GRAND NATIONAL ROADSTER SHOW 2019

Posted on January 27, 2019January 30, 2020 by Steve Carpenter

27 Jan

The Grand National Roadster Show is now in its 70th year. Once known as the Oakland Roadster Show, it is the longest running indoor car show in the world! Produced at the Fairplex in Pomona for the 16th consecutive year.

Over 500 show vehicles will compete for awards inside the Fairplex buildings. Another 400-800 vehicles will join the event Saturday & Sunday for the 14th Annual Grand Daddy Drive-In.

Below, I managed to take a lot of photos but even though I was there at 11:30am, I was knackered by 5:30pm and as I carried my Louvered steel Deck lid for our Model A roadster to my Van, I was so tired but worth the 11,000 steps I took, I didnt get to see it all as well, a first for me, but this show was way bigger this year than any I could remember – I have been to everyone since 2000. So check below at my photo album, there may be a ride that you like? So many to choose from. Check out my page on FB.

The Grand National Roadster Show in Pomona is billed as the biggest roadster show in the U.S. It’s where classic roadsters will compete for the award America’s Most Beautiful Roadster. But what is a “roadster,” exactly?

“It’s a pre-1937 car with a removable roof and no side glass,” said John Buck, the owner and producer of the Grand National Roadster Show.

But that’s just the beginning. The 14 cars competing for the 9-foot tall perpetual AMBR trophy are hand-crafted, custom-designed rolling works of art which take thousands of hours to build. Some legendary names are on the trophy, which will be presented to the next winner on Sunday. Previous honorees have included George Barris, who started building custom cars back in the 1950s, before turning his attention to creating movie and TV cars like the famous Batmobile.

A panel of experienced judges will decide this year’s winner. The huge trophy – and the entries – are on display in Building 4 at the Pomona Fairplex through Sunday.

What if you like cars but roadsters aren’t your thing? That’s OK, they’ve got every kind of custom car spread throughout the Fairplex. If it’s got wheels and is customized, it’s probably here. With the cars in the buildings, and the ones that’ll be parked on the surrounding grounds, over 1,500 cars in total are expected.

“We’ve got muscle cars, we’ve got custom cars, we’ve got low-riders, we’ve got trucks, and we’ve got great amount of Volkswagens over in our club room,” noted Buck.

Many of the highlighted cars are stars of the custom-car world, having appeared on magazine covers, in articles, in advertising, and in movies and television shows. And sometimes, the people who design and build the cars become stars themselves.

For example, Chip Foose has become a household name thanks to appearing in the reality TV series, “Overhaulin,” among other programs. And since he’s won the AMBR trophy in the past and has created so many legendary cars, show organizers this year decided to name Foose the event’s “Builder of the Decade” for 2019.

Gathered in Building 7 at the Fairplex are 12 of Foose’s creations from over the years, together for the first time in one place.

“I said ‘Fantastic, I’d love to do. Let me make some phone calls.’ I called the customers and they all said ‘Yeah, we’d love to be part of this’,” said a busy Chip Foose, interviewed between posing for pictures and signing autographs.

This show has always featured cool cars, and some legendary car people. And year after year, the GNRS has had a charitable aspect to it as well. In the main hall, professional pinstripers will be doing their art for various charitable causes. Hand them a phone, a handbag, or anything else you can carry into the show, and they’ll add custom pinstripes to it, just like the ones seen on custom cars for decades.

Also this year, the show is helping “Drive Toward a Cure,” to benefit Parkinson’s Disease research, in conjunction with the Michael J. Fox Foundation. Right near the pinstripers, you can buy a raffle ticket for a one-of-a-kind B.R.M timepiece that salutes the original Ford Mustang from “Bullitt.” Each ticket is $25, and the watch will contain a fleck of paint taken from the Mustang that Steve McQueen once drove. While you’re there, you can snap a selfie with the tattered green Ford which is on display to highlight the charity.

Ford Flathead V-8 History for this weekend

Posted on December 1, 2018January 30, 2020 by Steve Carpenter

01 Dec

Ford Flathead V8 Engine History

Many people mistakenly believe that the Ford flathead V-8 was the first V-8 engine. It proved to be extremely popular until the overhead valve engines arrived and was the first V-8 readily available to the masses, but it was not the first. Léon Levavasseur took out the first patent for a V-8 gasoline engine in 1902. Although not a production engine, it was utilized in several aircraft and competition speedboats of the day. Meanwhile, American motorcycle builder and aviation pioneer Glenn Curtiss installed one of his 269-ci aircraft V-8s in a motorcycle and set an unofficial land speed record of 136.36 mph in 1906.

Britain’s Rolls-Royce created the first automotive V-8, but only three were produced, in 1905 and 1906, before Rolls-Royce reverted to its trusted straight-6. In 1910 French automobile and railcar manufacturer De Dion-Bouton unveiled a 474-ci automotive V-8, which it displayed in New York in 1912. Although few were actually produced, they served as inspiration for several U.S. manufacturers.

W. R. Campbell, president of Ford Motor Company Canada, stamps the first V-8 produced in Windsor, Ontario. Note the early long-neck water pumps. Canadian blocks were produced until 1954, as were Australian blocks. (Photo Courtesy Fordimages.com)

Cadillac, for example, sold 13,000 flathead V-8 vehicles in 1914. The Cadillac was a sophisticated unit with cast-iron, paired, closed-head cylinders bolted to an aluminum crankcase, and it used a flat-plane crankshaft. Many historians consider this to be the first true production V-8 automotive engine.

General Motors was quick to follow Cadillac’s success with a flathead V-8 for Oldsmobile in 1916. The next year saw Chevrolet follow suit with a 288-ci engine for its Series D autos. When Chevrolet became part of General Motors in 1918, however, its V-8 was discontinued in favor of more economical engines.

Across town at Highland Park, Henry Ford had been experimenting with V-8 engines as early as 1922 (he didn’t like to follow the competition), but by 1928 he had decided, “to go from a four to an eight, because Chevrolet is going to a six.”

Ford engineers gathered up the competitors’ V-8s, including one of their own Lincolns (Lincoln had introduced a V-8 in 1921, the year before Henry Ford purchased the company), but they were complicated assemblies with separate cast barrels bolted to a crankcase. Ford wanted something much simpler for the new car he was developing to replace the Model A. Ford had been able to cast the Model T cylinders and crankcase en bloc (that is, in one piece), and he wanted the same mono construction for his V-8.

To begin, Ford engineers came up with two designs, one of 299 ci and another of 232 ci designated Model 24, which Henry eventually chose. The first engine ran at the beginning of 1931, and soon more were assembled and installed into Model As for testing.

The first mass-produced monobloc V-8, with a cam-driven distributor and integral coil, went into production on March 9, 1932. (Photo Courtesy Fordimages.com)

Eventually known as the Model 18 (1 for first and 8 for, well, eight cylinders), the new Ford V-8 was unique. In addition to the revolutionary, one-piece casting, Ford wanted the exhaust passage running through the block for quick warm- ups because it gets cold in Detroit. A quick warm-up notwithstanding, Ford demanded that his engineers use existing Model A water pumps to save development and tooling costs. He wanted a thermosyphon system, whereby the pumps acted only to accelerate the flow of water.

A thermosyphon system acts on the principle that hot water seeks a higher level than cold water. Consequently, when the water reaches approximately 180 degrees F, circulation commences. The

water flows from the lower radiator outlet pipe, up through the water jackets, into the upper radiator water tank, and down through the tubes to the lower tank to repeat the process.

Unfortunately, because of Ford’s demands, the V-8 suffered overheating problems until the 1937 redesign. Ford also wanted to eliminate the gears used to drive the distributor. Rather, he wanted the distributor bolted to the front of the block and driven directly by the camshaft, which itself was gear-driven and located above the crank. Ford did not want to give up the Model A’s gravity-fed fuel system. However, he had to relent and have a fuel pump that would suck fuel from a rear-mounted tank.

