, Cardinals, Cut Outs, and Cavaliers.

Cavalier Maynard Moe with his Model A Ford roadster pickup. circa ’49-‘50

Cavalier/sailor Maynard Moe with his ex-police department Harley. circa ‘51

an original ’57 Cavalier shirt.

These Cavalier shirts will be available at the anniversary.

That’s a ’53 picture of Bill Steen and his ’47 Chevy on the poster for the documentary, “This Is Long Beach”.

2013, outside the ART theater where the documentary, “This Is Long Beach” is premiering.


STAFF NOTES: to see Clive's photographs go to www.hotrodhotline.com.  
     "Thought your readers may be interested in what the drag racing scene looked like in Melbourne, Australia at about the mid 1960's. In Melbourne there was an old airstrip that used to belong to the Government Aircraft Factories, situated in Fisherman’s Bend, on the Yarra River. It was called Riverside Drag Strip. None of this is there now; it's now the approaches for the Westgate Bridge.  I've scanned my old black and white photos and it's interesting to see just how rudimentary the cars and the whole set-up was back then. Looking at some of the images through a magnifying glass it can be seen some of the officials were dressed in suits with a collar and tie. Incredible. How many rodders would be in outfits like this these days?  So have a look at what we were doing 'down under' back in the 1960's and thank you for such an excellent website that caters for every taste that comes under the heading of Rodding.  Regards from Clive Windley."


     I'll work on fellow Road Runner Vic Enyart to complete his biography.  He was in the Road Runners with Bruce Huntley in the early 1950's.  Vic recently rejoined the Road Runners as owner of the #98 G/GL (60's era F1 Lotus).  The Lakester will be driven (and wrenched) by Bruce's 17 year-old grandson, (Road Runner) Hayden Huntley.  Bruce visited a recent Road Runners meeting when Hayden joined the Club.  It's great to see young folks involved with our sport and how special when there is a thread that goes back to the early days of the Road Runners.  After we burned down 2 pistons in our GMC powered Vintage Gas Coupe at Speedweek, I helped out new Road Runners members, THE BIG RED CAMARO TEAM.   What a surprise one afternoon when Don "The Snake" Prudhomme stopped by our Pit for a visit.  What a gentleman!  Truly an honor to meet a legend!  Jerry Cornelison, Road Runners member and historian.
     JERRY: Do you think you can give Snake a form to join the Road Runners.  I think he'd be closer to the San Diego Roadster Club guys though. Dick Martin also ran into Snake. We need to get him interested in LSR.


STAFF NOTES; John Hutchinson sends in this note. “American Graffiti, More American Graffiti & Two Lane Blacktop are now available on Blu-Ray.” 
http://www.amazon.com/American-Graffiti-Special-Blu-ray-Howard/dp/B001AQMBDM/ref=sr_1_1?s= movies-tv&ie=UTF8&qid=1377540167&sr=1-1&keywords=american+graffiti.  
http://www.amazon.com/More-American-Graffiti-Region-B/dp/B0098759Y8/ref=sr_1_3?s=movies-tv &ie=UTF8&qid=1377540167&sr=1-3&keywords=american+graffiti.  
http://www.amazon.com/Two-Lane-Blacktop-Criterion-Collection-Blu-ray/dp/B009RWRIMU/ref=sr_ 1_1?s=movies-tv&ie=UTF8&qid=1377540291&sr=1-1&keywords=two+lane+blacktop.  


