Jim Johnson and Jimmy Nix suited up; the firesuits were mostly for show.
Jack Chrisman's Comet was a race car, shown here running in B/FD in Pomona.
Well, it appears that there’s nothing like an article about something or someone being the first to get everyone all worked up about whether or not it actually was. I’m quickly finding that tracing the roots to the “first Funny Car” might be like science’s long-running effort to pinpoint the first “man” based on physical characteristics and abilities alone. I love it when a plan comes together.
So allow me to throw a little more gasoline on the fire.
Did the Jimmy Nix- and Jim Johnson-driven Dodge Chargers I wrote about last week precede Jack Chrisman’s Comet? Absolutely. A lot of sources state that Ford’s Fran Hernandez had Chrisman build the Comet specifically to beat the Dodges and to shadow them as they went around the country and try to goad them into running head to head.
But was Chrisman’s car more like what we know today as a Funny Car because it ran on nitromethane and had direct drive, whereas the Chargers ran on gas with automatic transmissions? No doubt.
Did either look like or were they built like what we know today as a Funny Car? No. The tube-frame, flip-top look did not come into vogue until 1966 with the Comets of Chrisman, Don Nicholson, Eddie Schartman, and Kenz & Leslie.
Was anyone calling them “funny cars” at the time? There’s anecdotal information about Hernandez telling Chrisman to go out and beat those “funny” Dodges at their own game, but, realistically, those Chargers were not all that funny looking. In fact, other than the injector scoop protruding only slightly above the hood line and the mostly-for-show parachutes that blossomed at the end of each run (mandatory, according to Johnson), the Chargers were pretty stock-appearing. They did not have altered wheelbases that created a “funny” appearance, nor did Chrisman’s Comet. In fact, in a Hot Rod magazine article about the Sachs & Sons Comet, Chrisman specifically noted that he tried to retain as many stock pieces as possible.
The seven Chryslers that showed up at AHRA’s 1965 Winternationals did have altered wheelbases – the rear axle moved forward by more than a foot and the front wheels pushed forward by 10 inches – and certainly looked more “funny” than the Chargers or Chrisman’s Comet, but the class certainly did not exist by name. According to one account I found online, their bodies were acid-dipped, the front fenders, doors, dash, hood, and deck lid were fiberglass, and the glass windows had been replaced by lightweight plastic. Yet they did not compete in a class called Funny Car but more likely as Super Stockers or some sort of special “factory showdown” type of race.
Fortunately, there is a small community of drag racing history experts in my circle of pals, so I called on a couple of them to weigh in. Dave Wallace, in my opinion one of the true deans of drag racing history, has authored articles on the subject – including a really nice one about the Dodge Chargers, which originally appeared in Hot Rod magazine in 2005 but is reprinted in the current (and, sadly, last) issue of Elapsed Times on newsstands now – and has firsthand knowledge of the era.
“Having not only lived through the stock-to-Funny Car evolution but working at tracks (since 1961) and starting to write about these things (since 1964), I was lucky to closely observe that entire process,” he wrote. “It's always perplexed me how even many people who consider Chrisman's Comet to be the first blown-fuel funny car (lowercase) refuse to recognize the three Dodges that preceded and, in fact, directly inspired FoMoCo to back Chrisman (to break the 150-mph barrier before one of the 141-mph Chargers got there first). Since Chrisman's Comet was built specifically to compete with the Dodge Chargers, surely the minor differences – e.g., fuel type and transmission – don't disqualify the cars that started the whole trend by touring widely and demonstrating to local stocker hitters everywhere that bolting on a blower made it possible to race for money and fame instead of cheap trophies and record certificates.”
“Flyin’ Phil” Elliott, another well-respected guy with an encyclopedic knowledge who has covered the sport for decades, also chimed in. “The Dodge Chargers were not AWB [altered wheelbase]. Chrisman's Comet was also not AWB, and although these are all part of the history of the movement, were not ‘funny cars’ per se. It has been an arguable, semantic point BUT quite important nonetheless. The actual name possibly/probably could have been something coined by a hyped-up announcer with a phrase such as, ‘Those new Dodges/Plymouths sure look funny.’ There are also the two theories that the term was very derogatory: one coming from the hot/wire-wheel racers who failed to see much humor in the ever-more popular stockers, and the other from an edict laid down by Hernandez, who stated emphatically that his factory teams were not to match race ‘those funny cars.’