Growing Pains

Although the Ford flathead V-8 was produced virtually unchanged in concept from 1932 to 1953, it wasn’t an instant success. It was put into production perhaps too quickly, and there were numerous problems. Nearly all of the first 2,000 engines needed their cams, valves, valve-guides, and front covers changed. The next 2,000 also needed repair, and most of the first 4,250 cars assembled were used as demonstrators and not sold to the public. Many cars were fitted with the more reliable 4-cylinder engine. Teething troubles aside, Ford produced 212,238 V-8s between production start-up in March 1932 and December 1932.

This cutaway engine was photographed on May 12, 1932, for display in France. Thank goodness for the French and their long association with the flathead. (Photo Courtesy Fordimages.com)

Oh for a day in the engine testing room in 1934 when this photograph was taken. Most of the engines have aluminum heads, but a few iron-head versions are down the middle. (Photo Courtesy Fordimages.com)

Although not immediately adopted by racers, a few flathead Ford V-8s appeared at Indianapolis. Chet Miller drove this nice roadster, entered in the 1934 race by the Bohn Aluminum & Brass Company. It had what was undoubtedly the first flathead V-8 speed equipment: Bonalite aluminum heads and a brace of Stromberg 97s sideways atop a Don Sullivan intake. Apparently it produced 140 hp and achieved 109.252 mph, but it sailed over the wall on the 11th lap. (Photo Courtesy IMS Photo)

All domestic V-8 engines were produced at Ford’s River Rouge Plant, southeast of Detroit, and shipped to other assembly plants. Eventually, engines were built in other countries, including Canada and Great Britain. Until 1941, all Rouge-produced V-8s were painted Ford engine green before machining. Stamped parts were painted black, and cast-aluminum parts were unpainted. Colors changed over the years, so do not use engine color as a guide to the date of manufacture.

There were problems with the fully floating main bearings and lubrication system, and throughout 1932 a flow of factory service letters detailed fixes. (“Fully floating” means that not only did the rods rotate on the bearing, but the bearings also rotated on the crank; consequently, all three components were freely, or fully, floating.) Excessive oil consumption was a problem. Some cars used a quart of oil every 50 miles. The dipstick was made 1 inch short to prevent the public from operating cars with insufficient oil. In fact, between 1932 and 1935, five different oil indicators were used with various pan designs.

Piston wear was another issue. Early pistons, from 1932 to 1935, were aluminum alloy, but in 1935 steel dome pistons were put in limited use. They were standard on all engines from April 1936 until 1938.

Because the water pumps were located in the cylinder heads, they supposedly pulled heated water from the block (but were really sucking hot air). Because there were no thermostats, the engine overheated. Consequently, a new four-blade fan, larger pulley, and larger radiators were introduced, and more louvers were punched in the hood, increasing the number from 20 to 25 (the last louver was closed off). However, Henry Ford ignored the real reason for overheating: the water pump’s location.

Despite its 65-hp rating, the 221-ci V-8 was not initially popular with the racing fraternity, which preferred the tried-and-tested T and A 4-bangers. Meanwhile, Ford continued refinement: New for the 1933 Model 40 were lightweight aluminum heads that allowed for an increase in compression ratio from 5.5 to 6.3:1. In addition, a limited production of engines included Holley carbs.

By 1934 most of the teething problems had been remedied, and a good V-8 could produce 90 hp, return about 20 mpg, and hit 90 mph. In the hands of speed merchants, it could go much faster. By the end of 1934, Ford had produced 1,352,202 V-8 engines.

In 1935 the V-8 block was significantly changed to accommodate flow-through, or positive crankcase ventilation. The new block was given the prefix 48 for its part number. Domed pistons were installed, and new casting technology allowed for a cast-alloy steel crank to replace the earlier forged cranks. The year 1935 was also significant because the 2 millionth V-8 car rolled off the production lines. The following year, the 3 millionth was produced. Also new for 1936 were shell-type main bearings, replacing the previous poured white-metal Babbitt bearings. A more economical dual-throat Stromberg 97 carb replaced the Detroit Lubricator, and a new fuel pump was introduced. That same year, Ford applied for a license to build a two-seater light air- plane powered by an aluminum V-8; 10 of these were reportedly built.

Surviving the Great Depression

The big change came in 1937, when the water pumps were finally moved to the upper front of the block (the inlet side of the system), thus drawing cool water from the radiator rather than trying to suck hot water out of the block. The water outlets were also moved rearward, to the center of the head. Some early versions had blanking plates on the block. The engine, which now produced 85 hp, was designated V-8-85. Some later catalogs, however, erroneously listed it as producing 90 hp.

Vic Edelbrock was one of the first to see the potential of the speed equipment business. He experimented with his own parts even before World War II. Here’s a Bay Area hot rodder with Edelbrock heads and intake with three deuces. (Photo Courtesy GhostracksUSA.com)

Also new in 1937 was the compact version of the V-8, the V-8-60. Known as the “thrifty sixty,” this 60-hp V-8 was a mini version of the V-8-85 and returned 25 mpg; it was Henry’s answer to requests for a six. It caught on with midget racers and in some overseas markets, such as France and Great Britain, where there was a horsepower tax. However, it never really found favor in the United States, where it was underpowered for the weight and size of the average car. It was discontinued in the United States in 1940.

As the world struggled out of the Great Depression the initial problems with the V-8 were gradually eliminated. Ford was able to increase production as he had with the Model T and, to a lesser extent, the Model A. He unwittingly gave auto racers access to a cheap, high-performance engine that at last was attracting the attention of the speed merchants.

One of the first to see the potential was Vic Edelbrock, who purchased a V-8 Deuce Roadster in 1938. It became his daily driver, his test bed, and his lakes racer. Fitted with 21-stud cast-iron Arco milled and filled Denver heads, it sported a Winfield cam, a Thickstun manifold, Sandy’s headers, and dual ignition. It was the portent of a burgeoning post–World War II industry. By the end of 1937, Ford had produced 4,438,368 V-8 engines.

Ford announced another block modification for 1938. This was, of course, big news. It changed from 21- to 24-stud cylinder heads with 14-mm spark plugs. The main bearing sizes were also increased. Due to the slow introduction of the 24-stud block, the 1937 block assembly was continued until June 1938. (Until the introduction of the 24-stud block, Vic heads had been interchangeable left to right, right to left. With the 24-stud pattern, heads were no longer interchangeable.)

In 1939, the Mercury brand was introduced to fit between the low-priced Ford and the high-end Lincoln. Although Ford stayed with the 3.0625-inch bore, the Mercs had a 3.1875-inch bore for 239 ci. The Merc version of the flathead also had larger-diameter crank bearings, heavier rods and crank, and other strengthened components.

Building Up to the End

Because of World War II, very little changed from 1941 onward. However, as a result of Ford’s engineering developments during the war, the V-8 saw some minor but significant refinements. In addition, the new Model 59A engine was used in identical forms in both 1946 Ford and Mercury models. New tri-alloy bearings (derived from aircraft) combined with higher-octane fuels resulted in a rise in compression ratio to 6.8:1 and an increase from 90 to 100 hp. Also new were four-ring pistons, aluminum cam gear, and a higher-capacity oil pump; it all contributed to a much-improved powerplant. (The 1932–1948 cam gears were cut in the opposite direction as 1949–1953 gears. Be careful not to buy the wrong set for your rebuild.)