Bonneville; a story by Jose Garcia, crew chief on Dick Martin's Salty Dick's Racing Team.
      At first it looked like snow, muddy slush maybe, but eventually it became purer, whiter the further west we traveled.  I-80 out of Salt Lake City turned out to be a ribbon of asphalt with very few curves, and mountains always in the distance. For some time they seemed to move further away at the same rate as we were approaching, running from us so as not to catch them. But at 80 miles an hour they finally gave up and we intercepted them through a large man-made gap. It looked like a huge wound was left when the mountain ridge was removed, and I was surprised to see the rock on the inside of the gap looked the same as the mountain face, gunmetal grey with white veins. The wound must have scabbed over and eventually grown new skin with time. By the time we reached Bonneville the “snow” was pure white, the atmosphere was brighter, the weather was hot and snow couldn’t survive, but salt could.
     Bill Hartzell had been to this mystical place last year, and with his prodding me over the last six months I was to become a member of an exclusive club. Being a spectator during the annual Southern California Timing Association (SCTA) Bonneville National Speed Weeks is exclusive enough, but I was there to actually, and hopefully, contribute to a racing effort. I was there as a racing team crew member. Privately, and nervously, I hoped they would only ask me to check tire pressure or maybe help push the race car off and back onto the trailer. But Bill had told them all I knew about carburetors, and the closer we approached the revving engines in the salty distance, the more I was convinced I knew nothing about them. The carburetors were big honking Weber 48 DCOEs, and not just one, but two of them. They were hanging on the side of a 2.3 liter four cylinder twin overhead cam W41 Pontiac/Olds engine that in turn was mounted in the rear of a first generation mostly yellow Fiero. The black front bumper and nose made it look fast, as if the paint had been stripped off from pure speed.
     When I first saw the car I wondered if the paint scheme was chosen knowing how good it would look on the bright white salt. Judging by the tech inspection stickers on the Fiero’s hood, the car was familiar with Bonneville. Mike McHenry, crew chief, eventually gave me some background on the car, and the successions of engines the track had extracted. This particular W41 engine originated in a front wheel drive Oldsmobile 442 of late eighties vintage. At 190 horsepower it was also the highest output engine of its group. In this configuration, although bone stock, all electronics and computers had been stripped, and the Weber’s and an Electromotive crank fire ignition system with blue finger thick spark plug wires installed.
     The exhaust system was just sexy. The motor sat sideways with the exhaust ports facing towards the rear, and the header was plain enough and just dropped and pointed straight back. But the tail pipe was lewd. It was thicker than my forearm, probably three inches in diameter, and curved the shortest distance to reach just under the rear bumper were it was bologna, or oval cut. The cut was so close to the last bend that it was just as easy to read the color of the back slope of the exhaust opening for leanness as reading the spark plugs after each run. And the 7300 rpm redline wail could be heard through fifth gear. I usually stayed back at the starting line, cupped my ears to listen for the dreaded lean pop, and several times spectators around me commented on how crisp it sounded even at the end of the 3-mile run. Later on I found out the engine was a $1500.00 swap meet find and wondered if we shouldn’t have turned the rev limiter down.
     Dick Martin, the owner of the yellow wedge on wheels, and his crew had traveled over twelve hours from the Victor Valley in Southern California, in order to encrust all their vehicles and most of their gear with salt over the next few days, and maybe get the Fiero to go fast enough to elicit sunburned grins. Dick is a semi retired freelance automotive writer, and has been published in many motor head magazines such as Rod & Custom magazine.  I had met him briefly several years ago at an abbreviated and rained out Gatornationals drag racing event here on the East coast. At which time I realized his popularity, as even concealed under a large floppy leather hat people recognized him and approached to shake hands and chat. 
   The large “Dan Gurney for President” stickers on his racecar gave a glimpse into his passion for racing. His crew consisted of his wife Beverley, family friends Ladena Manes, and Lydia Stewart, Mike McHenry his crew chief, as mentioned, and Chuck and Barbara who after the meet were to continue to travel north to visit some friends in Idaho in their 46 Ford towing a small 1947 teardrop camper. Every one automatically assumed a task to perform. Dick drove the car and dispensed opinions. Beverley and Ladena tried to raise funds for the racing effort during the day at the local casinos in Wendover, providing moral support in the evenings. Mike knew what every switch was for in the cockpit, and it was obvious the Fiero and him spent too much time together. Chuck Nippress steered the race car while being towed to the staging lanes, and strapped hapless Dick into the seat. The “hapless” stemming from the fact that in his fire suit, helmet and head restraint harness, Dick could only move mummy-like towards the car. 
     Barbara Densmore drove the tow vehicle to retrieve the car after the runs, and Lydia always had a drink for you in her hand. Bill, who had met Dick while both worked for the same turbocharger distributor years ago, and I were the tourists at first and then eventually followed Mike around long enough to also become productive. Running at Bonneville comes at a price. Besides the $400.00 early registration fee, all cars are required to have safety cages, fire suppression systems and in our case a bell housing scatter shield. Faster vehicles are also required to have a rear mounted chute in order to slow them down after their run, which brakes alone could never accomplish.  Drivers must wear full fire suits, even head socks, and a helmet restraint system such as a HANS device (Head and Neck Support). Rooms in nearby Wendover are usually booked a year in advance even though there are four large casinos on the Nevada side. We spoke to people who were staying forty miles away and commuted in every day.  But the show on the salt is like no other.
     The actual salt plane where the racing activities take place, is bordered between the town of Wendover to the west, I-80, and a clayish looking berm, to the south, mountains to the north, and nothing but snowy salt to the east. I often wondered, looking up, what all the racing activities on the mesa looked like from one of the mountain tops.  Getting there is easy too.  Exit number three off I-80 just inside Utah, south past the truck stop with the great Mexican restaurant that will have you burping the Huevos Rancheros breakfast past lunch time. The access road first takes you past the “Bend”. This is a ninety degree curve in the road during normal times, but turns into an impromptu campground during speed weeks. There didn’t seem to be any amenities, but the truck stop just up the road was always a beehive of activity with wet haired, just showered campers.  
