NHRA Record Holding Bass Player

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Talented Bassist Gene Schwartz hangs up his guitar for a weekend of racing at the Auto Club Famoso Raceway, Oct. 16-18

BAKERSFIELD, CA – Gene Schwartz is a former NHRA record holder in his 1952 Chevy, but underneath his racing suit Gene can’t stop singing the blues. That’s because his “day job” is as a bass player. For over 30 years, Gene played bass for legendary blues guitarist Robert Lockwood Jr. When not jamming on his bass guitar, Gene has managed to build his skills as a champion racecar driver setting National records in the 60s to present day.

The Euclid, OH resident has made the annual trip to the National Hot Rod Reunion in Bowling Green, Kentucky on numerous occasions, but has yet to visit McFarland, CA for the California Hot Rod Reunion. Fans of both Gene’s music and his racing raised money to surprise him with an all-expense-paid trip to the California Reunion this October. Gene was surprised, thrilled and eager to join fans and friends at the Reunion.

Gene’s car will be a sure crowd pleaser. His ’52 Chevy racecar is one of the few nostalgic gassers that uses a “stick shift” and uses his patented 9000 rpm for a thrilling starting line launch. Now, he’ll be rocking and rolling down the strip in his Chevy, an exact duplicate of the car he ran in the 60s. Don’t miss this talented racer, also considered “the best white guitar player in America” according to Lockwood.

– More information about the California Hot Rod Reunion –

Information, including a full activities schedule, entry forms and tickets, is available through the Wally Parks NHRA Motorsports Museum at http://museum.nhra.com or by calling the Reunion Info Number at 909.622.8562. Requests can be emailed to themuseum@nhra.com.

Proceeds of the California Hot Rod Reunion benefit the Wally Parks NHRA Motorsports Museum, presented by Auto Club of Southern California.

Nostalgia Drags “Top 5″ at NHRA Museum’s CHRR

Start getting excited NOW! Mark your calendars for October 16-18 in Bakersfield California for the best of Nostalgia drag racing at the California Hot Rod Reunion. It’s a “Reunion” because is more than just a huge gathering of vintage styled racers and the real-deal, too valuable and historic to actually race diggers… it’s a social gathering of friends and competitors from all over, but certainly the hot rod-packed southern California scene where the 1320-craze started.  The Reunion includes 3 days of nostalgia drag racing, a car show of hot rods, a growing swap meet and manufacturers midway and a gathering of drag racing legends from years gone by.

If you can make it to only 1 drag race, make this one. (pssss… bring your camera!)

Press release from the Wally Parks NHRA Motorsports Museum

Top 5 Things to See at the 18^th Annual California Hot Rod Reunion, presented by Automobile Club of Southern California

Auto Club Famoso Hosts Vintage Drag Race Event, Oct. 16-18

BAKERSFIELD, CA (Sept. 1, 2009) – The cackling noise a vintage dragster makes when fired up. Rubbing elbows with legendary racers. These are a few of our favorite things to see and do at the 18^th Annual California Hot Rod Reunion, presented by Automobile Club of Southern California.

Make sure to add these things to your bucket list, to do list or whatever list when at the Reunion scheduled for the weekend of Oct 16-18 at Auto Club Raceway Famoso–more commonly known as Bakersfield. High on anybody’s list, the Reunion is a great weekend of vintage drag racing, the finals of the NHRA Heritage Series and a cool time for all the family.

1. Justice Bros. Car Care Products Spotlight Award: This year the Spotlight highlights the team of Stone, Woods & Cook, voted the Favorite Race Car ever in an NHRA.com poll. On display will be both the first and last cars: Swindler II and Swindler A, from this iconic race team.

2. The Grove: Is always the place to check out cool stuff from the hundreds of rods and customs that gather there to the special static displays. This year museum friend John Stein will bring a display of vintage drag bikes including Pat Miller’s triple-engined Yamaha–one of only a hand full (pun intended) of triple-engined drag bikes. It had three, three cylinder Yamaha TR2 350 road racing motors. And ya gotta hear it!

3. Honoree Reception: The Reunion is all about the people and it’s as much our pleasure to honor the honorees as it is theirs to be honored. On Friday night, we throw one heck of a free party for all comers to take time to recognize those in the sport who have made a difference. Join us at the DoubleTree Hotel at 7:00 pm and say hello to Grand Marshall Jess “Mr. Pontiac” Tyree and honorees: Danny Broussard, Don Moody, Steve Reyes, “Jet Car” Bob Smith and Walt Stevens.

4. Cacklefest: Coined by our curator Greg Sharp, the word cacklefest, describing the cackling noise a Top Fuel motor makes on nitro, has now entered the vocabulary and nowhere is the word more expressed that an the Hot Rod Reunions. Saturday, as the sun goes down is the time to see dozens of vintage, front-motored race cars push started and fired up just like they used to be in the day. It’s a sight and sound guaranteed to bring tears to your eyes as nitro fills the sky.

