FALL MEETING 2006
The phone's ringing. "Meet you at Brook's" is
the message. Fine with me and then off to
write down the needs of a new season. On my
way up to Oneonta I'm going over it in my
head and wondering what treasures we'll find
this year at the Lebanon Valley swap meet.
Pull off of route 88 and onto NYS Rte. 7 and
find Brook's Bar-B-Que restaurant, the
parking lot is empty at this early hour,
wonder how many chickens have been
devoured here? Based on my experience,
they've all been delicious. Dad pulls in and
we're off to the state line. Lebanon Valley has
always held a certain mystique for me, the
stories I've heard of the place and the fact
that it's so far away makes it somewhat exotic
in my eyes. I've seen Jay Springsteen hustle
his Harley Flat Tracker here, 'King' Kinser
bark instructions to his crew as Flathead
George and I walked the pits during a WoO
show, I try to picture in my mind the images
of Doug Garrison hustling his yellow X as
Rebel Harris chases. My father's recollections
of the track were that the yellow X 'would
shake the ground' as it idled by, it's stroked
crossfire flathead holding together by a
thread as a supercharger pumped nitro
juiced fuel into it. Harris winning as the
engine of the X gave it up, Gene Cole going
full throttle as they dropped the green and
the Valley boys promptly depositing him over
the first turn bank, into the Pittsfield, Mass.
hospital. The track held court to some of the
most exotic flathead equipment ever run on a
race track in NY, I surely would have liked to
take part in it.
Continuous chatter sure makes the ride
seem short and we're to the flea market
before you know it. There's plenty here for
nearly everyone but the flathead stuff is
pretty rare on this day. We converse with
several MASCC members who are on hand
and not giving up much in the 'what are we
looking for' department, actually, we're all
looking for the same thing which can be
anything we can use. There weren't any
proverbial 'sidecars full of gold nuggets' on
this day but still a lot of usable stuff like
tires, shocks, a nice radiator and a usable
Holley which were all had on the cheap.
Members Mike Newell and John Mason
brought some nice tin for sale as well as the
Pink Panther for display. Wonder how many
people asked if it was for sale? I did. John's
'39 Nash coupe is good material and the '37
Ford Opera coupe is usable too, and rare.
There was also a '35 Chevy coach to be had
on the grounds. John and Barb Clark, Howdy
and Tom Witter, Jim Hilimire and Jon Button
are all on hand. The conversations with all
are similar; 'what's going on for next year?'
The same subject consumes the trip home as
well as Dad and I fight off the sleepiness on
Route 88, we have much to do and plan for as
our Fall Meeting is less than a week away.
Through the week it's phone calls,
researching and collecting information,
before you know it Saturday is upon us and
we're pulling into Jim and Kay Chase's
residence in Cortland to go over plans for the
2007 season. 23 members representing some
25-30 cars are present and the executive
meeting goes smoothly. After some pizza and
some playful banter over some club racing
videos Jim has playing, we get down to
business. We all agree that we had a
successful and fun season, there was
something for every member over the past
year and we explore the possibility of what
venues to visit again in 2007. We add some to
our wish list and agree that the format of this
past year is a good template for the years to
follow. Next we get to the rules and identify
our one shortcoming of the past year which
was car count for the competition class.
Although we had an excellent quality of car,
we came up short on quantity and so focused
our discussion on how to improve it. When
the club was started in 1983 we had a similar
problem and addressed it with some rules
changes that, for better or worse, did increase
car counts. The changes also forever changed
the club and so as we went into our
discussion and proposals, we kept in mind
the past decisions and how they affected the
club. Our criteria was simple: Rules changes
nearly always cost members money, that
wasn't our goal so whatever was to be put in
place could not adversely affect our current
members or disgruntle them. They had to
make our cars more authentic, and create
interest from possible new members to
increase our counts. They could offer no
competitive advantage versus equipment
already built by supporting members and
lastly, they had to be easily enforced. We
reasoned that there are basically three ways
to control speed in circle track racing and
create an even playing field; Power, Weight
and Traction. Since we have always used tire
and wheel combinations that are available at
low cost, traction was out immediately and we
switched our focus to Power and Weight ratio.
