1929 Roadster Part 1: A Long Time Coming

Boy do we have a treat for you guys?  I’ve wanted to do a “work in progress” story on Larry Volk’s street roadster since I found out about it earlier this year.  It’s finally progressed to a point where there’s good progress  showing.  The Volk garage is part hot rod time warp, part skill and craftsmanship, and part inspiration.

We’ll get to the 1929 Ford Model A Roadster project car in a second.  First, let’s talk time warp.  Larry and his family have been into racing and hot rods since the early 1950’s.  He started out drag racing  and dirt sprint car racing.  His race buddy Terry Nish invited him out to the Salt Flats in the late 1950’s/early 60’s and that was it for Larry.  He’s gone every year since (unless it was rained out) and his life has become engulfed in the Salt.  Currently Larry is in his second stint as President of the 200 MPH Club, Chairman of the Save the Salt Committee and current holder of the SCTA Bob Higbee Award given out at the Opening Ceremonies of Speed Week 2009.

With all this and more, Larry’s garage is a museum of sorts for the last 40 some-odd years of Bonneville Salt Flats racing history.  There are stickers, pins, plaques, posters, broken parts and trophies that adorn the garage and his living room.  Then there’s the hot rod parts collection Larry’s been wheeling-and-dealing for during the last few decades.  They’re all just for this car.  The ‘29 roadster Larry’s been dreaming up will be a traditional hot rod build, of course.

Part skill and craftsmanship?  Ok, so the car is not done yet.  But, there’s plenty of work already done showing Larry’s attention to detail and well thought out passion.  Even though I’m calling this story Part 1, it’s really more like Part 5,924.   You see, Larry is and has been carefully and skillfully putting together this game plan.  Larry’s roadster is to be his version of the perfect traditional hot rod.  A hot rod that would have been right at home 50-60 years ago, using the hot rod parts of the day, the newest Hemi engine, with newer Ford 3 speed transmission, higher performing carbs, etc.  Larry dreams of cruising the streets of Davis County Utah, taking the grandkiddies for spins in the rumble seat or maybe letting his “2 Club” kids drive it? And of course, he’ll take it to Speed Week at the Bonneville Salt Flats.  As Chairman of the Save the Salt Committee, Larry takes a bunch of trips out to Bonneville to check the salt conditions and report back to other hot rodders. Around Speed Week and the World Finals, there’s alot of folks waiting to know, “Is the Salt OK? Is it wet? Does it look fast?”  It’s a pretty boring 2 hour drive out to the Salt, found  west of Salt Lake City, so this dream rod will make the trip all worthwhile.  Can I ride shotgun?! Ha Ha

The goal is clear, build a traditional 1940’s to 1950’s-era Model A street roadster.  The key ingredient to this soon to be road worthy hot rod is the 1955 Chrysler Hemi, which was actually used on the Volk Bros’ 1929 roadster land speed racing car (no records, but Dallas was running 220+ in the 2 1/4 when he felt it hiccup, so he hit the engine shut off switch, saving the block, but too late for the pistions).  According to its ID # and “W” cast into the side of the block (see the “W” in the pic?).  Larry tells me that its a 1955 ”Spitfire” 301 cu in Polyspherical Hemi engine used on the 1955 Chrysler Windsor.  It was Chrysler/Plymouth’s way to more economically take advantage of the Hemi engine design to compete with Ford and Chevy’s small V8’s, where before Chrysler had used its big displacement 6 cylinder.  The Poly engine used a single valve rocker and a valve angle that was more straight up and down.  Not quite the performance of the double rocker, full hemispherical engine, but great bottom to mid range torque, less weight, faster manufacturing and cheaper cost.  According to my research on allpar.com, the ‘55 301 cu in Poly Hemi was a one year engine.  In 1956, Chrysler went to a 331 cu in Poly Hemi.  But, of course, in traditional hot rodding fashion, the “Poly” heads got replaced with higher performing, newer design full Hemisperhical heads for Larry’s hot rod.  This Hemi screams traditional hot rodding more than any other engine!