This is what the Cacklefest looks like:

5. Renegade Vintage Dragster Display: You may have seen the Renegade/Wally Parks NHRA Motorsports Museum vintage dragster display at several NHRA National events and at Beech Bend.  The vehicles change for each venue so be sure to visit the trailer which also contains vintage drag racing images from the museum’s archives. For more information about Renegade trailers go to: www.kibbi.com

Just a few more pics to get you excited! (Click any picture to see it full size)

More information you’ll need:
The 18^th annual California Hot Rod Reunion, presented by the Automobile Club of Southern California, Oct. 16-18 at Auto Club Famoso Raceway in Bakersfield, Calif., is a 3-day festival of speed, hot rods and American automotive enthusiasm.  It’s also the season finale of the NHRA’s Hot Rod Heritage nostalgia drag racing series.

Produced by the Wally Parks NHRA Motorsports Museum, presented by the Automobile Club of Southern California, and located in Pomona, Calif., the Reunion is part of the museum’s “living history” philosophy, which works to bring to life the sights, sounds and people who made history in the early days of drag racing, land speed racing and the golden age of American car culture.

Unique among motorsports events, the Reunion honors some of the top names in hot rodding from the past and features a fabulous array of cool drag cars, street rods and customs of the historic and present-day hot rod eras.

Those purchasing their credentials at least three weeks before the event receive significant added value including a “goodie” bag, Reunion program, commemorative dash plaque and a colorful and collectible plastic souvenir credential.  Three-day credentials ($55 each) are available by calling 800/884-NHRA (6472) or online at http://store.nhra.com.  Auto Club members receive a $5 discount off Adult credential prices (limit of 4 credentials).

Daily general admission tickets/pit passes will be available at Auto Club Famoso Raceway gate, (www.famosoraceway.com). Cost per person: Friday, $20; Saturday, $20; Sunday, $15.  Children 15 and under are free when accompanied by an adult. Auto Club discount is also available at the gate.

The Reunion features a wide variety of activities and events, including:

• NHRA vintage drag racing, featuring some the sport’s most famous and historic cars and drivers, racing in such classes at Nostalgia Top Fuel, Funny Car, Fuel Altereds, Supercharged Gassers, Classic Super Stock, Hot Rods and others. It’s the grand finale of the NHRA’s Hot Rod Heritage Series.
• Hundreds of gleaming pre-1972 hot rods, street rods, custom cars, rat rods, classics and muscle cars.  “Memory Lane” will have a display of nostalgic race cars. The Justice Bros. Spotlight Award will fall on the team of the Stone, Woods & Cook.
• California Hot Rod Reunion Reception, held at the DoubleTree Hotel in Bakersfield, Fri., Oct. 16, from 7 p.m.- 10 p.m. Open to everyone at no charge, it’s a tribute to Reunion Honorees including Grand Marshal Jess Tyree. The reception offers a chance for fans to meet some of drag racing’s heroes.
• Cacklefest on Saturday evening, where nitro-burning historic, front-engine top-fuel dragsters and other classic race cars are push started just like in the “old days.”
• The Swap meet and Reunion Midway filled with hot rod and automotive related vendors. Something for everyone!

Information, including a full activities schedule, entry forms and tickets, is available through the Wally Parks NHRA Motorsports Museum at http://museum.nhra.com or by calling the Reunion Info Number at 909.622.8562.   Requests can be emailed to themuseum@nhra.com.

Proceeds of the California Hot Rod Reunion benefit the Wally Parks NHRA Motorsports Museum, presented by Auto Club of Southern California. Founded in 1998 and named for the founder of the National Hot Rod Association, the Parks Museum, presented by Automobile Club of Southern California houses the very roots of hot rodding. Scores of famous vehicles spanning American motorsports history are on display, including winning cars representing 50 years of drag racing, dry lakes and salt-flat racers, oval track challengers and exhibits describing their colorful backgrounds.

The Wally Parks NHRA Motorsports Museum is open Wednesday through Sunday, 10 a.m. to 5 p.m., PST. Current NHRA members are admitted free and Auto Club members enjoy a $2 discount. Admission for non-members is $7 for adults, $5 for seniors 60 and older, $5 for juniors six through 15, and free for children under the age of five. The Museum is also available for special group tours. The Wally Parks NHRA Motorsports Museum is located at Fairplex Gate 1, 1101 W. McKinley Ave. in Pomona. For further information on special exhibits, museum events or directions, call 909/622-2133 or visit http://museum.nhra.com.

King Richard’s Drag Race days…

Story Submitted by John C. Hill or MoparMagic

Virtually everyone who has an interest in automobiles knows who Richard Petty is. “The King” is considered the very best NASCAR driver fomr the early era, about the early 60s through the late 70s. Richard went on to win hundreds of NASCAR races, and multiple NASCAR Championships until his retirement from active driving in the early 90s. But, did you know for a very brief period in the mid-60’s, King Richard was a drag racer?

It’s true, and not only was he a drag racer, but Petty Enterprises created and built one of the earliest “F/X” cars, which could arguably be considered the first Hemi powered funny car. It’s also quite possible that without this particular car, the Chrysler 426 Hemi as we know it may have been eliminated from production in early 1965, never to be produced again! If this doesn’t peak your interest, nothing will! So read on about “43 jr” and find out how a Plymouth Barracuda with Richard Petty at the wheel, saved the 426 Hemi from extinction.

On February 23, 1964 the Chrysler 426 Hemi made its first appearance at the Daytona 500. The engine was light years ahead of the rest in terms of technological advancement, and the Mopars finished 1st, 2nd, and 3rd with Richard Petty winning the race. By this time, Chevrolet had already opted out of NASCAR racing. Ford on the other hand was upset that the overhead cam 427 engine was rejected by Bill France since absolutely no street cars with this engine were sold.

