Banned! Clint Haskin's '63 Tempest

Lounging in the Famoso Raceway pits in A/FX guise, the little Chief strikes a warrior pose. “Grrr”, indeed.

At the tail end of the final day of the 2011 California Hot Rod Reunion, one last stroll through the pits seemed an appropriate way to cap off an incredible week. Out at the fringes of Famoso Raceway's property line, I happened upon a car I'd been glimpsing all weekend. This one was personal. From birth, I've had it bad for a '63 Tempest. Ask anybody. It's a thing with me. I tried to walk past this Tempest that had been teasing me for days. I was almost past the pit when I turned for one last glance and I swear it winked at me.

That's when the owner, his wife and dog came out of the trailer. We were fast friends - instantly connected. As we talked, I couldn't look away from the car. I was falling again. I offered to shoot some photos for a possible feature story. They were all too accommodating. After the shoot, they explained that they wanted to weigh the car before loading it into the trailer - and would I care to drive it to the scales? It didn't take me all day to accept the offer.

The next day, I spent 12 hours driving home with the Tempest swirling in my head. And just a few miles from home was an old car collection where I'd seen a '63 Tempest - about 20 years ago. I'd driven past the location dozens of times over the years, dismissing it, along with the car I knew would surely be a ghost by now. But on this day, I pulled in to find the Tempest had been waiting for me exactly where I'd last seen it. Amazing, yet somehow not surprising. The owner was open to negotiation and we did just that over the following days, while I wrote up a feature on the race car.

Somewhere in the midst of these events, I'd talked myself into believing that the race car feature story would pay for my dream Tempest. That didn't happen. I pitched the story to every magazine that might possibly have an interest and even some Hail Mary long shots, just to say I tried. No dice. Why? I don't know and it's not my business. My job is to tell the story, send it out into the world and write the next one. True, the photos were hastily shot in the cluttered Bakersfield pits. Not good. But I did my best. All I know for sure is, more will be revealed when I'm ready to see it. Meanwhile, I've been getting a lot more stories published than rejected. Why? Again, not my business. I've been blowing the paychecks on gas, food and shelter. I'll get a Tempest if and when it's mean to be. So yeah, this one's personal. Another lesson taught. Learned? Time will tell.

                                         SECOND HAND SMOKE     

                                                  Words and photos by Scotty Gosson

Overhead view highlights crisp lines by Pontiac’s design team. Many argue this to be the prototypical muscle car layout, with flared (“Coke bottle”) quarter panels and relatively short deck and top, enhancing the bicep vibe on a shorter-than-most wheelbase. Side gills and split grille earn bonus points. Hood scoop is one of a Mopar pair.

Every locale has its lunatic fringe element and in northern New Mexico, these are the guys to be wary of. The Haskin name is synonymous with hardcore Pontiac performance throughout the Southwest. Family patriarch Charlie Haskin has been waving his magic wrench over Tin Indians for fifty years and passed the brand loyalty on to sons Clint and Randy. The Haskin brothers were diehard Pontiac street racers: “We were always getting into trouble with street racing. Once, my brother and I had to go to court on the same day. Needless to say, our mom was not happy. That’s when our dad took us to the drag strip and showed us ‘how it’s really done’ – legally and safely.” Today, Haskin Race Engines are known for brutal and reliable Poncho power on southwest drag strips, dirt tracks, and yeah, some city streets, too.


Charlie’s dream car had long been the 421 Super Duty Tempest, but supply and demand dictated he build his own. “Twenty plus years ago”, Clint and Randy snagged a ’63 Tempest body at the local wrecking yard and the build was on. Second Hand Smoke began life as a feeble 326/automatic commuter. Charlie ripped out the wheezy 326 and replaced it with a rowdy Haskin 428 inch warrior. A 3.89 cogged 9 inch Ford rearend with homebrewed ladder bars replaced the spindly transaxle. That’s it. This car was built pretty similar to the factory Super Dutys, with no frame - not even subframe connectors – just a massive power transplant and a homebuilt rollbar attempting to hold the car together. The visual hit is via Cragar Super Trick wheels shod with plenty of Mickey Thompson rubber, some homebrewed bodywork and paint, and Jerry Montoya graphics with a respectful nod to tribal elder Jess Tyree’s iconic Tempest. The finished product kept Charlie grinning for several years.

Then the Haskins happened upon a Mickey Thompson stroker crank (4 ½ inches worth, garnering 495 cubic inches) at a swap meet. The resultant long legged Chief was initially installed in Clint’s 8-second ’69 Judge, but when he built an even hairier mill, the stroker ended up in Charlie’s old Tempest.

This all took place a couple years ago and the Haskins have been savoring the fruits ever since. Clint does the driving these days, while Charlie is only occasionally in on the action. Clint’s take: “It’s like he lives vicariously through me. He’s older now and doesn’t want to race like he used to, so I take the car out and continue making passes in it, for him.” What a thoughtful son! Damn lucky, too.