At this stage of the build, Larry mocked up this sa-weet Hillborn Mechanical Fuel Injection setup.  When asked, Larry’d prefer to run 3 Stromberg 97′s atop this beauty since mechanical injectors are a bit finicky and it’s no fun to carry a primer bottle when running a street roadster like what Larry’s got in mind.

The body is of course steel made by Brookville Roadster.  Color will likely be some hue of black, either a satin or gloss finish, he’s not sure yet. He just knows it needs to be black, like a true hot rod should be.  Larry worked years ago doing body work and has a friend with a paint booth, so he’d like to do the body work himself.

The frame rails are vintage 1932 Ford steel.  The ‘32 crossmember is also from Ford and is a sought after gem cherished by traditional hot rodders.  The frame’s boxed for strength in the front section only to be able to harness the Hemi’s weight and tendency to wanna twist the rails.

Out back, you see the Halibrand ID # 178 quick change rear end (will likely run a 3.05 final drive ratio).  Larry said this rear end is another classic component that is probably worth upwards of $5,000 to other traditionalists in today’s market.  As you’d expect, Big Lar’ didn’t pay quite that much back in the day when he picked it up.

Wheels are Kelsey Hayes 16″ wires and tires will likely be early style dirt tracks, either Coker or Firestone.

Continuing with the project details; taillights are blue-dot 1950 Pontiac, the transmission is a 1939 Ford 3 speed manual, and brakes are also 1939 Ford, which would have been period correct for the 50’s.  It just wouldn’t be right to throw a 5 speed and disc brakes at this roadster.

This brings me to the final part, Inspiration:
I simply can’t imagine what it must be like to save and plan and collect parts for 30+ years.  Sure, some of that wait is by choice as Larry’s happily spent time and money raising his family and racing at Bonneville but, some of that wait is just part of this hobby we call hot rodding.  The bench-racing, planning, parts collection and eventually cruising the finished rod are all part of the fun.

Can’t wait to see this car progress to its final stages and cruise to the Salt and local car shows.  Future posts about this hot rod’s progress are coming. Count on it.  Thanks Larry and Dallas for sharing your passion.  See you on the Salt!

1 Painless Way to a Roadster Pickup

At SEMA, it’s easy to find a great car, they’re in almost every booth!  But like the 70 Chevelle with a Duramax diesel motor, it’s a the different and sometimes unique builds that really get my attention.  That’s what I found in this “Painless” Roadster Pickup.

This style of roadster pickup, also called a “Truckster” was penned by well known hot rod artist Thom Taylor back in August of 2007 for Rod and Custom Magazine. The concept  is simple, but you’re gonna get to know a sawzall and grinder real, REAL well to get it done. You take 50-70’s pickup, then chop up the cab and the bed until proportions of a hot rod. Easy for Thom to say!

I saw a Thom Taylor sketch in the pickup bed of this truck, so I’m sure he had a hand in the proportions, color and stance that make this truck one of my favorites from SEMA.

So what is it? It started as a 1978 Ford Pickup. Recognize it?  From there, the cab was narrowed 16 inches, then the top and A-pillars were chopped off and the remaining cab shortened 8 inches. The reassembled jigsaw puzzle and newly created “roadster” body was then channeled over the frame. The rest of the body includes a 1938 Dodge grille and believe it or not an MGB windshield with 4 inches cut off each side.

Up front you’ll find a mix of wholly (or is it Holy?) traditional 1952 Merc flathead topped by a pair of Stromberg 97 Carb-like fuel injection bodies complete with, of course, Painless Performance Products wiring. Clean, simple and brand new! The owner and Executive VP of Painless, Dennis Overholser, told me they barely had time to tune it before SEMA.

The tough stance is courtesy of 18 and 20 inch Dayton wire wheels. Straying from the traditional on the wheels like they did is a nice compliment to the fuel injection and adds to the, “What is that?” stares at the show. I guess those folks don’t read Rod and Custom?