Barney Navarro, who started in the performance business machining Weiand speed equipment, began his own business in 1947. He improved on everything his hands touched and was a pioneer in the evolution of the performance flathead. (Photo Courtesy H&H Flatheads)

Barney works on the 1927 Ford Roadster that he raced at the dry lakes. It sports his cast-aluminum dual intake manifold and finned heads. He also experimented (successfully) with mixing alcohol and oxygen. (Photo Courtesy H&H Flatheads)

A rare shot of the French military Simca V-8. It’s similar to an 8BA in that it has thermostats in the heads and an angled distributor with an external coil, but it retains the integral bellhousing and a cast-aluminum pan. (Photo Courtesy Stephan Szantai)

Barney, seen here at Los Angeles’ Carrell Speedway with Tom Beatty and George Pounden (right), was one of the first, if not the first, to bolt a GMC blower atop a flathead. Four Stromberg 97s fed the quad-belt-driven 3-71. (Photo Courtesy H&H Flatheads)

Of course, the end of World War II saw thousands of returning U.S. servicemen looking for work and excitement. Many, including Barney Navarro and Al – Sharp, found what they were looking for, building speed equipment and racing the flathead Ford V-8. A $40 billion industry carried on by men such as Mike Herman at H&H Flatheads was being born.

In 1948, the V-8 fitted to Mercury automobiles was given a 4-inch-stroke crank that resulted in 255 ci. Ford engines retained the 3.75-inch stroke for 239 ci. Many other changes were made, some obvious and some not. The heads were now held down with bolts rather than studs and nuts. The water outlet fittings were moved from the middle to the front corner of the head. A major change was a new distributor, still driven from the cam but now through a shaft mounted at right angles to the engine’s axis. Also, the bell-housing was no longer an integral casting with the block. Instead it was a bolt-on piece.

Internal changes included straight-stem valves with one-piece guides. In general, these later Ford engines were commonly referred to as 8 BAs and their Mercury counterparts as 8CMs. Later, 1952–1953 Fords were referred to as EABs while the Mercs were EACs. These engines did not have the hardened valve-seats like the earlier engines. The markings were usually cast in the head.

Ford also introduced a large displacement 337-ci version in 1948, primarily for the truck market. However, when Lincoln was unable to produce the V-12 it wanted for its 1949 model, the 337 V-8 was adapted. In 1952, the Lincoln Y-block replaced the 337. Unfortunately, the 337 is not a great-looking engine and never found much favor outside the restoration market.

For the 1952 Ford passenger car model year, the company introduced a new overhead valve (OHV) Mileage-Maker 6-cylinder. Developing 101 hp, the OHV 6 outshone the V-8. Consequently, Ford increased the V-8’s compression ratio to produce 110 hp. Nevertheless, the writing was on the wall, and 1953 was the last year of the flathead Ford V-8 in the United States.

After 21 years of continuous improvement and production, the venerable Ford flathead V-8 ceased production. Well, in the United States at least. The flathead design was produced in Canada until 1954. It was licensed to a French manufacturer for use in the Simca brand until 1961, in Brazil until 1964, and until 1990 in the Simca Unic Marmon Bocquet military truck.

I had one of these engines and put it in my Model A Roadster back in about 2006.

Many Moons ago but I have my 1928 AV8 here and wanted the 1940’s look and feel to it, my reasoning is that, I grew up by the ww2 runways of the USAF and wanted to use original parts to the Roadster, that way it will not only look the same but- I will experience exactly what they did after the war.

Love this ride and even though it has its hiccups, I wouldn’t want it any other way to be honest.

Mine has a 39 Ford Mill and Gearbox, but plans for some more Hop Up parts later, the Edelbrocks are fine and run Two 97’s.

My 1928 FORD AV8 Roadster

Posted on July 13, 2018January 30, 2020 by Steve Carpenter

13 Jul

Well, Hot Rods really are never finished, you just continue to wrench, change looks and idea’s etc and thats what I love about Hot Rodding, My 1928 Ford Roadster is no Show ride, it is no super high Dollar Performance machine, nor is it a trailer Queen either.

What it is, well- To me anyways, is a Nostalgic styled AV8 Hot Rod that you would of seen on the streets on Southern California back in the late 1940’s.

It is something I really have a passion for since I was a Teenager. lucky for me I had a Three Window Coupe in the UK but my Dream was a Roadster and to have one in California, so dreams do come true and wanted to share my little Model A machine with you.

This is a real Henry Ford Body and Chassis, and the stance I have as you see it here is right on the money, have a look at many Vintage pics and you may see a late 1940’s Roadster similar to mine, I wanted to keep the Side Aprons on, these are the step covers that your fenders bolt to. Below is Jack Mickleson’s Roadster in about 1942. I think it was the last dry lake run before World War 2 was underway, I believe Don Francisco owns it but have yet to see if this Roadster survived.

Back in the day, the Hot Rodders would drive to the Dry lakes such as Harpers, Muroc or the famous El Mirage and then strip the fenders and head lights off as well as the windshield and then see how fast they could run on them dried out lake beds.

This is how she is right now, still may change a few little things and then fine tune all the time, I am hoping to eventually Louvre the front hood and the rear Rumble Seat lid.

I used a Genuine 1932 Grill and Shell and fitted the Model A Hood to it with Old style belts, then used one of Limeworks Stainless Steel dropped headlight bars with stock Model A Lights.

Shorty shocks up the front soak up as much as possible, dropped I-Beam front axle sits this front end just how I want it , I then made a Spreader bar to complete the Nostalgia going.

Not as powerful as the locomotives behind me but eventually I shall build a Hopped up Flathead for this Jalopy, right now it has a 1939 24 stud mill with Edelbrock Heads.

I shall be shortening the exhaust pipes, I did have the original Bumpers on there when the exhaust set up was made, but shall cut them back and may make a Nerf Bar for the rear.

She is sat on a set of Kelsey Hayes wire Rims with Vintage style Firestone 16 inch tall tires and it is fun to drive, she tracks a little on the freeway but thats the feel I wanted.

I have a chopped Stainless Steel windshield, another common touch that was done in the day and of course sit lower now else my head would sit up too high. LOL

it is always fun to take out, this place isnt that far from me and wanted to try and take some decent pic’s, im no pro at this but I am really happy at how these came out.

She runs stock pistons but New and right now a stock cam, later I hop to build a little growler motor that has an Isky Cam, just to get me out of trouble if I need it.

Plenty of old freight train and shunting lines around where we live and whats great is to think about 70 Years ago, this was full of Dairies, fruit trees and Flathead Motors.

Sadly, more common than not, all you will see these days is Graffiti, personally not a fan of it at all, but as it was close to the color of the Roadster, I thought a photo Opportunity awaits.

One hauls freight and the other hauls Arse!!! LOL!

Sat patiently awaiting me to jump in and stamp the right pedal and head back home, so much Hot Rod History in and around where we live in La Mirada.

A great ride and more to do, I have a Columbia 2 speed rear end for it, but have to send it away to get Bullet Proofed, not cheap but that will give me a good overdrive.

Long way to go as I would like to have Oxblood Leather interior, but for now this old Naugahyde will suffice as leather is not cheap.

Hot Rods and Trains have always gone together like peanut butter and jelly sandwiches, Hot Rods use to try and race the train if there was a good straight away.

VHRA Vintage Hot Rod Association of which I joined in the 90’s back in the UK, huge part of my life to be honest and going so strong there today.

I shall always keep this Roadster, I drempt about one as a kid and here I am 5400 miles away and living that dream , totally amazes me sometimes and have to pinch myself.

I have always liked vintage stuff, be it Hot Rods, Motorcycles, Juke Boxes, Chris Craft Boats, Spitfires, Hurricanes, Thunderbolts to Dakota’s, Vintage is in my blood I guess.

Hope you like my little 1928 AV8 Roadster? I really have fun with this and enjoy the experience of feeling what a traditional Hot Rod feels like to drive and work on.

Maybe some of you can relate? As I have spoken to a few people that have Motorcycles and Hot Rods, it is a fun and to me, a therapeutic Hobby.

I will still be working on this for many years but enjoying what i do, some things work and then sometimes they dont but, mechanical parts are great to work on.

I shall be selling Hot Rod parts and Apparel so will be revamping the website a little, stay tuned to the site if you want to see what I do to this Model A Roadster of mine.

Thanks for reading my Blog today, I enjoy doing it and people often email me to say that they like looking at what I am up to out here in La Mirada.

Let me know if you have a cool ride, love to see what you are creating and of course having fun in these days, I always have a smile on my face driving the Roadster, sometimes bugs too.