After the Daytona race, Ford lobbied France heavily to outlaw the Hemi as well. Since Bill France was “NASCAR” and it was essentially a monopoly, what he ruled was law. Perhaps his motivation was to even out the field and get Chevy back into racing. Whatever the motive, NASCAR decided to outlaw the 426 Hemi on October 19, 1964. By that time, Richard had accumulated enough points behind the wheel of his Hemi powered Plymouth to win his first NASCAR Championship. Petty Enterprises of Randleman, North Carolina had been in the Plymouth camp for several years. Plymouth had decided to stick with the Pettys and go up against Bill France. They told NASCAR that they didn’t need them and decided to make a very public move into drag racing!

On October 6, 1964, the Pettys had a Plymouth Barracuda in their build shop. The car had a slight engine setback, a fabricated firewall and a large fabricated trans tunnel. As can be imagined, shoehorning a huge 426 Hemi with a big 727 Torqueflite into the little A-body Barracuda was an engineering challenge! The car used an 8 3/4 rear end rather than the small and weaker 7 1/4 that came in the Barracuda. To lighten up the car, the Pettys installed fiberglass fenders, hood and trunk lid. They cut away all of the inner front fenders, and strengthened it with added steel tubing above the stock frame. This tubing ran from the front wheel area back along the underbody to over the rear wheels. The seat was fiberglass set back because Richard Petty was rather tall. Finally, a large “loop type” roll bar with one single brace running back to the rear floor was added for safety. The car must have been ridiculously light, in my estimation, probably about 2,500 or 2,600 pounds. The safety features were probably OK for the mid-60s but a car like this would never pass an NHRA inspection today.

The car was finished and on the tracks by November of 1964. A sign on the front of the car read, “NASCAR, If you can’t outrun ‘em, outlaw ‘em.” On the doors, the Pettys painted “Outlawed” and “43 jr” was painted on the rear quarter panels. I have seen old movie footage of some of the earliest passes at Piedmont Dragstrip in North Carolina. This track is a story in itself! It used to be a section of highway, but when a new road was built, the highway became a dragstrip. Oddly enough, the “lanes” were barely a car width wide, and there was a big grass median strip running down the center of the entire “track”!

On November 22, 1964 Richard “match raced” against Ronnie Sox who at that time was driving a 1965 Comet with a big block Ford engine in F/X form. Ronnie beat Richard on several passes, probably due to his greater drag racing experience at the time. A rematch was held at Piedmont on December 13, 1964 and this time Richard was able to post some wins against Ronnie. By January 4, 1965 Ronnie Sox had switched to a now severely altered wheelbase Plymouth sporting a Hemi. Richard match raced him with “43jr” once again splitting round wins with Ronnie.

The experience gained match racing Ronnie Sox in 1964 gave the Pettys the confidence to hit the national level scene. “Outlawed 43 jr” was hauled across country to the AHRA drag race at Bee Line in Arizona for the January 29 – 31, 1965 race. A special class was created for home-built one of a kind cars called “Super/Stock Experimental” or S/SX. Richard’s Barracuda ran a 10.38 to win the class against a 427 Chevy II. At the same race, Ronnie Sox was running a 10.78 with his altered wheelbase B-body Plymouth, so Richard’s Barracuda was actually quicker at the time. Meanwhile, attendance was dropping off sharply for the all Ford NASCAR events. Bill France was forced to concede, and the Chrysler 426 Hemi engine was reinstated to NASCAR competition in late 1965.

But back in early 1965, “43 jr” was being booked at drag strips across the nation doing “exhibition” class racing where most of the exposure and money could be found. Unfortunately, all was not perfect with “43 jr”. A match race against Arnie Beswick at Southeastern Dragway in Dallas, Georgia on February 28, 1965 ended in tragedy. A piece of the front suspension on “43 jr” malfunctioned causing the car to go out of control into the crowd of spectators. Several of the spectators were injured, including an 8 year old boy that was killed.

The car was totaled and put in the junk pile behind the garage at Petty Enterprises. The Petty family was understandably upset, but undeterred, they build another Barracuda to continue drag racing. This particular Barracuda was a step up from the old “43 jr”. The word “Outlawed” was removed and a large white “43 jr” was the only graphics on the side doors. The Hemi carbs eventually gave way to Hilborne fuel injector stacks, and the Barracuda really picked up in performance. This car had a slightly altered wheelbase.

Petty ran the car at the NHRA Spring Nationals June 6, 1965. But, by June of 1965 Bill France had begun working on rules to allow the big 426 Hemi back into NASCAR racing. The Pettys and Chrysler/Plymouth had won the war of nerves! The 426 Hemi was soon to be in full production for six more years, and used in NASCAR sanctioned racing for several more years after that. Richard soon gave up drag racing the stout little “43 jr” and the Pettys began preparing for the 1966 NASCAR season with a Hemi Powered Plymouth.

The moral of the story is what would have happened if the “43 jr” Barracuda F/X drag race car had never been built? The 426 Hemi had been engineered to race in NASCAR competition. If the Hemi could not be used in NASCAR would Chrysler have continued to develop and build it, probably not. But, since NASCAR required engines to be build and produced in publicly sold vehicles, the “Street Hemi” was produced, and the rest is history!