On the inside, you immediately notice the perfectly weathered dark brown leather that’s straight from the actual “King Ranch” in Texas. Everyone’s heard of King Ranch from the Ford pickup option package, but this is more than just a name.  So now will rodders be on the look out for patina’d paint and leather? Interior is custom work by Eddie’s Rod Shop. The gauge is a one-off from Classic Instruments that features the name from 2007: “Truckster”

Finally, the shift knob is an old friend from Mad Magazine, Alfred E. Newman. Hand made by Bob Boudreaux, I believe it’s one of a kind.  Bob also gets credit for the PPG “Hot Wheels Orange” paint. (Click on any picture to see it full size)

SEMA brings out just about everyone in the car world, and if you’re Chairman of SEMA’s Hot Rod Industry Alliance (HRIA) then you probably know most people, like Dennis Overholser of Painless. Follow closely because another Dennis,  Dennis Gage from the show “My Classic Car” dropped by and I snapped a picture of the Dennis pair test fitting the Truckster.

So there you have it, 1 Painless way to make your own roadster pickup. Will we see more?

Special thanks to Optima Batteries for the trip to SEMA.

Ford ZETEC Powered 1929 Lakes Modified Roadster

Thanks to Speedhunters.com for this beautiful shot of Rex’s amazing Lakes Modified roadster at Speedweek 2009. 

If you had the engineering and fabrication skills of Rex Schimmer, how would you build a Model A roadster?  If (or when) I build a roadster, it could look much like this 1929 Lakes Modified Ford roadster!  Rex is actually a MyRideisMe.com member.  You can see his MyRideisMe Garage and make his ride one of your favorites and put him in your “crew” like I did.

Rex’s roadster is unmistakeably a traditional style Lakes Modified build, but it is also very unique and one of a kind.  Read on to find out exactly what went into this 7 year project, which culminated in the ultimate drivable roadster you see here. 
Rex: How did I get into cars?
Been a car guy since I was 11 or 12. I started reading the “small” magazines, Rod and Custom, Car Craft, etc. around 1955 and bought my first car, 1953 Ford Victoria hardtop in 1958. I dropped it using dropped spindles, cut coils and a de-arched spring, removed the hood and trunk chrome, frenched the head lights and painted it bright red. Got involved in drag racing with some friends and belonged to the local hot rod club. Since that time I have always been involved in cars some way. I worked for several racing teams in the late 70s early 80s. I was at Indy in 1983 with Interscope Racing, Danny Ongais.

Rex: Why did I choose the Ford ZETEC 4 cylinder engine?

I picked the ZETEC because you could get a nice manifold for injection from the SCREAM people and I wanted to run Hilborn injection. The motor is stock internally, I thought real hard about doing some cams but I have found that what you really want, if you drive them, is mid range torque and a set of cams would give me more hps above 4500 but not help the mid range. I am planning to do a couple of things to try to fatten the mid range, change the inlet ram tubes, add some adjustable cam pulleys and mess with them,  but I am also considering a small blower at 5-7 lbs of boost. Talked to Jerry Magnuson at Bonneville and he said he had some small blowers that could work. I think that I could mount it on the right side of the engine if I moved a couple of things. I think that the DURATEC that is in the later Focus is a better engine mainly because of the 17% displacement increase plus they are lighter and you can use the Ford pickup gear box. If I did it again I would really think about a Nissan 2.4 motor as my son has one in his Datsun 510 and it goes like stink!! My motor is from a 2000 Escort ZX2

Rex: Why did I build this kind of car?
I built this type of car because I think it is an example of a type of car that was popular in the 30s and 40s but of course with a modern approach by using many modern parts, electronic fuel injection, disc brakes etc. I feel that my car is a “traditional” hot rod and by that I define traditional by being a car that is not your standard “belly button” car and it was build completely by myself, no high dollar shops or help, minamal purchased “bolt on’ parts and I think this makes it unique.

