NEWSLETTER 293 - September 8, 2013, 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 

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Some Names To Look For In This Newsletter:
Guest Columnist, By Burly Burlil; Staff Editorial; Dick And Eleanor Davis; Ron Main, Bonneville, Andrew Hancock, New York Times, Speed Week, George Poteet, Speed Demon; Toyota Museum, Susan Sanborn; Randy Chenowth, Jack Underwood, Fred Lobello, Bonneville, Jimmie Johnson Racing, Joaquin Arnett, Johnny Mcdonald; Snake & Mongoose Movie, Robin Broidy, Don Prudhomme, Tom Mcewen, Alan Paradise, Mattel, Stephen Nemeth, Jesse Williams, Richard Blake, Noah Wyle, Greer / Black / Prudhomme Dragster, Bruce Meyer, Art Spear, Fred Dryer, Ed Donovan, Ron Capps, Lou Baney, Lions Dragstrip, Don Trasin; Santa Ana Dragstrip Reunion, Steve Mcqueen, Stirling Moss, Herb Jones, Fabulous Fifties, Wally Parks, Bob Estes, Motor Sport Magazine, Simon Taylor. Leslie Long, Gene Mitchell, Richard Parks, Main Street Malt Shop; Michael And Tara Parks, Violet Parks Wally Parks, Epi Parks, Richard Parks, David And Barbara Parks, Matt And Mari Parks Bell; John Hutchinson; Nhra, New England Hot Rod Reunion, New England Dragway, Jimmy King, Don Marshall, Wally Parks Nhra Motorsports Museum; Le Roi Tex Smith; Douglas Westfall, Calvin Rice, Gordon And Edity Rice, Ethyl, Ruth And Betty Rice, Elwin, Merrill, Allyn, Virgil, Ritchard, John, Gene And Robert Rice. Post Brothers, Bauer Yard And Shop, Nhra, Great Bend (Kansas), Fred Voight, Mickey Thompson, C. J. Hart, My American History; Racemaker Press, Michael Kacsala, Parnelli Jones, A. J. Foyt, Mario Andretti, Bobby Unser, Al Unser, Bud Moore, Johnny Rutherford, Tony Stewart, Frank Lockhart, Sarah Morgan-Wu, Jim O’keefe, Vanderbilt Cup, Joel Finn; Triumph Bonneville Bible, Peter Henshaw, Veloce Publishing; Mitzi Valenzuela, Christina Evigan, Jennifer Robertson, Bikerhotline, Roger Robertson, Johnny Cheese, Bill Warner; Jim Mccombe, Sonoma Raceway Results


GUEST COLUMNIST, by Burly Burlile.
   It is with a heavy heart I must advise you that this year’s World of Speed has been canceled due to excessive water on the Bonneville Salt Flats. I have just received direct word from USFRA officials a storm last night created race track conditions the USFRA cannot overcome between now and race day. Over the past two weeks Bonneville and the nearby town of Wendover have experienced large amounts of sporadic afternoon thunderstorms that have brought both rain and wind to the salt flats. The rain combined with high winds caused the cancelation mid-race of the Bub Motorcycle Speed Trials last Wednesday and was followed on Thursday by additional thunderstorms with winds reaching recorded speed's of 75 miles per hour at the Wendover airport. USFRA officials visited Bonneville last Saturday and the track looked great but a couple of isolated storms this week placed enough water on the course (1 inch plus at the five and six mile marks) that the officials do not believe would dissipate in time to have a safe race meet. 
   URGENT-Today! Please CALL and CANCEL any hotel/casino or motel RESERVATIONS you have made today. This will allow the hotels and motels to accept new reservations and maintain our good relationship with them for future race events and this will also reduce the possibility of you being billed for forgotten credit card obligations.  The USFRA's report and recommendations can be found by going on-line to FaceBook at https://www.facebook.com/pages/Utah-Salt-Flats-Racing-Association/100630516712955?sk=wall, and to their web-site at www.saltflats.com, where further details will be posted as soon as possible.   
   That being the case, all is not lost as there are numerous 36hp and VW Big Block Challenge remaining on this year’s schedule where you can race your Volkswagen and check out the performance enhancements you performed over the past year. These events are spread out across the country from coast to coast and will make sure you get the opportunity to test your Volkswagens top speed performance, hopefully set some new 36hp or Big Block records and insure this year’s work and investments are not in vain. PLEASE contact the specific sanctioning body of the event where you wish to race "BEFORE" attending to make sure they have competitor openings available:
MID-WEST and EAST COAST September 28-29 East Coast Timing Association (36hp & BB Challenge). One mile standing start time trial, Wilmington, Ohio. All VW racers and spectators welcome. For information visit www.ecta-lsr.com.    
WEST COAST October 12-13, 2013. The Mojave Mile and Magnum Mile and a half (36 hp & BB Challenge), Mojave, California; This will be their fifth event for the Southern California/Nevada area. All VW racers and spectators welcome. For information, visit http://www.mojavemile.com.    
SOUTH & SOUTH EAST COAST; October 25-27, 2013. The TEXAS MILE (36hp Challenge); It is a one mile standing start time trial, in Beeville, Texas. All VW racers and spectators welcome. For information visit info@nasatx.com or email info@nasatx.com
OTHER LSR EVENTS remaining on the Calendar. SCTA/BNI Full Competition VW Racers Only. October 1-4, 2013 World Finals Speed Trials (this is NOT a 36hp & BB Challenge event). Three and five mile S.C.T.A./B.N.I. sanctioned standing start time trial on the fabled Bonneville Salt Flats in Utah. This is for full competition Volkswagen land speed racers only. Spectators are welcome; For further information visit www.scta-bni.org.    
AUSTRALIA (all VW Challengers) "NEW EVENT." This is scheduled for November 8-9, 2013 and is called the AUSTRALIA Snowy Mountain 1000 (one kilometer course). Originated in 2012, this will be the second event held at the Snowy Mountain Airport near Coomba, NSW. VW racers and spectators welcome. For information please contact snowymountains1000@hotmail.com. For the 36hp & BB Challenge guideline information please visit www.burlyb.com. I appreciate all of your effort preparing for this year’s World of Speed and look forward to having you send photos of your cars and engines so I can add them to this year’s photo files of your VW LSR history. Please email me if you have any questions and I will do my best to find answers for you.  Burly Burlile, VW 36hp & BB CHALLENGE, Volkswagen Land Speed Racing Historian, Society of Land Speed Racing Historians, www.burlyb.com.
STAFF NOTES: Jim Miller confirms that the USFRA meet has been cancelled.