When first formed, the club was based on
rules from Midstate Speedway in 1963. We
used this same basic formula when we
reformed this past year, unlimited Flatheads
and Stove bolts, as well as a limited later
model OHV-6. While it was everyone's (or at
least mine) fantasy to have 15-20 screaming
flatheads and chevy 6's taking the green each
event, the reality is that these types of cars
are getting rarer and rarer. This equipment
has become popular with the retro-hot rod
crowd and as such is not as easily found, or
as affordable. While many of us have been
able to find such equipment, it's generally
only due to good luck, diligence, and time. It
certainly makes this equipment more
appreciable, but at the same time, less
accessible. OK. Those are the facts, now how
do we get more guys interested without
losing any of our valued current members?
Sponsorship. Nice. As in it would be, and so
that's one avenue to explore. A few bucks at
the end of the night for gas might get a few
more guys out. Trailers and Drivers; another
good thought as there are many cars sitting
due to the fact that we can only each bring
one at a time. And lastly, engine rules
changes to entice parties who have expressed
interest. By 1964 @ Midstate the track
aligned their rules with Waterloo and cut
their cubic inches back to 280 for the
Flatheads and Stovebolts. The result of which
was less car counts. The solution at the time
was to follow Five Mile Points lead and allow
the OHV V8 to compete. Five Mile drivers
then invaded the Morris oval in droves and as
Dad recalled 'they kicked our butts.' We, as a
group, were not looking to repeat history but
rather learn from it and use the lessons to
our best advantage. Stan Lupka won the
track championship at Midstate in that 1964
season with a Crosley bodied car powered by
a 283 Chevy. It weighed less than 2400 Lb.
according to his son Bob who I've talked with
recently, and the engine would pull strong
through 7200 RPM with a four barrel on top.
There's no flathead that can compete with an
engine like that so it had to be limited. We
agreed that we wanted 'period' correct
engines that produced in the neighborhood
of 200 horsepower, on par with what is
presently running in the club. That left out
302's 305's and 307's, a 327 would be period
correct but we all agreed that it was too much
for everyone else to give up. That left the 283
and 289 families which in stock configuration
made the amount of horsepower we were
looking for. Many of our cars far exceed the
2500 Lb. minimum weight requirement, so
we added weight to the proposal as well and
after much discussion, came upon an
agreement. As of this time, interest has been
expressed by no less than four parties to
create such cars and we hope that more will
follow.
Other changes in our rules included a
minimum specification for newly built cars
roll cage material, (all cars that competed in
2006 have met or exceed this spec.), a change
in our frame specifications, and lastly we
allowed the heavier cars in the 60's class
some additional carburation to hopefully even
the field. Naturally we'll tweak as required as
at this point it's pure speculation as to
whether these rules are equitable or not, the
proof can't be found on any desktop dyno, or
real dyno for that matter. The proof will be
left to the track. For better or worse, here we
go:
Rules Changes for 2007:
1. General Rules for all Competition Classes.
10.) New roll cages must be built utilizing
0.090 wall, 1 & 1/2" OD. Tubing minimum.
Frame Specifications: Engine must be
centered in frame, no offset allowed.
60's Class Engines:
250 Cu. In. 6 cylinder:
1. Stock OEM (2) barrel carburetor on Stock
OEM cast iron intake, port and polish only on
cars weighing 2750 Lb. or more.
2. Stock OEM (1) barrel carburetor on Stock
OEM on Stock OEM cast iron intake, port and
polish only on cars weighing 2500 - 2750 Lb.
(No changes).
3. No 292 or 300 Cu. In. engines.
OHV V8
1. 300 Cu. In. Limit (260, 265, 273, 283, 289,
292 only).
2. 0.030 - 0.040 cleanup on bore allowed.
3. Stock OEM (2) barrel carburetor (venturi
and part number to be determined) on Stock
OEM cast iron intake only, no modifications
to intake or carburetor allowed.
4. Stock type Flat top pistons only, 0.010
cleanup on block and heads permitted. No
modifications to heads or ports permitted.
5. No roller camshafts, lifters or rockers
allowed. 0.550 maximum camshaft lift.
6. Headers permitted.
7. Stock OEM ignition.
8. Stock OEM air cleaner.
9. Stock OEM flywheel and clutch assembly.
10. Pump Gas only (94 octane).
11. Cars must weigh 3000 Lb. directly after
race with nothing added.
Whew!
Fingers crossed, I hope it works. So does
everyone else involved. On paper, it does.