Rex: Is this my first roadster?
No, I had a full fendered 1928 roadster back around 1968. It had a 400 inch Olds, C&O hydro, Olds rear end and it went like hell but was pretty scary going fast. Then, I got stuck on dirt bikes in the 70s and sold the ‘28 to buy a new Husky 400 to race.

Rex: What was the inspiration for building my car the way I did?
I have a wall covered with sketches that I have done for different kinds of rods that I have thought about building, (none of them are ’32’s!) I started envisioning my ‘29 probably in the late 1990’s and refined it as I kept thinking about it. I liked the look and I was determined to be different, like using a 4 cylinder of some sort, have it sit low, and have it involve a fair amount of fabrication, becasue that is what I like to do. In 2000 I had a small health scare and while sitting in my bedroom during the recovery I was thinking that if I am going to build a hot rod I had better get started! So I started buying some of the things that I knew I would need;  frame rails, body panels, sheets of aluminum, lengths of tubing, etc. Once I was active again I got started, and it took me 7 years to build.

Rex: What does my car say about me?
Hard question! I like low cars, always have. I want my car to be different, which I think it is. My approach to building my car shows my engineering and fabrication background. One of the things that I like is that when I park my car, it is usually surrounded by “old farts” like myself, and they are looking at the details that I have done on my car and appreciating the engineering and fabrication that I have put into it. That is probably one of the reasons that I doubt I will ever really completely paint my car. Once you add paint then people start looking at the paint and not the car. Another reason is that I am a terrible painter!!

Rex’s Spec Sheet

Car is a 1929 Ford Model A roadster pickup, lakes modified.  All body panels are Brookville skins that I modifed to fit my vision of my car.

Body mods:

Doors are now flush fitting and have been lengthened 1 inch

Grille shell narrowed 5 inches

Cowl narrowed 3 inches

Rear qtarter panels have been lengthened 6 inches at the top and 2 inches at the bottom

Hood is three pieces of aluminum with louvers

Gas tank is aluminum, holds approximately 14 gallons

Paint: Red primer

Chassis:

1932 frame rails, shortened, flattened and pinched approx 6 inches

Frame has fabricated K-member to support transmission

Rear cross member mounts a Model T spring in a suicide mount

Front axle is a Super Bell Model A with a 4 inch drop.

Front spring is a Speedway Roadster spring mounted to modified 1946 Ford split wishbones

Speedway tube shocks all around

Engine and drive train:

Engine is 2000 Ford Zetec, two liter (2.0L), DOHC, four valve 4 cylinder

Hilborn 2 inch Injection with 30 lb/hr electronic injectors

ECU is a Pantera Model 882C

50 amp alternator

Header fabricated by me

Radiator is aluminum I fabricated to fit the grille shell

Transmission is a BorgWarner T5 from a Ford Turbo Coupe Thunderbird

Clutch is a stock pressure plate with a CenterForce disc

Engine to trans adapter is from Quad Four Rods in Denver, CO

Rear end is an early mag Hildebrand V-8 quick change with a 4:11 ring and pinion (present gear ratio is 4.86:1)

Rear end side bells are from a 1937 Ford pickup, modified to take Coleman Brothers Racing full floating hubs and axles

Wheels and Tires:

Wheels are from Chris at Wheelsmith Wheels, Santa Ana, CA

Fronts are 4.5 x 15 spokes / Rears are 8 x 18 spokes

Wheels are finished in cherry red powdercoat with a clear powdercoat over the base color

Tires: Front 5.00 x 15 Coker Firestone ribbed dirt tires / Rear, 8.20 x18 Coker Firestone dirt tires

Interior:

All aluminum panels with a pair of “bomber” aluminum seats.

I did all of the fabrication and modification, wiring, etc. in my home shop.

Rex: Car first ran in May of 2008.  First trip was to the L.A. Roadsters Show on Fathers Day last year. I have approx 5-6000 miles on it right now.

