Teen Terrors of the '70s: Jeb AllenFriday, August 21, 2015

This is the first in a series of articles on teenage nitro drivers of the early 1970s, beginning with Jeb Allen, the only teen driver to win in a nitro class at an NHRA national event. He was the sport's youngest Professional-class winner when he won the 1972 Summernationals Top Fuel title at the tender age of 18 years, 1 month, and to this day remains not only the youngest Top Fuel winner, but also the youngest Professional-class winner in history. In 1981, at 27 years, 4 months, he became NHRA’s youngest Top Fuel world champ, another record that he still holds.

His was a meteoric career that spanned just a decade. He finished eighth in 1982, failing to qualify at that year's World Finals, and pretty much dropped off the radar screen. He left the sport and, detoured by alcohol and drugs, lost his way for the better part of the remainder of the decade. He became NHRA's greatest "What ever happened to?" question.

His last year on the tour, 1982, was my first on staff here, and I never really got a chance to know him. When he called me out of the blue in 2010, looking for some photos, it was great to hear from him and of the success he has become after a rather black period in his life in the 1980s. He was open and candid about his trials in life, which resonated very deeply with me as I had a family member struggling with addiction at the time. I wrote a column about him (Jeb Allen: Building a new life, one home at a time) to share that experience, then wrote an in-depth story on him that ran in National Dragster. In the spirit of full disclosure, large portions of this column are lifted from that ND article and supplemented with additional new information from interviews with Jeb in the years since.

o hear Jeb tell it, it was his mother, Betty, who got the family turned on to drag racing. She and her husband, Guy, had been together since they were teenagers and had three sons: Ed, Les, and Jeb.

Jeb Allen with his mom and dad, Bakersfield 1966 (Steve Reyes photo)

"My mom dragged me and my dad to the races," he remembers. "This was in the early 1960s. We both got hooked the first time we went out. He had that same obsessive personality that I have, and we both fell head over heels in love with it. From the time I was 8 years old, that's all I knew, every weekend."

An injected gas dragster named Night Train was followed by a pair of injected fuel dragsters for Ed and Les. Les drove the car called the Stinger, and Ed wheeled the Wasp, beginning the tradition of naming their cars after insects that led to their famed Praying Mantis Top Fuelers.

The Stinger was a great success, winning a reported 85 of 88 rounds in 1965, and in 1966, Ed won Jr. Fuel at the famed Bakersfield March Meet while Les set the national record at 199.10 mph.

The first Praying Mantis, fielded in 1969, was a front-engine Woody Gilmore Top Fueler driven by Les, though according to Jeb, Les only drove it about a half-dozen times before vacating the seat, which for a short time was filled by Hank Westmoreland in 1970.

Jeb, meanwhile, at the tender age of 16, had gone on tour with Steve Carbone during the summer of 1971 and had the racing bug bad.

"I realized that standing on the starting line wasn't enough, that for all this work and effort, I'd much rather be driving,” he remembered. “Looking at those front-engine dragsters, I never wanted to drive one. My family was actually going to quit racing. Eddie didn’t want to drive it, and Leslie was having some personal issues. But when I saw Garlits’ [rear-engine] car, I called my dad and told him I’d drive one of those. He told me to come home and get my license in their front-engine car. My dad got all excited that I wanted to race.

“I only drove the front-engine car for about 15 runs,” he remembers. “Getting licensed was the tough part. It would shake real bad. I would drive it 300 feet and shut it off. I made six or seven runs, and finally [starter] Larry Sutton came up and told me, ‘Look, we’re getting tired of this [stuff]. Reach down and grab [a portion of the male anatomy] and hang on because once you get through it, it will be fine.’ I did, and he was right, and it was fun after that.”

Allen licensed with competitive numbers, becoming the youngest licensed Top Fuel driver in NHRA history at 17 years and change. As promised, a new rear-engine car was built, and Allen went to the semifinals of his debut event, the 1971 Supernationals at Ontario Motor Speedway. The Allens hit the road in 1972; all the while, Jeb remained a student at Bellflower High School.

