Afton Spooktacular
After a full year of speculation and false
starts, Afton Speedway held an event for
the 2007 season under the direction of
Ron Hills of Johnson City, NY. He had a
lot of help and support from several
people, notably former promoters Pat
Jordan, Karl Spoonhower and all former
track workers such as Sammy Rogers,
Carl & Myrtle Carpenter, Joe Buchek and
several others. Their efforts were rewarded
with nice weather for this time of year,
enthusiastic racers and a decent crowd as
well.
On Friday evening Jim Hilimire and his
girlfriend Stacie showed up to drop off the
99 and share some laughs over dinner.
The B29 is ready, the truck is full of oil
(for now at least) and all I have to do is put
the key in the ignition and get some
sleep, if only it would come. No matter,
Jim and Stacie show up almost on time,
kiss the boys goodbye and tell them to be
good for my neighbor Emily, and we're off
up Route 88 to the track. The fall colors
are in full bloom and it's a pretty ride, the
truck is doing fine and this is going to be
a good day.
At the gate Joe Buchek throws a wave,
Myrtle has us signed in quickly and into
the pits we go. There is no screwing
around today, this show is going to stick
to schedule it's more than apparent and
they're calling us for warmups as soon as
we're unloaded. I give the camera to Gary
Wood and strap in, it's all so familiar and
consistent, fuel on, switch, starter, not
rocket science but I don't even have to
look anymore, it's like slipping on your
favorite slippers. Onto the track and it's in
great shape, maybe the best I've ever seen
it. Smooth and fun, blast down the
straights and powerslide through the
corners feathering the throttle and
tugging at the wheel to correct. A broad
smile comes to your face easily as Red
Shredder explodes into full song at 5000
Rpm, the 6:14's are just fine and the tires
work great too. Now if I can just keep it
out of trouble.
Lot's of happy faces in the pits as we all
compliment the track conditions. Pat
Jordan holds a quick drivers meeting and
then comes over to greet us as we're
discussing things over with Carl, they've
put this show together in a hurry and
have a nice field of cars on hand. For the
Vintque crowd, we have an even dozen
with Rockola, Tom and Larry Witter,
Richard Taggert, Ally Amell, Rob Casti,
Howie and Mike Murphy, Ray Demolin,
Norm Richardson and the flatheads all in
attendance. Scott Gates makes it in time
for the feature to give us a bakers dozen.
Carl is setting the lineup and asks where
we want to start, doesn't matter, my goal
today is to put it on the trailer after a good
run in one piece, I'll start last, Dad agrees.
Carl relates "you just take care of your
racing and let me handle everything
else." Great to hear and many thanks to
Carl. Shortly after Joe Buchek drives up
in his truck, he's got parts for sale. We'd
discussed this at Thunder Mountain but
hadn't gotten it done yet. Some quick
negotiating nets me three new 3/4 ton
racing spindles and a nice tire mounted
on an even nicer rim for $50. Good deal.
Then the sweetener, "Remember this?"
Joe smiles. "This is yours, free. It's quite a
conversation piece." He's holding out this
cam and it's pretty sweet, a smallblock
roller that just doesn't look quite right.
"It's reverse rotation" Joe beams and juts
out his hand, "you're my friend Jeff, you
take that." It's an offer I can't refuse and
thank him profusely. I know of a few guys
who used these cams quite successfully
through the years. John Davis did it with
the #17 flathead driven by Sammy
Reakes, John cut a stock cam up, pinned
and welded it back together to do his,
pure genius. Bill Slater ran one and so
did the Turner brothers from what I've
read. The idea is to change rotation of the
engine to place the torque on the left rear
wheel instead of the right, which only
makes good sense in circle track racing
where you're always turning left. Should
improve handling considerably. I show it
around to a few other motorheads in the
pits, Larry and Tom Witter catch on pretty
quick and have big grins, it is quite the
conversation piece. Thanks Joe.
The Sportsman heats are nearly done and
we're called to the line. I'm letting it
warmup and Howie Murphy is looking at
me from his smallblock powered Gremlin
with a smile and wink. Carl waves us on
and we get the white from flagger Sammy,
then the green. Eight snarling race
engines roar into action in unison, if you
aren't awake before you sure are after.
The track has changed a bit since
warmups and is acting more like Afton,
gritty, rough, and tough to pass on. The
high side is still powder, better to keep it
low. I wait out the first lap then move to
the inside to take a few who wash out in
turn two, the car is handling beautifully.