   The Society of Land Speed Racing Historians (SLSRH) received this notice; “HOT ROD Magazine Trophy for Fastest Speed at 438.226 mph at Mile 5, and 451.933 mph Exit and 437.183 mph Record. Five years in a row that the team of George Poteet, Ron Main has won this trophy.” We wish to congratulate Ron, George and their crews for making this record run. But the purpose of putting it in an editorial is not that the Speed Demon set a record. The reason that we are mentioning this is that the Speed Demon team goes out of their way to include us on their press releases.
   Sometimes I receive caustic remarks that the SLSRH is simply a tool for a few race teams who want publicity, or that some teams are bragging. This sounds like sour milk to me. All of us at the SLSRH ask every LSR team to submit their stories, bios, press releases or just a simple email letting us know how you did at the Salt or the Dry Lakes. Another person who goes out of his way to be informative and helpful is Jerry Cornelison of the Road Runners. What you write about your experiences today becomes history tomorrow.
   I’m not going to apologize for running every Speed Demon release that I can when it is clear policy that I will publish EVERY notice that comes to me from ANY land speed racer or racing team. We do edit the material that comes to us to make it seem like a news report and not an advertisement. If you don’t send in your reports then you have no reason to quibble. Another complaint is that I give a lot of space to the VW racers. The answer is the same; they send me a lot of material. If you want balanced reporting then you must SEND IN YOUR REPORTS TOO. We’re proud of Ron Main, George Poteet, Speed Demon, Burly Burlile, VW Challenge. But we’re also proud of YOU too, except that we never HEAR from you. So write in and tell us what you’ve done. You don’t have to set a record to be given space in the SLSRH. All that you have to do is simply write in and tell us.
   It’s important for racing teams, whether they are LSR, drags, oval or road course racers to have someone who sends out press releases, works with sponsors, writes up schedules or sends out reports and stories of the events that they were at. Roger Rohrdanz, Jim Miller, Spencer Simon, and many other reporters volunteer our time to go to events and record the history by photographs or texts. But magazines and newspapers only give us 400 words to capture everything that went on at a race, meet or car show. At best we can give you one photo and just mention your names and that’s only if we attend that event. So you must be your own horn tooter. Listen, you aren’t bragging (maybe some of you are). What you’re doing is leaving behind history for those to follow.
   Let me give you an example; Dick Martin. He’s an excellent writer and he’s thorough and careful. He researches his material well and he writes with an interesting style. But like all of us when he is working on, or racing his car at Bonneville he just doesn’t have the time, inclination or energy to also take down notes, snap pictures and write captions. He’s focused on wrenching and driving and benchracing with friends that he rarely sees. But if he doesn’t, or you don’t write down what you did then that part of history is basically gone and dead. Those who write history MAKE history and those who don’t are pretty much NOT in that history, which is why Speed Demon is so well recognized and remembered, and your car and records are not.
   It’s not like Jim and I can go back to the NHRA, AHRA, IHRA, SCTA, BNI, ACCUS or other record keepers and scan through their book of records; because there aren’t any. They don’t keep old records; they only keep NEW records. If we’re lucky we can find an old program on eBay where someone wrote in the pamphlet with the time and mph. But at best we have lost you from history. What can you do when you are so busy that you can’t even think much less take down historical notes? Look around you for someone to take with you to Bonneville who likes to write and take photographs. Maybe that might be a nephew, relative or friend. A young person who can “go fer” things and also take photographs, write captions and take notes as to who was there, what times and mph you achieved and funny little things that went on behind the scenes. Some of the best PR people are right there nearby; young high school students.
   When you find such a person make sure that they realize that editors need TIME to process requests and get an issue published. Here’s one I received on September 3 and the event date is September 14. You’re killing me readers. “100th
Anniversary Corona Grand Race Celebration and Car Show 1913-2013. Saturday, September 14, 2013, 10 AM to 4 PM, City Park, 930 E. Sixth Street, Corona, California. All Years, Makes and Models of cars are welcome. Email coronacarshow@yahoo.com.”  I really wish they would have told me about this in MARCH and not just ELEVEN days before the event. If you want your car show, race or event to be well attended, your sponsors happy and the public aware, find and train that PR guy to help you out.


I wanted to let you know that Dick Davis passed away last October. I’m sure he will be there in spirit. He loved cars!  Eleanor Davis
I’m very sorry to hear that. I will run an obit/bio in the next newsletter.


the following was sent in by Ron Main.
Bonneville Salt Flats. By Andrew Hancock, New York Times SPORTS TUESDAY, August 20, 2013.  
   People have been pushing the limits of machine in the quest for speed at the Bonneville Salt Flats for about 100 years. Over time, this quest became more organized and few into several land speed meets throughout the year. The largest of these is Bonneville Speed Week, which wrapped up its 65th edition Aug. 16. Hot rod and racing enthusiasts from around the world gather to complete at Bonneville and to watch some of the world’s fastest vehicles race across a terrain that seems almost alien.    
   With temperatures typically in the 90s and 100s, the white surface of salt and other minerals remains cool because of the water underneath it and its ability to reflect heat.   More than 500 entries—some in cars and 200 on motorcycles from more than 20 countries—were on hand this year at the Bonneville National Speedway. When they were done, they had set 152 event speed records in the weeklong competition.  One of the more high-profile records set was by George Poteet and Ron Main’s Speed Demon, a blown fuel streamliner that clocked a record speed of 437.183 mile per hour, breaking the previous mark, 390 mph and with a 451 mile per hour exit speed.  A community of tents, camper and recreational vehicles assembles near the entrance to the Bonneville National Speedway, while other stay in hotels in nearby Wendover.  Then competition begins at daybreak, with pit areas open the public. Crew members push, tow, or drive competition vehicles to one of the four starting lines throughout the day.  The racers and fans are drawn to watch as records are set that could stand for years, or mere minutes. Those at the top of their racing game are often competing to break their own record, or reclaim a record recently lost. Others are looking for their place in the 200-mile-per-club, for those posting record-setting runs over that speed.  For some, though, 200 mph was only a warming--up-point. More than 500 entries were on hand this year at the Bonneville National Speedway.  http://www.nytimes.com/slideshow/2013/08/20/sports/autoracing/Salt-Flats.html
The following is the runs at the 2013 Bonneville Speed Week for the Poteet & Main Speed Demon car.  All runs were on course 1.
D/R Date Time Run  #  Class  Record   Mile 2    1/4 Mile  3 Mile    4 Mile     5 Mile     Exit speed
D  8/10  10:40  2   715  B/BFS 381.870 274.457 324.169 345.322 395.899 430.690 443.656   
R  8/11  8:05     5  715  B/BFS 381.870              Turn Out 1.5
D  8/11  9:06   16  715  B/BFS 381.870 275.934 321.753 340.661 387.720 410.767 414.548   
D  8/12  13:32 64 1715 D/BFS 422.510              Turn Out
D  8/12  15:51 90 1715 D/BFS 422.510 274.445 325.395 340.348 365.120 381.390 384.605   
D  8/13  9:24   18 1715 D/BFS 422.510 273.009 322.254 342.391 388.352 418.763 433.197   
D  8/13  15:02 83 1715 D/BFS 422.510 272.602 322.655 343.284 392.174 424.748 432.988
D  8/14  11:36 34 7151 C/BFS 390.710              Turn Out
D  8/15  9:30   18 7151 C/BFS 390.710 282.027 333.981 355.084 403.971 436.140 448.942   
R  8/16  7:33    2 7151 C/BFS 390.710 282.908 332.652 353.582 403.436 438.226 451.933

Click for PDF of Results


Toyota Museum information, brochure and self-service forms are found on the Museum website at: www.toyotausamuseum.com.   If you would like to reserve the Toyota Museum for a future date, please either leave me a voicemail at 310-468-4728 or send me an email at susan_sanborn@toyota.com.     Susan Sanborn