"The school was very supportive," he remembers. "They saw the magnitude of what I was trying to do and said they would work with me so I could graduate. I’d go to school for maybe an hour and a half each day."

It didn't take long for them to strike gold. Allen won the Summernationals that year, a race he would win two more times and be a runner-up at three other times. His initial victory was capped by a final-round win over the legendary "Mongoose," Tom McEwen.

"That was really something," he says, still a little in awe. "When I was a little kid, our shop was right around the corner from where they kept the Yeakel Plymouth dragster that McEwen was driving, and I’d go hang out with Lou Baney and his son and polish McEwen's car."

Allen won his first Top Fuel title -- and his first of three Summernationals scores -- in 1972, defeating Tom McEwen in the final.

He followed his E-town win with a runner-up in Montreal, and the attention that the teenage phenom got quickly attracted sponsors like Revell and English Leather, allowing Allen to get new and better equipment. As his career blossomed, with his parents' blessing, he took over control of the operation.

He scored a memorable runner-up to Carl Olson at 1972's Last Drag Race at Lions despite never winning a round – he was reinserted multiple times under the old "break rule" -- and his second-place finish meant that he was the last driver to ever cross the Lions finish line. All was right in his world.

Allen and John Wiebe tangled at the 1973 Tulsa, Okla., event. (Don Gillespie photos)

Then came Tulsa, Okla., 1973.

Paired in the first round of the PRO event with good friend John Wiebe, they became involved in one of the most terrifying two-car accidents in the sport's history. Disoriented by severe tire shake, Wiebe plowed into the side of Allen's dragster, sending both cars tumbling and disintegrating down the track.

"All I remember was that everything turned around, and I was inside a fire for quite a long time," he said. "The safety equipment then wasn't what it is today, and the fire started coming inside my visor, so I put my hands over my face and held on, and I got third-degree burns on my hands."

In a way, Allen's life also began tumbling and disintegrating. "John and I were best friends at the time. We'd share motel rooms and everything. After that happened, we kind of went our own ways. Rebuilding was a big financial burden, and I had to back things down quite a bit, and I also got a little lost trying to sort out my life," he says.

Even though his teen years ended, the winning did not. Although it took Allen three more years to get back to the winner’s circle, he did so with earnest. After a runner-up at the Summernationals in 1976, Allen won in Seattle and was runner-up to Shirley Muldowney at the 1977 Summernationals. Allen also won the 1977 AHRA season championship and match raced extensively against AHRA kingpin Don Garlits.

"We raced Garlits every opportunity we got. Mondays, Wednesdays, Saturdays … I did a lot of match racing, more so than national events," he said. "When I did run the NHRA nationals, I never pushed it too hard; I was just trying to survive. I was hard-pressed to have a complete spare motor or short block. It was a struggle the whole time. We ran on a real shoestring budget. Every year on my birthday, my dad would buy me a supercharger; maybe that's why I always did well in Englishtown. I couldn't afford a lot of parts."

Allen won the Summernationals back to back in 1978 and 1979, but those were his only NHRA successes that decade. The 1980s would be much better to him.

Allen won the Gatornationals in 1980 and was runner-up three times – at the Cajun Nationals, Summernationals (again!), and Indy, to Terry Capp -- and entered the season finale in Ontario, Calif., as one of four drivers with a championship shot, with Muldowney, Gary Beck, and Marvin Graham, but Allen was a surprising DNQ, and Muldowney claimed her second championship. There was some consolation for Allen: He had won the IHRA crown that year and had hired journeyman crew chief Lance Larsen to help tune the car.

(Above) It took more than five years for someone to better Don Garlits' amazing 5.63, recorded at the 1975 World Finals, and it was Allen who did it with a 5.62 at the 1981 Gatornationals. Allen went on to win the championship that year in dramatic fashion. (Below) Allen flew the big No. 1 on his car the following year, but dark clouds were building on the horizon of his life.