     Another half-mile or so, and the asphalt stops, the road surface drops two or three feet, and the tires start crunching white flaky salt. You also pay forty bucks for the weeklong pass. For the whole week! No NASCAR commercialism here. Many race teams also have t-shirts with their own logos for sale. Not ones with small sanctioning bodies’ approval stamps, just t-shirts they had made to “make some beer money” as the guys from the Quick and Easy race team from Paramount California told me. When I approached, they were pulling an engine out of their roadster and one of them had to wash his hands to hand me the shirt I bought. 
     Spending any amount of time on the salt requires planning and copious amounts of sunscreen. Bill had mentioned that he sun-burned parts of his upper thigh the previous year, even though his shorts reached down to his knees. The sun reflects upwards from the bright salt and one is exposed to radiation from virtually all sides. Like a tanning booth, I imagine. I wore long pants, long sleeve shirts and a wide brimmed sun hat during my stay, yet the morning ritual included slathering sunscreen on all exposed skin. I made it a point to apply under my chin and under the earlobes, but I must have missed my septum. By day two that little strip of skin that makes us have two nostrils instead of one large one, was red and sunburned. No big deal I thought, but it made blowing, and as I absentmindedly found out later, picking my nose a very deliberate and cautious endeavor.
     The first two days my head was on a swivel; So many different race vehicles, so many different engines. Everything from 50cc motorcycles to multi engine streamliners which look like really low wingless jet planes. About a third of all racing vehicles were motorcycles. Many Triumphs, some Norton’s, some BMWs, even a Zundapp and a Laverda, and so many old Harleys. There is a class for bikes with side cars, from bullet like bikes with a third wheel, to a fifties BMW with a Hack. The French team was racing a vintage Renault 4 and a ’54 Motobecane 175cc motorcycle. They also had large solar panels and a battery pack lying out on the salt, in lieu of a gasoline burning generator to run their tools. The Swedes had two old Saabs with screaming three cylinder two cycle engines. Then there was the team with the late model Ferrari Enzo, the TV crew and the helicopter filming their runs. The Belgians with the 60’s Mustang, the Aussies with the Gillera motorcycle and the Hawaiians with their 242 turbo Volvo.
     During one of our runs, the 32 Ford Hiboy in front of us in the staging lanes had a 4BT Cummins 4 cylinder turbo diesel running on 50 pounds of boost with a 4500 rpm redline. Their differential gear was in the 2:42 to 1 range and they ran a 30% overdrive top gear transmission. I didn’t spend much time calculating their drive tires’ circumference, but fuzzy math told me they were shooting for well over 200 mph. They ended up swapping ends several times at well over 160 during their third to fourth gear shifts. Many of these cars approaching one to one gear ratios would stall if they tried to start from a standstill, and are allowed to be pushed by a crew vehicle for one mile before the push vehicle must break away.
     Racing happens on four tracks of two different lengths. The pit area where the tech inspections and fueling takes place, is about six miles away from the staging lanes.  The glorified area also resides there. The impound Lot. Sounds much worse than it is. If a vehicle breaks its class’ speed record it is impounded to verify it’s adherence to the specifications, then it has to back up the record run the next day, providing it passed all probing. One of the Saabs was there one afternoon, and the next evening also. Did it break its own record?  The huge distances are due to the Big Boy’s tracks being seven miles long, and the incredible speeds and run off areas some of these custom made cars require. Race vehicles are always being pushed or pulled everywhere they have to go.
     Our first two or three runs were disappointing. Not even in the mid 130 mph range. Once the cheap fuel pressure gauge blew out, we mounted a new liquid filled one, and found out the pressure was too low. New plugs, smaller circumference tires, and richer jets put us at 144.2 mph by Tuesday morning. But was this a fluke? It was unusually cool during that early morning run, and even with richer jets and air correctors I fully expected to go slower during our second run closer to noon, when the air was hotter and less dense. But the Fiero liked all the attention lavished upon it, and gave us a 146.4 mph run. Dick was beaming, everybody was high-fiving, and I hugged Mike.
     Back at the pits, lunch was a blur for me. According to the plugs, we could still go richer, which should mean faster. And we did. 147.5 mph. Staging lanes’ waiting times ran about two hours. Two lanes were formed to the “start line.” The official Starter verified each driver was safely strapped in, and the message came through his headset that the track was clear, before he waved the next driver onto the track gesturing to the driver to close the face shield on the helmet which meant “You’re on− GO!. Some cars and bikes blew up, some spun, some stalled. Each time there was a delay and the track had to be cleaned or cleared. But the camaraderie on the staging lanes was second to none. Everybody was proud to answer questions about their projects. I certainly was. I even discussed European current events with a second generation German living in Seattle racing a Studebaker. Dick later told me I looked like I was trying to fly away while making a point.
     Time was running out though. Bill and I were flying out of Salt Lake City early in the morning. The rest of the team had their lives to get back to on Thursday, after an all day drive on Wednesday, and time only allowed one more run before track activities stopped at 7:00 pm. We had one more trick to throw at the big Webers. One more set of jets and those new shiny brass emulsion tubes which had never been used. According to all the information I found on the internet, they should allow the transition to the main jet circuits to occur higher in the rpm range, and hopefully push us to the 150 mph range/goal in fifth gear.  We didn’t get to 150 but we ran 148.3 mph. Everybody was ecstatic. We had seemingly and methodically improved our speed throughout the day by consensus. All changes to the car were arrived at by level-headed cooperation and respect to everyone’s opinions.
     I had seen a tattered bumper sticker on a 50’s vintage Harley several days prior which read “Do the best with what you have.” And we certainly did. Yeah the cockpit mounted camera didn’t cooperate and wasn’t able to read the air to fuel ratio gauge I had insisted on installing. But reading the plugs told us all we needed in this instance. The tachometer recall feature was archaic, and the ignition timing and rpm limiter dials were tiny and cumbersome to adjust and read, but through an elimination process we figured it out. The fuel pressure gauge had us going backwards at first, but then let us know it wasn’t working correctly by blowing out.  Dick missed a couple of shifts, but the track was long enough and forgave him.
     Back at the Bonneville Inn, during my turn in the shower, I came up with a name for the racing venture. Later on while having a beer and discussing dinner options in the parking lot, I announced my idea.” Salty Dick’s Racing”. Before breaking into laughter, Dick turned to me and said: “No, Salty Dick’s Racing Team!”
   Jose was the Crew Chief on the Pontiac Fiero I ran at Bonneville at Speed Week coming from Jacksonville Florida to do so, I might add. This is his second year to step foot on the Salt. Dick Martin
DICK: Thank Jose for the story of his experiences.