Dick Landy's injected FXer looked more "funny" than the Chargers or Comet.
“That said, I suggest that the term ‘funny car’ describes what has become a nearly mystical ideology, one that has evolved far beyond the original intent. The ‘movement’ came during a third stage of drag race evolvement, one that rapidly snowballed out of Detroit’s horsepower race. And, having lived and experienced it, approximately five years after I viewed my first drag race, I can tell you that seeing the touring AWB/AFX group (Sox & Martin, Landy, [Cecil] Yother, [Hayden] Proffitt, [Malcolm] Durham, and about 20 more, etc.) in August of 1965 changed my life.”
Wallace also pointed out that no existing class in drag racing retains its original name; e.g., gassers were “hot stockers”; dragsters were called "rails" and even "lakesters"; altereds were "hot roadsters" and "hot coupes/sedans." Keeping that in mind, Wallace supposes that it might not have been until Dick Landy unveiled his wild, altered-wheelbase '64 Dodge Super Stocker late in 1964 (after Chrisman had run in Indy) that the cars began to gain the nickname and, obviously, even longer before the sanctioning bodies sanctioned a category with the name in uppercase letters (in NHRA’s case, late 1966).
(Yet I heard from Jack “JA Approved” Redd, a longtime East Coast reporter/photographer/bon vivant, who claims that the term was loosely coined in 1964 at Maryland’s Aquasco Speedway when track employee Alvin Johnson first saw Chrisman’s car and was said to proclaim, ‘Man, that a funny-looking car!’ and that the first race ever advertised as a “Funny Car” meet was staged at Aquasco by promoter Julio Marra in 1965. I cannot confirm or disprove any of this.)
Ron Pellegrini's Super Mustang was an all-fiberglass nitroburner.
Into the fray comes my old buddy Ron Pellegrini -- who has raced everything from gas dragsters to A/FXers to Funny Cars and even Tommy Ivo’s four-engine Showboat -- who put some skin into the game by suggesting that it was in fact his Super Mustang that has a claim to being the first Funny Car inasmuch as it had an all-fiberglass body (albeit two pieces), a tube chassis, and a setback supercharged engine burning nitro in 1965, a year before the flip-top Comets.
After watching what was beginning to happen all around them, Pellegrini proposed to Ford Racing chief Jacque Passino in late 1964 that he take what the Dodges were doing to the next step by adding a tube-frame chassis and putting Ford’s hot new Mustang body atop it. Ford decided to pass – thinking the car would be too light and dangerous – but Pellegrini had already set the wheels in motion, taking an off-the-lot Mustang to a friend’s fiberglass shop (which later led directly to Pellegrini founding Fiberglass Ltd., the premier builder of Funny Car bodies) to build a mold, then mounting the body to the Dennison, Arlasky, and Knox fuel roadster chassis he had purchased. Voila! It’s a Funny Car, right?
So the debate rages on, but it’s not likely to end with a solid conclusion.
Jack Chrisman is no longer around to debate the point, though several of his longtime friends and associates, including Insider readers Mike Kopmanis and Kim Welch, firmly believe that Chrisman’s Comet rightly should wear the crown.
Fortunately for me, Jim Johnson is still around – alive and kicking and still driving for a living, as an escort driver for oversize loads. His daughter, Dori Lewis, passed along his phone number, and I was surely eager to get his take on the discussion.
Jim Johnson (photo courtesy of Hot Rod)
He prefaced our conversation – admirably conducted while he was doing escort duty, our conversation interrupted a few times by incoming and outgoing radio calls -- by noting that he was wearing a T-shirt picturing the car and emblazoned with the words “The Beginning” and went on to offer a fair and interesting assessment of Funny Car lineage.