Up front Rockola has taken command with
Howdy Witter and Norm Richardson in hot
pursuit. I battle Tom Witter for 4th until
he slips out of two and touches the wall,
tough place, 6 laps isn't enough and my
goggles are getting murky by the end. You
never really lose a race, you just run out
of laps, right? Final: Rockola, Richardson,
Howdy Witter, B29, Tom Witter, Ray
Demolin, 43A, Rich Taggert but don't
quote me on that... I didn't see the 70's
class heat but Gary Wood related that the
Murphy's went one - two, while Casti held
off Ally for third, again don't quote me..
Back into the pits to clean my goggles and
fuel up. Dad's pushing a bit so we decide
to change the right rear with a bigger tyre.
He checks his gas, it's a cool day and 'Old
Faithful' is running a touch warm. Dad
has switched over to gas and a carb for
this race to try it out and it isn't quite
right yet - more on that later. A quick
check of his tank and he's burned 1/2
gallon or so, geeze. The plugs aren't bad, a
little light maybe, "Let's change jets" he
proclaims and I get my batch out. Luckily
I wrote out instructions to myself from
years past when we ran 4 barrels and put
in a set of .076 jets. The gaskets still seal
and he's set to try again. Better check the
oil, yep, it needs a quart. Ally Amell has
parked his new to him enclosed hauler
next to us and is watching our progress,
he wants to give us the tour and invites us
over for lunch. He and Carol have always
been friendly with us and serve us up a
nice lunch of hotdogs, macaroni and
cheese, apples and brownies. We're ready
for a nap afterward. Nice hauler and we're
thankful for their graciousness, good to
see them both again. Howie Murphy is
over looking over our equipment and is all
smiles, nice guy, made the trip from
Peekskill to race. We talk of the rising
costs to do it but both agree we love it too
much not to. The general mood in the pits
is one of fellowship and good times, I don't
see a single scowl anywhere.
Over to the pit stands to watch the
pro-stock feature and see what line
they're running. All on the bottom,
hmmm. The Sportsman are up next, then
us. They're going to do twin 20's with us
sandwiched in between. I'd like to see if
anyone is trying it up near the fence.
Larry sees me there and says "you'd
better get lined up, hadn't you?" Yeah,
guess so, I'll find out when I get out there.
Strap in again, usually once the car has
started it keeps enough heat in it to
restart but today it's balking.
RRRRRRRRRRR, come on, RRRRRRRRR,
rats! Ally comes over, "anything I can do?"
"It'll fire" I say with fingers crossed and
then "VROOM!" Hehe, never had a doubt?
"That's a darn good battery" Ally smiles, it
is, should be, it's only 5 years old. Driving
over to the track entrance off of turn two
and I have to put my goggles on - this is
off the track a ways mind you, as the
sportsman are kicking up billows of angry
dust. Frank Blanchard approaches all of
us to say, "It's a little dusty out there, take
it easy," he's a master of the
understatement. As I'm sitting there it
hit's me again, this well may be my last
competitive laps in this car, I want to do it
right and give it a good send off. Carl
waves us on the track and we're off.
A wave to the crowd on the pace lap, the
sportsman have worked the groove up
toward the wall, a good sign. The corners
are rough and pocked. This is Afton as I
know it, gritty, rough, challenging, a
really fun bullring and you'd better be
strapped in ready for action 'cause you're
gonna get it. Norm Richardson leads us to
Sammy's green and it's a dogfight.
Apparently nobody listened to Frank. Into
turn one and WOW! Car's bouncing like
rubber balls, dirt and dust flying, Dad lets
off old faithful and covers the corner with
a blue haze of 20-50, eyes wide open,
heart racing, plant your right foot, grit
your teeth and clutch the wheel. Even if I
could see what's going on there's too
much to remember, Norm leads lap one
but Howdy and Dad are right on him, the
jet change appears to have worked.. OK,
time to try and make some hay, the
bottom is clogged completely as everyone
is hugging the hub, upstairs we go. Out of
four on lap two or three I see Richard
Taggert catch a rut and exit stage left, he
gathers it up to rejoin us. Ray Demolin
was tough pass on the outside of turn
one, there's not an easy one today. Tom
Witter is running good but I think I've got
him cleared entering one, WHACK! This is
Afton after all and the 'love' being
administered is part of the game, think
that was Tom, who knows for sure? Hope
that tire holds up and jam on full volume
again. The high side is to my liking and
I'm getting a groove built, Rockola shows
me a nose entering three, unh uh, not
this time, more volume. Howdy is giving
Dad all he can handle but I've gotta say,
my father is driving today, harder than I've
seen in a few years. I inch the B29 aside
them both through the turns but it takes
a lap to clear each of them, the high side
is definitely faster if you can keep it off
the wall, no easy task out of 4 mind you.