Limiting air flow to the engine should keep
the power down and making these cars carry
some additional weight should put them on a
par with our current equipment. In 1957
Chevy rated their 283 with a (2) barrel @ 185
Hp/4600 Rpm. In 1965 Ford rated the 289 @
200 Hp/4400 Rpm. We know our competitors
will turn more Rpm and it should put them
in our ballpark. These rules fit all of our
criteria in that now a member has the choice
of using a period correct OHV V8, having the
four pipes out each side and the correct
sound. Win Win in our book. And while these
engines are still accessible, it still requires
that a member do some work in finding the
correct equipment, which is fair. We're going
to try it this coming year and then assess
what needs to be done in the future based on
performance. It should be very interesting.
Lastly the club held elections with only a few
changes to report in our executive positions.
Mike Newell takes over as our Show Car
Chairman and also takes a seat as a 60's
class director. Tom Witter has accepted a
position as 60's class director and Rip Ripley
is now our alternate director. Sue Lowe
accepted the position of Race Director which
is a good deal for all of us as she did a fine
job filling in this past season. All in all it was
a very positive and productive meeting, I
didn't see any grumbling or frowns as we
went through the proceedings which in my
book is excellent. Even so, a few aspirin and
several slugs of water were required afterward
as I pretty much lost my voice over it. Many
thanks to Jim and Kay Chase for making
their residence available to us all once again.
OK, on up the road to Ithaca, Trumansburg
and eventually my next destination which is
Waterloo. The rain is falling heavily, wipers
droning, gives a guy plenty of time to think.
I've done enough thinking at this point and
all I'm really looking forward to is getting to
the WSCRA Reunion and seeing some
friends. Bob Rodger and Chuck Brownell
have put this annual event on for over 12
years now and it's always a good time. There's
plenty to listen to and learn from the former
competitors of the track, the stories and
bantering flows as freely as the 25 cent drafts
available. I was late in getting a ticket this
year but a phone call to John McArdell
quickly had me one at the door when I
arrived. Being seated with the McArdell clan
was a nice bonus as well, they are as down to
earth good people as you'd ever want to meet
and graciously took me in as one of their
own. Kim Jennejohn is on hand discussing
crate motors with fellow competitors and I'm
real pleased to see her here as she's brought
along her wonderful J&H Photo's. Bob
Hunter vividly captured many racers through
the history of Stock Car Racing in New York
and his 'moments in time' bring the cars and
their drivers back. Ronnie Wallace smiling
next to his super, Rene Charland aside the
888, Flathead powered cars from Waterloo,
"What are you doing? Taking all the good
ones?" Asks Terry Fergerson. "Yep" Actually, I
can't find any bad ones as I pour through
them. I overhear Chuck Brownell talking of
Floyd and Kotary - that always gets my
attention so I relate a conversation I've had
with Roy Kotary this past week. Cliff turned
87 on Wednesday (11/8/07) and they were
celebrating his birthday on this night which
precluded their making the re-union. But
Roy wanted me to pass along some thoughts
to the group which are as follows; 'Cliff always
enjoyed the keen competition at Waterloo, it's
what drew him to the track in the first place.
He also appreciated the fact that the
competitors at Waterloo never complained,
they just did their best to beat you and
wanted to beat you on the track. He felt that
the competition at Waterloo Speedway was
the best he ever faced and often said at
Syracuse that if he could beat the guys from
Waterloo, he'd be assured success. It's due to
this level of competition that Cliff holds his
memories of Waterloo as his fondest.' "Wow"
says Chuck, "yeah, that's quite an
endorsement." And I'm sure it was heartfelt
and true. Looking around the room you can
see that with guys like Johnny McArdell, Wee
Willie Allen, Rollie Velte et al - there wasn't
any slouches taking to the clay at the Seneca
County Fairgrounds. Roy added, 'You
couldn't be off your game at Waterloo and
expect to win.' I'm sure all the guys knew
that.
Dinner was excellent and despite Walt
McArdell's 'C'mon, have a beer, we haven't
even started yet' invite, I begged off and
headed home with handshakes from Jim
Sincerbaux, Jim Horner, and the all the
McArdell's. Really a wonderful group and
although the time was short, it was very
entertaining. A worthwhile trip for sure.
And now, we bring you the offseason. Which
is really a misnomer, as there really is no
offseason per se. Next up will be our rules
changes, then website updates, scheduling,
sponsorship chasing and some time in the
garage building our long gathered projects.
There's always plenty to do as the club is just
like a racecar in that it's never finished and
you can always find room for improvement.
So onto it. Any potential members that wish a
set of our rules please use our 'Contact Us'
tab and as soon as they are finalized, we'll get
you a set. Lastly...