Johnson doesn’t recall the first time he heard the phrase “funny car” used in conjunction with either his Charger or Chrisman’s Comet and noted that even before them, some of the Factory Experimental guys were toying with altered-wheelbase cars that certainly looked “funny.” In Johnson’s view, the difference between a funny-looking car and anything that might be considered a “funny car” was the supercharger.
“The fuel-racing dragster guys all want to say it was Jack’s car because he ran fuel and high-gear-only like them, and, to be fair, I loved Jack and thought his car was amazing, but it probably never would have been built if it wasn’t for our cars.
“Our cars were never really designed to be race cars; they were a promotion by Dodge to get people to buy more Dodge cars, which is one reason we were not allowed to race anyone but one another. There also was a safety concern from the people at Dodge for what any car that was racing us might do as far as control went. We also weren’t allowed to do things to the cars to make them faster – like moving the engine farther back – because Dodge wanted to maintain a look as close to stock as we could.
“A lot of people want to say we weren’t allowed to run against Jack because Dodge was afraid we’d lose, but I would have loved to. In the early part of that year, before Jack really got the car figured out, it was more tire smoke and noise than performance, and I honestly think we could have beaten him. He might have out-mile-per-houred us, but I don’t think he would have beaten us to the finish line.
“But to answer your original question, I think that anyone who was in any kind of program that progressed the class was part of it, and Jack certainly took what we were doing one step further. I’m not going to say we were the first funny cars because that might have come from those altered-wheelbased cars that came before us, but I’m sticking with the fact that ours were the first factory-sponsored, supercharged race cars that led to the class we know today as Funny Car.”
I received the photos at right of the Nix/Johnson Dodge Chargers running at San Diego Raceway in 1964 from reader Rich Fritz, and they are the first color action photos I have ever seen of the cars and downright cool. I asked Rich to share his story.
“It was in March 1964, and I was 20 years young and excited to see what these new mystery Mopar Chargers were all about. It was a beautiful, nice, sunny, warm spring Ramona day. The raceway actually ran parallel to the Ramona Airport in those days.
"The anticipation was pretty intense as we were wondering how quick these S/FX factory cars were. It did not take long to find out! When they rolled these beauties off the trailers and started setting them up to run, we all wanted to see as much as we could, but for somewhat obvious reasons, they kept everybody back from eyeballing too much.
“Then they finally got into position on the line, and the Chrondek timing Tree started counting down to the green light, and the thundering Mopars were revving up for quick exit from the box. Then, off they went, just as straight and controlled as any Mopar of that class and size we had ever seen. I didn’t remember the exact e.t. and speed – somewhere in the 11-second range, and the speed was somewhere in the 130-mph stratosphere – but it was the fastest, full-bodied-car drag race I was ever to witness in those early days of drag racing.
“It was the best drag race I had ever witnessed with my 20-year-old eyes, and everyone was showing quite a range of emotion, from disbelief to big, wide grins and cheers. I was glad they made two more runs, but I was in some degree of shock all day.”
It was at San Diego Raceway – and I’m not certain it was the day of Fritz’s photos – that Nix crashed his Charger. As noted, the cars ran Torqueflite transmissions, shifted by the infamous dashboard push buttons, but Nix was either unaware or forgot that in the process of making them race-ready, the buttons were reassigned so that “Drive” was actually 1st gear and “First” was actually high gear (“Second” was still 2nd). He launched in what was high, and the car bogged; he carried on with the run, but, of course, when he went for high gear, he got 1st instead. The tires locked up, and he crashed. That car was repaired and carried on. Later that year, another Charger was destroyed while riding atop a car carrier when the truck driver tried to pass beneath a low bridge.
Johnson thinks it was his car that was destroyed, but Wallace’s article opines it was the team’s third car – known as “the bumper car” because it still carried the stock 330 bumpers whose original purpose was as a display car for dealerships – that was wrecked. Nix’s car – easily identifiable because of firewall modifications that Nix had made in hopes of being allowed to move the engine rearward (he was forbidden) – was discovered as a “barn find” in Wisconsin in 1980 and restored and passed through several hands. Johnson believes that the third car – be it his car or the “bumper car” – is still out there somewhere.