In addition, the little F/X Barracuda probably opened the doors (and eyes) for many drag racers. Light weight cars, with big Hemi motors were unbelievably fast and quick. Soon after “43 jr” an entire class of A/FX cars were born, soon to be morphed into the NHRA class known as “Funny Car”. And to this day, virtually every Top Fuel and Funny Car team run an aftermarket aluminum version if the fabled 426 Hemi, thanks in part to the Petty’s and the little S/XS car known as “43 jr”.

Final Thoughts: I have been so inspired by “43 jr” and the Barracuda A/FX cars of Sox and Martin that I went out and bought a 1965 Barracuda myself. I’ve been a drag racer since 1983 and continue to race today at Firebird Raceway in Phoenix, Arizona. I run a Super Comp Mopar powered dragster and a 1970 440 Powered Cuda in brackets. I plan on building the 1965 Barracuda into a bracket car for my wife to drive. Plans are to either paint it to be a tribute to “43 jr” (more than likely) or just like the Sox and Martin Barracuda. I’ll post pictures on this site to keep you informed of my progress.

John C. Hill

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Speedseekers Photobook: Vintage Drags & More – Book Review

Speedseekers is new book by German born designer and photographer Alexandra Lier. Visiting Speedweek’s salt for the first time, she was hooked. Suddenly a fascination with fast cars, hot rods and customs drove her from her design studio to garages shooting top mechanics and builders or she was off to races to get more pics of the cars she loves. That passion is captured in her first book, Speedseekers

Organized into five main chapters, History, Garage, Speed, Landspeed, and Style & Sound.

That first chapter about history might as well say “vintage drag racing” cause the included photos are a fantastic collection of legendary racers from Wild Willie Borsch to to Big Daddy Don Garlits to a fiery burnoutin his first rear engine dragster by the legendary “TV” Tommy Ivo. I spent over an hour studying the vintage pictures, then explained some of them to my sons: “This guy held on with only one hand!” I can’t get enough of nostalgia drags and the people and cars that made it great (and still do in some cases).

From there, I skimmed over the Garage chapter to check out Speed. Almost as great as the vintage drag pictures in History, the Speed chapter and the following Landspeed pages had more old school 60’s and 70’s style Drag racing shots and were followed by Bonneville shots focusing on the people who went fast. There’s also some great advice found in this picture:

Each section was setup by the near poetic writing of Kevin Thompson… here’s an example:

The hands on the wheel begin to tighten as the blood drains from the knuckles. The muted hum of cruise has become the rising pitch of power. He’s edgy in his seat. Telephone poles and mile markers whip past the side-glass, then multiply and diminish in the rearview mirror. A solitary, oncoming car appears on the horizon, looms, blurs, and becomes a part of the rapidly disappearing past.

Back in the Garage chapter, I spent quite a while staring at two facing pages with old-time magazine covers on them like Hop Up, Motor Life, and even Hot Rod and Custom Rodder. Those old covers and the stories that must be inside make me wonder… they’re like a time capsule!

Don’t pass by this book after a brief glance at the cover. There’s much more to be seen and enjoyed inside for anyone who likes great photos from drag racing’s days gone by, land speed racing, pinstriping and lettering. Check out a very small sample of the pictures supplied by Alexandra and Tom West.

Buy Speedseekers now

The book’s over 250 pages of full color pictures. Here’s just a few more so you know what you’re getting into. Thanks to Alexandra for letting me preview the book.

66 Super Sport Gasser in Pink (yea, pink!)

It takes all kinds, we know that, but you gotta like the gasser style from the 60’s. Straight axle jacked up in the front with a slight lift in the back too. It’s an attitude. It says, “I’m fast and I was built to run.”

So stumbling along at the Goodguys Southwest Nationals in Scottsdale, enjoying the sun and the 3000+ cars, I found one that stopped me in my tracks. It’s a gasser alright, but it was pink. Pink! Not that goofy Mary K pink or some faded, pale pretty in pink, this was HOT pink and it was glowing in the Arizona sun. People walking by kept turning their heads sideways. Delirium?

I gotta get a story about this car. Questions poured out when I finally had a chance to meet Bob Starks of Weatherford, TX. The story Bob told about his car epitomizes, “My Ride is Me.” After buying a 1966 Chevy II Super Sport new, then selling it to buy a house, Bob has painstakingly remade his car. (Check out the pictures of the original car at the bottom of this page)

Bob’s been into racing his whole life. Back in Jr. High, a friend knew a Texas based drag racer named Vance Hunt who ran a T/F dragster. Next thing you know, he’s at the races with Vance, then in 1965, he started crewing for Gene “the Snowman” Snow. You remember Gene Snow, he was the first funny car driver to break the 200mph barrier. Gene’s Hemi powered Dodge called “Rambunctious” is shown on the left. It was while working for Gene the idea for the Super Sport was born. Bob’s car was inspired by Kelly Chadwick’s gasser. (Bob hooked me up with this great old school picture)

So then in ‘66, after owning the new Super Sport for only 9 months the straight axle went in and the nose went up. From there, he raised the back for the perfect stance, then realized that since the car was up in the air now, you could see the underside. That’s when the chroming started… the axles, front and back, leaf springs, backing plates… it’s all dipped in the shiny stuff. Jackie Peebles of North Texas Quality Chrome did the all the plating (and did an encore performance on the new car) From there, Bob showed the car all around the Texas and Oklahoma area and drove it. It continued to serve as his daily ride and even took him through college in style! But then, in 1977 to buy a house for him and his new wife, the car was sold for $1900! Sound nuts? Well keep in mind that a house was only $12,000 back then.