The Second Hand Smoke car may use archaic tech, but it’s working for the Haskins: “We’ve ran in the nines with it, but we keep it in the tens to avoid certifying the ‘cage, licensing, and all that jazz. That’s why we stick with the 3.89 gear.” That thinking could change when the Haskins install their “more period correct” Hilborn injector, adapted from an Oldsmobile - a move that will surprise no one in Aztec, New Mexico.

Resembling a Catalina left in the sun too long, the Le Mans-optioned Tempest’s 112 inch wheelbase only has to support 2,865 pounds in stock trim. Though stripped down, Haskin’s all steel version scales at 2,840 pounds with conventional drivetrain layout, rollcage, and original glass.

 Pontiac builds excitement and Haskin Race Engines builds on that with adrenaline valve popping torque, driving the point home. Jerry Montoya brushwork is dead nuts on the money.

Based on ’67 400” block, HRE employed rare Mickey Thompson forged crank with 4.5” throw. After .060” overbore, the result is 495 cubes. Ross flat top pistons on Bill Miller aluminum rods provide 12.5:1 compression with Haskin-ported Edelbrock heads, flowing 330 CFM. Surly disposition is defined by Comp solid roller, specing in at 276 degrees of duration at .050” lift. Total lift is .640”. 1050 Dominator rides Edelbrock Victor intake. Beefed TH-400 with TCI converter sends grunt to 3.89 geared 9” rear. Electric water pump drive is most exotic feature.

Gennie Tempest ambiance is interrupted by 8-point Haskin ‘cage, ‘glass seat and harness, B&M shifter, Autometer tach, some vintage S-W gauges, and trans brake switch on period aftermarket ‘wheel. Casual chic carpet seems organic to this interior design.

The biggest news under here is the Haskin ladder bars nailed to 9” Ford housing. All else is from Pontiac Motor Division.

ANATOMY OF A SECOND HAND SMOKE RUN:

Randy Haskin and assistant guard car while prima donna driver primps in private dressing room (port-a-potty). Down time in staging lanes is spent sneering at opponent Ken Godsey.

Idling up to the line, the quarter panels wear their M/T freckles proudly. Hey Clint, don’t forget to roll that window up!

Second Hand Smoke blows off the line with the left front hiked up a few inches, then settles down for the duration.

At the 330 foot mark. Do Clint’s knuckles look white to you? The casual front end alignment has been corrected since this run (remember, it’s tired original stuff).

On the big end, the 495 is pulling hard at an easy 5500 RPM as the Tempest challenges Ken Godsey’s 427 Sox & Martin tribute Mercury for space on the finish line stripe. Godsey got there first and Haskin went home. Clint’s home track in Albuquerque commonly has a corrected altitude of 8,000 feet, where 10.60s are considered hot stuff. He went 9.95 in qualifying at Famoso. Oops!

Earlier in the weekend, Clint did a little grudge racing versus buddy Glenn Gibbons’ "Pouncin’ Poncho" ’64 Le Mans and held his own against the alky injected (Pontiac powered) favorite. This speaks well of Haskin power.

Catching its breath in the pits after an invigorating workout, the Native American compact sizzles and tinkles back to normal temp, as Clint readies the trailer. Rode hard and put up tired, Second Hand Smoke reminds us that real race cars ‘like it rough’. Pampered princesses need not apply. Hey! Check the Le Mans upgrade tail lights – what a luxury liner! 

Loose cannon magazine photographer at controls. A damn scary moment for pit-side pedestrians. But jeeze, this guy looks good in a Tempest! (Photo by Clint Haskin)

Secret spy photo of author's dream car at undisclosed location. Please don't buy it out from under me.

Happy Valentine's Day!

Congratulations Earthlings! You've survived yet another Valentine's Day. Besides celebrating the birth of beloved American entertainer Rudolph Valentino (and his ironic death on the same date at a gangster shootout in Chicago), it's also a day of investing in relationships via expensive gifts! As usual, you probably blew it with another predictable cliche presentation of flowers and candy, severely disappointing that special someone. And all because you apparently forgot the other reason this day is celebrated by lovers around the globe. That's right, it's also the official release date of RAT RODS from Cartech books! You're saved! Just hit your local bookstore or dial up Amazon.com for a copy of the book that's had the publishing world upsidedown with anticipation for over a year. Controversial subject matter! Shocking visuals! Amazing psychological insights! And enough automotive redecorating ideas to keep your sweetheart happily busy in the shop for months to come! You're welcome. But you owe me, big time.

Here's what to look for:

 


Sorry, it doesn't come in any other colors or sizes. Because it doesn't have to! RAT RODS is the perfect gift for any loved one (and/or yourself!). No matter their religious, political or sexual orientation, your honey will stay sweet on you forever, once they've feasted their eyes on this orgy of freeform creativity. Did you know "RAT RODS" is French for "I hold you in the highest regard and feel that you deserve only the very best"? You do now! And so will they, when they unwrap the hottest book of the season and realize that they'll now be well informed and prepared for tomorrow's water cooler discussion. You just can't put a price on that. So do yourself (and you-know-who) a favor: Give the gift of true love. RAT RODS (with a Foreword by distinguished author Tim Bernsau), and spend the rest of the year having a good laugh together when you remember how you ALMOST turned Valentine's Day into a massacre - before you redeemed yourself with the most thoughtful gift imaginable. Enjoy.