Have a great weekend and enjoy life to its fullest.

DAN GURNEY PASSES AWAY

Posted on January 15, 2018January 30, 2020 by Steve Carpenter

15 Jan

Daniel Sexton Gurney
(April 13, 1931 ) passed away Yesterday, we remember him as one of the premier racers/builders/owners the U.S. has produced…like so many other racers, Dan started out as a Hot Rodder. I only met him a couple of times at Cooks Corner as he was on one of his crazy Motorcycles, we chatted for quite some time and never forget how genuine and happy he was.
A talented man that has been taken too early.
Gone but will never forgotten.
RIP Dan.

Some History below

Dan Gurney was born to Jack Gurney and Roma Sexton. His father, John R. “Jack” Gurney, was a graduate of Harvard Business school with a master’s degree. Dan’s three uncles were each MIT engineers. His grandfather was F.W. Gurney who was responsible for the invention of the Gurney Ball Bearing. He had one sister, Celisssa. Jack was discovered to have a beautiful voice after taking voice lessons in Paris and changed his career path to became lead basso with the Metropolitan Opera Company in New York who retired in 1947. Jack moved his family to Riverside, California when Dan was a teenager and had just graduated from Manhasset High School. After moving to California, young Dan quickly became caught up in the California hot rod culture.

At age 19, he built and raced a car that went 138 miles per hour (mph) (222 kilometres per hour [km/h]) at the Bonneville Salt Flats. He later studied at Menlo Junior College, a feeder school for Stanford University. He then became an amateur drag racer and sports car racer. He served in the United States Army for two years as an artillery mechanic during the Korean War.

His first Formula 1 victory came in 1961 for BRM and he gave Porsche its maiden Grand Prix win the following year. In a growing tradition, Gurney went on to give Brabham its first F1 win in 1964.

Gurney’s most famous driving accomplishment has become part of American lore. Piloting a car designed and built by his own All American Racers outfit, Gurney’s win at the 1967 Belgian Grand Prix continues to serve as the only victory captured by an American in an American Formula 1 car.

The win at Spa came seven days after he traveled from France to from Belgium. In that brief span, Gurney authored the greatest week of driving accomplishments the world has seen by capturing the 24 Hours of Le Mans for Ford in its iconic GT40 with co-driver A.J. Foyt on June 11, and topped it with an incomparable F1 victory on June 18. Gurney’s Golden Week stands in perpetuity.

Prior to retiring from the cockpit in 1970, the Big Eagle’s versatility led his rivals as wins in F1, NASCAR, IndyCar, and Can-Am left Gurney in rarified air. Major sports car victories at Sebring, Daytona, and all manner of domestic and international venues cemented his status as a great among greats.

Through AAR, which built and sold everything from Formula Fords to Indy cars, Gurney’s southern California den of innovation shattered speed records at the Indy 500 while capturing multiple wins at the Brickyard. At one point in the 1970s, AAR became the highest volume producer of open-wheel race cars in North America.

AAR’s winning tradition—one steeped in engineering advancements—extended into the 1980s with Gurney’s favorite car, 1981’s ‘Pepsi Challenger,’ which took a memorable last-to-first victory on the Milwaukee Mile.

As Gurney’s Eagles lost their footing in IndyCar racing, a shift to the burgeoning IMSA series representing Toyota added to the company’s legacy. Sports car racing was far from new for AAR; it’s gorgeous factory Plymouth Barracuda Trans-Am cars paved the way in 1970, Gurney’s final year behind the wheel.

An initial foray into the IMSA GTU category was upgraded to fire-breathing turbocharged GTO Celicas, and with the GTP class nearly rivaling IndyCar for the hearts of racing fans, AAR joined IMSA’s most popular show and it wasn’t long before Gurney’s Eagle Mk III chassis ran its rival manufacturers out of the series.

Just as Bobby Unser’s 1972 Eagle chassis—with the brand-new Gurney flaps installed—destroyed the existing speed record at Indy by 17 miles per hour, the Mk III caused the GTP class to collapse under the weight of its dominance in 1993. So advanced were the Mk III’s aerodynamics, Gurney readily refused to explain all of its tricks more than 20 years after the cars turned their final laps.

One last stint for AAR in the CART IndyCar Series—a championship Gurney brought to life in 1979 with his transformational ‘White Paper’—bore minimal fruit from 1996-1999, and other than supporting the racing career of his son Alex, Gurney’s team took a backseat in the new millennium to government contracts and the occasional support of fresh sports car projects.

An avid motorcycle rider, Gurney started his own line of sit-down motorcycles under the Alligator banner, and continued to work on pioneering motorcycle engine designs until his final days.

There were few who were smarter, or faster, or gave to the sport more than he received.

If stature could be measured, Gurney would surely stand atop the sport for all he created and achieved during his 86 years.

Some drove. Some owned. Some designed. Some built. Gurney did it all, won it all, and used innate curiosity and humor as his energy source. Below That’s Dan waving with the Tall Hat and Oily shirt.

“I was a hot rod guy for sure,” Gurney said in a recent interview. “It was the only thing possible to do on a shoestring, as you could put a car together from junkyard parts.”

He started it all in high school by adding a two-carburetor setup to his 1933 Ford roadster. “I sent away for California Bill’s hot rod book on how you do it,” he said.

“[The Ford] made all kinds of noise, but didn’t run any faster. That was the beginning of learning how to do things,” Gurney remembered.

In 1948, a few days after he graduated from Long Island’s Manhasset High School, he and his family moved to California. His parents had purchased an orange grove in Riverside, and Dan drove across the country in a 1940 Standard two-door Ford. He immediately traded it for a chopped ’32 five-window coupe.

“I got the long end of that deal, but it was a huge education for me,” Gurney said. He described the Deuce’s flathead V-8 as “mild,” but it must have been good enough to get him into trouble with the local police.

“After getting too many tickets I no longer wanted it to be so obvious that I was driving a hot rod, so I ended up putting a good engine in a ’35 Ford,” he said. Gurney bought the two-door sedan for $50 in west Riverside. It was definitely less noticeable than the chopped ’32 Ford coupe with the aggressive stance.

This Sunday I shall be at El Mirage dry lakes for the SCTA Racing.

Posted on July 13, 2017January 30, 2020 by Steve Carpenter

13 Jul

Well, this weekend seems to be coming up fast and on Sunday I shall be heading off to El Mirage to check out what is running on the dry lakes there under the sanctioning body of the S.C.T.A.

Sponsors of the Worlds FASTEST Speed Trials

Since 1948 Sanctioned races have been held at this Lake and 61 years later they still run Time trials for world records, for what is a pre-cursor to Bonneville Speed week, this event is a 2 hour drove for me and something I look forward to seeing every time.

It hot, its dirty and its dusty, but this is exactly how it was back in 1948- Nothing had changed on the lake bed and thats what gives me some of that Nostalgia Tingle when I reflect on who raced out here over the years in Hot Rods and Motorcycles.

Saturday is registration, so I shall be driving up at about 5am as its a 2 hour jaunt from me and I shall take my White Traansit 250 with my Royal Enfield in the back, an Easy Up, generator and a cool box full of fluids, I shall also have a radio to tune into 88.7 so I can hear the control tower informing me who is up on the line and ready to make their pass and attempt to break a record, or- at least give it a real go.

Hope to see some of you out here, next year I hope to drive up for the weekend in My Model A Roadster as It has a 1940’s look with a 39 Motor and box on 35 rims etc I cant wait to drive that on this infamous Lake bed.

if you are into Old Hot Rods or Classic, Motorcycles or unique machines that haul their arse as hard as they can in a straight line, then this is the place for you, the sound of a motor flat out is a unique sound, the dust plume or rooster tail as it is mid track is a great visual, you hear the motor and you listen for the commentator to tell you their name and speed, I love it.

Its like its back in 1948 and I am reliving what the “Original Hot Rodders ” did back then just after WW2.