The following results are from Jerry Cornelison for Road Runners records. 
August 10 -16, 2013 Bonneville Speedweek Results: (Records and best speeds posted)   
#643 F/PS - Turn out on a 236.599 record - Transmission problems - Russ Deane - Speed Week Photo #643  #1938 XO/VGC - 142.910 on a 143.778 record - Burned pistons - Pat Riley - No Photo Available 
#5300 AA/CBFALT - 227.216 on a 246.767 record (peak speed 237) Blown engine - RJ Gottlieb - Big Red Camaro - Speed Week Photo A #5300 - Speed Week Photo B #5300 
#9785 XXO/BFCC - 186.081 on a 185.111 - Could not back up due to blown engine - Buddy Walker - FlatCad Racing - No Photo Available  #9786 XXO/BFALT - 145.218 (Record) on a 131.028 (peak speed 167.509) - FlatCad Racing - Speed Week Photo #9786 
#540B 350cc/SC-VF - 68.241 (Record) on open record - Scott Baxter - No Photo Available  #3710B - 1650cc/P-PP - 125.519 on a 133.159 record - Bill Carling - No Photo Available 
#7919B 650cc/SC-PG - 121.553 (Record) on a 121.042 record - Bill Anderson - Speed Week Photo A # 7919B - Speed Week Photo B # 7919B  Official Speed Week Photos by Jim Kitchen - (posted 7/30/13) (Updated 8/21/13) 
July 14, 2013 El Mirage Results: 
#85 AA/GC - 199.209 on a 206.611 record - Helen Winters - Harnick Photo #85 
#98 G/GL - Did not run. Present for Tech pre-inspection only - No Photo Available 
#1169 D/GR - 186.827 on a 201.894 record - Mike Ferguson - Harnick Photo #1169  #1938 XO/VGC - Did not run due to Tech issues. - No Photo Available 
#2129 I/GL - 138.062 on a 160.236 record - Chad Clabaugh - Harnick Photo #2129 
#4800 G/CGALT - 115.193 on a 150.000 minimum - Gary McGavin - Harnick Photo #4800 
SCTA Points as of July 14: [Vehicle # - meet points/cumulative points (Club position/SCTA position)  #85 - 192/577 (1/21); #1169 - 185/559 (2/25); #2129 - 172/427 (3/44); #4800 - 153/316 (4/77); #540B - 0/255 (5/84); #5300 - 0/126 (6/132); #1938 0/0 (7/na) - Road Runners are #9 in Club Points - (posted 7/21/13) (Updated 7/24/13) (Updated 8/6/13) 
June 9, 2013 El Mirage Results: 
#85 AA/GC - 195.327 on a 206.611 record - Amanda Ferguson - Ed Safarik Photo #85 - Harnick Photo #85 
#1169 D/GR - 186.136 on a 201.894 record - Mike Ferguson - Ed Safarik Photo #1169 - Harnick Photo #1169 
#2129 I/GL - 71.467 on a 160.236 record - Chad Clabaugh - Harnick Photo #2129 
#4800 G/CGALT - Turn Out on a 150.000 minimum - Gary McGavin - No Photo Available 
#540B 350cc/SC-VG - 34.377 on a 94.936 record - Scott Baxter - Ed Safarik Photo #540B - Harnick Photo #540B  (Meet cancelled after one run due to high winds and severe dust conditions.) 
SCTA Points as of June 9: [Vehicle # - meet points/cumulative points (Club position/SCTA position)  #85 - 189/385 (1/25); #1169 - 184/374 (2/30); #2129 - 89/255 (tie 3/65); - #540B - 72/255 (tie 3/66); #4800 25/163 (5/102); #5300 -0/126 (6/119) - Road Runners are #9 in Club Points - (posted 6/12/13) (Updated 6/14/13) (Updated 6/25/13) 
May 18-19, 2013 El Mirage Results: 
#85 AA/GC - 203.229 on a 206.611 record - Helen Winters - Harnick Photo #85 
#1169 D/GR - 192.396 on a 201.894 record - Mike Ferguson - Harnick Photo #1169  #2129 I/GL - 133.465 on a 160.236 record - Chad Clabaugh - Harnick Photo #2129 
#4800 G/CGALT - 103.751 on a 150.000 minimum - Gary McGavin - Harnick Photo #4800 
#5300 AA/CGALT - 136.512 on a 215.000 minimum - R.J. Gottlieb - Ed Safarik Photo #5300(1) - Ed Safarik Photo #5300(2) 
#540B 350cc/SC-VG - 87.027 on a 94.936 record - Scott Baxter - No Photo Available 
SCTA Points as of May 19: [Vehicle # - meet points/cumulative points (Club position/SCTA position)  #85 - 196/196 (1/32); #1169 - 190/190 (2/38); #540B - 183/183 (3/54); #2129 - 166/166 (4/72); #4800 - 138/138 (5/96); #5300 -126/126 (6/102) - Road Runners are #9 in Club Points - (posted 5/23/13) (Updated 6/7/13)