Finally, some clear track and it's after
Norm but laps are ticking off, my goggles
have taken a beating and are covered
again. I pull them down, big mistake and
on they go again. Try wiping them but it's
like swatting a angry Grizzly with a whiffle
ball bat, it only makes it worse..Norm's
flying, I think I'm reeling him in but can't
tell for sure, there's the white. Rockola
shows me a nose out of four but he's too
late as well and the checkers fall, Final:
Norm Richardson, B29, Rockola, 43A,
Howdy, Tom Witter, Ray Demolin and
Richard Taggert. Great race, on the cool
down lap my father gives me a present as
he goes by with his fist pumping out the
window. My Dad is like Desperate Dan, he
gets it, he's pushed to the limit and
obviously pleased with the run. A picture
from the So-Cal book I've recently read
goes through my mind, it's one of Alex
Zydias from 1953 at Bonneville when the
overhead revolution was pushing the
flatheads out. In the back of Zydias pickup
are a pile of flatheads with a sticker in his
back window proclaiming 'God Bless the
Flatheads.' Yes sir. Carl waves me in for
the 50's class win and I get photographer
Dale Smith's number for the pic, I want
this one.
The 70's class feature was a bit more
predictable as the Murphy's glided their
Gremlins to a 1-2 finish again, Ally had all
he could do to keep Rob Casti at bay while
Scott Gates had all he could do to keep it
off the wall. A good clean race and I
congratulated Mike on another strong
run, those guys are pretty good. Into the
pits and Dad is all smiles, "best it's run in
years" he proclaims. Howdy Witter agrees
and relates he couldn't touch him. A lot
has been made of our running injectors
over the years, we did it because we were
able to find original pieces. I've run
Hilborns built in 1952 and 1956
respectively, Dad's are a '52 (first year)
unit. We really got them in order to run
methanol (which cools a flathead nicely)
and to get rid of our electric fuel pumps
which were drawing complaints at the
time. In other words, for greater safety, at
least that was our take. Some research
though revealed that carburetors were, or
at least could be, stronger. Art Chrisman
and Al Sharp proved it in the early 1950's
on the Wilcap Dyno that strombergs
produced more horsepower than injectors.
It's true. In talking with Roy Kotary this
past week he related that with some
compression and more RPM, we'd be
faster on carbs with gas. I don't doubt it
and Dad proved already that we'd be
competitive, even with a worn out engine.
But I'm digressing again. Richard Taggert
is over with a big smile, "I was right with
you guys 'til I lost it." Rockola, " I needed
one more lap and you were mine." Yeah,
same thing I'm saying. It's smiles
everywhere, truly a great day of racing
and has re-affirmed my thoughts that
when I get to do it as I want to, it's still
great fun. Many thanks to Ron Hills, Carl
and Myrtle Carpenter, Joe Buchek,
Sammy Rogers, Pat Jordan, Karl
Spoonhower and everyone at Afton who
made the Spooktacular a reality, it was a
lot of fun.
OK, onto club news. Afterward Carl comes
over looking like a raccoon, he's brought
his goggles but looks like he's been
sandblasted. Carl had offered to run our
racing division for 2008 but wanted
commitments from at least 12 local racing
teams in order to do it. "I don't think we
have the support" He relates and I agree.
We don't. There are 13 teams here but
many are from Peekskill and Watertown
areas, we don't have enough local guys to
do this viably. And our members are leery
about adding new equipment to the club
versus keeping it as it is; a club dedicated
to cars basically from the 50's and 60's,
just as we started out with 24 years ago
now. You think about it and the cars that
were racing when we started this club
would almost be considered antiques now,
times change, we don't. So, in essence,
our club will remain the same in that we
want to keep it as much of a 'purist' type
club dedicated to the era of race cars from
our period of choice. It doesn't mean that
the racing division is completely done but
rather on hiatus until we can get enough
teams to commit to make it viable. In the
meantime I've talked with MVSCC
secretary Ed Rohr about the possibility of
setting up some joint shows with our club
at our local haunts: 5MP, Penn-Can,
Utica-Rome, Thunder Mountain and Afton
if it opens. We would support them with
show cars and it would allow our members
to race locally with their group if they so
desire. I'd also like to set up a feature at
'racers reunion' events such as the Heath
Memorial and Legends of Penn-Can where
our show cars can be piloted by former
drivers during intermission on the track
for some exhibition laps which I think
would be very popular and give great
opportunities for photos and autographs.
We'll see if we can work it out but I think
that'd be great fun.
OK, onto some miscellaneous ramblings
and then I better get grinding leaves.