Happy Belated Birthday to Cliff Kotary,
87 years young. And wishing you many
returns.
the message. Fine with me and then off to
write down the needs of a new season. On my
way up to Oneonta I'm going over it in my
head and wondering what treasures we'll find
this year at the Lebanon Valley swap meet.
Pull off of route 88 and onto NYS Rte. 7 and
find Brook's Bar-B-Que restaurant, the
parking lot is empty at this early hour,
wonder how many chickens have been
devoured here? Based on my experience,
they've all been delicious. Dad pulls in and
we're off to the state line. Lebanon Valley has
always held a certain mystique for me, the
stories I've heard of the place and the fact
that it's so far away makes it somewhat exotic
in my eyes. I've seen Jay Springsteen hustle
his Harley Flat Tracker here, 'King' Kinser
bark instructions to his crew as Flathead
George and I walked the pits during a WoO
show, I try to picture in my mind the images
of Doug Garrison hustling his yellow X as
Rebel Harris chases. My father's recollections
of the track were that the yellow X 'would
shake the ground' as it idled by, it's stroked
crossfire flathead holding together by a
thread as a supercharger pumped nitro
juiced fuel into it. Harris winning as the
engine of the X gave it up, Gene Cole going
full throttle as they dropped the green and
the Valley boys promptly depositing him over
the first turn bank, into the Pittsfield, Mass.
hospital. The track held court to some of the
most exotic flathead equipment ever run on a
race track in NY, I surely would have liked to
take part in it.
Continuous chatter sure makes the ride
seem short and we're to the flea market
before you know it. There's plenty here for
nearly everyone but the flathead stuff is
pretty rare on this day. We converse with
several MASCC members who are on hand
and not giving up much in the 'what are we
looking for' department, actually, we're all
looking for the same thing which can be
anything we can use. There weren't any
proverbial 'sidecars full of gold nuggets' on
this day but still a lot of usable stuff like
tires, shocks, a nice radiator and a usable
Holley which were all had on the cheap.
Members Mike Newell and John Mason
brought some nice tin for sale as well as the
Pink Panther for display. Wonder how many
people asked if it was for sale? I did. John's
'39 Nash coupe is good material and the '37
Ford Opera coupe is usable too, and rare.
There was also a '35 Chevy coach to be had
on the grounds. John and Barb Clark, Howdy
and Tom Witter, Jim Hilimire and Jon Button
are all on hand. The conversations with all
are similar; 'what's going on for next year?'
The same subject consumes the trip home as
well as Dad and I fight off the sleepiness on
Route 88, we have much to do and plan for as
our Fall Meeting is less than a week away.
Through the week it's phone calls,
researching and collecting information,
before you know it Saturday is upon us and
we're pulling into Jim and Kay Chase's
residence in Cortland to go over plans for the
2007 season. 23 members representing some
25-30 cars are present and the executive
meeting goes smoothly. After some pizza and
some playful banter over some club racing
videos Jim has playing, we get down to
business. We all agree that we had a
successful and fun season, there was
something for every member over the past
year and we explore the possibility of what
venues to visit again in 2007. We add some to
our wish list and agree that the format of this
past year is a good template for the years to
follow. Next we get to the rules and identify
our one shortcoming of the past year which
was car count for the competition class.
Although we had an excellent quality of car,
we came up short on quantity and so focused
our discussion on how to improve it. When
the club was started in 1983 we had a similar
problem and addressed it with some rules
changes that, for better or worse, did increase
car counts. The changes also forever changed
the club and so as we went into our
discussion and proposals, we kept in mind
the past decisions and how they affected the
club. Our criteria was simple: Rules changes
nearly always cost members money, that
wasn't our goal so whatever was to be put in
place could not adversely affect our current
members or disgruntle them. They had to
make our cars more authentic, and create
interest from possible new members to
increase our counts. They could offer no
competitive advantage versus equipment
already built by supporting members and
lastly, they had to be easily enforced. We
reasoned that there are basically three ways
to control speed in circle track racing and
create an even playing field; Power, Weight
and Traction. Since we have always used tire
and wheel combinations that are available at
low cost, traction was out immediately and we
switched our focus to Power and Weight ratio.