Come by and say hello as it will be great to meet you, I am a huge fan of dry lakes racing and get a kick out of sitting there watching.

You can text or call me on 714-598-8392 if you are out there and I will tell you where I am, most probably halfway up the track, Big white Ford Transit 250 and a Red and dusty Royal Enfield.

MY Hot Rod Heroes

Posted on May 17, 2016January 30, 2020 by Steve Carpenter

17 May

There is so many Iconic Builders, designers and owners or creators of Vintage Hot Rodding, it would take so many volumes to fill, but I am going to do a few of my own personal favourites of Hot Rod Royalty that inspired me when I was a kid and, 9000 miles away on a little Island you call Great Britain.

I was lucky enough to get my hands on Hot Rodding magazines in the UK in the late 1970’s and, living nearby all the old ww2 Bomber and Fighter Airfields, I felt a strange Euphora over WW2 American planes, Post war Belly tanks and of course Hot Rods.

I had my own 1932 Three window coupe in England and lived the American lifestyle and yearned to make that crossing to the United States and actually live my Dream, and here I am and live it every day.

So, one of my Early influences to this crazy Hot Rod fraternity was this Bloke- Dick Scritchfield.

THE DICK SCRITCHFIELD ERA
Dick Scritchfield has had a long and illustrious career in hot rodding. Yes, that’s right–career, being involved most of his adult life, both as professional (speed shop owner, the first NHRA Regional Rep, and Safety Safari participant, Associate Editor of Car Craft, and Advertising Manger at Rod & Custom), just to name a few, all the while actively participating as a hobbyist as well.

In 1944, as a lad of 14 living in Missouri, Dick purchased his first car, a ’29 Model A coupe, and was granted a valid driver’s license. Other cars would follow, with his first Deuce (a Sport Coupe) acquired in Washington, D.C., while he was stationed there as a drummer in the Navy, which he joined in 1948 (Dick is still a percussion instrument kind of guy). Dick went on to be stationed in Puerto Rico, where he cruised in another Deuce, this time a five-window, which was the only hot rod on the island. As Dick was one of those “hot rodders,” he was asked by the base brass to organize a drag race to keep the sports car guys (both enlisted and locals) from racing on the streets, where there had unfortunately been a few fatalities. Can you imagine for a moment that it was the sports car boys who were the ones they were trying to get off the streets? Dick eagerly complied, then promptly kicked some serious sporty car butt with his fender-free and channeled Deuce coupe. It was also while in Puerto Rico that Dick became a partner in a garage where he honed his bodyworking and painting skills during off-duty hours. He would later return to the island after his tour of duty, where he and his partner imported speed equipment from the States and performed engine swaps. However, as he was already an NHRA rep by this time, he returned to his new rodding career Stateside, moving to SoCal in ’56 to work at NHRA headquarters. One day Dick chanced to see a great looking yellow Deuce highboy roadster for sale in a gas station and acquired same forthwith. Now if you guessed it was Bob McGee’s roadster, you’re correct.

If the roadster had been both daily driver and race car to Bob, Dick added yet another element–movie and TV star. The “B” movie producers were always on the lookout for prop cars that screamed “HOT ROD!” and were willing to pay good money to rodders who wished to supplement their incomes by renting them to the studios, as evidenced by Norm Grabowski, Tommy Ivo, and numerous others. This concept wasn’t lost on seminal L.A. Roadsters member Dick, and soon the Deuce was involved in all kinds of socially inappropriate automotive hijinks on the silver screen. Dick, Tex Smith, Tony LaMesa, and other roadster owners decided a club dedicated to topless motoring would not only be fun, but give owners of such cars a responsible, public image as well. So, on one fateful Spring day in 1957 (A Sunday afternoon to be exact) the first formative meeting was held at Weiand Equipment Co., where Dick was voted President, and awarded membership card number one! His roadster went on to appear in such flicks as Hot Rod Gang, Hot Rod Rock, and other, more forgettable films as well. The now Scritchfield roadster (he owned it for some three and a half decades, 1956-90), also appeared on movie posters and lobby cards, album covers, and in many magazine how-to articles as well, making it one of the most visible public representations of the hot rod esthetic of its day. It also appeared on television shows like Dragnet, The Many Loves of Dobie Gillis, The Real McCoys, 77 Sunset Strip, and of all things, The Lawrence Welk Show, serving as a hot rod stage prop for the Lennon Sisters, which showed rodding’s more acceptable side to the “Geritol Generation.”

Over the years the ’32 was subject to many mechanical changes (flathead exchanged for 283 Chevy small-block, etc.) and cosmetic changes (first non experimental Metalflake paint job in 1960, which was the subject for a breakthrough article in Hot Rod, inspiring a young Jerry Weesner to do likewise with his own set of wheels, a ’48 Ford convertible). Dick would then build, with Dave Carpenter’s help, a 350cid small-block Chevy that would carry the roadster to a two-way average of 167.212 mph at Bonneville in 1971, with full street equipment. He not only set a record (C/STR) that would stand for a number of years, but the car was given the enviable title of The World’s Fastest Street Roadster as well. In a recent conversation with Dick (who now resides in Hawaii), he disclosed that he would drive the roadster on the street equipped just as it had run on the slat, so the title was both legitimate and well earned. And by the way, those over-the-frame headers that Dick ran and nobody could ever quite seem to identify, were Sanderson Chevy marine items turned upside down.

To backtrack just a scoach, in 1964 Scritch had it made, sharing a bachelor pad with fellow L.A. Roadsters’ member Sam Conrad, had a garage full of roadsters and parts, and a new position with his then employer, the Auto Club, where he had been transferred to the Claims Division. When our boy was introduced to his new secretary, one Marian Wilson, that was it–love at first sight! So what did our young couple drive on their honeymoon? If you guessed the Deuce, you’re still in the ballpark.

When Scritch finally retired to Hawaii around a decade ago, Marian restricted him to only taking some half-dozen vehicles with him. So, with all kinds of motorized transport to choose from, including a Deuce Phaeton he built while at Car Craft (and which he still regularly drives), the roadster was put on the block, as Hawaii still had those pesky fender laws (which varies from island to island), which had caused Bob McGee to sell the roadster all those many years before as well.

An Icon and always will be.

Photos taken from Internet from Rod & Custom, HAMB and google, please let us know any other credits so we can show the people who took these wonderful shots.

175 MPH ON A PUSHROD 650 TWIN WITH 40-YEAR-OLD PARTS

Posted on April 13, 2016January 30, 2020 by Steve Carpenter

13 Apr

My friend Dan’s pickup truck rattled to a stop near a dusty bungalow in Shadow Hills, a neighborhood on the north side of Los Angeles, tucked up under the 210 freeway, with an inexplicably rural/small-town vibe. The door of the two-car garage was open. Maybe that was part of why it didn’t feel like L.A. to me. Whoever lived here wasn’t afraid of prying eyes seeing a garage full of tools and bikes.

“This is Alp,” Dan said.

Alp shook my hand with less than total enthusiasm. I wasn’t sure whether he was shy or already worried that another journalist was probably going to get the technical details wrong. But he seemed to grudgingly accept that when your Triumph 650 goes 175 miles an hour — unfaired — strangers will show up, wanting to talk.

Alp Sungurtekin is 42 but doesn’t look it. He grew up in Turkey and Germany and studied industrial design in Istanbul, where he operated a tattoo studio. He moved to the United States in 2002 and got a job working for a naval architect.

That might not seem like a good prelude to building motorcycles, but the R&D department where he worked had a full fabrication workshop, where he taught himself how to make the things he designed. With new skills in hand, he began building and racing Triumphs at Southern California Timing Association events.

The prevailing dress and facial hair codes at SCTA events run somewhere on a spectrum between “Duck Dynasty” and ZZ Top. A lot of those old guys are running cars and bikes they’ve been developing for decades, since they were new. Only now they’re running them in vintage classes.