RAT RODS is made from genuine Persian stringtail free range organically fed rats, serenaded by Austrian sheep herders and bathed daily by hand picked Swedish virgins in Serbian tiger milk at sunset. 


Like all Cartech products, RAT RODS is guaranteed for life to the original purchaser. For details and merchandise return policy, write to: CarTech/SA Design, 39966 Grand Avenue, North Branch, Mn 55056 USA

Banned! Dr. Lockjaw's Tetanus T

For weeks, I could only catch a fleeting glimpse of it in traffic. While bombing around town, I kept seeing the '53 Studebaker going through intersections or crossing side streets, but just couldn't ever catch up to it. Until the night that we simultaneously rumbled into Smarty's Drive-in for dinner. Grey primer, slammed, American 5-spokes, and an early Hemi under the louvered hood. I talked with the owner and his wife for all of five minutes and the bond was forged. We 'got' each other. The next day I was at Jamie and Linda Ford's rural home. We made our way out to Jamie's shop and I realized this was one of those lifetime connections. Jamie was just starting his first race car project and I was instantly, hopelessly, drawn in. Jamie and Linda have been my best friends ever since. They've bailed me out of countless jams over the years. We've been through a lot together. There's some understatement for you.

Jamie and I spent some quality time on the drag race circuit together, racing each other and sometimes just running the Tetanus T. Rod & Custom Magazine's Tim Bernsau shot a feature on the Tetanus at Famoso Raceway one day and we connected, too. Tim became my writing mentor and that's how I stumbled into the magazine biz. A few years ago, I wrote this feature on Jamie and his car for another magazine. They passed on it, as did some other titles I showed it to. I had some great photos then, that have somehow vanished. But with these hasty snapshots, I'd like to finally expose the story to the light of day here. It's the least I can do for a family that has put up with me for so long.

                             The Ballad of Dr. Lockjaw and the Tetanus II                                                        Text and Photos by Scotty Gosson    

It's the song of idyllic summer afternoons. Distant dog barks echo on the breeze. Tiny birds chirp out jazz from a pepper tree. And eleven year old Jamie Ford jams along, while strolling through his Monrovia, California neighborhood. He spies an open garage door and wanders over for a peek inside. Jamie’s life will never be the same. Impressionable eyes adjust to the garage light and an early, short wheelbase, full bodied dragster is revealed. The owner/builder (“A local character") is taking care of some routine maintenance chores on the little digger and is relaxed enough to answer every question Jamie can conjure up. By dusk, young Jamie’s in the driver’s seat, getting a feel for life behind the wheel of the quickest race cars on planet Earth. It would prove to be young Mr. Ford’s first shaky step into the world of scorched rubber and oil. He was in for a long walk.

By the time Jamie entered high school, the Ford family garage had become a regular stop for hot rods on their way to all of the famous southern California cruising spots. Besides being a social arena, the little garage in the alley behind his house would lend major improvements to several hot roadsters and hardtops, as Jamie began honing his mechanical and fabrication skills.

After high school, Jamie enrolled at Pasadena City College, studying mechanical engineering. Even before the dragster encounter, he'd seen cars as art, so there was also a stint at Chouinard Art Institute to study design. It was all knowledge that would serve him well. The art world itself was very seductive and upon graduating from the Institute, Jamie found himself working at the Getty Art Museum, where he and wife Linda would literally live for the next twenty years. Cruising and drag racing were always a part of their lives during the Getty years, but upon retirement, they decided to move to southern Oregon’s Applegate area to live the hot rod life full time. And to start a family.

Jamie built a 32'X60' shop ("Custom Metal", where he performs - duh - custom metal work) and eventually even got around to building a house for Linda, son Story and daughter Shea. He stocked the shop with equipment, building what tools he couldn't afford to buy. Then Jamie Ford proceeded to build all the things that had been rattling around in his head over the last couple of decades. His clientele was mostly high end street rodders and Jamie delivered the goods. But there was a backlash developing in Jamie’s conciousness and he began to long for the brutal, purposeful drag cars that influenced him so much in his youth - cars with character to match the snappy nicknames and bigger-than-life personalities of their drivers.

In an Auto Trader magazine, Jamie spotted a crusty '26 T coupe "street racer special" for sale in the Roseburg area. The hook was the ten inches missing from the top. The idea was obviously to throw together the lightest body and chassis possible, in the shortest possible time, for the least possible bucks. The owner had succeeded on all counts and the little T did very well against the toughest street cars the Willamette Valley could throw at it. Yeah, it was rough, but ready. And when the owner fired it up, Jamie knew his fun meter was about to get pegged.