Fast forward to just over a year ago. Bob went to his 40 year high school reunion and heard alot of, “What’d you do with your car?” Then a car sow in Des Moines somehow sealed the deal. Bob needed to recreate his ride from 1967 in 2007. That’s where Sam Woodard of Oklahoma City, OK stepped in. In a stunning (and highly focused!) 13 months, Sam turned the Kansas doner car into the perfectly straight show car seen at Goodguys. Sam’s no stranger to high quality builds. He does it all the time as shown at his website: Woodard Racing He’s also the president of the Central States Gasser Association, so this isn’t his first trip down the 1320.

As you often hear, the car they thought was, “In pretty good shape” drank a stiff shot of truth serum known as media blasting. The truth of the old Kansas car is barely seen now. Only the basic shell survived and practically every panel was replaced for all the rust. From there, Bob had to kinda talk Sam into his plan. Sam had some good ideas, but Bob only wanted what he had in 1967. Looking back, Sam’s glad they did when folks say, “I remember that car!”

From Oklahoma City, the car made its way to the Forth Worth area in the shop of Shark Performance Art. Scott Draper or “Shark” as he’s called, consulted with the original painter, Nat Quick. Nat was painting Funny Cars and Top Fuelers in the 60’s and Bob knew him from his pit crew times. Nat’s original paint job, just like this one, set Bob back two-hundred-bucks! Nat was kind enough to coach (over the phone no less!) Shark on how the original car was painted. There’s alot going on in that House of Colors Magenta Candy Pearl.

The custom paint on this gasser is set off by two things. One is the super rare gold murano pearl mixed into the paint. The same was murano pearl was used when Nat did the car in 67 and that’s where Shark needed some coaching. Murano pearl is made from sea life, like shells and real pearls, but was apparently outlawed by the EPA maybe 45 years ago. Somehow Bob found some. I guess the stuff keeps forever if you keep it in your refrigerator! (source for the info on Murano Pearl: lostart1.com) Bob bought a whole jar of the stuff, but it turns out that a spoonful was enough to shoot the entire car. As a thanks to Nat, his crest is painted onto the lower front fender of the car. (Click on the image to see the lace)

The second reason this paint’s trick is the same reason folks were turning their heads in all kinds of directions looking at the car. It’s got a circular lace pattern running in two stripes on the top of the car and also along the side. It’s wild! Way back when, the lace pattern was made from a doily or something like that, but searching high and low, even in Belgium, Bob couldn’t find the right pattern. No problem. Bob took an old photo of the car showing the lace then scaled it to find out the exact size. He then drew the pattern using Autocad and had it (frick’n) laser cut onto a piece of naugahyde. The final lace pattern was 84″ x32″ and had 36,000 holes!

The last bit of cool-rareness on the car is the Morbec wheels. We’ve already established that Bob’s a damn resourceful guy by finding the murano pearl and cutting the lace pattern. The wheels were the last piece of the puzzle to perfect the Super Sport masterpiece.

Bob told me Morbec wheels were made in the Fort Worth area from the 60’s on through to about 1982 by Perry Morrison, thus the “Mor” in Morbec. These wheels are near cult status in Texas, so Bob had his work cut out to find some. Just about every link I found about Morbec wheels was a WANTED ad! While Bob’s deep reaching feelers searched the country, a set turned up in none other then, Forth Worth, TX. Looking closely, their in perfect condition and are rumored to be one of the last sets ever made.

I couldn’t be more impressed with Bob or the car. Bob and his buddy Otis traveled out to stay with some family in Scottsdale. Otis’s 29 Sedan is coming up in a future story. If you ever get a chance, take the time to chat with Bob. You’ll be glad you did. Things come big in Texas and Bob’s determination, persistence and kind heart are great examples.

Woodward Ave’s Legend, Jimmy Addison

Written By: Bill Stinson, published with permission.

Bill wrote this story in May of 2006, but it wasn’t until 2007 when I first saw the Silver 1968 Plymouth GTX known as the Silver Bullet. The undisputed “King of Woodward Ave” drew a crowd for days at the legengary Woodward Avenue cruise and stirred up quite a controversy when there were two of them! (that’s another story about the Silver Bullet)

Please enjoy this story from a man who was there and knew the owner of the Silver Bullet, Jimmy Addison.

The Passing of a Legend

I first met Jimmy Addison around 1961. The McKay family lived down the street from me, and of the five kids in that family, there were the twins, Gloria and Gerri (Geraldine). They were (and are) about four years older than me. One of them (Gloria) had a suitor who drove a cool ’60 Chevy convertible, black with a white top, red and white interior, packin’ a hopped-up 348 4-speed.

That car was named “Restless”. Jimmy and his friend Ted White raced the car on the street and at the strip and it was very fast for its time, especially with Jimmy behind the wheel. Race driving requires a combination of skill, knowledge, instinct, and a healthy dose of courage, and Jimmy Addison excelled in each of those categories. He was an excellent and meticulous mechanic with amazing driving reflexes, and was quite at home in the driver’s seat at well over 130 miles per hour, on the strip or on the street.