We've been debating the usage of our
flatheads for some time now, we
absolutely love them, their sound, their
look, their nostalgia. Through the years,
they've become quite desirable, and
valuable, it's getting to the point that you
really don't want to hurt them and racing
them hard surely puts them at great risk.
Anyone who's held a flathead ford rod in
his hand knows what I'm talking about.
The last set of injectors I saw sell on Ebay
went for $3K which means I could sell one
of my sets and realize a three times profit
over my outlay for both, good investment.
As I stated above, we initially installed
them due to some consternation from
other club members in relation to our
electric fuel pumps, the stock flathead
fuel pump is inadequate for racing
applications so as most did, we used an
electric one. The injectors have a
mechanical pump which we drive off the
crank, safer? I guess but the electric
pumps were plumbed with a kill switch to
our oil pressure which shut them down
when the motor quit, regardless, our take
was that it was safer. It also allowed us to
run methanol which is an advantage in a
flathead as it keeps the engine cooler and
flatheads by their design of having
exhaust passages flow through the block
are notorious boilermakers. Methanol
accomplishes this cooling by sheer
volume. It has no octane rating, isn't even
a petroleum product. Instead it's rated in
BTU (British Thermal Unit) and has
approximately 1/2 the rating of gasoline,
which means you have to burn twice as
much, hence the cooling characteristics.
Methanol also has a bad reputation, or
bad rap as being 'dangerous'. Or at least
as being more dangerous than gasoline. I
assume this stems from the fact that it's
harder to see burn, Methanol has a light
blue flame when lit while gas is much
more obvious with a reddish yellow flame.
Both burn, and like racing in general,
both can be dangerous in the wrong
circumstance. Truth is, in my opinion,
Methanol is actually safer in that it isn't
as volatile as gasoline, which means it
won't explode as easily. I've tested this
theory out myself - take a cup of
methanol, a cup of 93 octane and a cup of
racing gas, 110 octane, and pour them out
on the ground. Light a match to them and
see which two explode. In 1964 at
Indianapolis the sanctioning body (USAC
or AAA, I forget) outlawed Methanol and
Dave McDonald got out of shape in turn 4.
Eddie Sach's piled in and what followed
was the worst crash in Indy history, a
fireball that took both men's lives. Many
have been burnt in both Methanol and
gasoline fires, they both have to be
respected but my take is that methanol is
no more dangerous. In 1965 Methanol
was back at Indy by the way.
Why am I talking about this? Well, mainly
because the MVSCC, which we'll be
running with next year if we decide to
supplement our personal schedule with
some racing, has outlawed Methanol for
2008. Since there are only two guys who
have consistently used this fuel over the
past several years, we can't help but feel
the change was directed at us. In general,
I'm a 'glass half full' type, try to look at
everything positively and this is no
different. I'd have to say it's probably the
greatest compliment in racing that we've
ever received, to be outlawed is an honor
truly. I'm relatively sure we could get as
much or more power out of gas with our
flatheads, add a bigger radiator, etc. but
in the end, it makes my decision to retire
the flatheads easier. There are many other
uses for them afterall, how many fuel
injected flathead powered hot rods do you
see on the street? That's be pretty unique
I think. And quite possibly a better use for
the unit as well. Their's no debating that
our installing them on our race cars has
caused even more consternation amongst
club members than the electric fuel
pumps they replaced. We felt they were
nostalgic, after all we have used only 1952
(first year) and 1956 units, and we felt
they added to our clubs image.
Regardless, it's time to put them away and
hot rodding they will go. Same for the
flatheads, they're not getting any easier to
find either and there's plenty of other
engines around which if we lost, could be
easily replaced. God Bless the Flatheads.
They have served us well in racing and will
continue to do so on the street and in our
show cars. The MVSCC rules are based on
speed only for next year and will be
interesting as far as handicapping, I'm not
criticising the rules as that's the easiest
thing to do but I'm glad I'm not in charge
of handicapping. So at this point it looks
like we'll be scrounging for something to
go and have fun with them, unless of
course some other scenario is presented,
which isn't out of the question either.
(Truth is we've already been approached
with one but it's a 'wait and see' type). In
the meantime let's see if we can make an
overhead run.
Lastly, I've been in contact with Ron
Hedger of the Saratoga Automotive
Museum, he's planning a display on
Syracuse and has requested the presence
of the Kotary Flying 90, so it looks like the
old warhorse will be making a trip east
this winter. Quite an honor really, for
Cliff, the car and myself. I'm looking
forward to the display and will report on it
once complete. And now, onto grinding up
some black walnut leaves...