     My name is Randy Chenowth in San Diego.  I'm friends with Jack Underwood and I helped get Fred Lobello's Belly Tank restored and taken back to Bonneville in 2011.  My family has been involved in racing in the San Diego area since my father and uncles came to San Diego in 1949.  I'm friends with many of the old drivers, car owners and track officials here.  When they get to talking the subject comes up that San Diego needs a racing museum.   I have taken the initiative to see what I can get done by starting a website, a Facebook group and I have been talking to every local official, car club and anyone that will listen to me.  I have even been in contact with the VP at Jimmie Johnson Racing.   Right now it is a grass roots effort, but it is growing in popularity, and I have started a social media blitz to try to build support and let people know what I'm trying to do.  I know this is going to take a lot of work and money, but we have to start somewhere. Here is the webpage address http://sandiegoracingmuseum.weebly.com/.  The link to the Facebook group is https://www.facebook.com/groups/563772673688032/.   If you can help spread the word or know folks that might be willing to help I would appreciate it.  Randy Chenowth, sdracingmuseum@cox.net.
     RANDY: I will post your request in the newsletter.  I remember Joaquin Arnett and Johnny McDonald (SAN DIEGO MOTORSPORTS 100 RACING YEARS) were supporting a San Diego city or county sports museum, but if I recall the auto racing section was a very small component of this museum.  There is also the San Diego Auto Museum in Balboa Park, not far from the Air Museums.  We could certainly use more museums, but it is a very complicated problem to solve, as many museums have fallen on hard times, lost a sponsor and had to close and sell off their collections, taking artifacts out of the public domain and back into private, individual hands again.



STAFF NOTES: the following PR release is from Robin Broidy and taken from Hotrodhotline.com. For photographs and a video trailer of the film go to www.hotrodhotline.com

   Snake and Mongoose Take to the Big Screen 6.  Photos courtesy of: Snake and Mongoose Movie.  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.  Fortunately, a new film is coming out that aims to change all of that.  By the summer of 1971, Tom “the Mongoose” McEwen and Don “the Snake” Prudhomme had become the rock stars of drag racing. Together they thrilled millions of fans, revolutionized the way the sport was perceived and opened up auto racing to corporate America.                          
   Writer Alan Paradise already had a successful career as an automotive journalist when he started working in production.  When Mattel approached him about making a documentary to celebrate the 35th Anniversary of Prudhomme and McEwen’s partnership with Hot Wheels, Alan started digging beyond the facts that everyone knew: the races, the friendship, the rivalry, the entrepreneurial spirit and found two intertwined lives led largely in the public eye. He found a story bigger than racing, and he wanted to share it with the world.  Through the documentary, he’d developed a casual friendship with Prudhomme and McEwen, who encouraged him to write a book.  But while working on a narrative was fulfilling, the story itself was so visual that Paradise kept seeing it on a big screen – the chemistry, connection and competition were just meant for the movies. Paradise started the screenplay, and never looked back.  
   The 'Cuda and the Duster tipped up.  Sending the finished product to friend and producer Stephen Nemeth of Rhino films, Paradise held his breath, but he didn’t have to worry. Two days later, Nemeth called to option it, and SNAKE & MONGOO$E became a film project.  But how to honor the legacy that Snake and Mongoose had left in drag racing history?  The two men were still alive, still active in the community, even following Prudhomme’s retirement in 2010. “We realized pretty quickly that it wasn’t going to be a big studio release,” Paradise explained, “but in some ways that was great. We wouldn’t have the money to rebuild the cars, so we were going to need a better alternative.” 
   That alternative turned out to be the literal history. With permission from the NHRA, the team spent hundreds of hours watching race footage from the NHRA vault, and when it came time to re-create the iconic races, the producers decided there was no point in trying. No re-enactment could capture the thrill of the actual events.  Instead, the team decided to intercut the original footage.  
   The 1978 final race.  The nod to history is appropriate.  When Prudhomme and McEwen began their drag racing careers, what money there was to be had was gained weekend to weekend as they hauled to various tracks, and risked life and limb to race for whatever purse the track owners decided to offer. It was the wild west – hard on families and relationships, harder to get ahead and create a stable life in a less than stable environment.  Talent wasn’t enough, luck wasn’t enough, and neither was skill.  Prudhomme’s skill was undeniable, as was McEwen’s flair for promotion. 
   In 1964, McEwen won his first race against Don “The Snake” Prudhomme. The race garnered so much interest that two more races were staged at Lions Dragstrip in 1965, followed by a final meeting at the 1966 Winternationals.  The combined talents of the two men lead to a national touring team sponsored by Mattel. When McEwen and Prudhomme partnered with the toy giant to create the representations of the yellow ‘Cuda and red Duster for a “Snake & Mongoose Drag racing set,” as well as sponsorship stickers on the actual vehicles, they changed the face of the sport.  Suddenly, it was possible to afford new, better, and safer equipment, and the partnership offered them a new level of exposure. 
   Decades, and entire careers including extraordinary wins later, people still know them from the three years as Snake and Mongoose.  The film tells that story, but it goes deeper – past McEwen’s acumen and Prudhomme’s on-track talent.   Producer Robin Broidy explains what sets this film apart, and notes a wide appeal.  “The sport itself is so exciting.  It’s dangerous, it’s loud, and it is larger than life.  Everyone knows the story of these two men, but this film is the fly on the wall, talking about HOW they did it, how they revolutionized drag racing and put themselves, and Hot Wheels, on the map.  Cars are safer now, and faster. Drivers have a chance to make a living doing what they love.  It’s about the lives they were really leading at the time.”    
   Both Prudhomme and McEwen were instrumental in helping their on-screen personas come to life with the young actors portraying them, something both Jesse Williams (Snake) and Richard Blake (Mongoose) found helpful and inspiring.   “Tom McEwen was great—I spent a lot of time in prep with him,” Blake recalls. “As an actor you always have a responsibility; whether it is a fictional character or not, you are telling someone’s story, somewhere. Now, with this story, the guys whose story you are telling are sitting there and watching you re-tell it. About six weeks before shooting, when it was really real, every Monday, I would drive down to see him. We would take time during the day to go to a location that was in the script. And he would explain to me scenes that were in the script, how it happened, what actually happened. But he was also really cool about understanding it was a movie.” 
   The physical resemblance between Prudhomme and Jesse Williams was astonishing, but he knew that wasn't going to be enough.  “I grew up in Southern California,” said Williams, “and it was great to portray someone from this area, to represent that era.  I got to spend a lot of time getting to know Don and his family, and I was really determined to get this right,” Williams added.  “When I met Jesse in person, especially after he shaved, it was a little scary because I thought, ‘damn, this guy and I look alike,’ ” Prudhomme relates. “He came to my house one day, we went to lunch, and bonded quickly. I really liked him playing me in this story—he was perfect.” 
   In addition to the actors, including Williams, Richard Blake as Tom McEwen, Noah Wylie as Mattel executive Art Spear and Fred Dryer as engineer Ed Donovan, several real life players have cameos in the movie.  Ron Capps, who drove for Prudhomme’s race team for 8 years, plays Lou Baney – an iconic team owner.   “The whole set was like going back in time to the 1960’s,” says Capps. “Snake was there every day, and several of the actors are race fans.  I got to ask them for tips to getting my character right.”  
   Tom McEwen was also on set.  “I’d been drag racing since 1953, and it was great to have some say in the movie, and in the shots to make sure they got everything right.  It’s a great story, particularly for folks who grew up with the Hot Wheels, and the movie really gives a sense of what it was like – working together, living together, the rivalry and the true spirit of friendship and competition.” 
   The other stars of the show are the cars, which were loaned to the production, including the original Greer-Black-Prudhomme dragster now owned by car collector Bruce Meyer, the English Leather Corvette owned by Don Trasin, and the phenomenal collection of dragsters, funny cars and iconic haulers owned by Don Prudhomme himself – who oversaw their restoration to their original glory.  SNAKE & MONGOO$E is directed by Wayne Holloway.  It opens September 6, 2013 in select theaters.
   Both your review and the article are wonderful.  Totally fair and upbeat and helpful.  I hope they get disseminated very widely.  For people to find which theaters are playing the film SNAKE & MONGOO$E, you can direct them to the tickets page of our website - www.snakeandmonogoosemovie.com.  Robin Broidy