Stovebolt Trucks Be Good By Le Roi Tex Smith. Courtesy of Tex Smith and www.hotrodhotline.com
     Back when all my buddies were into big window Fl00s, I had a ‘54 Chevy pickem-up. The five window variety, mind you. They were common as whatall, but nowadays they seem to be one of the rages.  I got my truck already equipped with a 394 Olds engine. It came about with the trade of a 3-window ‘32 coupe, which I had bought because of another engine. Anyway I ended up with the truck as my daily driver around Los Angeles, and it proved plenty good for my needs. Except it looked like, well, a 1954 Chevrolet pickup! It sat a mile high, it rode rough, and it steered like a truck!
     I set about making changes to it that would require it being off the road the least amount of time. I did a lot of road testing of new cars back then, and often had test cars at my house, sometimes several at a time. Enough that some neighbors thought I was a used car salesman. I certainly couldn’t rely on the family car, which most often was a station wagon of some lineage. Wife Pegge had permanent dibs on the wagons, so I had to do improvements on the truck when I had other wheels available.
     First order of business was getting rid of the manual transmission. I had been doing an almost overwhelming amount of articles on the B&M 4-speed, which increased their sales manifold. In return, they would work on my projects for free, or at whatever their cost was for parts. In this case, they spiffed up one of the Hydromatics and installed it behind the Olds at their old HQ on Lankershim in North Hollywood. The change was dramatic in how much easier to drive the truck was in traffic, and it had a low gear drag racers loved.
     First order of business was getting rid of the manual transmission. I had been doing an almost overwhelming amount of articles on the B&M 4-speed, which increased their sales manifold. In return, they would work on my projects for free, or at whatever their cost was for parts. In this case, they spiffed up one of the Hydromatics and installed it behind the Olds at their old HQ on Lankershim in North Hollywood. The change was dramatic in how much easier to drive the truck was in traffic, and it had a low gear drag racers loved.
     Didn’t have discs and kits back then, so I found some GM drum brakes and spindle assemblies that cleaned up reasonably well, they had the same kingpin diameter and length as the original truck units, and they had the same GM wheel bolt pattern as the rear-end. Trouble was, this work took almost a full week of effort.  Then, I tackled the appearance. Out came the buckled wood in the bed, replaced by good Oak planks. The body was absolutely straight, so several days of sanding at home, and off the truck went to the paint shop. One of the biggest names, who I can’t remember in my advancing years, but he was the one who invented lace and spider web painting. A set of mags, and I was humming.
     I consistently got over 23 mpg with that big Olds anchor, and one of the propensities of the Olds engine was a penchant to run cold. No fan was ever used, and it never overheated in the notorious LA traffic jams. If Brian’s new project turns out half as good, it will be a winner.  I’ll add an afterthought. I am seeing a growing number of these Bowtie trucks imported into the hot rod scene in Australia. Some of the 5-window style, and they all seem to have come via a good building environment rather than some home-grown hatchet job. You’re in good company, Brave, just don’t go slamming the doors too hard and breaking the door glass.