After a full year of speculation and false
starts, Afton Speedway held an event for
the 2007 season under the direction of
Ron Hills of Johnson City, NY. He had a
lot of help and support from several
people, notably former promoters Pat
Jordan, Karl Spoonhower and all former
track workers such as Sammy Rogers,
Carl & Myrtle Carpenter, Joe Buchek and
several others. Their efforts were rewarded
with nice weather for this time of year,
enthusiastic racers and a decent crowd as
well.
On Friday evening Jim Hilimire and his
girlfriend Stacie showed up to drop off the
99 and share some laughs over dinner.
The B29 is ready, the truck is full of oil
(for now at least) and all I have to do is put
the key in the ignition and get some
sleep, if only it would come. No matter,
Jim and Stacie show up almost on time,
kiss the boys goodbye and tell them to be
good for my neighbor Emily, and we're off
up Route 88 to the track. The fall colors
are in full bloom and it's a pretty ride, the
truck is doing fine and this is going to be
a good day.
At the gate Joe Buchek throws a wave,
Myrtle has us signed in quickly and into
the pits we go. There is no screwing
around today, this show is going to stick
to schedule it's more than apparent and
they're calling us for warmups as soon as
we're unloaded. I give the camera to Gary
Wood and strap in, it's all so familiar and
consistent, fuel on, switch, starter, not
rocket science but I don't even have to
look anymore, it's like slipping on your
favorite slippers. Onto the track and it's in
great shape, maybe the best I've ever seen
it. Smooth and fun, blast down the
straights and powerslide through the
corners feathering the throttle and
tugging at the wheel to correct. A broad
smile comes to your face easily as Red
Shredder explodes into full song at 5000
Rpm, the 6:14's are just fine and the tires
work great too. Now if I can just keep it
out of trouble.
Lot's of happy faces in the pits as we all
compliment the track conditions. Pat
Jordan holds a quick drivers meeting and
then comes over to greet us as we're
discussing things over with Carl, they've
put this show together in a hurry and
have a nice field of cars on hand. For the
Vintque crowd, we have an even dozen
with Rockola, Tom and Larry Witter,
Richard Taggert, Ally Amell, Rob Casti,
Howie and Mike Murphy, Ray Demolin,
Norm Richardson and the flatheads all in
attendance. Scott Gates makes it in time
for the feature to give us a bakers dozen.
Carl is setting the lineup and asks where
we want to start, doesn't matter, my goal
today is to put it on the trailer after a good
run in one piece, I'll start last, Dad agrees.
Carl relates "you just take care of your
racing and let me handle everything
else." Great to hear and many thanks to
Carl. Shortly after Joe Buchek drives up
in his truck, he's got parts for sale. We'd
discussed this at Thunder Mountain but
hadn't gotten it done yet. Some quick
negotiating nets me three new 3/4 ton
racing spindles and a nice tire mounted
on an even nicer rim for $50. Good deal.
Then the sweetener, "Remember this?"
Joe smiles. "This is yours, free. It's quite a
conversation piece." He's holding out this
cam and it's pretty sweet, a smallblock
roller that just doesn't look quite right.
"It's reverse rotation" Joe beams and juts
out his hand, "you're my friend Jeff, you
take that." It's an offer I can't refuse and
thank him profusely. I know of a few guys
who used these cams quite successfully
through the years. John Davis did it with
the #17 flathead driven by Sammy
Reakes, John cut a stock cam up, pinned
and welded it back together to do his,
pure genius. Bill Slater ran one and so
did the Turner brothers from what I've
read. The idea is to change rotation of the
engine to place the torque on the left rear
wheel instead of the right, which only
makes good sense in circle track racing
where you're always turning left. Should
improve handling considerably. I show it
around to a few other motorheads in the
pits, Larry and Tom Witter catch on pretty
quick and have big grins, it is quite the
conversation piece. Thanks Joe.
The Sportsman heats are nearly done and
we're called to the line. I'm letting it
warmup and Howie Murphy is looking at
me from his smallblock powered Gremlin
with a smile and wink. Carl waves us on
and we get the white from flagger Sammy,
then the green. Eight snarling race
engines roar into action in unison, if you
aren't awake before you sure are after.
The track has changed a bit since
warmups and is acting more like Afton,
gritty, rough, and tough to pass on. The
high side is still powder, better to keep it
low. I wait out the first lap then move to
the inside to take a few who wash out in
turn two, the car is handling beautifully.