Premiere of the movie SNAKE & MONGOO$E. Jesse Williams and Richard Blake next to Tom McEwen and Don Prudhomme. Jim Miller collection

Click for image JMC_4342_Snake-&-Mongoose-Premier.jpg
Click for image JMC_4343_Snake-&-Mongoose,-the-real-and-the-fake.jpg


  Here is a comment for you to bring up at the meeting (Santa Ana Dragstrip Reunion).  I brought Steve McQueen to one of the events. It blew his mind when a TR2 went through at 132.  I ran my XK 120 with c-type engine against a guy with a Ford Thunderbird in 1955 who said he owned the track. I don't know what track I took Steve to as I thought it was S.A. Never heard of Lions or attended any other than S A. Herb Jones
     HERB: Santa Ana Dragstrip raced at the airport from 1950 to 1959.  Did you bring McQueen to Santa Ana, Lions or another race track?  Can you write a short story of what you remember at this drag race and anything McQueen might have said about it?  Do you remember who was racing that day? 
Herb Jones is a member of the Fabulous Fifties and a noted sports car driver who drove against the very best road course racers of the 1950’s.
Your comments have made me put my memory bank into 5th gear.  The only drag strip that I knew was Santa Ana as I ran my XK 120 w/C-type engine and beat the T-bird that I spoke of before.  I believe it was your Dad that I raced against and as we finished he directed me back for another run against the normal run.  I yelled that you can't do that and he replied, "Yes we can, I own the place!"  So I must have brought Steve McQueen there in 1955 as I left for the South Pacific in July of 1955 and didn't come back until recently. I didn't meet Steve with Stirling as it was due to Steve and his Ferrari. Bob Estes put us together as he had the Ferrari dealership then. I hardly saw Steve at the Santa Ana track as he was in and around every car.  On the way back to West Hollywood, Steve said that he would love to take the Ferrari there for a run but he had signed an agreement with the studio that forbade him from participating in ANY competition.  At 87 years of age I don't have perfect recall.  Bob Estes and wife were friends for many years. We socialized, raced together (Bob in his Bugatti) and arranged for me to pick up Porsche 366SC in Belgium while I worked in UK as he was the Beverly Hills Dealer. I was an architect for a firm in Los Angeles who had government contracts, so Guam was one of many places around the world where I worked on military sites. One place was England where I also raced for AC cars as team driver for 2 years all over Europe; Rheims, Spa, Le Mans and most circuits in Britain. Later, I drove an A6GCS Maserati in UK. I’m now 87 with many fond memories of motor sport and still keep in contact with best friend Stirling Moss and Simon Taylor of MOTOR SPORT Magazine. Regards, Herb Jones
       Leslie Long and Gene Mitchell are planning another Santa Ana Drag Strip and Main Street Malt Shop Reunion on Saturday, October 12, 2013 from 10 AM to 2 PM, or until we decide to go home.  Gene Mitchell, a good friend of Leslie’s, will cater the reunion for free and bring sandwiches, drinks, snacks, salad trays and desserts, all free of cost.  Leslie will bring his extensive photo albums and research on the Santa Ana Drag Strip and also on dry lakes land speed time trial photographs from El Mirage.  The event will be at Santiago Creek Park, right next to the creek bed, in a lovely tree shaded park setting with benches, tables, chairs and easy-up tents.  Directions to the reunion; Santiago Creek Park is on East Memory Lane, just a quarter-mile east of Main Street on the border of the cities of Santa Ana and Orange.  Turn off Main Street and go about a 1/4 mile to a signal called Lawson Way, turn right (towards the south) and drive down the embankment into the paved over creek bed.  You will see the park right on the other side of the creek, up a few stairs.  There is no cost to attend, for food or to park; and there is no registration or check in time.  You simply come, bring your memories and photo albums and meet your old friends that you raced against.  We welcome those who are younger and never came to the old Santa Ana Drag Strip.  The reunion also honors the Main Street Malt Shop, where the local Santa Ana kids used to hang out before and after the drag races.  This was their local place to be seen.  Bring pencil, paper, camcorders, photo albums and your children and grandchildren.  There are places to hike and a playground for the kids.  If you have any questions, contact me at Rnparks1@juno.com, or go to www.landspeedracing.com.   If anyone has a reunion in their area please send me the news to publish in the newsletter. More information and updates on this and other reunions can be found on www.landspeedracing.com.


   Congratulations to Michael and Tara Parks on the birth of their daughter Violet Julia Parks.  This is Epi and my 6th grandchild and the 7th great-grandchild of Wally Parks.  My niece, Mari Parks Bell and her husband Matt Bell, are expecting their first child, a girl, in December.  Mari is the daughter of my brother David and his wife Barbara Parks.


   John Hutchinson sent us these links for United Kingdom, Australia, and New Zealand teams and drag strips. http://www.dragster.com.au/http://www.theaccelerationarchive.co.uk/, http://www.nitromater.com/http://www.topnitro.co.uk/, http://www.andra.com.au/, http://www.nzdra.co.nz/http://www.nfaa.co.uk/, http://www.outlaw-anglia.co.uk/, http://www.hotrodphotos.co.uk/http://www.timetraveldvds.co.uk/, http://www.kingracing.com/, http://www.houndogdragracing.co.uk/, http://www.paulmarstonracing.com/, http://www.showtimeracinguk.com/, http://www.starkotter.se/http://www.themob.org.uk/, http://www.victorbray.com/,http://www.studeracing.com.au/http://www.santapod.co.uk/, http://www.shakespearecountyraceway.com/, http://www.wsid.com.au/, http://www.willowbank-raceway.com.au/.