They kicked off 1981 with a huge victory at the Winternationals but made even more news during qualifying at the Gatornationals, where Allen zoomed to a 5.62, the first run to eclipse Garlits' six-year-old 5.63 pass from the 1975 World Finals. His 250.69 speed also made him the seventh member of the NHRA 250 MPH Club for Top Fuelers.

Allen went on a tear, winning the Cajun Nationals and Mile-High Nationals, then added a late-season victory at the inaugural Golden Gate Nationals in Fremont, Calif., before heading for a showdown at the World Finals with Beck.

All Allen needed to do to secure the championship was to win the first round, but a broken blower belt sidelined him, forcing him to watch Beck's pursuit. Beck had a tall order: He had to win the race and set low e.t. and top speed to pass Allen.

Beck reached the final round and faced Dwight Salisbury – ironically, the guy to whom Allen had lost. Beck needed to win the round and run quicker than 5.641 and faster than 247.93. Allen was standing in the shutdown area, probably ready to cry either way.

Everyone saw Beck's blue digger turn on the win light, but there were no scoreboards, so it was up to announcer Dave McClelland to let the world in on the details.

"He's got the time!" shouted McClelland. Beck had run the quickest pass in history, a first-in-the .50s 5.57.

As reported in ND that week, Allen was seen throwing his hands to the sky and screaming, "What's the top speed?"

"For the want of two miles per hour," McClelland intoned, "Gary Beck has missed the world championship." Beck's 245.23 wasn't fast enough, and Allen was the new champion, completing a rare trifecta of series championships.

Despite the championship, Allen's life was turning upside down. All the years of traveling and having to nickel-and-dime his way to the winner's circle had taken their toll, and he quit the sport after the 1982 season.

Allen, looking fit and happy -- he mountain bikes all over the world these days -- took part in a panel discussion earlier this year at the Irwindale Reunion.

"I was getting tired," he admitted. "There were some issues I had festering, and I couldn’t get the sponsorships I needed. English Leather said they could sponsor me again, but they couldn't give me quite as much money. I was drinking quite a bit. I never drove under the influence, but at the end of the day, I just couldn’t wait to have a beer, and I just drank too much and used drugs. Finally, I decided I needed a vacation, and all I did was 'vacation.' "

He got sober in 1988, learned how to build houses while working construction, and founded Palomar Builders – naming it after the piping company that his late father, Guy, used to run – and moved to Redding, Calif., with his wife, Sue. Today, they are the biggest home builder and largest residential land owners in the city.

"I took getting sober just as important as any drag race. For a year, I went to three meetings a day, and all I did was concentrate on doing what I was told and not drinking. Once you get your priorities straightened out, good things seem to happen. Everything I ever looked for and wanted out of booze and drugs, I get that feeling every day by being sober. It doesn’t cost me anything, and I wake up feeling good. Getting sober is my biggest accomplishment in life."

And for a guy who accomplished as much as Allen did in our sport, that’s really saying something.

Next week: Bobby Hilton

Drag racing's teen terrorsFriday, August 14, 2015
    Nitro teen terrors of the 1970s (clockwise from above left): Billy Meyer, Jeb Allen, John Stewart, Randy Allison, and Bobby Hilton

When you think of today’s young stars -- Courtney and Brittany Force, Spencer Massey, Dave Connolly, Richie Crampton, et al – they certainly make up the great future of drag racing, but at 27, Courtney is the youngest. She got her start in 2011 at age 23 – the same age as fellow Funny Car racer Blake Alexander – which is young by today’s standards, especially given the economic climate that makes entrée into the Professional ranks more challenging than it was 40 years ago.

Young fans – specifically those under the age of 20 – might have a hard time believing that for a magical period in the early 1970s, several teenage drivers not only participated in Top Fuel and Funny Car at the same time, but also were very successful.