SWAP MEET HIGH ROLLERS. By Le Roi Tex Smith. Courtesy of Tex Smith and www.hotrodhotline.com.  
   Back a number of years, I worked in Wisconsin as publisher of Old Cars Weekly, a tabloid type paper that was beamed particularly to the restoration crowd. It was a buy/sell weekly where the emphasis was on, what else, money. And while reports of auctions were important, and the classifieds were foundation, we really did focus on swap meets. Big ones and small ones. We were present with subscription tables at most of the important ones, and we paid particular attention to how successful vendors of all category were, as that was a fine gauge of regional and national economic trends. We were in direct competition with Hemmings Motor News, although they were a monthly to our more timely every week.
   It was in this context that I got to know some of the really high rollers of the old car hobby, certainly the suede shoe auction crowd. Used car salesmen with roll-up tents! They were people I knew about. But I was given an eye opener to the more basic swap meet professionals. Naïve I was about swappers, not so much the average guy hawking some rusty old parts, but the other end of the spectrum. And there is definitely an other end. To my chagrin, I discovered there are professional swappers, and then there are Professionals. People who have approached the swap meet as what it is, a kind of roving honky tonk show playing to the local yocals.


   My Granddad (T. Winston Parker) was an early NASCAR builder and owner.  He had several early drivers, including Emmual Zervakis, Cotton Owen, etal that would drive for him when they were without a car.  He and Jimmy Davidson ran a lot of the local tracks through the years, from Richmond to Royal Speedway.  Mostly, he was known for his motors.  He always tried to make Daytona speed trials, driving the car himself.  In that year, he ran a 1957 fuel injected, in later years, he ran Impalas, the 1963 Z11 being the first I remember.  The car ended up with Hank Gabbart.  He has a web page at http://www.hanksz11page.com/.  It is a great restore.  Thanks for the interest.  Allen Parker
STAFF NOTES: From the Hank Gabbart website. Sent in by Allen Parker.
   This is my PICTURE STORY OF THE ORIGINAL JACK MAY 1963 IMPALA Z-11 CHEVROLET that I am restoring. This car is one of the 50 ALUMINUM FRONT END 427 CU.IN IMPALAS BUILT BY CHEVROLET AS A [RPO] REGULAR PRODUCTION ORDER CAR. This car was built in December 1962 and was one of the first 25 built. The rest we're built in January and February 1963 , as close as we can tell according to Chevrolet production records. All of these cars had aluminum front fender's and hood's with both front and rear aluminum bumper's and bracket's and aluminum grill bracket's along with aluminum fan shroude's and front splash shield.
   ALL of these car's we're equipped with the First 427 CU.IN. engine Chevrolet produced. This engine used a 1963 -409 CU.IN. block Stroked to 427 CU.IN. using a new crankshaft ,rod's and piston's They also used redesigned cylinder head's and a two piece high rise intake manifold w/ two AFB Carter 4 bbl carbs and a different cam shaft designed for the Z-11 engine. Also they used a RAM AIR COWL INDUCTION AIR CLEANER NEVER BEFORE USED BY CHEVROLET ON ANY OF THERE CAR'S. 
   Pictured here is the original 1963 aluminum front end Impala AF/X- Z-11 Chevy that was OWNED AND RACED BY Jack May of Powhatan, Va. and driven by Larry Wilson [Good Ole Mr. Wilson] and Race prepared by Ronnie Sox of the Sox and Martin racing team. It was also sponsored by Sox Sinclair Service which is Ronnie Sox's Father. The car was garaged in Burlington, NC since that's where Larry and Ronnie both lived. Since Ronnie had his own Z 11 Chevy, The Sox and Martin car and raced it under NHRA rules they decided to make this car a match race car and race it for money.
   Larry Wilson was the primary driver of this car but there we're times when Ronnie Sox would drive this car in a race. I have talked to all of the above named people and continue to stay in touch with them and all are glad the car has been found and is being restored to its racing condition with all the lettering as it appeared in its racing days . The restoration work is being done by me and my son's JASON & JOHN. Helping with this project is JODY ANDERSON of SOUTH SIDE AUTOMOTIVE, Minneapolis , Minn.-STACEY from STRIP-IT of Mt Clemens, Mich. and many others to numerous to mention.
   The website was created by JAMIE HEIDT of SOUTH SIDE AUTOMOTIVE.  The car was ordered in late 1962 by Winston Parker the Service Manager for Watts Chevrolet, at that time in Williamsburg, Va. Watts Chevrolet was to retain ownership of the car and it was to be raced by Bob Chester a local drag racer. But when the car arrived Watts changed their mind's about owning it and wanted Bob Chester to buy it. Bob said no and that's when Jack May bought the car. Jack knew Ronnie Sox and wanted him to drive it but he had his own car and Ronnie told Jack he should have Larry Wilson drive Jack's car. And so began the JACK MAY - Mr427II - SS - AF/X and A/MP Match Race Car Driven by "Good Ole Mr. Wilson".
   Larry and Ronnie ran the car for the rest of 1963 mostly in the SS class. Near the end of 1963 Larry blew the engine and it was at that time that both Larry and Ronnie with the OK from Jack May decided to build the new engine to 512 CI and run the car as a Match Race Car. Besides winning most of his match races thru out the South Larry set a new A/MP track record of 11.26 at 130 Mph at POCONO DRAG LODGE in Bear Creek, Pa in Sept 1964. That was the same day he raced Jake King's Ford Thunder Bolt and took Jake in Three out of Three race's that day. Three week's later Larry Wilson raced Ron Pelligrini's 427 Ford Mustang at POCONO DRAG LODGE and The November Drag Speed Illustrated issue has a story about Larry Wilson in his 63 1/2 Chevy racing Gene Lunsford at Piedmont in his 63 Dodge with Gene taking the first race at 126mph to Larry's 128mph.
   But the money race has Larry taking the Money with a run of 132mph and had much trouble stopping before going into the woods, but didn't do much damage to the car. There were no ET's because the clocks were out to lunch. Larry and Ronnie both told me that after the engine was built to the 512 CI's it had so much power that they never could run the car all out without blowing a head gasket or breaking the drive train. The best the car ran was 10.80s at 136 MPH.