Up front Rockola has taken command with
Howdy Witter and Norm Richardson in hot
pursuit. I battle Tom Witter for 4th until
he slips out of two and touches the wall,
tough place, 6 laps isn't enough and my
goggles are getting murky by the end. You
never really lose a race, you just run out
of laps, right? Final: Rockola, Richardson,
Howdy Witter, B29, Tom Witter, Ray
Demolin, 43A, Rich Taggert but don't
quote me on that... I didn't see the 70's
class heat but Gary Wood related that the
Murphy's went one - two, while Casti held
off Ally for third, again don't quote me..
Back into the pits to clean my goggles and
fuel up. Dad's pushing a bit so we decide
to change the right rear with a bigger tyre.
He checks his gas, it's a cool day and 'Old
Faithful' is running a touch warm. Dad
has switched over to gas and a carb for
this race to try it out and it isn't quite
right yet - more on that later. A quick
check of his tank and he's burned 1/2
gallon or so, geeze. The plugs aren't bad, a
little light maybe, "Let's change jets" he
proclaims and I get my batch out. Luckily
I wrote out instructions to myself from
years past when we ran 4 barrels and put
in a set of .076 jets. The gaskets still seal
and he's set to try again. Better check the
oil, yep, it needs a quart. Ally Amell has
parked his new to him enclosed hauler
next to us and is watching our progress,
he wants to give us the tour and invites us
over for lunch. He and Carol have always
been friendly with us and serve us up a
nice lunch of hotdogs, macaroni and
cheese, apples and brownies. We're ready
for a nap afterward. Nice hauler and we're
thankful for their graciousness, good to
see them both again. Howie Murphy is
over looking over our equipment and is all
smiles, nice guy, made the trip from
Peekskill to race. We talk of the rising
costs to do it but both agree we love it too
much not to. The general mood in the pits
is one of fellowship and good times, I don't
see a single scowl anywhere.
Over to the pit stands to watch the
pro-stock feature and see what line
they're running. All on the bottom,
hmmm. The Sportsman are up next, then
us. They're going to do twin 20's with us
sandwiched in between. I'd like to see if
anyone is trying it up near the fence.
Larry sees me there and says "you'd
better get lined up, hadn't you?" Yeah,
guess so, I'll find out when I get out there.
Strap in again, usually once the car has
started it keeps enough heat in it to
restart but today it's balking.
RRRRRRRRRRR, come on, RRRRRRRRR,
rats! Ally comes over, "anything I can do?"
"It'll fire" I say with fingers crossed and
then "VROOM!" Hehe, never had a doubt?
"That's a darn good battery" Ally smiles, it
is, should be, it's only 5 years old. Driving
over to the track entrance off of turn two
and I have to put my goggles on - this is
off the track a ways mind you, as the
sportsman are kicking up billows of angry
dust. Frank Blanchard approaches all of
us to say, "It's a little dusty out there, take
it easy," he's a master of the
understatement. As I'm sitting there it
hit's me again, this well may be my last
competitive laps in this car, I want to do it
right and give it a good send off. Carl
waves us on the track and we're off.
A wave to the crowd on the pace lap, the
sportsman have worked the groove up
toward the wall, a good sign. The corners
are rough and pocked. This is Afton as I
know it, gritty, rough, challenging, a
really fun bullring and you'd better be
strapped in ready for action 'cause you're
gonna get it. Norm Richardson leads us to
Sammy's green and it's a dogfight.
Apparently nobody listened to Frank. Into
turn one and WOW! Car's bouncing like
rubber balls, dirt and dust flying, Dad lets
off old faithful and covers the corner with
a blue haze of 20-50, eyes wide open,
heart racing, plant your right foot, grit
your teeth and clutch the wheel. Even if I
could see what's going on there's too
much to remember, Norm leads lap one
but Howdy and Dad are right on him, the
jet change appears to have worked.. OK,
time to try and make some hay, the
bottom is clogged completely as everyone
is hugging the hub, upstairs we go. Out of
four on lap two or three I see Richard
Taggert catch a rut and exit stage left, he
gathers it up to rejoin us. Ray Demolin
was tough pass on the outside of turn
one, there's not an easy one today. Tom
Witter is running good but I think I've got
him cleared entering one, WHACK! This is
Afton after all and the 'love' being
administered is part of the game, think
that was Tom, who knows for sure? Hope
that tire holds up and jam on full volume
again. The high side is to my liking and
I'm getting a groove built, Rockola shows
me a nose entering three, unh uh, not
this time, more volume. Howdy is giving
Dad all he can handle but I've gotta say,
my father is driving today, harder than I've
seen in a few years. I inch the B29 aside
them both through the turns but it takes
a lap to clear each of them, the high side
is definitely faster if you can keep it off
the wall, no easy task out of 4 mind you.