Wow!  I dig so many bits of this ride.  I love the engine choice.  I mean, come on, Ford Focus 4 cylinder?  Just imagine the mpg on this baby!  The bare aluminum panels and interior, they look perfect.  That Hilborn Injection poking out of the louvered cowl means business.  The rear luggage rack, so functional, yet doesn’t take away from the traditional look.  Like I said up front, this roadster is just so right in everyway.  Congrats Rex and an inspirational hot rod.  Rex, hopefully you manage to turn one of your other “sketches” into a stunning hot rod as you did this ‘29 Ford.

Hechtspeed

Bonneville Bound – My Traveling Buddy’s go 250mph!

Traveling along sucks. That’s why I’m glad to have a traveling buddy for the long drive from Phoenix to Wendover, Utah for Speedweek on the Bonneville Satlt Flats.  I’m towing my 1927 roadster, so I can’t drive that fast so I fit right in with my 250mph partners on the road, “Bonnieville Bob” and his son Rocky.

Their B/GMR modified roadster is a stretched 1927 roadster that’s been as fast as 251 mph at Bonneville and that’s just 4 mph off the record.

Much more to come on these guys since I’ll be shooting lots of pictures of all the race cars and picking Bob and Rocky’s speed-brain for all they’re worth!

Look for us on the salt!  And if you know Bob, say hi right here by leaving a comment.

Lady’s Choice – 1927 Touring Roadster from GNRS

When you compete for the biggest roadster prize there is, America’s Most Beautiful Roadster (the AMBR as it’s called) you’ve already won. When you’re the second woman in the Grand National Roadster Show’s 60 year history to compete, there’s got to be a story brewing for MyRideisMe.com.

I first noticed Kim Vranas’ 1927 Ford Touring Roadster resting quietly, not 30 feet away from the eventual AMBR winner  named “Hot Rod Special” built at Willet Specials. Owning a 1927 roadster myself, that is in fact a cut version of the very same Model T touring body Kim chose. Trouble is, two people barely fit in my “lakes style” modified roadster. That’s why, this uncut touring was easily one of my favorites at the show. It could be a “Family Hot Rod”!

Following the GNRS, the roadster took a short ride into Los Angeles to accept an invitation of the Peterson Automotive Museum.  The So-Cal show in Pomona, CA marked the “outside” debut of Kim’s hot rod with her husband Chuck getting the chance to pour in some 108 octane and blue the finely chromed headers.  Chuck’s a hot rod journalist and photographer so we had alot to talk about besides the car.

Right outta the gate, Chuck pointed out, “This is Kim’s car.” After talking for a while, I started to understand what that meant.

Kim envisioned a hot rod that held true to the late 40’s post-war style. Style, as you can see was a key element to the car’s design. Kim studied every detail to make sure they all fit the image she had. This car, as Chuck said was, “A study in design.” It shows in this 8 year build.

The ‘27 Touring body, once a clown’s car in the circus was found dusty, but not cancerous in the loft above an old hot rod shop. Body on hand, the style evolved piece by vintage piece. The E&J headlights lead back to the custom rolled firewall and Schroeder steering covered by a handmade, polished blister. Each part was hand selected to fit the era, vision and design in Kim’s head.

Kim deviated only once from the 40’s build theme in choosing  the rare 1964 Super Wildcat 425ci Buick Nailhead V-8 (with factory dual quad’s, of course) to power her hot rod touring.  A matching Muncie M20 tranny, along with the nailhead, was a Christmas gift from husband Chuck… 10 years before the build began! I wonder what was in her stocking?

Nailheads are cool, but Kim choice more importantly fit the grand design. She skipped the often done Hemi or easily chosen flathead because the Nailhead would, “look right, not too tall or wide, not cartoon-like.” Chuck remembered. The detail and blinding shine of the old Buick mill clearly showed the AMBR heritage thanks.