The mild (10:1) 350/350 combo in the car worked good enough with the 5.13 geared 9" rear (complete with welded spider gears) to run easy low 11s at the track. The hard part was getting through tech: When the tech inspectors first saw the rusty coupe, they laughed and declared Jamie liable for any Tetanus shots required. From that day on, it would be known as "The Tetanus T" and Jamie Ford took on the moniker of "Dr. Lockjaw". He had a blast racing the T that year, while simultaneously envisioning a more refined Tetanus for the future: A dedicated race car that embodied his own vision of an altered coupe. That winter, the shop door went down on a project that would take Jamie exactly where he'd been wanting to go: faster.

Jamie had been jonesing for a real race car since that childhood day in the dragster seat and made up for the lost time with a vengeance. The Tetanus II began as a pile of mild steel tubing - rectangular 2"X3" for the rails and round 1 5/8" for most everything else. He sourced the healthiest skin from a large stash of T body parts and pieced together a nice coupe, which he proceeded to chop nine inches (giving him another precious inch of headroom and visibility over the old Tetanus). Whatever panels he couldn't find in cherry steel, he fabbed from aluminum and filled with louvers. Jamie commissioned John Keller Machine in Medford to screw together a gnarly gas fueled roller cammed 12.5:1 383 small block, backed by the old TH350, now stuffed with a trans brake and a SpecRite (4,000 RPM stall) converter. A set of 4.86s were loaded into a new 9" and hey, welcome to the low tens!   

Jamie says the biggest improvement over the old car is probably the suspension. Much better geometry was incorporated into the same buggy spring style front suspension as before and Jamie whipped up a signature center pivot friction shock arrangement for it, as well. The old truck coil springs on the back of the original Tetanus held the car up off the ground, but that was about it. The adjustable ladder bar and coilover set-up on the new car is a major leap forward. In fact, the Tetanus II now leaps off the line like a frog leaving a hot rock, much to the delight of everyone lucky enough to see this hairy snotflinger in action. It might not know its way to the winners circle (yet), but the crowd of well-wishers in the pits and in the grandstands counts for something: In its first five years on the west coast nostalgia drag circuit, the T2 provided Jamie and his fans with plenty of entertainment (running a best of 10.06 at 135mph) and inspired countless other decrepit relics to join in the fun. It doesn't get much better than that. Or does it?

In 2005, the Tetanus II debuted an updated look, with a Hilborn injector matching the zoomies, tube for tube. There was a load of alky in the tank and early-lift nines on the scoreboard - a touchy issue, since the rollcage tubing isn't thick enough to pass tech for a nine second car. What now? Dr. Lockjaw and the Tetanus II will still run a few events, lifting extra early to make nice with track officials, while keeping the grin on the Good Doctors face. Meanwhile, back at the shop, a new chrome moly chassis is going together under a '29 tudor body ("Tetanus III"?), which will house the T2 drivetrain. And will the Tetanus II then be put out to pasture? Kind of. Plans are to drop in a milder small block and run the car strictly for yuks, maybe even putting it on the street, just like the original Tetanus T. And who knows - maybe someday it'll inspire some kid to get his hands dirty and - well, you know how this song goes...

Gone Fishin'

That's right. I'm fishin' for the nibbles of truth behind the facade at the Grand National Roadster Show in Los Angeles. Thousands of smiling faces, polishing beautiful rolling sculptures. Step right up and get your ticket. Stroll though the turnstiles and into a dreamscape of chrome and speed. Everyone there has something to sell. My job: Find out what they're really pushing. Agendas run rampant at these events and the stench of snake oil is stifling. This is my element.

I'll be down in the trenches of L.A. for a week, chase my deadline all the way home and hit the road again for another week undercover in Vancouver, Washington. Upon my triumphant return from that assignment, I'll post the results of the adventure here, then it's off to the March Meet, Viva Las Vegas, and some other gigs, so secret that I can't even tell myself about them.

In my absence, I encourage you to enjoy some posts you may have missed, in the SGE archives. Take your time. Savor it. Write a comment, if you're so inclined. But don't worry about me. I'm armed with the Carma of the righteous. I will return with the greasy, grimy truth on film. For your eyes only.

Until then, my friends. Until then...

　SGE 1st ANNIVERSARY ULTIMATE ADVENTURE GIVEAWAY CELEBRATION!!!


Based on general conjecture and wild guesses, this marks the first anniversary of the SGE blog. We’ve visited several exotic locales and met many colorful characters together. It’s been a fun run. Thank you all for nervously checking in each week to see how I’ve chosen to blow off steam (these reports are typically my passive-aggressive ‘acting out’ reactions to a week spent writing by the rule book). How to properly celebrate such a milestone? Ice cream social? Silent meditation? Trash the local drag strip with fire, broken parts, and beer bottles? I think not. We can do better.