Jody Austin chimed in to the “first Funny Car” discussion – somewhat tongue-in-cheek, I’m assuming – that his dad, Raymond, had what he calls “the Original Flopper” in the late 1950s: A homebuilt, tube “pipe” chassis with a flip-top Fiat body and a supercharged engine. The car was towed from Texas to the 1960 Smokers Meet in Bakersfield, where it won its class over the likes of Ratican, Jackson & Stearns and a slew of other cars.
“This flopper, originally built in 1957, was raced in 1958, then rebuilt with a lighter frame and raced in ‘59 and set the national record several times,” he wrote. “As the story goes, after setting the A/Fuel Coupe national record, Dad was presented with an offer to have his way paid to go to Bakersfield if he could match those record times again. The car was taken back to the track, and once again, he equaled the record. The offer was made good, and off he went, then winning the class there.”
Newer fans may remember the Austin name as car owner of the Top Fueler driven by Marshall Love that lost in the third round in Indy in 1970, falling to Jim Nicoll, who two rounds later lost that unforgettable final round to Don Prudhomme. The senior Austin had a rear-engine race car as early as 1954 and went on to drive for Vance Hunt before building his own Top Fuel car in 1962 with driver Bob Lace, who was killed in the car in a crash at Louisiana’s LaPlace Dragway in September 1963. Other cars and drivers followed, including what is purported to be Richard Tharp’s first ride before partnering with Love.
OK, Funny Car fans, that’s where I leave you. So whether you’re in the Johnson/Nix camp, the Chrisman camp, the Pellegrini camp, or any other camp, or whether you believe that sahelanthropus tchadensis was the first “man” or that it was homo habilis, I don’t have the answer. That both frustrates and amuses me.
Maybe next we could talk about the origins of the term “drag race.” Or not.
Thanks for reading and chiming in.
As one Insider reader tweeted to me last week after my column about working to create a list of the top 20 Funny Cars, “Can open, worms everywhere.”
Yes, indeed, we did open a whole can of worms with the notion that I – or anyone – could possibly distill 50 years of NHRA Funny Cars into such a narrow funnel, and the outpouring of suggestions from readers of this column, as well as on Facebook, has been entertaining, enlightening, and even a bit overwhelming.
I got lists of 20, 10, and even just one suggestion. I got some lists that contained very specific year and model designations with detailed notes, and I got others with just a car name. I got some history lessons. I even got chastised by a few. What fun! Some very noticeable trends, cars, or drivers made it on most of the lists, including some of the most obvious like Don Prudhomme’s Army Monza, Don Nicholson’s Eliminator I Comet, and John Force’s ’96 Castrol Pontiac, but also a host of others, which I whittled down to about 50 logical candidates (some of y’all had some very unusual suggestions). We’re well on the road to narrowing it down, and I’ve enlisted the help of some of my respected colleagues throughout the sport to help. Thanks for all of your suggestions and input.
One of the questions that has arisen concerns the timeline that was chosen to demarcate the 50 years of the class’ history that NHRA will be celebrating this year. As many of you correctly pointed out, Funny Cars – in one form or another – were around long before the 1966 World Finals, where NHRA first hosted the class as an official eliminator.
So what follows is a relatively quick history of how we got there.
The definition of what constitutes a Funny Car is part of the problem. The lineage probably begins in the Super Stock ranks (most notably the intriguingly named Optional Super Stock class), which begat the A/Factory Experimental (A/FX) classes that were launched in 1962 (check out the article by former ND staffer John Jodauga here) and later the XS (experimental stock) classes, as teams began to experiment with different fuels, engines, power adders, tires, and altered wheelbases. Although it didn’t have a flip-top body or a tube chassis that has come to define the class, cars like the Jack Chrisman-driven Sachs & Sons Comet, which wowed the fans at the 1964 Nationals in Indianapolis, is considered by many to be the original Funny Car. It was, after all, powered by a nitromethane-fueled, supercharged engine.