STAFF NOTES: the following is courtesy of www.hotrodhotline.com and the NHRA.
   Tickets for the inaugural New England Hot Rod Reunion presented by AAA Insurance at New England Dragway, September 12-14, 2013 are available for purchase. The legions of New England area fans will now have a nostalgia drag racing and hot rodding event all their own. As part of the celebration, the NHRA Museum is offering free admission for children 15 and younger with the purchase an adult ticket. Plus, fans will want to purchase their tickets early for extra savings and a goody bag filled with an official event program, dash plaque and collectible hard card. AAA members -show your card and save. 
   Produced and benefiting the Wally Parks NHRA Motorsports Museum, the family-friendly Reunion is a three day festival of speed, hot rods and American automotive enthusiasm. Race fans will enjoy rubbing elbows with many heroes of drag racing’s past and enjoy watching the heart-pounding nostalgia drag racing action on the track throughout the event. 
   The fun kicks off on Thursday, opening day, with thrilling Hot Heads nostalgia racing on the track and a sea of beautiful hot rods, customs and collectible cars in the Show ’N Shine area for fans to admire. More racing and a special Grand Marshal and Honoree Reception highlight Friday’s festivities. Saturday night’s grand-finale Cacklefest® show promises to bring tears to your eyes as dozens of nitro-burning historic, front-engine dragsters and other classic race cars are push-started and fired up on the dragstrip just like in the 1950s and '60s. The roar of the engines and flame-throwing headers creates an amazing symphony of “cackling” sights and sounds that only old iron motors can produce on nitro. Legendary New England drag racer Jimmy King of Rhode Island is the Grand Marshal of the inaugural event. King and the late Don Marshall comprised one of the best NHRA Top Fuel drag racing teams in the East Coast during the 1960s and 70s.
   To purchase tickets for the inaugural New England Hot Rod Reunion, please visit www.NHRAtix.com or call (800) 884-NHRA (6472). Racing, Car Show, Vendor and Swap Meet participant entry forms are also available for download off the website. For more information about the Hot Rod Reunions, please call the NHRA Motorsports Museum at 909-622-2133 or visit www.NHRAMuseum.org.
   NHRA Museum; the Wally Parks NHRA Motorsports Museum, presented by the Automobile Club of Southern California, long a dream of NHRA founder Wally Parks, opened to the public April 4, 1998, after years of planning and months of hard work cataloging and arranging the exhibit. Housed in a 28,500-square-foot building on the edge of the historic Los Angeles County Fairplex, the Wally Parks NHRA Motorsports Museum's mission is to celebrate the impact of motorsports on our culture. We collect, preserve, exhibit and interpret the vehicles, stories, and artifacts that represent our affection for, and the influence of, automotive speed and style in all its forms. We are the place to view and learn about hot rods, customs, racecars and speed records, and the West Coast's role as the historic center for their past and present development. 
   The Museum features an impressive array of vintage and historical racing vehicles –- nearly 50 at the Grand Opening -- along with photographs, trophies, helmets and driving uniforms, artifacts, paintings, and other memorabilia chronicling more than 50 years of American motorsports. A gift shop offers a wide variety of souvenir items. The Museum is open during the annual Los Angeles County Fair. Please check the Fairplex website for hours of operation and admission prices (www.fairplex.com). Museum admission is just $1 with regular paid Fair admission ticket.  HOURS: Wednesday through Sunday, 10 a.m. to 5 p.m. There are extended hours during the NHRA Winternationals and NHRA Finals. Also, hours change during the annual Los Angeles County Fair. HOLIDAYS WE ARE CLOSED: Easter, Memorial Day, Independence Day, Thanksgiving, Christmas Day and New Year's Day. 
  ADMISSION PRICES: Current NHRA members are admitted free. Admission for non-members is $8 for adults, $6 for seniors 60 and older, $6 for juniors 6 through 15, and free for children under the age of 5. AAA discount is available. HOW TO GET HERE: From the 10 Freeway east, exit White Avenue, proceed north, turn left on McKinley Avenue, and enter Fairplex Gate 1. From the 210 Freeway, exit Fruit Avenue, proceed south, and turn right on McKinley Avenue. The Wally Parks NHRA Motorsports Museum is located at Fairplex Gate 1, 1101 W. McKinley Avenue in Pomona. Call us at 909-622-2133.
   The Wally Parks NHRA Motorsports Museum is located at 1101 W. McKinley Avenue, Building 3A Pomona CA, 91768. Museum Main Number: 909-622-2133. Museum Fax Number: 909-622-1206. Reunion Hotline: 909-622-8562. 
themuseum@nhra.com, and   www.museum.nhra.com.



   For many years, I was involved in the creation and presentation of drag racing, back when there were essentially three levels of drag participation: racing, watching, and making the races possible. I did all, but my real interest lay in getting a solid foundation for all forms of the hot rod hobby/sport. And respect! Respect from the general public, and respect from within. Automotive racing, in general, was sort of a bastard cousin to the burgeoning car industry. It was useful to the barons of steel, since racing could draw attention to a product, but it could also draw the stricture of “polite society”. The cousin can come over to the house, but best use the back door and stay in the kitchen.
   In the earlier days, racing was supposed to help in the engineering of better products, but as more and more Suits came into the business, money became more and more focus of attention, while engineering fell increasingly behind. When street rodding surfaced as a viable hobby outlet, it was originally about enjoyment of the vehicle. Then it became a source of income, meaning money. Just in case you haven’t figured this out before, the Good Dudes still concentrate on the Fun part, but manage to utilize money to keep the hobby user friendly. You do a Good Folks shindig, you gonna get great bang for the buck. Unlike some other “suit types”.  
   In all business, the general media is an invaluable tool in mass marketing, and it takes more than a new car introduction to hold the interest of automotive media editors. Or prospective buyers. Or, hot rod event participants. In hot rodding, we have resisted the Harvard Business School dictum of grab and run, for the most part. Mostly because we are too small and we tend to slide under the radar of Corporate America. But, even In our small corner of the automotive industry, the Grab And Run philosophy does exist. I can look back at a number of failed attempts at street rod products and activities that flared only briefly, too many victims of simple greed. Yet, a lot of these products survived. 
   One time I got a call from an acquaintance who wanted to tell me his employer had moved the company from the Midwest to SoCal. In the course of our discourse, he told me about a new street rod he was just finishing up. “You going to use your new quick-change”, I asked. “Not in a million,” he replied, “Our quickie is only designed to last a race, it would never live up to the street!!!” There you have it from a horses’ mouth.
   It is fairly easy to make the mistake of thinking that every “trick” new hot rod industry product (or event) is based on race testing and development, on a very long protocol of experimenting and refinement. ‘Tain’t so McGee. Through the years I have received numerous queries from parts manufacturers, asking if I had any ideas of products they could create. In the first place, people are paid significant money for ideas, but more importantly, I firmly believe that products that come from the Form Follows Function formula are the best. Orville and Wilbur had an idea, then they built one, and finally they flew one, and then they developed and improved the idea. They didn’t go around looking for someone to tell them about filling a business need for another new product!! They sure as hell didn’t have a “suit” with a university degree in engineering running down that slope at Kitty Hawk. 
   In hot rod history, a product that was tested on the weekend at the dry lakes or circuit track either worked or it didn’t. But that product’s success for one person did not necessarily translate across the board. There were always other factors at play.  Racing is a good partner to the automotive scene, but it sure isn’t the best test bed for improvements. It is only one test. It’s a good piece of PR, maybe, but little more.