Let's begin by formally acknowledging the Top 5 feature stories of 2011 (according to web traffic). Please hold your applause until the final Scotty Award has been presented:

#5: Banned! Steve Curry’s Mopars

#4: Cole Coonce Interview

#3: Chad Reynolds Interview

#2: America’s Coolest Station Wagons in 3-D

And the number one SGE feature story of 2011: Faith Granger Interview

Congratulations to our first five recipients! Your checks and trophies should be on your front porch with our camera crew right about now!


Enough chit chat. Let's get down to it. Have you been to the Goodwood Festival of Speed in England? Me neither. If you’re not familiar with this global celebration of everything fast, loud and on the razor’s edge, go to: www.goodwood.co.uk/festivalofspeed/welcome.aspx
I’ll wait here while you check it out...

  Hey Lord March! I stole your photos! Got your attention now?

Ah, welcome back. So, what do you think? Look like your cup of tea? Do you have your bail bondsman on speed dial? If so, here’s your shot at long distance high velocity glory:
Cars compete at Goodwood by invitation only. I hereby vow to begin campaigning event promoter Lord March immediately for an invite to run my old Morris hot rod at the hill climb (I think I can borrow it back from the new caretaker). I’m prepared to play the media card, if necessary. Once in the door, the sky’s the limit for offending stuffy old world money with stereotypical ugly American behavior. Place your bets now on how long it takes to get kicked out of this joint. But I’m not going down alone. I want to take YOU with me!

                               Shotgun rider wanted. Must have own life insurance.

Together, I believe we can scam our way to Goodwood. Some of you probably have connections with evil corporate empires that are desperate to polish their tarnished images with sponsorship of just such an adventure. I know some of these soul mongers, myself. It’s not like I’ve never whored myself out to vicious pimps before. Hell, I wrote the book on it. Well, most of a chapter, anyway:

 Coming soon from Gosson Bros. Racing Library. Copyright 2012

 And I shake hands with these devils every day, in exchange for a flimsy token paycheck. Proof:

                              Buy these books! It’s the only way to save America!

And I’m currently finishing up a book on overseas racers who come here to compete in hot rodding’s birthplace. So I feel that making the Goodwood pilgrimage is the least I can do in return. Like the immigrants before me, I’ll ship my steed over the ocean to compete with the best on their home turf (plus it will provide appropriate transport around the UK - just the ticket for speedy getaways).

It’s a long way to Goodwood. I prefer not to go it alone. I’d rather bring YOU along as the official shotgun rider on this adventure of a lifetime. How should I choose which lucky reader will join me in this insanity? Post your suggestion in the COMMENT box. As of today, I’m thinking the reader who comes up with the best plan to finance the trip is the one who’ll join me in learning to drive on the wrong side of the road. Meanwhile, I’ll be scheming, too. If inspiration hits and I figure it out on my own, I’ll probably just take my girlfriend with me and forget about you guys. Let that be your motivation. In 2013, we ride! Who’s with me? Let’s jangle!
　
　
　
　
　

Jon Lundberg Interview

Once you've dominated your field, you're known by your nickname. This guy's nickname is Thunderlungs. His title is The Voice of Drag Racing. From unpaved Michigan strips(!) to the world's most prestigious motorsports events, Lundberg's been there and done it. He's now living large in Arizona. (Photo courtesy of Jon Lundberg)


Jon and I trudged up the stairs to the tower at Champion Raceway and kicked back behind the microphones to let the Q & A echo throughout the empty facility, while watching track manager Jim Taylor cruise around on his new tractor.

 Most everyone knows who you are, but where’d you come from?  How did you get involved with racing and announcing in particular?

 I grew up in East Lansing, MI (home to Michigan State University), third generation son of a Swedish immigrant family brought to Lansing by Ransom E. Olds to make threaded and ground parts for Oldsmobile and REO motor vehicles. That matured into a family business, the Lundberg Screw Products Company.

Walking home from sixth grade one May afternoon in 1949, a chopped and channeled deuce three-window drove by me. Something clicked and I haven’t been the same since. One year later my pal John Hicks and I rode our motorbikes out gravel section roads to Lansing’s Capitol City Airport and watched an early drag race that pitted our Lansing Pan Draggers against one of the nation’s pioneer hot rod clubs, the Genessee Gear Grinders from nearby Flint. Top Eliminator that day was a GMC-powered sprint car on alcohol.

Over the next three years, my dad took us to events held by the Michigan Hot Rod Association on Ecorse Road, a four lane (boulevard-separated) highway that ran from Ypsilanti to Ann Arbor. 

They’d race West-to-East for awhile and use the East-to-West lanes as a return road. Less than legal, but it worked.

In 1954, the NHRA Safety Safari held the quintessential drag race in my state: the NHRA Regional in Livonia (a Detroit suburb) on the ¾-mile, four lane concrete entrance road to a yet-to-be-completed GM plant. I attended that event working with a Public TV station’s kinescope team who came to film the action. It was there I first smelled Nitromethane and again, I haven’t been the same since.