Many believe that these matching Dodge Chargers, driven by Jimmy Nix and Jim Johnson, were the first Funny Cars.
But that car was predated earlier in 1964 by a pair of Dodge Charger exhibition vehicles, classified as S/FXers (the S standing for either “supercharged” or “super,” depending on who is telling the story), that were pretty much identical to what Chrisman would campaign but ran on gasoline instead of nitro. Powered by supercharged 480-cid Max Wedge engines built and prepared by Jim Nelson and Dode Martin of Dragmaster fame – engines almost identical to those in the Dragmaster Dart Top Gas cars – and driven by Jimmy Nix and Jim Johnson, the cars ran in the high 10s at 130 mph at a time when the quickest Super Stocker and traditional FXers were running 11s at 120 mph. By all accounts, these were the first factory vehicles to use parachutes and the first in which the drivers wore firesuits.
NHRA Division 5 Director Darrell Zimmerman, left, chats with Johnson and Nix.
The Dodge wedge powerplants were supercharged, but ran on gas not nitro.
Jack Chrisman's nitro-burning B/FD Comet wowed the fans at Indy 1964.
According to Nelson, the idea and the financing for the wild machines came from Michigan promoter Don Beebe, who put together $250,000 – or almost $2 million in 2016 dollars – to build the cars and pay the drivers and mechanics. NHRA President Wally Parks – as always, “dedicated to safety” – was worried about the handling aspects of the proposed machines, but once Nelson assured him that the cars would use the same suspension components as the legal Super Stockers and would retain the wheelbase and other stock dimensions – cars even used the Chrysler push-button three-speed Torqueflite transmission favored by many of the Super Stock teams -- the project was allowed to go forward. Dean Jeffries even enclosed the parachutes in a box recessed into the trunk to help maintain a stock appearance.
The cars made their first exhibition-race appearances at San Diego Raceway in March with a three-race format. They were supposed to be identically prepared, but Johnson, who won B/SA class at the 1963 Nationals with his ’62 Dodge Polara 500, remembers that the ultra-competitive Nix always tried to one-up him, switching to different tires or throwing some lead shot into the trunk for better traction. Nix also lobbied heavily to run nitro in the cars but was denied, and reportedly, it was Nix who suggested to Chrisman that he try to get permission from Mercury Racing Director Fran Hernandez to run the 427 in his under-construction Comet on nitro, which he hoped would leverage into him being able to run the same in the Charger.
By the time that Chrisman’s Comet ran in Indy, the Charger program had been waylaid by financial issues and parts shortages. The last time that the Dodge Chargers appeared was in July at a dragstrip in Greer, S.C., and a disheartened Nix returned to driving Top Gas dragsters.
Chrisman’s Comet was placed in the B/Fuel Dragster class in Indy, where it was defeated in eliminations but not before recording times of 10.25 and 156.31 mph.
The Dodges found new life in 1965 as part of the Guzler Chargers team, running supercharged, nitromethane Hemis and direct drive, but both reportedly crashed that year. A third car built as a backup was said to have been lost in a towing accident.
By 1965, more drivers, like Dick Landy, had joined the altered-wheelbase craze.
Don Nichsolson's flip-top, tube-chassis Comet was a game changer in 1966.
Funny Cars began to proliferate in 1965, and the AHRA Winternationals in late January had seven entries – all of them Hemi-powered Mopars: the Dodges of the Ramchargers, Bud Faubel, and Dick Landy and the Plymouths of Butch Leal, Sox & Martin, Golden Commandos, and Lee Smith – all with the radical altered wheelbases that led to the now-familiar “Funny Car” sobriquet because, well, they looked “funny” compared to the traditional door cars. I’ve seen everyone from Mercury’s Hernandez to NHRA’s Jack Hart and announcer Jon Lundberg credited with popularizing or creating the nickname, but I think that fact may be lost to history.