When first formed, the club was based on
rules from Midstate Speedway in 1963. We
used this same basic formula when we
reformed this past year, unlimited Flatheads
and Stove bolts, as well as a limited later
model OHV-6. While it was everyone's (or at
least mine) fantasy to have 15-20 screaming
flatheads and chevy 6's taking the green each
event, the reality is that these types of cars
are getting rarer and rarer. This equipment
has become popular with the retro-hot rod
crowd and as such is not as easily found, or
as affordable. While many of us have been
able to find such equipment, it's generally
only due to good luck, diligence, and time. It
certainly makes this equipment more
appreciable, but at the same time, less
accessible. OK. Those are the facts, now how
do we get more guys interested without
losing any of our valued current members?
Sponsorship. Nice. As in it would be, and so
that's one avenue to explore. A few bucks at
the end of the night for gas might get a few
more guys out. Trailers and Drivers; another
good thought as there are many cars sitting
due to the fact that we can only each bring
one at a time. And lastly, engine rules
changes to entice parties who have expressed
interest. By 1964 @ Midstate the track
aligned their rules with Waterloo and cut
their cubic inches back to 280 for the
Flatheads and Stovebolts. The result of which
was less car counts. The solution at the time
was to follow Five Mile Points lead and allow
the OHV V8 to compete. Five Mile drivers
then invaded the Morris oval in droves and as
Dad recalled 'they kicked our butts.' We, as a
group, were not looking to repeat history but
rather learn from it and use the lessons to
our best advantage. Stan Lupka won the
track championship at Midstate in that 1964
season with a Crosley bodied car powered by
a 283 Chevy. It weighed less than 2400 Lb.
according to his son Bob who I've talked with
recently, and the engine would pull strong
through 7200 RPM with a four barrel on top.
There's no flathead that can compete with an
engine like that so it had to be limited. We
agreed that we wanted 'period' correct
engines that produced in the neighborhood
of 200 horsepower, on par with what is
presently running in the club. That left out
302's 305's and 307's, a 327 would be period
correct but we all agreed that it was too much
for everyone else to give up. That left the 283
and 289 families which in stock configuration
made the amount of horsepower we were
looking for. Many of our cars far exceed the
2500 Lb. minimum weight requirement, so
we added weight to the proposal as well and
after much discussion, came upon an
agreement. As of this time, interest has been
expressed by no less than four parties to
create such cars and we hope that more will
follow.
Other changes in our rules included a
minimum specification for newly built cars
roll cage material, (all cars that competed in
2006 have met or exceed this spec.), a change
in our frame specifications, and lastly we
allowed the heavier cars in the 60's class
some additional carburation to hopefully even
the field. Naturally we'll tweak as required as
at this point it's pure speculation as to
whether these rules are equitable or not, the
proof can't be found on any desktop dyno, or
real dyno for that matter. The proof will be
left to the track. For better or worse, here we
go:
Rules Changes for 2007:
1. General Rules for all Competition Classes.
10.) New roll cages must be built utilizing
0.090 wall, 1 & 1/2" OD. Tubing minimum.
Frame Specifications: Engine must be
centered in frame, no offset allowed.
60's Class Engines:
250 Cu. In. 6 cylinder:
1. Stock OEM (2) barrel carburetor on Stock
OEM cast iron intake, port and polish only on
cars weighing 2750 Lb. or more.
2. Stock OEM (1) barrel carburetor on Stock
OEM on Stock OEM cast iron intake, port and
polish only on cars weighing 2500 - 2750 Lb.
(No changes).
3. No 292 or 300 Cu. In. engines.
OHV V8
1. 300 Cu. In. Limit (260, 265, 273, 283, 289,
292 only).
2. 0.030 - 0.040 cleanup on bore allowed.
3. Stock OEM (2) barrel carburetor (venturi
and part number to be determined) on Stock
OEM cast iron intake only, no modifications
to intake or carburetor allowed.
4. Stock type Flat top pistons only, 0.010
cleanup on block and heads permitted. No
modifications to heads or ports permitted.
5. No roller camshafts, lifters or rockers
allowed. 0.550 maximum camshaft lift.
6. Headers permitted.
7. Stock OEM ignition.
8. Stock OEM air cleaner.
9. Stock OEM flywheel and clutch assembly.
10. Pump Gas only (94 octane).
11. Cars must weigh 3000 Lb. directly after
race with nothing added.
Whew!
Fingers crossed, I hope it works. So does
everyone else involved. On paper, it does.