Finally, some clear track and it's after
Norm but laps are ticking off, my goggles
have taken a beating and are covered
again. I pull them down, big mistake and
on they go again. Try wiping them but it's
like swatting a angry Grizzly with a whiffle
ball bat, it only makes it worse..Norm's
flying, I think I'm reeling him in but can't
tell for sure, there's the white. Rockola
shows me a nose out of four but he's too
late as well and the checkers fall, Final:
Norm Richardson, B29, Rockola, 43A,
Howdy, Tom Witter, Ray Demolin and
Richard Taggert. Great race, on the cool
down lap my father gives me a present as
he goes by with his fist pumping out the
window. My Dad is like Desperate Dan, he
gets it, he's pushed to the limit and
obviously pleased with the run. A picture
from the So-Cal book I've recently read
goes through my mind, it's one of Alex
Zydias from 1953 at Bonneville when the
overhead revolution was pushing the
flatheads out. In the back of Zydias pickup
are a pile of flatheads with a sticker in his
back window proclaiming 'God Bless the
Flatheads.' Yes sir. Carl waves me in for
the 50's class win and I get photographer
Dale Smith's number for the pic, I want
this one.
The 70's class feature was a bit more
predictable as the Murphy's glided their
Gremlins to a 1-2 finish again, Ally had all
he could do to keep Rob Casti at bay while
Scott Gates had all he could do to keep it
off the wall. A good clean race and I
congratulated Mike on another strong
run, those guys are pretty good. Into the
pits and Dad is all smiles, "best it's run in
years" he proclaims. Howdy Witter agrees
and relates he couldn't touch him. A lot
has been made of our running injectors
over the years, we did it because we were
able to find original pieces. I've run
Hilborns built in 1952 and 1956
respectively, Dad's are a '52 (first year)
unit. We really got them in order to run
methanol (which cools a flathead nicely)
and to get rid of our electric fuel pumps
which were drawing complaints at the
time. In other words, for greater safety, at
least that was our take. Some research
though revealed that carburetors were, or
at least could be, stronger. Art Chrisman
and Al Sharp proved it in the early 1950's
on the Wilcap Dyno that strombergs
produced more horsepower than injectors.
It's true. In talking with Roy Kotary this
past week he related that with some
compression and more RPM, we'd be
faster on carbs with gas. I don't doubt it
and Dad proved already that we'd be
competitive, even with a worn out engine.
But I'm digressing again. Richard Taggert
is over with a big smile, "I was right with
you guys 'til I lost it." Rockola, " I needed
one more lap and you were mine." Yeah,
same thing I'm saying. It's smiles
everywhere, truly a great day of racing
and has re-affirmed my thoughts that
when I get to do it as I want to, it's still
great fun. Many thanks to Ron Hills, Carl
and Myrtle Carpenter, Joe Buchek,
Sammy Rogers, Pat Jordan, Karl
Spoonhower and everyone at Afton who
made the Spooktacular a reality, it was a
lot of fun.
OK, onto club news. Afterward Carl comes
over looking like a raccoon, he's brought
his goggles but looks like he's been
sandblasted. Carl had offered to run our
racing division for 2008 but wanted
commitments from at least 12 local racing
teams in order to do it. "I don't think we
have the support" He relates and I agree.
We don't. There are 13 teams here but
many are from Peekskill and Watertown
areas, we don't have enough local guys to
do this viably. And our members are leery
about adding new equipment to the club
versus keeping it as it is; a club dedicated
to cars basically from the 50's and 60's,
just as we started out with 24 years ago
now. You think about it and the cars that
were racing when we started this club
would almost be considered antiques now,
times change, we don't. So, in essence,
our club will remain the same in that we
want to keep it as much of a 'purist' type
club dedicated to the era of race cars from
our period of choice. It doesn't mean that
the racing division is completely done but
rather on hiatus until we can get enough
teams to commit to make it viable. In the
meantime I've talked with MVSCC
secretary Ed Rohr about the possibility of
setting up some joint shows with our club
at our local haunts: 5MP, Penn-Can,
Utica-Rome, Thunder Mountain and Afton
if it opens. We would support them with
show cars and it would allow our members
to race locally with their group if they so
desire. I'd also like to set up a feature at
'racers reunion' events such as the Heath
Memorial and Legends of Penn-Can where
our show cars can be piloted by former
drivers during intermission on the track
for some exhibition laps which I think
would be very popular and give great
opportunities for photos and autographs.
We'll see if we can work it out but I think
that'd be great fun.
OK, onto some miscellaneous ramblings
and then I better get grinding leaves.