Between 1953 and 1955 I built three cars of my own, a '29 A roadster pickup, a '34 Ford Victoria, and my college car – a 1950 Olds standard 2-door. In 1955, I chose college instead of building a dragster and was then encouraged by mentor Roger Huntington to accompany him to an unpaved new drag strip in the state’s middle area. Roger asked me to simply get on the PA system and talk about cars. I did that, liked it and the rest, as they say, is history. That flying farmer landing strip became known as Central Michigan Dragway and continues vital to this day as the Mid Michigan Motorplex.

With NHRA’s high profile, it’s surprising that “The Voice of Drag Racing” worked for every sanctioning body but NHRA. Is that accurate, and – if so – why?

 Their choice in the beginning, mine in the end. In 1962, while working at Onondaga Dragway, the track was visited by the midwest NHRA Regional Director. I asked him, quite politely, if I might be able to assist announcing the Nationals at Indy. His answer was much less than cordial. I then wrote Jim Tice, President of the American Hot Rod Association, the same question. An endorsement from Walter Arfons sealed the deal and I was off to the 1963 AHRA Winter National in Phoenix as a ride along with AA/FMR racers Noah Canfield and Charlie Johnson of “Glass Chariot” fame. They were also headed for Bakersfield, home of the U.S. Fuel & Gas Championships (aka The March Meet), produced by the Smokers car club. I’d been reading about the event for two years in Drag News and was excited to go along, just to hear that event’s announcer, Bernie Mather, and see the sport’s premier fuel drag race.

I hung on every word both he and Al Caldwell spoke on Friday and Saturday. On Saturday night, it was a tradition that the Smokers held a party at the “Wool Growers” restaurant. It was run by a Basque family who brewed their own wine in the basement. It came to the table with screw-on caps, no label, and met no federal standard – but it was great stuff! Apparently, both Bernie and Al over-consumed, because neither was doing too well on Sunday morning. Finally, about 10:00 AM, Bernie leaned out of the tent-on-sticks tower of that day and moaned, “Lundberg, we’re hurtin’ – get up here and take over for awhile”. They stumbled out and were gone for six hours. Now, here I am, little Jonny Lundberg from East Lansing, Michigan, local drag race announcer, all alone with the greatest collection of fuel and gas drag racers ever assembled, with overflow grandstands there to see, hear and be informed. It was very similar to being the last talent standing on American Idol. And I soared!  I SOARED! And at the after party, also at the Wool Growers, they took up a collection from among the members and gave me 100 bucks of their own pocket money in tribute. If there had been any doubt, there was none now.  I was off and running.

                         Hangin' at the tower. 1964 AHRA Winternationals at Beeline Dragway. (Photo by Bill Turney)

Then, of course, there was the crowd control incident at the 1965 Super Stock Nationals that got blown way out of proportion and convinced the West Coast establishment that I was a loose cannon. And so I just did every other meet of significance the sport offered – and at that time there were many.

Thanks to Bernie Partridge, I did finally join NHRA's major event announcing team for four events during 1987. Previous to that, when they expanded to 12 events in 1972, I announced 42 separate drag race events! ‘Nuff said.

      Interviewing Don Garlits in 1965 for the first ever Pay-per-view drag race TV coverage. (John Durand photo)

Don Garlits had some legendary pissing matches with NHRA. Did you and he follow the same path to the other sanctioning bodies? Are you and Don friends?

Yes, Don and I are friends. That we trod similar paths was simply a product of our shared highly independent nature. Our movements were not concurrent, but we were both drawn to where the money was good and the action strong.

                             With hero Bernie Mather at the 1966 March Meet. (Photo courtesy of Jon Lundberg)

Some of drag racing’s most colorful characters weren’t even racers. People like yourself, Porky the Pirate, Bob Beezer (the Canadian Indian), Linda Vaughn and Jungle Pam Hardy. Have you had any dealings with these people, or others we might not know of?

Over the period from 1955 through 2001, I had the pleasure to know and become friends with all those and many more unique beings that floated into and out of drag racing. For instance, I was at the first-ever meeting between George Hurst and Linda Vaughn. When she walked into that Daytona meeting room, you could feel the earth move and all of us knew we had witnessed history in the making. Jungle Pam and I have remained friends over the years. And Beezer? Well, Bob Beezer is just amazing and I’m glad to call him “friend”. 

I have seen:  First pass ever down a drag strip by E.J. Potter on his “Bloody Mary” SBC-powered motorcycle; first wheels-up ever by the Hurst “Hemi Under Glass”; first-ever run by Bill “Maverick’ Golden in the Little Red Wagon. I announced the first-ever over-200 pass by a ProMod and the first “under-seven” 6.99 pass by such a car.  And, in 1988, voiced the first-ever Top Fuel 4.99 by Eddie Hill at the Texas Motorplex.  It’s been a full life and a great ride!

Have you spent any time in the “industry” that was partially birthed by drag racing? Pardon my crusty memory, but you were involved with SEMA, weren't you?