So even if Alp hadn’t showed up with a leggy fashion model as his crew chief, people probably would’ve noticed the new “furriner.” They may also have noticed that he seemed to have built the fastest stock-framed Triumph Thunderbird in history.

He became an SCTA tech inspector, which was a good way to see what everyone else had already tried. Over the years — and after making many, many land speed runs trying idea after idea — he formed his own notions of what a true land speed racing motorcycle should be. That tiny, tiny motorcycle was up on a work stand in the garage as I interviewed him.

“This is an A-PF 650-class machine,” he said. “A means special construction, P means pushrod, and F means fuel. It’s a top fuel motor, running on 90 to 100 percent nitromethane.”

“Special construction” means it’s not a factory frame. Alp designed and fabricated the chassis himself, from chromoly tubing. It looks a bit like a vintage drag bike; too short, too light, and too lacking in rear suspension to fit in as a land speed racer. The rear hard-tail loop is as short as possible, with a member that actually penetrates the gearbox, which keeps the final drive short, too.

Check it out. He’s got his own serial number sequence. Triumph pattern cases are new, supplied by Thunder Engineering in Leicester, England. Photo by Mark Gardiner.

It’s a pre-unit motor, but part of his design concept was to join the cases and gearbox with a pair of massive aluminum plates. That allows the combined motor and tranny to be used as a stressed member in an otherwise-slight main loop. The motor’s actually hanging off that spine, more like a modern bike than a classic Triumph.

The fork legs are NOS Ceriani items from the 1970s (he thought, maybe from one of the Aermacchi/Harley-Davidson dirt bikes) with Tomaselli clip-ons and Pingel controls. Rear axle plates are adjustable for both height and wheelbase. The RC Component wheel is shod with a Goodyear drag slick.

The motor’s built up on Thunder Engineering pattern cases. The cylinder block is a 750 cc pattern from Triples Rule, sleeved back down to 650 cc with special sleeves from Northwest Sleeve. The head began life as a 1964 alloy Triumph item, fed by 1 3/8-inch Amals.

The carbs aren’t the largest ones available, but the jets needed for nitro are huge. Basically, if you could see into the ports when a bike like this is running, you’d see big droplets, not finely atomized fuel. Since nitro also tends to quickly dissolve into engine oil, Alp’s happy that Klotz is a sponsor; he changes the oil after every run.

Land speed racers are generally pretty open about stuff you can see. They’re more evasive when discussing inner workings: porting, cams, mag timing…

“It’s not a secret,” Alp told me when I asked questions about those things, “but I don’t talk about it.”

Hmm…

He allowed that the pistons were nothing special: Hepolite items with some hand-shaping. Valves were 1.66-inch Kibblewhites. “Standard oversized Bonneville valves. They’re, like, $28 a piece,” he said. A belt primary drives what he says is a stock tranny.

Nitro burns slowly, so it doesn’t need to spin over 7,400 rpm. You can’t really run a top fuel motor on a dyno, but Alp’s has to be making at least 150 horsepower.

He had planned to run it at Bonneville, but the salt was lousy all last year. So he broke it in at the Mojave Mile, on an airport runway, where it obliterated the SCTA record by 25 mph.

“People who are 50, 60 years old have been doing this for years, and they move the record up one or two miles an hour,” he told me. “You can imagine that I show up, with my funny accent…” His voice trailed off, but then he added, “There was this one guy, a BSA racer, with a streamliner. He made a post listing about 10 things that are wrong with my bike: the bore/stroke ratio, the angle of the inlet tracts… I told him, ‘Can you imagine if I did it right?’”

Experts said his rigid frame would have traction problems at El Mirage, because it’s a dry lake, but it went even faster there: 175.625 mph. Fast enough to set the record in the 1000 cc class too, if he cared to enter it.

To put this in perspective, a couple of years ago, Shunji Yokokawa set an official record for the fastest production 600 cc motorcycle. That’s one of Honda’s top R&D engineers, on a Honda CBR600RR. He went 170.828. Alp went faster than that, on a motorcycle with a cylinder head — among other components — older than he is.

This video makes record-setting look easy, although the reason so many of those SCTA racers are literally grizzled veterans is that it usually takes a long time to master this seemingly simple discipline.

Key sponsors, like Lowbrow Customs, help to defray his costs and, as word of his record-breaking spreads, Alp pretty much always has a customer project or two in the garage, as well. So although he still does a bit of custom design work outside the motorcycle world, most of his time’s spent building customer bikes or working on his own projects.

For his next trick, Alp wants to break into the 200 Club on a partial streamliner powered by one of his 650 cc pushrod twins. That would make him the first guy ever to go that fast on a “sit-on” motorcycle (as opposed to a full streamliner). He’s already sketched out the bodywork, which will be all aluminum he plans to hand-form himself.

I made him promise to call me when that bike’s ready for a record attempt, so hopefully you’ll read all about it here.

Pendine Sands Hot Rod Beach Time Trials 2015

Posted on July 9, 2015January 30, 2020 by Steve Carpenter

09 Jul

I Many of you know me as the Cafe Racer guy, but- I am also a crazy Hot Rodder and have owned a 31 5 window A Bone, I had a 1932 3 Window Coupe and when I moved here to the States in 2000 I built a 1929 Model A on B rails.

But fast Forward to 2015 and they have the Time trials at Pendine Sands in Wales and boy what a turn out, over 100 Hot Rods and such warmth and Camaraderie, it will be hard to beat that anywhere around the globe, so below is just a sample of what went on via peoples photos.

I love the Traditional old style Hot Rod and hope to have another again soon.

But, Pendine sands back in the UK is a great piece of historical History that not many people know about.

So Below is a bunch of photos from people that made the 2015 Pendine Sands meet and boy are there some corkers there, you can feel the friendly atmosphere and sure wished I could of attended.

All shot on Canon 6D bodies and wide open Sigma 24mm and 50mm F1.4 Art Series and Canon 135mm F2 L lenses.

Post processing in Lightroom with VCSO filters.

— with Shaun Veness.

I cannot tell you how cool this is to see, I am 5000 miles away and this is such a great sight to set my mince pies on, look at all them cool rides.

Check out Harley Peters and his 4 Banger Roadster, built from scratch in 18 months and driven all the way there and back for the first time.

Just look at the great shots here, you cannot put a Date here as it is so Nostalgic, I love these photos as it really captures the era and the fun.

Just look at the beach dead flat and the view of all them Hot Rods is breath taking, someday I shall get home again to see this for myself.

Cruising along and listening to the V8’s, Flatties and 4 bangers must of been something to behold this weekend as you look through your Hallock windshield.

Be it a Convertible, A Speedster, a Roadster pick up or a 5 window Coupe, everyone was enjoying this great occasion.

How about this shot, A pick up, Tudor, 5 window coupe and Roadster, all henry’s finest on the sands.

Hot rods as far as the eye can see as they Blap along the Sands in formation, what a sight and what a sound I bet?

From Jalopy’s to Cal Customs, these machines were all enjoying their little bit of freedom together in one place.

Great Cloud formations shows it must of got a little windy at times and maybe some H2O but who would care as this was Hot Rod heaven.

below, this photo could of been taken right out of Hot Rod magazine back in the day, a Brilliant shot that’s for certain.

So many great rides and people here in Wales for this meet and boy were there some superb examples of the Hobby I still have such a passion for.

How cool is this shot Below, Looks Like a McCullough Blower set up with that awesome intake poking out of the Hoot, pure Hot Rodding.

Turtle Deck T Roadster sits on the beach I wonder what ed Iskendarian would think if he saw these photos, I will hopefully show these to him.

Gow Job- this is the old style that you never get to see very often and love the whole concept of this Roadster, Love the Hood sides.

I love this Right Hand drive Brit Roadster and the commercial lights, real Hot Rodding at its best, super job matey!

Cabriolet Looked wicked with old continental kit for front fenders, an old Hot Rod trick back in the day and Lakester style Headers too!

Dick Mann would be proud of this machine, altered gow job in all its glory.