We've been debating the usage of our
flatheads for some time now, we
absolutely love them, their sound, their
look, their nostalgia. Through the years,
they've become quite desirable, and
valuable, it's getting to the point that you
really don't want to hurt them and racing
them hard surely puts them at great risk.
Anyone who's held a flathead ford rod in
his hand knows what I'm talking about.
The last set of injectors I saw sell on Ebay
went for $3K which means I could sell one
of my sets and realize a three times profit
over my outlay for both, good investment.
As I stated above, we initially installed
them due to some consternation from
other club members in relation to our
electric fuel pumps, the stock flathead
fuel pump is inadequate for racing
applications so as most did, we used an
electric one. The injectors have a
mechanical pump which we drive off the
crank, safer? I guess but the electric
pumps were plumbed with a kill switch to
our oil pressure which shut them down
when the motor quit, regardless, our take
was that it was safer. It also allowed us to
run methanol which is an advantage in a
flathead as it keeps the engine cooler and
flatheads by their design of having
exhaust passages flow through the block
are notorious boilermakers. Methanol
accomplishes this cooling by sheer
volume. It has no octane rating, isn't even
a petroleum product. Instead it's rated in
BTU (British Thermal Unit) and has
approximately 1/2 the rating of gasoline,
which means you have to burn twice as
much, hence the cooling characteristics.
Methanol also has a bad reputation, or
bad rap as being 'dangerous'. Or at least
as being more dangerous than gasoline. I
assume this stems from the fact that it's
harder to see burn, Methanol has a light
blue flame when lit while gas is much
more obvious with a reddish yellow flame.
Both burn, and like racing in general,
both can be dangerous in the wrong
circumstance. Truth is, in my opinion,
Methanol is actually safer in that it isn't
as volatile as gasoline, which means it
won't explode as easily. I've tested this
theory out myself - take a cup of
methanol, a cup of 93 octane and a cup of
racing gas, 110 octane, and pour them out
on the ground. Light a match to them and
see which two explode. In 1964 at
Indianapolis the sanctioning body (USAC
or AAA, I forget) outlawed Methanol and
Dave McDonald got out of shape in turn 4.
Eddie Sach's piled in and what followed
was the worst crash in Indy history, a
fireball that took both men's lives. Many
have been burnt in both Methanol and
gasoline fires, they both have to be
respected but my take is that methanol is
no more dangerous. In 1965 Methanol
was back at Indy by the way.
Why am I talking about this? Well, mainly
because the MVSCC, which we'll be
running with next year if we decide to
supplement our personal schedule with
some racing, has outlawed Methanol for
2008. Since there are only two guys who
have consistently used this fuel over the
past several years, we can't help but feel
the change was directed at us. In general,
I'm a 'glass half full' type, try to look at
everything positively and this is no
different. I'd have to say it's probably the
greatest compliment in racing that we've
ever received, to be outlawed is an honor
truly. I'm relatively sure we could get as
much or more power out of gas with our
flatheads, add a bigger radiator, etc. but
in the end, it makes my decision to retire
the flatheads easier. There are many other
uses for them afterall, how many fuel
injected flathead powered hot rods do you
see on the street? That's be pretty unique
I think. And quite possibly a better use for
the unit as well. Their's no debating that
our installing them on our race cars has
caused even more consternation amongst
club members than the electric fuel
pumps they replaced. We felt they were
nostalgic, after all we have used only 1952
(first year) and 1956 units, and we felt
they added to our clubs image.
Regardless, it's time to put them away and
hot rodding they will go. Same for the
flatheads, they're not getting any easier to
find either and there's plenty of other
engines around which if we lost, could be
easily replaced. God Bless the Flatheads.
They have served us well in racing and will
continue to do so on the street and in our
show cars. The MVSCC rules are based on
speed only for next year and will be
interesting as far as handicapping, I'm not
criticising the rules as that's the easiest
thing to do but I'm glad I'm not in charge
of handicapping. So at this point it looks
like we'll be scrounging for something to
go and have fun with them, unless of
course some other scenario is presented,
which isn't out of the question either.
(Truth is we've already been approached
with one but it's a 'wait and see' type). In
the meantime let's see if we can make an
overhead run.
Lastly, I've been in contact with Ron
Hedger of the Saratoga Automotive
Museum, he's planning a display on
Syracuse and has requested the presence
of the Kotary Flying 90, so it looks like the
old warhorse will be making a trip east
this winter. Quite an honor really, for
Cliff, the car and myself. I'm looking
forward to the display and will report on it
once complete. And now, onto grinding up
some black walnut leaves...