Yes, I entered the “industry” in 1973 at Eelco, then a division of the Lee Eliminators. In 1975, three others and I executed what today is called a “leveraged buyout” of Cyclone Headers from Lee. We grew Cyclone to number one status among header and exhaust system makers of that era and sold the enterprise into the remerging Mr. Gasket companies in 1981. 


During that period, I was elected by my manufacturer peers to three terms on the SEMA Board of Directors – a period of volatile growth for the association. Also – first alone and then in partnership with Dave McClelland – I was emcee of the SEMA Banquet from 1976-81. My company is a proud SEMA member. I'm an industry person.

NHRA’s been in the news lately with ugly corporate financial blunders. Do you think this is symptomatic of an obese bureaucracy? Many disgruntled sportsman racers seem to believe this is only the tip of the iceberg that will bring the giant to its knees. Would that be a good or bad thing?  Or can you even comment on this without making trouble for yourself?

I knew and respected Wally Parks and all his original crew. Lacking his influence, drag racing would not exist today as we know it. Wally is dead, God bless him. And most of the people who made NHRA what it was are either dead or retired. The National Hot Rod Association of today is a for-profit business run by professional executives. Their fans, racers, clients and the marketplace will decide the wisdom of their decisions. As with any creative enterprise that involves cars and significant effort, I wish them much success in their endeavors.

You retired from the microphone in 2001. Do you spend all of your time alphabetizing your medications now? What are you up to today and what’s tomorrow look like?

I have attempted retirement on three separate occasions and must admit complete failure. I did some consulting work from 2001 through 2004. At the behest of old drag racing friend Don McReynolds, I worked out a sweat-equity purchase of his business Southwest Valuations, a personal property appraisal firm specializing in unique, exotic, historic and racing vehicle projects. Over a five-year period, I completed Masters Degree-level schooling and – with Don as my mentor – learned “the trade”. 


On December 1, 2009, I achieved top-level operations accreditation by earning “Accredited Senior Appraiser” status as conferred by the American Society of Appraisers, the largest and most prestigious society of professional valuers. Southwest Valuations is my sole focus other than for the odd drag racing reunion appearance or vocal engagement.  My website is: southwest-valuations.com.  Interested parties may view a sample of my work by: going to www.cacklefest.com, then clicking-on “How Safe?” in their headline, then choosing to click-on the URL’s at the page bottom. I believe this is the most fulfilling “car guy” job ever!

By the way, I also serve on the Board of Directors for “Project 1320” – the drag racing history anthology series now underway.  We need to preserve our legacy and this is the best way to insure that happens. We currently have more than 100 pioneer interviews “in the can” with more coming.  The work product will be a 25-part TV series similar to Ken Burns’ ground-breaking “Jazz” series on PBS.

And by the way again, alphabetizing my medications is a task very much enjoyed by my wife Sandra, who is expert at such things as keeping “loose cannons” organized.

Bonus Question:  What’s the future of hot rodding / racing / transportation?

As long as there are two of something and one trophy, there will be racing. Hot rodding will never die, it just keeps on morphing as technology, fueled by the creative juices of dedicated fabricators and home builders, keeps flowing. I see no end to its potential. Transportation will increasingly become controlled by big government. But you either build good-performing, great looking, well made cars, or people just either seek alternatives or stop buying all together. That lesson has been painfully learned and will not soon be forgotten.

Double bonus points question: If you were a car, what kind would you be?

I think an Art Chrisman-built deuce highboy roadster would be my four-wheel manifestation. I currently drive a 2006 Dodge Charger R/T Hemi and absolutely love it.

Now that you're "retired", just what kind of laurels are you resting on?

Not many exist for motor sports participants who do not race. I'm an International Drag Racing Hall of Fame inductee (2008) and am honored by induction to the Michigan Motorsports Hall of Fame as well. Darwin Doll, through the National Nostalgia Drag Racing Association, has made me a member of their Legion of Honor and – when active – Frank Spittle welcomed me as a member of the Super/Stock and Drag Racing Illustrated Hall of Fame.

What’s next?

Well, I'm 74 and in great health. I'm blessed with a beautiful, adoring wife, plus an extended family of 7 children, 13 grandchildren, and 3 great grandsons. That group of amazing individuals, appended by Southwest Valuations, keeps me pretty well occupied. Whatever comes, comes. And I’m ready for whatever that is.

I don't doubt that! You don't even have an OFF switch, do you? Hey, thanks for sharing all of this stuff with us, Jon. It's really been a kick and quite an honor. We'll be cheering you on at Southwest and whatever else you get yourself into. Just be careful going down these stairs, man...

                                                                 (Iconic image by Don Hale)

[Voice on walkie talkie: Scotty, are you about done? I gotta lock this place up and get home.]

No sweat, Jim. We were just leaving...