I love seeing Girls in Hot Rods and this is a great shot, angled windshield as this Small Block gets it down the beach in no time.

I love the Wish bones and the Exhaust existing through the 32 rails.

Having owned a belly Tank this was such a cool sight to see and where many drop tanks ended up after the war.

Flag start- just how it used to be, nice shot here.

Really great old style photo with this geezer in all the cool Nostalgic gear, a really cool shot this.

BRAAAAAAPPP!!! I love this Three Window shot.

With hardly any vision in this chopped and channeled 5 Window this is how many Hot Rodders did it in the day.

Another Classic photo that could be in Hop Up or Hot Rod magazine, just a timeless shot.

Two of my mates below, 61 is Tim Sparks and behind is 74 Harley peters, they must of had a ball driving all the way here and back home too.

Going full tilt with no cops chasing you.

Love this 5 Window High Boy, doing what they did back in the day and, loving it I bet!

Talk about getting right into it, such a great photo of this fella giving it the beans as he leans into the Roadster.

This should be titled “The element of Speed”

So nice to see a few steel Pick ups out there too, something for everyone, but- I love them all.

Look at this 5 window, what a great stance, sheer determination as he changed gear mid track.

Just so many good rides out here and enjoyment for anyone that was lucky enough to witness this Classic Occasion in Wales.

I am sure everybody who drove on the beach will never forget this day as I don’t think I will looking at these great photos.

Below my mate Martin gives his A-Bone a good ringing out, he has owned this car for many years and love seeing this photo.

Roadster Pick up looks great as it Bimbles down the Beach in search of a fast time.

Super shot of the Closed cab and flatty powered, stepping on the loud pedal.

My Buddy Tin Sparks in his Navy Blue Roadster giving it a bit of welly down the straight away. Ive known him 3 decades.

1930 A Bone 5 window looks cool on the power.

This looks fast even standing still, so many cool machines here.

I call this the Buckland Special, they turn out awesome machines if you ever need one to be built.

Lovely unchopped Three Window Blapping along, love the Louvres.

I have spent a lot of time looking at these photos and love everything about it, what a great turn out too.

Ballsy move to take this Wickedly chopped 5 Window Custom out for a blap along the sand!

Hot Rodding at its very roots is right here in the shot, such a Nostalgic Photo and stoked he got the picture, I really dig this.

Love the A-Bone, giving it hell and just like they did over on the dry lakes at El Mirage back in the day! Brilliant A-V8 Roadster.

Just Spoilt for choice on all these shots, so glad he could capture the moment for those who couldn’t make the trip to Wales.

You have to love it all here at Pendine, and I know this event is only going to get bigger.

Super cool 5 Window A Bone on deuce Rails and nicely put together as well, the Rods all look really well built and I take my hat off to you all!

California Plated A-Bone looked great on the beach.

Gripping the Banjo Wheel as they get ready to flag start the time trial, and sure looks like fun to me.

This photo is right out of 1948 and could be at El Mirage or Harper’s dry lake, what a fantastic photograph!

The tirtle deck T reminds of my mate “Sinus” from the Shifters and another awesome shot.

One of the Sidewinders club members looking happy as he sits on the infamous Time trials beach at Pendine Sands.

Feels like I am reading early Hot Rod magazine with these shots and hope you enjoy them as much as I do.

On the Pedal hard as the A-Bone goes for his Goal on the flats of Pendine beach!

Well how about this Roadster? Fully fendered and gunning for a good time!

Sitting low to be more stream lined and a Classic photo here.

So cool to have a flag girl and we shall do it here at El Mirage one of these days as i hope to build another roadster.

OK- Enough of me Blubbering on, just scroll down to see some super cool Photos and video’s, great event and hope to get there one day.

Below: Harley Peters in his 4 Banger that he built himself testament to the younger lot who are into the Lifestyle, great job Harley.

The images are so Nostalgic and even though i was not there, it sure felt like i was, I am attaching all sorts of photos from other people that were there, that way you get to see everything about this Classic Event that one day i hope to visit and take to the beach and listen to the Flatheads roar!

Below – Harley Peters started his build 18 months ago with a Chassis and now is driving all over the place and made his maiden Voyage to Pendine.

here is Harley at Buckland where all the cool rides are now created back home in the UK.

Harley Peters and his hand built 4 Banger Roadster is really an superb Effort and ran like a top.

Big Matt Bolt sits in his machine and enjoys the fruits of his labor at this great beach meet at Pendine Sands.

Johnny Best and Tim Sparks Chew the fat.

FINALLY- A great shot of my mate Harley Peters, he built this A- Bone 4 Banger himself in Eighteen months and this was its maiden Voyage.

And it ran like a proverbial Top- Great Job mate.

Here is a bit I borrowed from the VHRA http://www.vhra.co.uk/VHRA/News/Entries/2015/7/7_Pendine_Speeds_2015.html

Here we have a Few Videos.

Below is some History and information you may like to know.

In the early 1900s the sands were used as a venue for car and motor cycle races. From 1922 the annual Welsh TT motor cycle event was held at Pendine Sands. The firm flat surface of the beach created a race track that was straighter and smoother than many major roads of the time. Motor Cycle magazine described the sands as “The finest natural speedway imaginable”.

In the 1920s it became clear that roads and race tracks were no longer adequate venues for attempts on the world land speed record. As record breaking speeds approached 150 mph (240 km/h), the requirements for acceleration to top speed before the measured mile and safe braking distance afterwards meant that a smooth, flat, straight surface of at least 5 miles (8.0 km) in length was needed. The first person to use Pendine Sands for a world land speed record attempt was Malcolm Campbell. On September 25, 1924 he set a world land speed record of 146.16 mph (235.22 km/h) on Pendine Sands in his Sunbeam 350HP car Blue Bird.

Four other record breaking runs were made on Pendine Sands between 1924 and 1927; two more by Campbell, and two by Welshman J. G. Parry-Thomas in his car Babs. The 150 mph (240 km/h) barrier was decisively broken, and Campbell raised the record to 174.22 mph (280.38 km/h) in February 1927 with his second Blue Bird.

On March 3, 1927 Parry-Thomas attempted to beat Campbell’s record. On his final run while travelling at about 170 mph (270 km/h) the exposed drive chain broke and partially decapitated him; Babs went out of control and rolled over. Parry-Thomas was the first driver to be killed during a world land speed record attempt. This was the final world land speed record attempt made at Pendine Sands.

Parry-Thomas’ car Babs was buried in the sand dunes near the village of Pendine. In 1969 Owen Wyn Owen, an engineering lecturer from Bangor Technical College, sought and received permission to excavate Babs. Over the next 15 years he restored the car, which is now housed in the Museum of Speed in Pendine village.

In 1933 Amy Johnson and her husband, Jim Mollison, took off from Pendine Sands in De Havilland DH.84 Dragon G-ACCV ‘Seafarer’ to fly non-stop to New York. Blown off course, they landed down-wind in the dark at Bridgeport, Connecticut after flying for 39 hours over a distance of 3,300 miles at an average speed of 85 mph, overshot, and were both seriously injured in the crash.

During the Second World War the Ministry of Defence acquired Pendine Sands and used it as a firing range. The beach is still owned by the Ministry of Defence; prominent signs warn of the dangers of unexploded munitions and public access is restricted. Monday to Friday part of the beach is closed off because of MOD operations.

In June 2000 Don Wales, grandson of Malcolm Campbell and nephew of Donald Campbell, set the United Kingdom electric land speed record at Pendine Sands in Bluebird Electric 2, achieving a speed of 137 mph (220 km/h).

Top Gear filmed a review as part of the fifth episode of their fourth season, and returned to film a second review for the first episode of the fifth season. Scrapheap Challenge used the beach as the venue for the challenge in Season 10, Episode 1, aired in 2008.

Today Pendine Sands is sometimes used as a stage in rally car events, although spectator access is limited for safety reasons. It is also a popular venue for kite buggying and homebuilt hovercraft.