STAFF NOTES: the following came from Douglas Westfall and he is looking for information for a story on Calvin Rice.   "I don't do many articles anymore -- other than to publicize my books. For Calvin, I want to do a book centered around the inception of drag racing.  Doug Westfall.
CALVIN RICE, by Douglas Westfall: 
     Gordon and Edith Rice lived just north of Bolsa, California.  They had three girls and nine boys: Ethyl, Ruth and Betty, plus Elwin, Merrill, Allyn, Virgil, Ritchard, John, Calvin, Gene and Robert. Allyn Rice and his two brothers Elwin and Merrill drove tractor for the Post Brothers, pulling the giant plows to remove the silt after the floods. Calvin built cars. His older brother Allyn had taught him mechanics and lived next door, Calvin having bought the old Bauer Yard and Shop in the 1940s.  Calvin Rice had a racecar, but actually he was into drag racing. He developed his dragster at the old Bauer yard in the small shop at the back, during the 1950s. Here he designed his own dragster, the first ‘sling-shot’ type, with the driver behind the rear axle and much lower to the ground. 
     Calvin was at the first NHRA National Champion Drag Races in Great Bend, Kansas. Held from Thursday September 29th, through Sunday, October 2nd of 1955, but they were rained out on the 8,000-foot runway at the Great Bend Municipal Airport. The event was rescheduled for November 19 and 20 at the Southwest Regional Championship in Phoenix, Arizona.  Here, Calvin raced Fred Voight where they lined up on the track. After alternating two foul starts, both jumped the flag on the third try but Calvin’s transmission blew. With only 30 minutes to affect a repair, the crew installed an old Ford transmission, but didn’t have time to adjust the linkage. Calvin had to operate the clutch with his toe, yet came in to win with an elapsed time of 10.30 seconds and a top speed of 141.95 mph. At just age 25, the Bolsa dragster became the National Hot Rod Association’s (NHRA) first National Champion. 
     In 1958, Calvin — already a recognized national champion, ran the quarter mile at March Field AFB in Riverside county. There he set an International De’l Automobile (FIA) speed mark. Calvin was a local hero. But his greatest year was back in 1955 with that dragster he built in that old shop in Bolsa. On the Fourth of July at the Pomona Dragstrip, the third annual Pomona Valley Timing Association, held its championship drag races. The Top Eliminator was Calvin Rice in his nitro-burning Mercury Flathead dragster. 
     Calvin was back in Orange County at the Santa Ana drag strip, now a part of the Orange County Airport. Then he went through the traps at 162 mph, two weeks before Mickey Thompson brought his dragster in at 151 mph. Thompson was given the record because C.J. Hart would not announce the speed of Calvin’s race — because he just couldn’t believe it was possible. That race made Calvin the first person to accelerate faster than 150 mph in the quarter mile. 
     I am looking for information, history, and photographs.  Douglas Westfall, The Paragon Agency -- Publishers of "My American History," P.O. Box 1281, Orange, CA 92856. (714) 771-0652,


the following books are from Racemaker Press. Sent in by Michael Kacsala.
   1) AS A MATTER OF FACT, I AM PARNELLI JONES $39.95. For race fans who know the sport's history, Parnelli Jones is synonymous with speed. Jones' journey from California jalopy wars to victory lane at the Indianapolis 500 is the stuff of American motorsports legend. Parnelli tells the story of his incredible racing life. Each chapter is introduced by Bourcier to set the scene and ends with a personal reminiscence by a racer, owner, or friend who was there, including A.J. Foyt, Mario Andretti, Bobby and Al Unser, Bud Moore, Johnny Rutherford, Tony Stewart, and more. Hard cover, 288 pages, B&W and color photos.
   2) Frank Lockhart: American Speed King. $75. The compellingly self-confident, handsome, gifted race driver, and mechanical genius named Frank Lockhart has long captured the imagination and curiosity of generations of automobile racing fans as a classic example of the "What if he had lived?" enigma. There remains even today a certain mystery about Frank's amazing talent and fearless driving ability. There also have been a sizeable number of myths about his life that have grown up over the years and have been repeated so often as to become accepted as the gospel truth. In a careful historical effort to set the story straight, authors Sarah Morgan-Wu and Jim O'Keefe have combined their efforts to delve into all aspects of Frank's life and career.
   They have left no stone unturned in an attempt to verify every bit of information. It is to their credit they have uncovered much long forgotten or hidden information that sheds important light on the true nature of Frank and his remarkable if all too short flash of brilliance on the stage of American automobile racing. The book is lavishly illustrated, with fully documented charts of Lockhart's race record, extensively detailed appendices, sourced and fully indexed. The publication is dust-jacketed, hard-bound with symth-sewn binding, and printed in full color through-out on archival paper. Lockhart is the inaugural publication in The Racemaker Press American Racing History Series American automobile racing history is a field of scholarship still open to research. 
   In an attempt to take on some of the crucial parts of this field and to fill gaps other earlier major works did not cover in extensive detail, Racemaker Press has initiated a series of scholarly books devoted to specific subject matters within this context: personalities, drivers, tracks, marques and other points of specific scholarship.  
   3) O'Keefe Winners Bundle: Book & Database $50 Special Book & Database Bundle! Get both the Winners Database and The Winners Book for one special price!  O'Keefe Winners Database A Searchable Comprehensive Digital Database of Motor Racing Events from 1895 to 2012! The O'Keefe Winners Database allows the user to create both complex and simple digital Searches of the approximately 250,000 pieces of data which make up the book entitled: The Winners Book: A Comprehensive Listing of Motor Racing Events 1895 - 2009. 2010-2012 racing events have been added to the digital version. Available for both MacOS X and Windows PCs        
   Download Instantly or Have a CD-ROM Shipped. Racemaker is excited to offer you two delivery options for this great product. Our instant download system emails you links so that you can start downloading the Winners DB as soon as you finish the online checkout process. We can ship you a CD-ROM copy. If you have already purchased the Winners Database and need support, please visit the Support Area.  
   The Winners Book: A Comprehensive Listing of Motor Racing Events 1895-2009  This volume is the product of more than forty years of intensive and far-reaching research into every major motor racing event held anywhere in the world. Using primary source materials whenever possible, often cross referencing several sources, author Jim O'Keefe left no stone unturned in his effort to comprehensively document motor racing history. As a result, his amazing record includes all the major events, their dates, locations, winning times, distances, winners, cars and championship status. The Winners Book provides the racing historian and enthusiast an invaluable source of material with which to document and further research specific events. The book is a requirement for anyone seriously interested in worldwide automobile racing history Hard-bound with dust jacket. Indexed with Bibliography, 576 pages. ISBN: 978-1-935240-02-0. LCCN: 2010928538. 
   4) The 1912 Milwaukee Races: Vanderbilt Cup and Grand Prize $95.00 New! Award winning author and automotive historian Joel E. Finn, renowned for his expertise on American Road Racing, has taken on the subject of the country's largest sporting event of 1912: The Vanderbilt Cup and Grand Prize Races, with the first in-depth analysis published on this pivotal moment in American racing. Celebrating the centennial anniversary of the events, this new 213-page hard cover book is presented in large format, to showcase the 200 + color and b&w images and result charts.