He was born on August 19, 1940, the only child of Archie and Ruth Addison. Born with chronic and life-threatening asthma, Jim was of slight build and frail as a child. But that never held him back. If he wanted to make something happen, he dedicated himself to that task until it was completed; a trait that served him well all through his life.

Now, from the mid-‘50s through the mid-‘60s, the north Woodward suburbs were hotbeds for young rodders with something being built or hopped-up in at least one garage on every block, and, with no shortage of young talented mechanics in Birmingham, Jimmy found himself right in the midst of it all.
One such ‘talented mechanic’ back then was Ted Spehar. Barely old enough to drive, Ted and friend De Nichols rented a garage to work on their cars. The garage was just across Woodward from Jimmy’s house, so it wasn’t long before the like-minded young rodders hooked up and began a lifelong friendship that took them through many ventures and adventures that ultimately led them to unimagined heights in the realms of drag racing and engine building.

In the early ‘60s, Jimmy worked at a local Cadillac dealership and then went to Jerome Oldsmobile in Pontiac, where he bought and built up a ’64 Olds Starfire. It ran a very robust 394-inch motor in a very classy ride. It was also at around this time that Jimmy bought my ’55 Chevy and he and his friend Ted White began converting it into a B/Gasser with 10% engine set-back and all – that is, until a disagreement sent them in separate directions, with White taking his freshly built 327 and going home, leaving Jimmy with a half finished gasser and no motor. The car was sold.

Jimmy first went to work for Ted Spehar in 1965. Ted owned an old Texaco station on Maple a couple blocks west of Adams in Birmingham. Besides accumulating a brisk neighborhood business, Ted had become acquainted with Dick Branstner. I used to see the ’64 Color Me Gone Dodge sitting out in front of the station, along with a little red Dodge pickup with a full-race Hemi protruding through the bed just behind the cab. My first glance at the yet unlettered, carbureted Little Red Wagon, then driven by Jay Howell. It was at this time that Jimmy and Ted began their long affiliation with the Chrysler race program.

In late 1967, Spehar bought a Gulf station on 14 Mile Road just east of Woodward in Birmingham and (I believe) it was at this time, or shortly thereafter, that Jimmy assumed ownership of the now-famous Sunoco station. It was also at about this time that he bought a nasty-looking ’62 Dodge from the Mancini’s.
It was half dark blue and half red primer, and it shook and shuddered and clattered like crazy while in Neutral, but that was nothin’ compared to what it was like in first gear with Addison behind the wheel. I remember, once while we were sitting at a light out on Woodward, I asked Jim, “How the hell do you ever get a race in this thing?” Was it a Hemi? Nope. It was what Ted Spehar described as a “thrashing machine” Stage III 426 Max Wedge in full drag race trim with a manual-shift Torqueflite with a stout set of gears out back!
That car was simply a blast. Talk about an attention-getter! And Jimmy had no problem runnin’ it hard an’ puttin’ it up wet. In comparison with the Bullet, I’d say the Dodge was the vehicular equivalent of the slavering, snarling, unwashed, fairly deranged older brother who lived in the attic. The car was a raging radical handful. It was as though Jimmy was the only one the beast would respond to. Once he was on board, it was safe for you to enter, too. Frankly, I thought the Dodge was a lot more fun than the extremely smooth-running, very streetable and much, much faster critter that was to come next. No one could have predicted the legendary status that Jimmy and his biggest project would achieve.

In the late ‘60s the Sunoco had become a nightly hangout for what was to become Chrysler’s “Direct Connection” gang. An assortment of Chrysler engineers that included Dick Maxwell and Tom Hoover, the man affectionately known as the “Father of the Hemi.” They were there to test speed parts on the street, plain and simple.
Well, one of the cars that were used as rolling test labs was a blue 440-4-barrel powered ’67 Plymouth GTX that was used for drag testing. The car had never been titled. It was snatched right off the back lot, used and abused, and eventually given to Jimmy Addison. The 440 came out, in went a lightened Hemi K-member, followed by a heavily massaged 1968 426 Hemi, the manual-shift tranny, and a Dana 60 rear end with a set of 4.56’s and a pinion snubber for traction.
In initial drag tests in ’69 at Motor City Dragway (rented by Terry Cook, then editor of Car Craft Magazine) Jimmy ran a low e.t. of the meet thru-the mufflers 11.89 at 121 mph and an uncapped 11.34 at 127. Not too shabby, eh? Well, you ain’t seen nothin’ yet!

As the weeks went by, Jimmy began making the new car into the quintessential street runner of the day. To make it lighter he took several hundred pounds of weight off the body by using fiberglass body parts and drilling huge holes in anything he could. He then modified the rear wheel wells by slitting them and forcing them outward, in order to fit a wider slick in back. And he worked evenings removing metal (with a hand grinder) from the interior of the Hemi block so the half-inch CSC stroker crank would spin freely, and a set of A990 aluminum heads and a Racer Brown roller cam were added for good measure.
The trick exhaust system was fabricated from three-and-a-half-inch pipe with two runners coming off each header and running through four reworked Cadillac mufflers. The body was then finished and prepped and the car was painted silver.

One day while Terry Cook was at the station, Jimmy took the car out for a little run off the 14 Mile light. As Cook watched Jimmy launch, with virtually no tire smoke, he mentioned that it looked like a silver bullet being fired from a gun. The name stuck, and the legendary team of Jimmy Addison and his Silver Bullet was born.