Here’s a release from Brian Taylor in Great Britain.
   More support for the restoration of Europe’s first dragster – Sydney Allard’s 1961 Allard Chrysler – has been announced by the Allard Chrysler Action Group (ACAG); this time from the Mr Gasket Performance Group (part of Prestolite Performance Group).
   The story of the brand is part of drag racing’s folklore. Mr. Gasket was formed by Joe Hrudka in 1964 and incorporated in 1965. Back then Joe and his brother Tom used to campaign a 1957 Chevy drag race car. Using this as a test vehicle, they recognized the need for a line of engine gaskets and fasteners tough enough to seal and withstand the extreme engine temperatures, pressures and stresses created by high performance race engines. The creation of the durable gasket was the result and the rest is history as they say. But Mr. Gasket now offers much more than just gaskets. The brand covers a variety of performance and racing products including: carburetor and fuel accessories, chrome-plated accessories, cooling system accessories, engine components, ignition and electrical accessories, shifter accessories, specialty tools, suspension and driveline components.
   The family of performance brands includes Mr Gasket, Lakewood, ACCEL, Mallory Ignition and Hays. At its zenith in the 1990s many more famous brands were on that list. The Mr Gasket products used on the Allard Chrysler include valve cover sets made from thick, molded rubber with a steel carrier. They are manufactured from a high-density cork and rubber blend gasket material. A black latex rubber coating is applied to outside of gasket to help seal minor flange irregularities and eliminate the possibility of oil leakage. This creates a positive seal by controlled swelling of the gasket material when exposed to hot engine oil. They are extra thick to provide additional valve train to cover clearance. And being fuel-resistant they can be reused many times. 
   ACAG Chairman Brian Taylor said, “Another link to Mr Gasket comes via our Bedford-based components partner US Automotive; the number one Mr Gasket distributor in UK. And our US Patron is Traci Hrudka, Chairman of the Quarter Mile Foundation and Project 1320, a Charitable Trust logging the history of American drag racing in a series of films for television. Traci is the daughter of Tom Hrudka and was Sales and Marketing Manager for Mr Gasket 1982-1997. In 1993 she was named the Performance Warehouse Association Person of the Year.”  
   “I can’t quite remember who introduced Traci to our restoration project. I think it was legendary drag racing commentator Jon Lundberg or Carl Olson. Whoever it was did us a big favor because she is an explosion of enthusiasm and immediately took it to heart, promoting it on the Project 1320 booth at the 2009 SEMA Show in Las Vegas. Building awareness in the USA has been key to gaining sponsorship from many American suppliers and Traci has played an important role in this.” 
   Brian Taylor – Chairman Allard Chrysler Action Group www.allardchrysler.org, brian@allardchrysler.org, or Telephone 01395-579733