Books from Veloce Publishing in Great Britain.
     1) THE TRIUMPH BONNEVILLE BIBLE, By Peter Henshaw. Hardback, 25x20.7cm, 160 pages, 250 pictures, ISBN: 978-1-845843-98-4,  35 (for eBooks this varies and delivery is free).
   Features Triumph’s background How the Bonneville came about Year-by-year details of all production changes Detailed technical specifications In parallel, how Triumph conquered America, struggled to survive, and died Buying a secondhand Bonnie – pitfalls and points to look for How Triumph rose again, and a new Bonneville was born Useful contacts – clubs, parts suppliers, restorers. 
   Description The story of the Triumph Bonneville – its conception, design and production, how it compared to the competition (British and Japanese), and how it was seen at the time. With insights into the company that built it, from the boom times of the 1960’s, through struggles in the ‘70’s, and eventual closure in the ‘80’s, plus guidance on buying a Bonneville secondhand, this is the fascinating history of a British icon. 
   Synopsis. This is a meticulously detailed history of the Triumph Bonneville: its antecedents, how it came about, and year-by-year production changes, with detailed technical specifications and contemporary road test reports showing how the Bonneville compared with its rivals. However, the history of the bike cannot be separated from the turbulent story of the company that built it. Triumph went from huge successes in the 1960’s, when the Bonneville conquered North America, to troubled times in the early 1970’s, leading to the formation of the workers co-operative that heroically kept the Bonneville alive for a further nine years. All this is covered here, plus details on how Triumph spares producer Les Harris took over production into the late ‘80’s. 
   Unlike other Bonneville books, this one also tells you how to buy one of these iconic bikes secondhand – all the pitfalls, what to look for, and what they are really like to live with. Whichever one you choose, it should be fast, agile and good looking ... on a twisty country road, there’s nothing like a Bonnie, and with information on clubs, websites, spares, and the latest modifications and upgrades, this book will help you get the one you deserve. Featuring comprehensive appendices of facts, figures, contacts, technical specifications (including correct colours for each year), engine/frame numbers, and road test performance figures, this is the definitive book of a bike that truly deserves the term ‘practical classic.’  Additional Information Period covered: 1959-1988.  Models covered: 1959-62 Pre-unit 650s - T120, Unit 650s - T120, Oil-in-frame 650s – T120, T120R, T120RV, Early Meriden 750s - T140V, Late Meriden 750s – T140E, TSS, TSX, Harris 750s.
   2) Triumph Bonneville - The Essential Buyer's Guide,  by Peter Henshaw. Paperback, 139mm x 195mm, 64 pages, 127 colour pictures.  ISBN: 978-1-84584-134-8,  9.99 (for eBooks this varies and delivery is free).  Features No-nonsense, straightforward guide to buying a Bonnie Detailed, step-by-step guide showing points to look for Restore, or pay more to start with? Spares prices - Relative value when viewing each model Auction guide Useful contacts - clubs, parts suppliers, restorers Problems that arise with lack of use The reality of living with a Bonneville Invest pennies, save potentially thousands! 
   Description; A practical, straightforward guide to buying a secondhand Triumph Bonneville, from the very first 1959 T120 pre-unit 650, to the very last T140 unit 750 machines built by L F Harris. What they're like to live with, spares availability and prices, plus point-by-point guide to buying a Bonnie. One hundred colour photos, useful appendices and expert advice mean this book could save you thousands. 
   Synopsis; There are lots of books about the Triumph Bonneville, about its history, performance, lineage and the minutiae of its specification, but none of them tell you what to look for when buying one secondhand. That's what this book is about – it aims at being a straightforward, practical guide to buying a used Bonnie. It won't list all the correct color combinations for each year, or analyze the bike's design philosophy, or consider its background as part of a troubled industry – there are excellent books listed at the end of this one which do all of that. But hopefully it will help you avoid buying a dud.
   Point by point, it takes the reader through everything that needs looking at when buying a Bonnie, plus spares prices, which is the best model to buy for your needs, a look at auctions, restorations and paperwork. Over 29 years in production, the Bonneville is for some the definitive postwar British vertical twin, perhaps even the definitive British bike of all time, with all its strengths, weaknesses and character. Although there might seem to be a wide range of models and special editions, all are based around the same 649cc or 747cc vertical twin.
   There were plenty of changes over the years, but none of them changed the basic format of this classic British bike. Aside from all the history, the Bonneville remains a tremendous classic to own, so long as you're prepared to look after it. The last Bonnies truly deserve the term ‘practical classic.' Whichever one you choose, it should be fast, agile and good looking, and on a twisty English B road, there's nothing like a Bonnie. One hundred colour photos, useful appendices and expert advice mean this book could save you thousands. 
   Additional Information Models covered in chronological order 1959-62 Pre-unit 650s - T120 1963-70 Unit 650s - T120 1971-74 Oil-in-frame 650s - T120, T120R, T120RV 1973-77 Early Meriden 750s - T140V 1978-1983 Late Meriden 750s - T140E, TSS, TSX 1986-88 Harris 750s'  Exclusions from coverage (e.g. by model, make, capacity, dates, etc) 2001 on �New� Triumph Bonneville-  Dates for each model covered - 1959-62 Pre-unit 650s - T120 1963-71 Unit 650s - T120 1971-75 Oil-in-frame 650s - T120, T120R, T120RV 1973-78 Early Meriden 750s - T140V 1978-1983.2 Late Meriden 750s - T140E, TSS, TSX 1986-88 Harris 750s.



STAFF NOTES: this article is courtesy of www.bikerhotline.com. For photographs go to their website.
BONNEVILLE: NOT JUST FOR BOY. Photos by Mitzi Valenzuela. Story by Christina Michelle Evigan.
   In a world dominated by male racers, Jennifer Robertson saddles up for the challenge. Her father, Roger Robertson, equipped Jenn with the competitive nature needed to race at an early age, and by the time she was six, eager Jenn was riding dirt bikes. Jennifer Robertson holds the record as “Fastest Woman Alive on a Motorcycle.” Texas born and racing bred, Jennifer Robertson stands at just 5’ 4” tall; however, don’t let her height fool you! She is a force to be reckoned with. While living on Hawaii’s beautiful island of Oahu, Jennifer joined the all-female motorcycle club “Dangerous Curves”. After five years of riding and racing with her crew on her Yamaha R6, she realized she had a gift and bought a Suzuki Hayabusa to drag race, not knowing her father also bought a Suzuki Hayabusa on the mainland the same month. Later that year Jennifer moved back to the states where she could race more seriously with him. Father, Roger Robertson, built a turbo charged Suzuki Hayabusa so they could become the first and only father/daughter race team to join the 200 MPH club.
   Jennifer raced her stage one Hayabusa hard, reaching speeds of 230 MPH for two years until she cracked the header and the turbo broke in half. After that, motorcycle tuner Johnny “Cheese” helped her reach her goal of the fastest woman in the world on a motorcycle by letting her pilot his turbo charged Hayabusa, which had 200 more horsepower than her Hayabusa motorcycle. Being as both motorcycles were generation one Hayabusas, she used her broken Hayabusa for the big injectors and old fuel tank, which she modified by cutting it down, making it easier for her to tuck out of the wind. Her motorcycle modifications include: a turbocharger, AMS 1000 boost controller, power commander, an aftermarket tank, ceramic wheel bearings, steering dampener, upgraded brakes and suspension parts. Her bike was lowered and extended for a custom fit. 
   Having completed a quarter mile in nine seconds, Jenn received the nickname “Nine Second Jenn”. In October 2012, Jennifer went 243.6 mph at the Texas Mile on Johnny Cheese’s slightly modified “Coppertop”. She is also a member of the 200 MPH club in Ohio and Loring. Looking to break the record at Bonneville Speed Week, she hopes to soon also be a member of the Bonneville 200 MPH club. “There is no place like Bonneville!” Jenn says, “You get a feeling unlike being in any other place. When you are on the Bonneville Salt Flats, you feel like you just landed on another planet. It is so peaceful. Everyone should go to Bonneville at least once in their life.” 
   Being a tiny racer may have its advantages on asphalt, but at Bonneville, weight contributes to better traction. After just three test runs on the salt flats, Jennifer quips, “We’d like to add weight, but as you can see, there’s really no place to put it! The boys keep bringing me burritos, like that’s going to help.” Spectators say this is the coarsest salt they have seen here on the salt flats in over thirty-five years, making the traction on two wheels terrible. Her final run at Bonneville Speed week clocked at 199.9 mph at the 2.5-mile marker on the Bonneville Speedway. However, this is only Jennifer’s second time at Bonneville, since the first time she got her license pass. With plans to race in the Mojave Desert this coming October, Jennifer Robertson is constantly training by riding horses and preparing to improve herself as a racer. Her father is her inspiration as well as late Mr. 311, Bill Warner. Jenn is a school counselor by trade and motorcycle racer by blood. There is no doubt we will be seeing more of the “Fastest Woman Alive on a Motorcycle.”