In January of 1970, I came home on leave from the Navy just before I was to be discharged. I met up with Jim and his then wife Gloria, told them I was looking for a job, and Gloria made Jim hire me. For the next few months, I pumped gas and did oil changes while Jimmy handled the mechanic work.
Now, for those of you who may have come by the station back then, to check out the Bullet or other cars being worked on there, you were probably summarily ordered off the property in a far less than gentle way. Jimmy had a business to run with a lot of time, money and sweat invested there, and he wasn’t about to waste time with kids who came to ogle the race machines. He was not a warm and fuzzy guy when someone seemed to be interfering with him providing for his family.

To Jim, family was everything. And providing the best he could for them was his main goal in life. He once told me that the primary reason he street raced was to supplement the family income. The gruff exterior was a survival tool. But there came a day when I found out what the real Jim Addison was like.
One day a guy brought in his tricked out Dart for an oil change. I did the job, but apparently didn’t tighten the oil drain plug tight and, as the guy drove off, oil began leaking out of the motor at a fairly rapid rate. Thankfully he caught it and came back to the station before he did any internal damage to the motor, and he was pissed!

He began rippin’ on Jimmy and I knew I was as good as dead. When the guy left, with a fresh oil change done by Jimmy, he took me into his office, sat me down…and calmly explained what had happened, what could have happened, and how I had to be extra careful from now on…and he gave me a raise in pay. That was the real Jim Addison. It’s a shame that few people ever knew him like I did.

Well, soon the escapades of Jimmy and the Bullet began being written about in virtually every rodding magazine across the country (and eventually, many different countries) and Jim’s reputation grew and grew, and stories about the undefeated street racer spread far and wide. There was even supposed to be a race set up between Jimmy and Big Willie Robinson, head of the L.A. Street Racers.

Willie drove a Hemi-powered Dodge Daytona. The race was to be somewhere in the Mid-West, half way between here and California, and was being organized by Terry Cook. But nothing ever came of it. Years later, when Jimmy told me the story, he said he’d have won the race anyway because Willie’s car was set up all wrong, the car weighed too much, and the Hemi was an original 426 and fairly mild compared to the Bullet.

Finally, after having done everything he could to the now infamous Silver Bullet, Jimmy sold the car in ’73 or ’74 and began work on the Silver Bullet II, which would have been a Hemi-powered Plymouth Duster. Work was begun on the drive train while the body was being acid dipped, but the car came back with too much damage due to the extreme weakness of the ultra-thin metal, and the project was scrapped.

By the mid-‘70s, with the Arab oil embargo in full swing, the Sunoco station saw less and less performance work and Jimmy sold the station in ’77 or ’78 and he stopped building cars. He continued to work at different gas stations as the Big Three got out of the performance business and, as his asthma worsened, he began to look for a less strenuous line of work. One where he could keep his oxygen bottle close at hand. Eventually, in 1993, he began driving a cab for a living, and found he thoroughly enjoyed the slower pace. He was sitting in his cab in his own driveway when the disease that nearly killed him as a child, tightened it’s grip on him for the last time. He was 65 years old.

Jimmy Addison worked hard all his life and he was fortunate enough to earn a living for most of his life doing what he did best: making engines run better, and often much faster than they had previously done. He was honest and forthright in every way, modest about his successes (which were many), and absolutely devoted to his children, Dawn and Michael, and to his beloved Donna, his wife of eighteen years.
It’s said that people come and go in and out of our lives for a reason. Jimmy Addison gave me a chance that I will always be grateful for. I’ve always been proud of him and I’ve always bragged about his accomplishments, even though he used to get mad at for doing so. And I will be forever proud and honored to have called him friend.

Bill Stinson

If you like the story, let us know. Please leave a comment.

16 Years old on Woodward Ave Circa 1968

This story is written by Paul Schram. I met Paul after he left a comment at one of my first (and most read) blogs at MyRideisMe.com: The Real “Silver Bullet” – 2007 Woodward Cruise. The comment said:

“True, not true, fact, fiction, legend, Only Jimmy and maybe I know.
I have heard many stories…”

Being a curious (and somewhat desperate) blog writer, I contacted Paul. After all, talk is cheap. Needless to say, it wasn’t just talk! Paul was there. He knew the people and was a big part of the scene. I’m fortunate that this is the first of maybe 4 posts Paul will contribute about his time and his memories from Woodward Ave. back in the late 60’s. Here’s his first post, a bit of an introduction:

Imagine being 16 years old, in love with cars and anything to do with Drag racing. Imagine living just a couple miles away from Woodward Avenue in the suburbs of Detroit. Imagine that it is 1968, the explosion of muscle cars from the Big 3 are hitting the streets of Detroit. On top of all that imagine you work at the Sunoco gas station on Woodward Avenue just north of 14 mile Road in Birmingham, Michigan pumping 260 gasoline into almost every muscle car and hot rod that was cruising Woodward on a Friday or Saturday night. Oh, did I mention that the Sunoco station was owned and operated by Jimmy Addison the builder and owner of a certain 1967 Plymouth GTX fondly known as “The Silver Bullet”.