Kim’s vision, unchanged by the build years and aided by several trusted friends and craftsmen, stood proud wearing Planet Color’s Root Beer Brown metallic paint with Larry Hook pinstriping as what Chuck called, “The least expensive car in the most expensive neighborhood.” That neighborhood is the “Granddaddy of them all” the Grand National Roadster Show.

Chuck insisted on a few “thank you’s” to the folks who helped make Kim’s vision come true:

• Steve Pierce of One-Off Technologies did the final fabrication, assembly, and interior.
• Eli English did the paint, bodywork, and initial assembly
• Reid’s Automotive built the engine
• Xtreme Restorations helped dial in the final car and give it that gleaming shine for the show.

As I saw Chuck drive away from So-Cal, high-test burning, the Voodoo Doll 27 touring was where it belonged, on the street.  An 8 year build, a premier indoor show and a museum stint behind them, it was time to stretch the legs. Chucks smile said, “I got it made!” but I bet Kim grabs the keys first chance she gets.

Thanks for a great car and insight into the build. I gotta ask, what’s next? Kim, are you available for a consult?

Small Town USA Car Shows: The Future of Hotrodding

 

 

The Bountiful, Utah “Coats For Kids” Car Show was just another example of small town USA and the car nuts that make up this great hobby/pastime. 

Personally, I think its crucial that towns big and small keep hotrodding alive and passing the automotive genes onto the next generation by supporting and putting on car shows and cruise-ins like this one in downtown Bountiful, Utah. 

 

 

 

 

Looking over these pictures again, I thought about how events like this create a sense of community and make family memories for years to come.  Nothing more american, or human, than a good car show with your friends and family. 

 

Here are some of my favorite pictures I took while hanging with my family.  How else can you teach your kid to hang his arm out the window like a true hotrodder than by owning a ‘32 roadster?  How else will he know what a 4bbl carbed big block V8 sounds like unless he can stand next to it and feel the ground shake! 

Shoot me an email at hechtspeed@myrideisme.com and I’ll post up your “small town USA” car show pics and info.  Let’s keep this hobby alive and growing.  My sons should be restoring a 2005 Mustang GT or a 2008 Challenger in about 25 years as long as I keep taking them to car shows and working on project cars in the garage with them right?!  Right! 

When is the next car show?!

Hechtspeed

Volk Bros’ 1929 Salt Flats Record Roadster

If you found this story at MyRideisMe.com, you already know that Bonneville International Speedway and Salt Flats Land Speed Racing have quite a history. That history is filled with amazing pioneers in hot rodding, racing, and humans just plain going fast! The previous story from the Salt Flat Racing category: Salt Flats Car Show, the Bonneville Salt Flats are seriously the mecca for hot rodders and custom car nuts. This 1929 roadster typifies; race car and family history of Salt Flat and Land Speed Racing you’re sure to find with every trip to the Salt.

The owner Larry Volk, together with his family of Land Speed Racers have their own Salt Flats racing history. The Volk Family was kind enough to loan me their racing scrapbook full of newspaper clippings and photos so I could scan a few to share that rich history here at MyRideisMe.com. The recent pics you see were snapped this last Saturday at a church parking lot of all places. Hey, it is Utah you know. :) Larry Volk is the current President of the 200 MPH Club. Not only is he the President, but he’s also a member. Ha ha! And so are his 2 sons Dallas and Patrick and yes, even his daughter, Allison (aka “Hollywood”).

We asked Dallas to fill us in on the Volk Bros’ racing history and while doing so, found out some nifty info about not only the car and the Volk Bros’ racing team, but Land Speed Racing. Let’s get to it shall we then?

MyRideisMe: How did your dad get into Salt Flat Racing?
Dallas Volk: Dad drag raced and helped with some sprint cars in the late 50’s and early 60’s. He and one of his buddies Dave Skidmore decided they wanted to try the Salt Flats thing and built a ‘32 highboy roadster. They ran out at the Salt with that car for a few years reaching speeds in the 180 MPH range. This car’s been in the family for 30 years.