Jim McCombe sent in the race results for a September, 2013 drag race and while that is current, it won’t be long before this becomes old history. If anyone has race result summaries from long ago in the 1940’s, ‘50’s and ‘60’s would you please send them to me to publish? These result sheets have loads of information for researchers. 

Summit ET Drag Racing Results From Sonoma Raceway, Sunday, September 2, 2013.

By Jim McCombe. 

   The popular Summit ET Bracket Labor Day drag race at Sonoma continues to grow in numbers as more than 300 competitors battled it out in the final points race of the 2013 season. As a added reward, each of the Summit ET Bracket drivers were competing for the highly valued Wally Trophy award which would go to each class champion. The days big winners were Keith Richards (Super Pro) Steve Parrish (Pro ET) Scott McKenna (Sportsman) and Trace St Germain (Motorcycle)

In the non Summit classes, Sonoma Nationals champ Jeff Gillete topped the field in Top Sportsman. Super Comp went to Bob Hefley and it was Ted Kellner taking the win in Pro Street. In Pro Gas, Kevin McClain took the B/Gas title and was followed by David DuBose in the C/Gas division. Don Fournier claimed the D/Gas trophy and defending champ John Victorino ran the table by winning E/Gas. In Trophy, Tracy Brooks was crowned the class winner. 
   Because of the curfew, the final of Top Comp between 2012 Sonoma Nationals champ Bobby Ray McMahan and Roger Hall could not be run. The final non points ET Bracket event of the year is scheduled for Sunday December 1 following the Thanksgiving holiday. Weather could be a factor, racers are urged to check our website for updates www.racesonoma.com or call the drag race hot line 1-800-870-7223 Ext. 209. Those of you who have signed up for Team Sonoma and will NOT be attending the Division 7 Summit ET Bracket finals in Las Vegas are urged to contact Georgia Seipel during the week at 1-707-938-8448 EXT. 115 so that she can finalize the team entry roster. Listed below are the final round pairings and results for each class.

   Super Pro Winner: Keith Richards (Windsor) 70 Challenger .028 RT 9.416 ET (9.41 dial in) 135.35 mph. Runner-up: John Victorino (Novato) 73 260Z Datsun .026 RT 11.456 break out (11.49) 113.91. Semi Finals: Tom Johnson (Santa Rosa) 70 Camaro.

Low Qualifier: Jim Spaugh (American Canyon) 94 Lumina .0.000 RT.

   Pro ET Winner: Steve Parrish (Richmond) 55 Chevy Wagon .005 RT 10.505 (10.46) 113.51. Runner-up: Willie Woo (Moraga) 84 Corvette .060 RT 10.623 (10.62) 126.12, Semi Finals: Cliff Hall (Carmichael) 64 Mustang. John Gray (Suisun City) 72 Dodge Demon. Low Qualifier: Jessica Opperman (Napa) 69 Camaro .0.000 RT.

   Sportsman Winner: Scott McKenna (Dublin) 68 Camaro .114 RT 11.960 (12.00) 103.78. Runner-up: Roger Phillips (Modesto) 69 Nova .117 RT 12.125 break out (12.19) 106.14. Semi Finals: Joe Piazza (Novato) 50 Chevy. Mike Spellman (Elk Grove) 72 Dodge Challenger. Low Qualifier: Brad Bowen (Novato) 94 Mustang GT .0.001 RT.

   Motorcycle Winner: Trace St Germain (San Jose) 78 Kawasaki Z1R .030 RT 9.814 (9.78) 122.74. Runner-up: Doug Love (Novato) 01 Triumph Bonneville .015 RT 13.367 (13.28) 92.33. Semi Finals: Shannon Wisdom (Modesto) 83 Suzuki. Low Qualifier: Shannon Wisdom .0.002 RT.

   Nor Cal Top Comp Assn, not run due to curfew. Finalists were Bobby Ray McMahan (Lodi) 08 TNT dragster and Roger Hall (Danville) 02 Uyehara. Semi Finals: Melissa Westerman (Sonoma) 93 Uyehara. Carl Hagan (Napa) 00 Dodge Avenger. Low Qualifier: Butch Stroupe (Fulton) 92 RED  6.051.

   Nor Cal Top Sportsman Assn. Winner: Jeff Gillette (Benicia) 06 WRE .007 RT 7.331 (7.05) 151.77. Runner-up: Jerry Jahnsen (Sacramento) 69 Camaro .029 RT 8.587 (6.83) 101.00. Semi Finals: Brian Brewer (Fairfield) 12 Cobolt. Low Qualifier: Jerry Jahnsen 6.801.

   West Coast Super Comp Assn. (8.90 index) Winner: Bob Hefley (Napa) 02 Corvette .074 RT 8.961 (8.90) 136.88. Runner-up: Jim Spernak (Marysville) 27 T Brogie Roadster .017 RT 9.201 (8.90) 142.90. Semi Finals: Rick Mangili (Stockton) 02 Spitzer.

Low Qualifier: Bob Van Poppering (Castro Valley) 08 Harrison 8.904.

   Pro Street (10.90 index) Winner: Ted Kellner (San Jose) 75 Vega .023 RT 10.908 (10.90) 136.51. Runner-up: Scott Brown (San Ramon) 66 Nova ll .020 RT 10.925 (10.90) 125.05. Semi Finals: Joe Sebastiani (South San Francisco) 65 Malibu. Low Qualifier: Chris Bracey (Vallejo) 67 Camaro 10.923.

   Nor Cal Pro Gas Assn. (B/Gas) 8.60 index) Winner: Kevin McClain (Citrus Heights) 69 Camaro .000 RT 8.670 (8.60) 154.79. Runner-up: Miguel Lomas (Fremont) 32 Austin Bantam  foul -.005 RT 8.618 (8.60) 149.76. Semi Finals: Mike Mossi (Napa) 67 Camaro. Low Qualifier: Miguel Lomas 8.627.

   C/Gas (9.60 index) Winner: David DuBose (Reno Nevada) 63 Nova .003 RT 9.635 (9.60) 126.41. Runner-up: Ron Coomes (Elverta) 67 Corvette .013 RT 9.598 breakout (9.60) 138.24. Semi Finals: Scott Morgan (Tracy) 67 Camaro. Low Qualifier: Chris Rea (Elk Grove) 64 Chevy ll 9.602.

   D/Gas (10.60 index) Winner: Don Fournier (Sunnyvale) 48 Anglia .017 RT 10.647 (10.60) 112.53. Runner-up: Chris Borges (Roseville) 69 Chevelle .118 RT 10.639 (10.60) 123.55. Semi Finals: Jack Nilson (Redwood City) 63 Chevy ll. Low Qualifier: Jack Nilson 10.603.

   E/Gas (11.60 index) Winner: John Victorino (Novato) 73 260Z Datsun .028 RT 11.818 (11.60) 104.75. Runner-up: Larry Hesseman (Galt) 71 Pinto .098 RT 11.828 (11.60) 102.75. Semi Finals: Hal Osburn (Castro Valley) 72 Nova. Low Qualifier: John Victorino 11.609.

   Trophy Tracy Brooks (San Pablo) 00 Chrysler .058 RT 17.763 (17.68) 76.55.

Runner-up: Gary Collins (San Ramon) 82 Camaro .182 RT 11.364 break out (11.45) 112.63. Semi Finals: Mike Norrbom (Sonoma) 70 Camaro.

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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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