By midyear, the pack had swelled to well more than a dozen entries, with Ford-backed Mustangs and Cyclones powered by 427 SOHC powerplants and independents getting into the action, but the Mopars were the early kings. Hernandez and his assistant, Al Turner, set out to tip the balance back toward the Ford/Mercury stable, which led to the now-famous creation of tube-chassis, flip-top Comets that were campaigned with great success in 1966 by Nicholson, Chrisman, Eddie Schartman, and the Kenz & Leslie team, all of which leads us back to the 1966 World Finals, where Schartman became NHRA’s first official Funny Car winner.
Nicholson and Chrisman are no longer with us, but I plan on speaking to Schartman in the not-too-distant future to get his memories of those pioneer days in the class as we work our way into this yearlong celebration of the plastic fantastics.
As I noted here last Friday and as was announced earlier this week on NHRA.com, NHRA will be celebrating the Funny Car class throughout the 2016 season. Using the 1966 World Finals, where NHRA crowned its first official Funny Car eliminator winner in Eddie Schartman, as the jumping-off point, we’ll spend the year looking back at the 50 years since, with some pretty cool stuff planned for national event displays and exhibition runs, driver panels, and more. We’ll be running cool articles on NHRA.com and in National Dragster to salute the history of the floppers, with a focus on the drivers and the machines. Being a Funny Car fan as early as 1971, I’m really looking forward to it, as anyone who comes here on a regular basis could have predicted.
One of my responsibilities for the celebration is to create a program saluting the top 20 Funny Cars in the sport’s history. I’m still working on the details, but as you can imagine, it’s a daunting task. Just 20 cars from 50 years? Man, that’s tough. The initial thought is to collect nominations for the list and then winnow it to 20 and have a fan vote to rank the top 20. So, who better to turn to than the loyal and knowledgeable (and opinionated!) members of the Insider Nation, right?
Those of you who have been around this gin joint since the beginning may remember the ambitious series of columns and polls I created in 2008 to determine the favorite drag race car of all time (which turned out to be the Stone, Woods & Cook A/Gas Supercharged Willys), but to get to that final vote, I had broken it down into sub-votes based on types of cars (dragsters, Funny Cars, altereds/doorslammers) and decades, so I already have a good idea on some of the favorite Funny Cars of the 1960s, ‘70s, and ‘80s.
What’s especially interesting about that 2008 vote by the Insider Nation was that the highest-ranking Funny Car – which finished third overall in the final voting among all classes behind S-W-C and Willie Borsch’s Winged Express fuel altered -- was “Jungle Jim” Liberman’s Vega. This is a car that only won one national event (the 1975 Summernationals) but was known the country over as “Jungle” barnstormed, amazed, and entertained fans coast to coast. Clearly, at least in the minds of Insider readers, national event or even performance-based success does not weigh into a favorites decision.
But how much should a car being a fan favorite weigh into a Top 20 Funny Cars decision? After all, fan popularity surely has to be a component of what makes a car great, right? Then you start to add the other components such as success (whether that be in winner’s circle appearances or on the timers) and things like innovations, and you start to widen the criteria for inclusion.
Any discussion probably has to begin with Don Nicholson’s Eliminator 1 Mercury Comet from 1966, one in the first batch of tube-frame, flip-top entries that helped cement the basic configuration that still exists. The car went nearly undefeated and made the class’ first seven-second run, a 7.96, in Martin, Mich., near the end of the summer. What about the ’69 Chi-Town Hustler that never won any national events but is credited as inventing the burnout that also now is synonymous with the class and that introduced the world to Austin Coil? Or the Leroy Goldstein-driven Ramchargers candy-striped terrors, one of which ran the class’ first six-second pass? Don’t forget Don Prudhomme’s incredible Army Monza, winner of 13 of 16 races in 1975-76 and the first five-second Funny Car. Or the 1970 Hot Wheels cars of Prudhomme and Tom McEwen that introduced the class to corporate sponsorship. Or any one of the many Blue Max machines, from the first to the last. Or the nearly invincible Barry Setzer Vega and driver Pat Foster or Ed McCulloch’s long line of successful Revellution machines. Or pick any number of Kenny Bernstein’s Budweiser King entries, from the first wind-tunnel-tested car – his 1984 Tempo – through the forward-thinking “Batmobile” Buick from 1987. The list goes on and on. I can even imagine someone suggesting Jack Beckman's Jimmy Prock-tuned Infinite Hero Charger from last year as the car that rewrote what we all thought was possible in the class today.