63rd Pebble Beach Concours d'Elegance; the competition showcased 248 cars, including 48 from abroad.  Sent in by Kandace Hawkinson
     PEBBLE BEACH, Calif. (August 18, 2013) -- A 1934 Packard 1108 Twelve Dietrich Convertible Victoria owned by Joseph and Margie Cassini III of West Orange, New Jersey, was named Best of Show at the 63rd Pebble Beach Concours d'Elegance, held Sunday on the 18th fairway of Pebble Beach Golf Links at Pebble Beach Resorts. The event showcased 248 cars from 36 states and 12 countries and raised $1,277,007 for charity. "This Packard is the epitome of American style and grace in the Classic Era; it embodies that period," said Concours Chairman Sandra Button. "It is understated but elegant, and it has a striking but quiet presence. When it drove onto our show field this morning, and I stepped forward to greet the Cassini’s, I could barely hear the engine running."
   Apart from a 2007 win by the 1935 Duesenberg SJ Speedster known as the Mormon Meteor, this win marks the first for an American car in nearly twenty years. "That makes this win even more special," said Joseph Cassini III. "It's nice to see that even the European judges found this car significant enough to win Best of Show."  The Cassini’s previously won the top award at the 2004 Pebble Beach Concours d'Elegance with a 1938 Horch 853A Erdmann & Rossi Sport Cabriolet. "This win is more emotional," said Cassini. "This is the Olympics of car shows, and you would never think that you could win the Olympics twice." The judging process at the Pebble Beach Concours is two-fold: Class Judges focus primarily on originality and authenticity, while Honorary Judges direct their attention to design, styling and elegance. To be eligible to win Best of Show--the event's top award--a car must first win its class. The Cassini's Packard Twelve began to turn heads and gain notice in the competition when it participated in a related event, the Pebble Beach Tour d'Elegance presented by Rolex, on Thursday. 
   The Packard Twelve is considered to be one of the most significant creations of the Classic Era. While the majority of Packard Twelves were initially delivered with factory bodies, Packard offered a catalog of custom bodies, including a Raymond Dietrich Convertible Victoria, and this deep green beauty was further customized for its first owner with distinctive features such as teardrop fenders and dual rear-mounted spares. When Cassini purchased the car three years back, it was in pieces, but he had it meticulously and thoughtfully restored, working with RM Restorations. Some 10,000 hours went into the effort.
   Other nominees for Best of Show included a 1932 Lincoln KB Murphy Roadster owned by John and Heather Mozart of Palo Alto, California; a 1934 Hispano-Suiza J12 Vanvooren Coupé owned by The Honorable Sir Michael Kadoorie of Hong Kong; and a 1914 Rolls-Royce Silver Ghost Van den Plas Belgium Torpedo owned by Dr. Terry Bramall CBE of Harrogate, England.  The 2013 Pebble Beach Concours d'Elegance celebrated Lincoln, Simplex, Vanvooren Coachwork, Aston Martin Centennial, Lamborghini, Porsche 911, BMW 507, Indianapolis Roadsters, and French Motorcycles. Notable displays included gatherings of four Prinz Heinrich Benz Race Cars, 27 Alfa Romeo 8Cs, and a pairing of the only two custom-built BMW 507s. Tonight Show host Jay Leno made a guest appearance at the event, offering tickets to his show and tours of his Big Dog Garage and quickly raising $25,000 for the Boys & Girls Clubs of Monterey County. The 64th Pebble Beach Concours d'Elegance will take place on Sunday, August 17, 2014.
Complete List of 2013 Winners


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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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