Five of them -- Billy Meyer, Jeb Allen, John Stewart, Randy Allison, and Bobby Hilton -- really stood out from the crowd. Although only Allen won a national event as a teenager – the 1972 Summernationals at age 18 years, 1 month, which is still an NHRA record – all had distinguished careers in the sport.

In the coming weeks, I plan to share their tales of teenage life on tour, how they managed to juggle racing, school, and teenage social lives to become part of our sport’s rich history.

Longtime drag racing fans know well the story of Meyer, how the Texas lad began racing nitro Funny Cars as a teen and went on to become a huge success and today owns the fabled Texas Motorplex, but before we get to his story and the stories of the others in the columns ahead, let’s take a step back a decade earlier to another Texas teenage terror, Don Gay, who wowed fans in Funny Car and, coincidentally, also became a racetrack owner. He passed away June 30, 2007, at age 60, but his legacy lives on.

Gay’s parents, Carl and Marie, owned the successful Gay Pontiac dealership in Dickinson, Texas, on the Gulf Highway halfway between Galveston and Houston. As Detroit began focusing on high-performance cars, the Gays echoed their support by purchasing nearby Freeway Drag Strip, which they rechristened Houston Drag Raceway (and later became known as Houston Int’l Speedway, then Houston Int’l Raceway; check out a tribute to the track here).

Young Don had been a fine athlete in junior high, playing both baseball and basketball, but his interests changed the day that his father booked Hayden Proffitt and his Mickey Thompson-owned, 421-powered aluminum Pontiac Catalina factory experimental at the Houston track in 1961. Don was 14 – legal age for a driver’s license then in Texas – and within a year had not one but two race cars, an A/Stock Pontiac Catalina sedan and an A/Modified Production Catalina station wagon. At the same time, his younger brother, Roy, began running a B/Stock GTO.

(Above) The Gay Pontiac fleet consisted first of a trio of cars, an A/Stock Pontiac Catalina sedan, an A/Modified Production Catalina station wagon, and a B/Stock GTO. (Below) Don Gay won A/S class honors in Indy in 1964.

The Dickinson High School student stunned everyone by winning A/S class in Indy in 1964, back when winning class was as big as (and, for some people, bigger than) winning the national event itself.

Gay might well have stayed in the Stock ranks had his father not changed his life again by booking Pontiac powerhouse Arnie Beswick and his blown GTO into the track in 1964. The entire family was so taken by the raw power and majesty of the machine that, working with lead mechanic James Osteen, they decided to build their own, taking a ’65 GTO from their lot and moving the front wheels forward four to five inches and adding a fiberglass front end, hood, and doors. Because they wanted to stay true to their Pontiac roots, they had to track down a Pontiac intake manifold – Thompson was the sole distributor at the time – and ran it first on gasoline. They named it Infinity, from the opening lines to the popular early-1960s television show Ben Casey: “Man. Woman. Birth. Death. Infinity.” (Gay later admitted that his first choice for the car’s name was Satan’s Chariot.)

The car made its maiden voyage July 3, 1965, at the family track – the car left so hard that he lost his loosely buckled helmet on the launch – and he ended up racing legendary ”Dyno Don” Nicholson later that day. He lost when the transmission broke, but the hook was set even deeper.

Their baptism by nitro came a month later in Rockford, Ill., where they accidentally doubled the required 25 percent dose and promptly blew the engine. The learning curve was steep but not long, and within a few weeks, they were running 9.50s and beating veterans like Sox & Martin. A lot of those same veterans would run at the Houston track, with full hospitality from the Gay family.

“They'd all stay at our house," he recalled. "We'd say, ‘Hey, my mom has a two-story house. Why don’t you stay?’ We'd sit by the swimming pool on Friday night and drink and talk."