Sounds like a job some kid would dream up after reading the latest Hot Rod magazine. It might be except the kid was real, the job was real and that kid was me. Of course being 16 years old and totally engrossed in everything around at that time I had no idea I was right in the middle of what would become not only a part of automotive history but also street racing legend.
How do I come to write about this now? Last year was my first Woodward Cruise and like a lot of people I saw the two cars that were supposed to be Jimmy’s Silver Bullet GTX. However, one person had the car, another had the engine. It had been years since I’d seen the Bullet. And, I just recently heard of the death of Jimmy Addison. All this made me want to remember and talk about those times now that I have some perspective about what I was actually in the middle of back then.

So, who am I and how did I get that dream job for 16 year old car nut. I actually had a pretty close connection to Chrysler racing myself. My father, Brian Schram, was the manager of Chrysler Performance Parts back then. Actually he started the Performance Parts Department in the very early 1960s and ran it until 1988 when it was still known as Direct Connection and he retired. He found me my first job in cars back then. But oddly enough it was not Jimmy’s Sunoco station on Woodward. My first job was working at a Gulf station 2 blocks east of Woodward on 14 Mile Road. But this is where you see the rare opportunity I had back then. The Gulf gas station was owned by Ted Spehar. If you don’t know who Ted Spehar is maybe you have heard of another car called the “Motown Missile”. Though the Missile had yet to be thought of or built back then there were other cars that were quite famous being built and raced by Ted. The car Ted was building then was the “Iron Butterfly”, a 1964 Super Stock Hemi Dodge driven by Wally Booth at the time I worked there. But school was starting soon and though I was working full time for Ted that Summer I could not work full time during high school. So I may have been involved the first trade in racing history. I was traded to Jimmy Addison where I could continue to learn about engines and cars and be able to work evenings and weekends. And, someone who was not in school any more and working for Jimmy was sent to Ted’s new shop in Royal Oak to work full time. Sound’s pretty wild when I write about it now!
But let’s get back to the Sunoco station. What did I do back then working for Jimmy Addison? Basically I was the “grunt”. I pumped gas, I cleaned the bathrooms, I cleaned Jimmy’s tools and washed the service bay floors. However, those things did not take up all of time, so in between the cleaning and pumping I was taught about engines, cars and racing.

Here’s a link to some info about the Motown Missile and the Iron Butterfly: ProStockHemi.com;

I’ll kindly BEG Paul to go on. Please encourage him by adding any info you might have and if you’ve got some vintage pics of the “Iron Butterfly” or the “Mowtown Missile”, please let me know.

Vintage Drag Racing Photobook

I’ve found a book I’ve got to tell you about. It’s called Speed Kings by the German Hot Rod & Pin-Up Photographer Dirk Behlau. Dirk was kind enough to let MyRideisMe.com use a photo he took, including Switzerland’s premier pinup model Zoe Scarlett, for a promotional flier at Billetproof. While I rush to get this photo printed, I’ll let Dirk describe the book in his own words:

It’s a Satanic drag thing you wouldn’t understand! It’s not what you think it is. It’s pure power, adrenaline, danger, suspense, Pin-Ups, passion and soul. Call it Rock ‘n’ Roll! Die Gestalten proudly present “Speed Kings”, the hottest publication this summer’s likely to see. “Speed Kings” presents photographs by Dirk Behlau that show the wonderful world of Drag racing. My photographs skillfully capture the primordial displays of power and high-tech, the eroticism of machines and the open flirtation with death and destruction. It was certainly not Jesus who built these Hot rods but dedicated people who create, drive and admire their time bombs like no-one else. Drag racing’s individual brand of aesthetics fascinates an ever-growing community of fans all around the world. Drag racing is down-to-earth as well as accessible and affordable. Like we said, it’s Rock ‘n’ Roll!

Speed Kings – Racing Photography by Dirk Behlau
Pages: 128
Size: 26×18 cm
Release: 16. August 2007 / Published by Die Gestalten
Price: $ 42 / 29,90 / £ 25.99 /
ISBN: 978-3-89955-197-6

Watch for the picture of Zoe Scarlett… coming soon!!

60’s Drag Car Found…

Back before I was born, my pops raced this car in northern California, especially Fremont Baylands Raceway and Vaca Valley. It was called, “The Happy Home Wrecker” (my parents are divorced):

I have some great memories of this car because after my dad raced it, he sold it to his friend and racing partner Brad Bradly. I used to see it at Brad’s shop, Bradly’s Automotive in Pt. Richmond, CA. Any time he was going to move that car, we wanted to see it cause it was the loudest car we’d ever heard. Many years later, after the car had changed hands a few times, the new owner, Don Boucher, tracked down Brad in Nevada. Now that I knew who had this old friend, I contacted Don and told him who I was. Don plans to return this car to it’s former drag racing glory. I will be updating this blog based on the progress Don makes. I hope to see this car running again. Don, keep us posted! To see more picture of, “The Wrecker” go to Don’s Garage at MyRideisMe.com

The next story isn’t so happy. Does anyone know where this car is?

I’d really like to find it. It also was raced in northern California. It went by the name “Lime Ricky” and was powered by a fuel injected 289 Ford. You might remember that the car had center steering. You drove with one hand and shifted the 4 speed between your legs! Don’t miss 2nd!

Thanks to a new friend Gian, I’ll make a special section of MyRideisMe.com to help people find the history or track down their car’s original owner or racing history. Stay tuned for that. If anyone has info about this car, please contact me. Thanks for reading!