Tell us about the racing history of #59.
Dallas Volk: In the late 60’s Dad built the first #59, a modified 1927 T roadster (modified roadsters can run a custom built aerodynamic nose and can have a belly pan under the entire car). He ran that car for about a decade setting a record in 1975 at 207 MPH for E/MR. The record was set using a 240 cid Dodge, injected, with about 80% nitro in the tank. This record made him the first Utah’n in the Bonneville 200 MPH club (to gain entrance into the Bonneville 200 MPH club you have to break an existing record over 200 MPH by averaging 2 consecutive runs over the record), and the record stood for over 20 years. That car set one other record for C/MR with a 354 cid injected Chrysler Hemi at 239 MPH.

In 1978 dad sold the modified so we could build the second #59, a highboy roadster which is a more conventional looking car using the stock grill shell, be a certain height, and can only use a step pan in the drivers compartment, everything else has to be open. We built the car from scratch using a tube frame and a fiberglass 1929 Ford model A body. The car first saw the Salt in 1979 and we are still running it today. The car has set several records. F/FR at 167mph, C/BGR at 219mph, A/FR at 234mph and A/GR at 236mph.

MyRideisMe: You mentioned it has sort of become a “test pilot training” car…How many drivers have gone 200 mph in this car?

Dallas Volk: During the 30 years the car has been competing on the Salt Flats there have been around 40 people (that’s more than new driver per year) that have driven the car, around 25 of those have been over 200 MPH. We let people that have helped us over the years take a few passes in it just to get the feel. Sometimes we can’t afford to put a motor together so someone will step up with a motor of theirs and try to set a record. There’s also a friend of ours with a streamliner running over 370 MPH. They have different people driving the car and they’ll sometimes do their licensing passes up to 250 MPH in our car because it is difficult and more expensive to make lower speed passes in the ‘liner. We’ve had several people run over 300 MPH and even 400 MPH tell us that it takes more driving skill to run over 200 MPH in the roadster than it does to run over 300 MPH in a streamliner. I believe the equation would be: High HP + short wheelbase + brick like aero package = Big pucker factor to the tenth power.

MyRideisMe: What engine/drivetrain setups has it had?
Dallas Volk: This car has run blown and injected fuel Hemi’s 300, 354 and 392 cid, blown fuel and gas small block Chevy’s 305 cid, making 1100 HP (responsible for the fastest speed the car has ever achieved 252 mph) and a 350 cid that set the C/BGR record at 219 mph. For transmissions we’ve run a turbo 350 and 400, a T10, an air shifted Lenco (really cool, just push the button and hold on) and we’re currently running a Muncie 4 speed. For a rear end we run a 9″ Ford with 2.76 or 2.50 gear, depending on if we have enough HP to pull the 2.50.

MyRideisMe: What’s the fastest its gone before?
Dallas Volk: 252 mph on a 242 record but we kicked a rod through the oilpan and that kept us from making a return run for the record.

MyRideisMe: So, you’re in the 200 MPH Club, what is it like to do 200mph+ 1929 roadster?
Dallas Volk: Driving on the Salt is like driving on concrete with a fine layer of sand over the top of it. You have to really ease into the throttle and lay off when the tires break loose. Controlling the car at 200+ mph overtakes all your senses. It seems like you are holding your breath for 5 miles. All steering adjustments are very minute. As I try to look about 1/4 mile down the track and make my adjustments to hit that spot. I find myself talking to the car, you know like “come on baby lets move right just a little” or “ease back this way for me”. The worst thing you can do is over correct or get the back of the car oscillating left and right. That’s when cars go around and it happens fast. Unlike any other kind of racing there is nothing to stop you when the car tumbles. I was at the scene of a crash that happened at 360 MPH. We found the cockpit of the car 1 3/4 miles from the initial impact. The guy escaped with massive bruising and a broken toe.