For the 1966 season, the Gays contracted famed chassis builder and racer Jay Howell to provide a new full tube-chassis car with a fiberglass body (again a GTO), and Roy got the hand-me-down original car. Infinity II, which featured a candy-apple-red paint scheme and tinted red windows, was even bigger and badder than the original. Because NHRA did not yet recognize Funny Car as an official category, Gay and other early Funny Car campaigners had to compete in Competition eliminator’s Fuel Dragster classes at national events, but that wasn’t their main focus – playing to tens of thousands of fans at wild match races across the country was.

(Above) Although the Gays ran their Infinity GTOs at NHRA national events -- competing in Comp's Fuel Dragster classes before the advent of Funny Car -- the real money was in match racing (below). Gay's duels with the Mr. Norm team were legendary.
(Above) Infinity 4 was this sleek GTO, near lane, driven in this Amarillo Dragway match by Roy Gay against Nelson Carter's Super Chief Charger, with Bryan Teal at the wheel. (Below) The final Gay Funny Car was Infinity V, a Pontiac Firebird, in 1970.

In 1967, Don began to share driving duties with Roy, who scored an impressive runner-up finish behind “Fast Eddie” Schartman at the 1967 Manufacturers Championships at Orange County Int’l Raceway. The racing ended with Infinity V, a Pontiac Firebird, after the 1970 season as Don began to take further responsibility in the family’s newly relocated dealership. Roy was killed in a non-racing-related motorcycle accident in 1972.

As mentioned, Don Gay Sr. died in 2007, but not before seeing the return of the Gay family name to the dragstrip. In 1985, his 16-year-old son, Don Gay Jr., began racing, first in Comp, then progressed to Top Alcohol Funny Car (where he scored three national event wins) and, finally, like his dad, to the nitro Funny Car ranks. Don Jr.’s career was short-lived and ended after he suffered serious injuries in an accident at the 1989 Mopar Mile-High NHRA Nationals. Gay’s other son, Shane, also raced successfully for a number of years, winning in both Super Gas and Top Alcohol Dragster.

In the late 1980s, the Gay family teamed with the Angel brothers, Greg, Gary, and Glenn, to found Houston Raceway Park in Baytown on the site of an old rice farm. Today, the track known as Royal Purple Raceway is considered one of the quickest in the NHRA Mello Yello Drag Racing Series and is home to the annual O’Reilly Auto Parts NHRA SpringNationals presented by Super Start Batteries.

I’ll have more on drag racing’s teen terrors in the weeks ahead.

'The Likeable Logger'Friday, August 07, 2015

I don’t remember which of our zany cast of characters here at National Dragster in the 1980s first labeled Top Fuel racer Earl Whiting “the likeable logger,” but whoever it was nailed it spot-on. The Washington state racer, who graduated from being a financial partner watching from the sidelines to a top-line driver in the sport’s quickest and fastest class, was one of the most friendly guys I’ve met in all my years here, and we lost him Tuesday of this week at age 72. Although Whiting had been out of the seat for decades, I'm proud to say that the nickname had remained, and probably not just in our drag racing circle. There aren’t many guys more friendly than he was.

In the early 1980s, Whiting owned Northwest Log Inc. of Hoquiam, Wash. (hoquiam is a Native-American word meaning "hungry for wood"), and he first partnered with Northwest tuning legend (and former driver) Gaines Markley and his driver, Rob Bruins, not long after Bruins won the 1979 NHRA Top Fuel championship.

They raced together like that until the 1982 NHRA Winternationals, where they failed to qualify. Bruins left the team, in part due to personal reasons and in part due to the team’s struggles, and was replaced by SoCal veteran Dwight Salisbury, who later that year won the Mile-High NHRA Nationals. The Whiting & Markley team, however, lost the handle on the tune-up, and by the 1984 Winternationals, it failed to even qualify and was running low on parts. Things looked bleak.