More on the Costa & Stewart Willys

                                                 (Photo courtesy of Joe Hickenbottom)

As most of you know, my day job is writing hot rod genre books for CarTech/SA Designs. It’s actually more of a 24/7 gig for me, but you’ll never hear me complain about that. I’m hopelessly in love with the creative process and thanks to this work, my jones gets fixed hundreds of times every day. Aaahhh…

In March of 2002, I met (then) Rod & Custom scribe Tim Bernsau in the pits at Famoso Raceway, who encouraged me to try my hand at magazine freelancing. I’ve been sneaking the magazine features into my schedule ever since. This month, my first ever cover story hit the shelves. Bonus: It’s for Hot Rod Deluxe magazine – my favorite. In fact, I’ve been doing a lot of work for Dave Wallace at HRD over the last few months and it appears our arrangement will continue into the foreseeable future.

The cover car for this (January 2012) issue is the Costa & Stewart A/GS Willys, which came with a colorful pedigree and many riddles. Eventually, my research led to grizzled Gasser veteran Ronnie Nunes, who told me that the late Pat Stewart’s partner Carl Costa (who vanished mysteriously in 1969) bankrolled the car with his earnings as a concert pianist. Well, that defined the storyline, and provided the title ("Classical Gas") as well. I ran with it. Since being published a few weeks ago, I’ve received conflicting reports regarding the validity of Nunes’ statement. The mystery deepens. If you have any history with Costa and/or Stewart and any insight into this controversy, please post a note on this blog’s COMMENTS and enlighten us all, okay? Meanwhile, here’s some out-takes from the feature to inspire your memory…
　
　
　

The Willys hibernated in this shed behind Pat Stewart’s house from 1969 to 2004. (Mark Andermahr photo)　

While researching, I crossed paths with Mark Andermahr, who knew Pat Stewart and attended the auction of Pat’s possessions. He was beyond disappointed to have missed out on the Willys, but did bring home this period Deuce roadster, which was Pat’s street car. (Mark Andermahr photo)


 

Some out-takes of Wes Allison’s beautiful HRD cover shoot. Editor Dave (AKA Mr. Ed) constantly reminds me that these cover shoots are, "A big deal." That’s understated code for a logistical nightmare that requires perfection of every detail (of which there are thousands), lest weeks of planning go swirling down a very expensive drain. (Wes Allison photos – duh!)


 Action shots are usually the best memory joggers, so here ya go. Were you in the pits or ‘stands at any of these races? Do tell…

We begin with Costa & Stewart up against Mike Mitchell ("World’s Fastest Hippie"), around ‘68ish? Not sure where this is, either. (Photo courtesy of Joe Hickenbottom)

 

Stewart, getting the jump on the competition at Fremont Drag Strip in late 60s. Note 9.80 on driver’s window – was Stewart bracket racing here?! (Photo courtesy of Joe Hickenbottom)


 

By now, the Costa & Stewart lettering is gone and Fremont has changed its name to Baylands, which puts this around ’69 or ’70. (Kiwi Kev photo)

Rare shot of Stewart in the staging lanes at the Fremont Reunion/Gasser Gathering in 1987. He hastily installed a carbureted smallblock Chevy for this one event, then immediately put the car back into retirement. I believe that's the 'Old Gold' '39 Chevy in the other lane - a car that has kicked my own ass down the track. (Photo courtesy of Joe Hickenbottom)


 

Cool shot of the Willys at speed, sans door lettering. Joe later had "Deacon" recreate the ‘Costa & Stewart’ logo. (Kiwi Kev photo)


　
　

The Costa & Stewart Willys is now in Joe Hickenbottom’s care and sharing the company of its stable mates at Hickenbottom’s race car retirement community in Aromas, California. The ’40 Dodge is a street/strip special. Joe drove it to the coffee shop one morning and discovered the Costa & Stewart car in the process. (Joe Hickenbottom photo)


 

Every fleet needs a ’57 Chevy C/Gasser. This is at Eagle Field, where I believe Joe blew the rearend out of it. Don’t know the history on this one – just that Joe tortures it regularly and he nailed the look, according to my skewered tastes. (Photo courtesy of Joe Hickenbottom)


 

HRD regular Tim Sutton caught Joe warming up the shop with his restored Gameuda Bros. Anglia. (Tim Sutton photo)


 

You can’t collect racers without acquiring at least one dragster. Joe and his daughters show off some killer chassis work here (love that front spring)! Great background eye candy, too…
(Tim Sutton photos)

UPDATE 2-15-2012 : Ronnie Nunes recently reminded me that his comment to me while researching the magazine story was only that Costa was a concert pianist - he did NOT say that the race car was financed by those performances. In fact, he told me he didn't know where the money came from. I double checked my research notes and could only find this scribble: "Concert pianist - financed build?" My mistake was likely a result of late night thrashing to make a deadline - exactly the kind of slop I despise and swore I wouldn't ever commit. Now I've done it and toes were stepped on in the process. My apologies to Mr. Nunes and anyone else effected by my blunder. It's an important lesson learned, but I regret that other people paid for my education.