MyRideisMe: Have you had any hairy moments on Salt yourself?
Dallas Volk: Yes, quite a few! The one that stands out the most happened while running about 225 mph. The clutch pack from the turbo 350 trans we were running grenaded and blew the trans casing into about ten thousand pieces. When it happened it lifted the whole car about 6 inches in the air, putting hundreds of holes in the body, frame, step pan, computer, and my foot. I wanted out of that run so bad I unhooked the harness and was driving about 125 mph sitting on top of the roll cage, steering with my feet. It was also the first event my soon-to-be wife attended and when she pulled up riding in the push truck all she saw was me sitting in the ambulance and a trail of red transmission fluid on the white salt which she naturally assumed was blood. :) It took a while to convince her I was sane enough to be a good husband after that.

MyRideisMe: Glad you made it back safely and that your wife stuck with you after that. :) So, why do you go back year after year? Do they put something in the Salt?
Dallas Volk: The Salt Flats is the last of the true amateur racing venues. No bigtime sponsors, most folks built their car in their garage on a limited budget. The people that race out there are the greatest, they take the time to talk to the spectators, they’ll loan parts to people they’re competing against and will help in any way they can. You won’t find that in any of the big money auto sports like NHRA or NASCAR. Also it is a family affair and the one time of the year the whole family will get together. A family that races together stays together.

MyRideisMe: What is it that brings people from around the world to the “white stuff”?
Dallas Volk: If you’re a true gearhead it’s the Mecca of Speed. It’s the birthplace of hotrodding. Where else can you go and see a classic roadster or coupe, an open motorcycle, or even an Opel go over 200 MPH? Then wait a few minutes an see a WWII P-38 belly tank with wheels, a streamlined motorcycle go over 300 MPH, then wait a few minutes and watch a home-built streamliner do over 400 MPH. When you go out there your standing on the same ground where Mickey Thompson, Craig Breedlove, Gary Gabelich, Art Arfons, Malcolm Campbell, Ab Jenkins and many others made history. The bigger question for me is what’s keeping people from coming to the “white stuff”?

MyRideisMe: Anything else you we should know?

Dallas Volk: Myself, my brother, and my sister are all in the Bonneville 200 MPH club. And just for reference more people have climbed Mt. Everest than have achieved membership into this club.

Well, there you have it rodders! The Volk Bros #59 roadster and race team/family. When (not “if”) you make it out to the Salt Flats this year, stop by the 200 MPH Club booth/#59 pits and say hello. Be careful though, you may be given a wrench to help out or even the drivers suit. Where do I sign up? See you out on the “white stuff”! I know MyRideisMe.com will be there this year for Speed Week 2009!

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A Little Horton Hot Rod History

I came across these scans tonight and thought it would be fun to post them, just for you to see some of what the family’s been up to for the past 30+ years.

One of “the twins”, a pair of trick hiboy roadsters built in the 80’s by Paul Horton and Lloyd Stewart. This ‘32 is still seen at Louisville.

Paul & Dorothy Horton with me in the ‘29 in the mid 80’s.

The same ‘29 on hand formed 2×4 rails matching the contour of the body. This car had an unfortunate end in a cemetery after being T-boned during a poker run. You can call it luck if you must, but for some reason my brother and I (who ALWAYS rode in the rumble seat) asked to ride in a ‘46 sedan with friends. After the accident, the battery (strapped down in the floor of the rumble seat) was found way down the road. I don’t call it luck.

A ‘23 T Bucket that kind of started the whole parts business. This car was built in a Montreal garage by Paul and Dorothy Horton. There are tonnes of trick parts on this car!

The current (well, it hasn’t been on the road in three years) ‘40 Sedan is the car I remember traveling to events in as a kid. With over 90 000 miles, we made quite a few!

The 1935 Chev built between the cherry tree and the apple tree in Paul Horton’s parents back yard.

My brother and I before we were made redundant by pin-ups ;)  I’m the cute blond making the bird face.