Sitting a few pit stalls down was another dejected team, the Danell brothers – driver Danny and Mike and Bill – former sand racing champions who had burst onto the Top Fuel scene in early 1983 with a stunning victory at the March Meet capped with a final-round upset of Shirley Muldowney and followed with a big win at OCIR’s Nitro Championships event in June. The brothers, who were California cotton, hay, and barley farmers, also had failed to make the cut for the 1984 season opener, and even though they had a stockpile of parts, they didn’t have the financial funding to go on tour.

Can you see where this is headed?

The two camps knew one another through mutual friend Larry Minor – against whom the Danells had raced on the sand and against whom Whiting had raced in boats – and before long, a partnership was struck, contingent on Danny Danell driving. Salisbury was regrettably let go. Markley stayed onboard, though the team was rebranded as Whiting & Danell and had former Kalitta tuner Ron Barrow and young Andy Woods on wrenches.

The efforts of the team were respected by their better-heeled and -experienced peers, including Joe Amato and Minor, who were frequent visitors to their pit area with advice and ideas. That’s how likeable Whiting was.

(Above) Earl Whiting went from team owner to driver and went on to finish in NHRA's top 10 and win two IHRA national events. (Below) This photo from the 1988 Supernationals reflects the disappointment of Whiting, second from right, after he failed to qualify, but Eddie Hill was forever grateful for Whiting's generosity.

Unfortunately for all, the logging business took a downturn in the early to mid-1980s, and before long, the car was parked, and when it did return in late 1985, Whiting was behind the wheel. He qualified in his debut at the 1985 World Finals and went on to race for four seasons, enjoying some backing from Valvoline for a short time (before it ended up on Amato’s car). Although Whiting never reached a final round on the NHRA ledger and finished a career-high 10th in 1987, he won two IHRA events – back to back – in 1989 and finished seventh there. From my records, that was his final season as a driver. I wish I knew why.

The one memory that sticks in my mind about Whiting and speaks volumes about his character is from the 1988 Supernationals in Houston. You all remember that race, right? No one had run a four in NHRA competition before that event, but by Sunday evening, Eddie Hill had set the national record at 4.990 and won the race with a stunning final-round 4.93. And he would have never done it without Whiting’s selfless help.

Hill had exploded superchargers on three straight qualifying passes, and broke and befuddled by the banging blowers, he announced in a press release prior to the final qualifying session that he was out of parts and packing it up to head home to Wichita Falls, Texas, to regroup and contemplate the rest of the season.

Several teams, including the Gwynn family, offered parts, but it was Whiting who supplied what many figured would be another sacrificial blower, and it was Whiting who sat on the bump spot of the field when Hill made his final attempt – and knocked Whiting out of the field. Hill, another of the most genial guys to ever step foot on the dragstrip, apologized to Whiting for the deed, but Whiting quickly quieted all of that. “It’s not your fault,” he told Hill. “I should have run quicker.”

That’s just the kind of guy Earl was, and not just at the dragstrip. I got to spend some time on the phone earlier this week with his wife of 52 years, Linda, who was there to see it all.

“No matter what he did, Earl was always very well-liked,” she said. “We’ve had lots of phone calls since we lost Earl, and there hasn’t been one person who had a derogatory thing to say about him, whether it was from the racing world or business world."

Considering the sometimes cutthroat nature of both endeavors, that's really saying something. Whiting at one time employed 150 employees and had 20 trucks rolling in his logging business, but when logging regulations began to strangle his business, he got out of that end of the business and founded Olympic Fiber to serve the pulp and paper industry, supplying the raw material for toilet paper and paper towels for the famed Quilted Northern brand.

Whiting retired from the business several years ago and enjoyed his retirement on two wheels, riding his Harley up and down the coast with Linda and a group called Desert Motorcycle Riders to escape the rainy Washington weather. He came infrequently to the drags – most recently a few years ago as a guest of TJ Zizzo – but never missed a show on TV and was still in love with the Top Fuel class, rooting especially for Larry Dixon, according to Linda. He was slowed after being diagnosed with Parkinson’s disease last summer but still remained a fan of the sport and enjoyed watching John Force’s antics.