Between 9 July 2004 and May 2010 all vehicles were banned from using Pendine due to safety concerns, however since May 2010 cars have again been allowed access.

Records Set at Pendine Sands

Date	Location	Driver	Driver Country	Vehicle	Power	Speed over 1 Km	Speed over 1 Mile	Comments
September 25, 1924	Pendine Sands, Wales	Sir Malcolm Campbell	Great Britain	350hp Sunbeam Blue Bird V-12	IC	146.15 mph (235.21 km/h)	146.16 mph (235.22 km/h)
July 21, 1925	Pendine Sands, Wales	Sir Malcolm Campbell	Great Britain	350hp Sunbeam Blue Bird V-12	IC	150.86 mph (242.79 km/h)	150.76 mph (242.62 km/h)	First person ever officially to go over, and set record in excess of 150 mph
April 27, 1926	Pendine Sands, Wales	J. G. Parry-Thomas	Great Britain	Higham-Thomas Special Babs 45 degree V-12	IC	169.29 mph (272.45 km/h)	168.07 mph (270.48 km/h)
April 28, 1926	Pendine Sands, Wales	J. G. Parry-Thomas	Great Britain	Higham-Thomas Special Babs 45 degree V-12	IC	171.01 mph (273.60 km/h)	170.62 mph (274.59 km/h)
February 4, 1927	Pendine Sands, Wales	Sir Malcolm Campbell	Great Britain	Campbell Napier Blue Bird Napier W-12 Cylinder	IC	174.88 mph (281.44 km/h)	174.22 mph (280.38 km/h)	Last record set in Europe

21 liters of snarling Four cylinder power and that was back in 1919

Posted on July 28, 2014January 30, 2020 by Steve Carpenter

28 Jul

Just imaging listening to twenty one and a half liters of motor firing up back in 1909, people must of thought that God had come down in his chariot!
What amazes me as even back then, this motor could get over 140MPH and back then, you were lucky to get a Plane to hit 70 MPH!

This WAS the FASTEST mode of transport anywhere in the world!!!!!

So I thought I would blog about it being its Monday and get your week off to a thumping start.
Four 5.3L lungs, worth 50 hp each… Look how long it takes to get the monster to fire up! That’s about 10 Horsepower per liter. Thats about 200 Horsepower, and its only today that they have JUST reached that achievement. Just an amazing piece of running engineering. Thirteen Hundred Cubic inches was just unheard of back then. it raced all over the world, and of course at the infamous BROOKLANDS and then across to the united states,Daytona had the pleasure of seeing this beast in action, as well as BONNEVELLE and many shows and fairgrounds that were on at that time of year.

Enjoy!

Thundering History: Listen To The Sound That The First Bonneville Racers Heard in 1914 – The Fury Of The Blitzen Benz Four Cylinder

This is an important year at Bonneville as they all are, but this one has a little something more in the tank and that’s history. 2014 marks the 100th anniversary of racing on the Bonneville Salt Flats and BangShift has a pretty epic ace up our sleeve to help celebrate and educate you about that first Bonneville gathering a century ago. The details will emerge tomorrow, but safe it to say that this is the most ambitious series of stories we have ever run and they’re written by one of the most well known and dogged land speed historians in the world. But we’re off the plot here.

The merits of the “records” set at the first Bonneville meet are dubious at best and we’ll get to those in the story we just teased you with but the equipment, that’s a well known and established fact. The steed that Teddy Tezlaff drove at Bonneville was one of the ultra rare, and incredibly powerful (for its time) Blitzen Benz cars built in Germany and shipped over to the USA. Powered by a 1,312ci four cylinder and making a robust 200hp, these things had set records at Ormand Beach and other places where long stretches were available for the car to really stretch out. Amazingly, a few of them survive today and this video shows that 1,312ci four banger running on a test stand outside of an engine builder’s place in Pennsylvania after being refurbished. Now, the normal starting procedure on this thing is MINUTES long. We’re talking about five or so. This video picks up right when the thing is starting.

The sound you are about to hear is the exact same one that assaulted the ears of the small group assembled at Bonneville (then known as the Salt beds of Salduro) in 1914. It is beautifully ragged now but can you imagine what people thought of it in 1914?! Hit the link below for some auditory learning about land speed history and stay tuned for tomorrow as we roll out exactly what the “big story” is that we’ve got in the pipe!

PRESS PLAY BELOW TO SEE A 1,312CI FOUR BANGER THUNDER THE GROUND AS IT DID 100 YEARS AGO –

So good to be able to see stuff working and experience at least the noise of that engine today, it must of had people running scared when they first fired it up.

Pendine Sands tomorrow, what a great place.

Posted on June 26, 2014January 30, 2020 by Steve Carpenter

26 Jun

Ok Gang

Some of you know that not only am I into the Motorcycle lifestyle, but I really have a passion for the Hot Rod and Custom scene too.

I had a 32 Three Window Coupe in the UK in the 80’s and tomorrow Pendine Sands will have their second meet where you get to race on probably the earliest dry bed speed trials anywhere in the world.

To be part of this would be an awesome thing, just to experience all these cool Hot Rods that have been restored or completely built to their style must be intoxicating.

Lucky for me I was in the Hot Rod fraternity in its early guise and we had a blast but now to see so many people and so many rides is just mind boggling and on such a famous part of the British Isles for Land Speed Racing.

So hopefully my mates will send me some photos and I can share some of it with you on a blog.

The Vintage Hot Rod Association presents:

2nd Annual Pendine Sands Hot Rod Races

28th & 29th June 2014

We are pleased to announce the 2nd Annual Hot Rod Races to be held at Pendine Sands. With the tide playing no small role in determining dates for us, we will be running the event on the 28th and 29th of June 2014. That’s right folks, two days of hot rod racing on the historic beach in South Wales. We will be starting around 11am each day and racing for around five to six hours, with non-stop action from start to finish.

The first running of the event was a complete success and has brought the VHRA international acclaim, peaking with no lesser award than the Motoring Event of the Year at the International Historic Motoring Awards. The press coverage has been phenomenal, with Octane, Motorsport and The Automobile reporting about our time on the beach, along with the more expected magazines such as Custom Car and Classic American. In case you have missed what happened on the 7th September 2013, click here and here to get a taste of the action.

Free Spectating

Outside of the pits it’s free if you wish to come and spectate. There is a fee of £3 per car payable on the day which will allow you to park on the hallowed beach in your car. This will not permit you to enter the pit or race areas, nor will you have access to the after race parties on Saturday or Sunday night. No pre-booking is required, you do not need to be a member and there is no limit on numbers.

Racing Classes

V – Vintage – Pre 54 engines, inclusive of all Ford flathead V8’s

L – Late – 1954 and later engines

4 – 4 Cylinder

6 – 6 Cylinder

8 – 8 Cylinder

U – Unlimited Cylinders

B – Blown – Supercharger or Turbo

F – Flathead – ALL valves in block, no OHV conversions

R – Roadster – Open top factory cars. Roof chops allowed, top must be down.

C – Closed Car – Fixed roof factory cars. Roof chops allowed.

M – Modified – Open top special & shortened bodies including any non factory bodies.

S – Streamliner – Closed car special & shortened bodies, including any non factory bodies.

K – Full Body – Factory cars post 1934. All body styles, roof chops allowed. Full fenders must be fitted.

Accommodation

For those wishing to stay nearby there are a number of options. If you are quick then the Parkdean Caravan Park across the road is the place to stay. Call 0844 335 3729 and be sure to quote reference HOT ROD 14 to receive a 5% discount whilst the offer still stands. Bookings are done on a short break basis and start from just £229 for a 6 berth caravan. Check out their website for details of the accommodation available. Alternatively there will be camping available on site and nearby, bookable via the VHRA, at £15 per pitch for Friday and Saturday nights and is only available to those booking race or patrol passes. There are also hotels and B&B’s in the area, just search on Google for more information!

Growing Pains

Surviving the Great Depression

Building Up to the End

Records Set at Pendine Sands

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