Limiting air flow to the engine should keep
the power down and making these cars carry
some additional weight should put them on a
par with our current equipment. In 1957
Chevy rated their 283 with a (2) barrel @ 185
Hp/4600 Rpm. In 1965 Ford rated the 289 @
200 Hp/4400 Rpm. We know our competitors
will turn more Rpm and it should put them
in our ballpark. These rules fit all of our
criteria in that now a member has the choice
of using a period correct OHV V8, having the
four pipes out each side and the correct
sound. Win Win in our book. And while these
engines are still accessible, it still requires
that a member do some work in finding the
correct equipment, which is fair. We're going
to try it this coming year and then assess
what needs to be done in the future based on
performance. It should be very interesting.
Lastly the club held elections with only a few
changes to report in our executive positions.
Mike Newell takes over as our Show Car
Chairman and also takes a seat as a 60's
class director. Tom Witter has accepted a
position as 60's class director and Rip Ripley
is now our alternate director. Sue Lowe
accepted the position of Race Director which
is a good deal for all of us as she did a fine
job filling in this past season. All in all it was
a very positive and productive meeting, I
didn't see any grumbling or frowns as we
went through the proceedings which in my
book is excellent. Even so, a few aspirin and
several slugs of water were required afterward
as I pretty much lost my voice over it. Many
thanks to Jim and Kay Chase for making
their residence available to us all once again.
OK, on up the road to Ithaca, Trumansburg
and eventually my next destination which is
Waterloo. The rain is falling heavily, wipers
droning, gives a guy plenty of time to think.
I've done enough thinking at this point and
all I'm really looking forward to is getting to
the WSCRA Reunion and seeing some
friends. Bob Rodger and Chuck Brownell
have put this annual event on for over 12
years now and it's always a good time. There's
plenty to listen to and learn from the former
competitors of the track, the stories and
bantering flows as freely as the 25 cent drafts
available. I was late in getting a ticket this
year but a phone call to John McArdell
quickly had me one at the door when I
arrived. Being seated with the McArdell clan
was a nice bonus as well, they are as down to
earth good people as you'd ever want to meet
and graciously took me in as one of their
own. Kim Jennejohn is on hand discussing
crate motors with fellow competitors and I'm
real pleased to see her here as she's brought
along her wonderful J&H Photo's. Bob
Hunter vividly captured many racers through
the history of Stock Car Racing in New York
and his 'moments in time' bring the cars and
their drivers back. Ronnie Wallace smiling
next to his super, Rene Charland aside the
888, Flathead powered cars from Waterloo,
"What are you doing? Taking all the good
ones?" Asks Terry Fergerson. "Yep" Actually, I
can't find any bad ones as I pour through
them. I overhear Chuck Brownell talking of
Floyd and Kotary - that always gets my
attention so I relate a conversation I've had
with Roy Kotary this past week. Cliff turned
87 on Wednesday (11/8/07) and they were
celebrating his birthday on this night which
precluded their making the re-union. But
Roy wanted me to pass along some thoughts
to the group which are as follows; 'Cliff always
enjoyed the keen competition at Waterloo, it's
what drew him to the track in the first place.
He also appreciated the fact that the
competitors at Waterloo never complained,
they just did their best to beat you and
wanted to beat you on the track. He felt that
the competition at Waterloo Speedway was
the best he ever faced and often said at
Syracuse that if he could beat the guys from
Waterloo, he'd be assured success. It's due to
this level of competition that Cliff holds his
memories of Waterloo as his fondest.' "Wow"
says Chuck, "yeah, that's quite an
endorsement." And I'm sure it was heartfelt
and true. Looking around the room you can
see that with guys like Johnny McArdell, Wee
Willie Allen, Rollie Velte et al - there wasn't
any slouches taking to the clay at the Seneca
County Fairgrounds. Roy added, 'You
couldn't be off your game at Waterloo and
expect to win.' I'm sure all the guys knew
that.
Dinner was excellent and despite Walt
McArdell's 'C'mon, have a beer, we haven't
even started yet' invite, I begged off and
headed home with handshakes from Jim
Sincerbaux, Jim Horner, and the all the
McArdell's. Really a wonderful group and
although the time was short, it was very
entertaining. A worthwhile trip for sure.
And now, we bring you the offseason. Which
is really a misnomer, as there really is no
offseason per se. Next up will be our rules
changes, then website updates, scheduling,
sponsorship chasing and some time in the
garage building our long gathered projects.
There's always plenty to do as the club is just
like a racecar in that it's never finished and
you can always find room for improvement.
So onto it. Any potential members that wish a
set of our rules please use our 'Contact Us'
tab and as soon as they are finalized, we'll get
you a set. Lastly...
Happy Belated Birthday to Cliff Kotary,
87 years young. And wishing you many
returns.