Even though she admitted to being anxious when Earl began driving, Linda remembered, “Racing was a real family affair with us. The kids [daughters Cindi and Kristin and son Eric] would come with us to as many races as they could, and we had a great time. It was a neat time in our lives.”

The family will hold an open celebration of life for Earl on Aug. 13 at 2 p.m. at South Sound Manor in Tumwater, Wash.

We’re going to miss “the likeable logger.” RIP, Earl.

Pro Stock wheeliesFriday, July 31, 2015

Last week’s announcement by the NHRA concerning Pro Stock rules changes targeted the concerns of many about the class, covering everything from technological relevance – i.e., no “factory hot rod” today has a carburetor – to fan appeal, and to me, certainly one of the most interesting parts of the rules changes concerned the reduction of wheelie-bar length.

You know me, I’m largely a nitro nut, but I fondly remember seeing Pro Stock in the early 1970s when these bad boys would rip the front tires off the ground not only on the launch but often at the 1-2 gear change (done manually, of course, with a clutch). I really miss seeing that. Full credit to today’s Pro Stock teams -- they’ve made their machines into precision instruments of acceleration, with no time for the nonsense of wasted motions like going up instead of forward. I’m not sure what the new wheelie-bar rule will mean when it’s introduced – along with EFI – in 2016, but I’m sure it won’t mean bumper-scraping wheelies. Still, I thought it might be fun to grab some photos from our 1970s Pro Stock archives to look at some fun wheels-up launches.

Of course, back in those early days of Pro Stock, not everyone even ran wheelie bars. Check out Mike Fons airing out the Rod Shop Challenger in Martin, Mich.
“The Grump,” Bill Jenkins, at the 1972 Winternationals. Doesn't look as if he has bars on in this shot, either. Actually, I found very few photos of Jenkins’ cars doing starting-line wheelies; maybe he had the “efficient” launch thing down well before his peers.
Here’s Jenkins’ Vega two years later, in Englishtown, with Larry Lombardo at the controls, picking ‘em up at the downtrack shift. Love those old-style wheelie bars.
Ditto for Wayne Gapp, rowing through the gears in Indy in 1972.
As with Jenkins’ cars, I didn’t find a whole lot of big-air launches by the vaunted Reher-Morrison-Shepherd Chevys, especially once the Texas terrors got it figured out. This is early in their Pro Stock career, in 1978 (note the 444 permanent number for Lee Shepherd. By year’s end, he was able to remove two of the fours – not a bad first full season.)
Ditto for Bob Glidden, shown launching in his famed Pinto at the 1972 World Finals at Ontario Motor Speedway -- typically not a lot of wasted motion, but nonetheless an aesthetically pleasing look.
“The Red-Light Bandit,” Bill Bagshaw, yanked the front tires at the 1972 March Meet in Bakersfield.
Great low-angle shot of Melvin Yow, driving the Duster of one of the class’ more “colorful” characters, Billy “the Kid” Stepp, at the 1974 Winternationals.
Thunder and fury as “Dyno Don” Nicholson wheeled his Maverick out of the gate at the 1970 Winternationals, the debut event for NHRA Pro Stock.
“The California Flash,” Butch Leal, flashed off the line at the 1972 Gatornationals.
Paul Blevins never made it to an NHRA Pro Stock final – he won four times in Modified and was the 1972 world champ – but his Pro Stockers always ran hard, as evidenced by this cool launch at the 1974 Le Grandnational in Canada.
And, of course, no article on Pro Stock wheelies would be complete without this photo of Herb McCandless going sky-high in his Dodge Demon against “the Grump” in the semifinals at the 1972 Summernationals. The wheelie bars broke, but McCandless still managed a 10.35 pass and came back later in the year to runner-up to Jenkins at the famed Tulsa PRO event.
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