Then you take someone like John Force, the class’ all-time win leader, and how do you pick any one of his cars as the one (or ones) to make the list? The Pontiac that won a class-record 13 of 19 events in 1996? The Oldsmobile Firenzas and Cutlasses that won him his early titles – including his first victory – of the late 1980s and early 1990s? Can I just include “John Force Castrol cars” as a body of work?
Determining which cars make the ultimate Top 20 list and which entry ends up as the No. 1 Funny Car of all time is going to be a huge chore, and the results certainly will be a bit controversial. The fact that the list will only include 20 will mean that many, many favorites and deserving cars will be left out. Sad fact but a reality. You may remember that the 2000 vote we held for the Top 50 Drivers of all time (another ambitious project that I was charged with) received so many nominations for so many drivers that I eventually ranked not just the top 50 but the top 100, and I can tell you that there were arguments to be made for how easily some of the 51 to 100 could have cracked the top 50. Same deal here, I’m guessing.
Anyway, that’s my job, and because you’re my bench-racing buddies, your job, too. Help a pal, will ya? Send me your list of who you think should be among our Top 20. Think about the criteria above and not just who was your favorite because the guy gave you a used piston. You can email me by clicking here.
To get your juices flowing and memory banks fired up, you can review the results of our 2008 voting below:
Favorite Race Car Ever voting: Early Funny Cars
Favorite Race Car Ever voting: 1970s Funny Cars
Favorite Race Car Ever voting: 1980s and Beyond
I look forward to your thoughts and opinions.
Well, the new year is only a week old, and already it has been packed with a lot of newness, not the least of which is the new NHRA.com format that launched Thursday. The new design allows NHRA fans easier access to the wealth of stories available on the site – including the exclusive columns written by the National Dragster staff as well as video and other multimedia offerings – in what is commonly known as a “river” format, where news runs down the length of the page seemingly endlessly.
First and foremost, I want to thank everyone who wrote – some of you in distress – about the absence of a Dragster Insider link on the new-look NHRA.com home page. If you’ve found your way to reading this, you obviously did it by following the story item on the home page, and, at least for now, that’s how you’ll find the column if you don’t have it bookmarked (which is why I was heavily encouraging you all to do this in the last several columns).
If you’re not the bookmarking kind, you can always find the column by typing Dragster Insider into the search bar throughout the site.
It’s my hope that we can restore some sort of permanent home-page link in the “river bank” that runs alongside the “river” stories, not only for this column, but also for the others that the National Dragster staff is now posting on NHRA.com instead of NationalDragster.net. As much as we loved having our original content on our own branded website, having it before a larger audience on NHRA.com will expose it to many more people and help reinforce the brand image of the National Dragster staff as experts in the sport.
1966 World Finals winner Eddie Schartman
A lot of other stuff is going on behind the scenes here, but I’m especially excited about an announcement that will be made next week concerning a yearlong celebration of Funny Cars. Although the Funny Car concept was around for months before the event, the 1966 NHRA World Finals marked the first time that NHRA contested the eliminator at a national event, so that provides the platform on which we’re going to build. The official announcement of this program will come early next week, along with more details, but what I can tell you is that it’s going to get a huge kickoff at the Circle K NHRA Winternationals that you won’t want to miss.
As you may know, Lewis Bloom, known to NHRA TV viewers as one of our sport’s top stats experts, has relocated to Southern California and is working out of NHRA HQ in Glendora. Lewis, who, like me, has a deep love and knowledge of our sport’s history, will be contributing stories to NHRA.com and National Dragster. He has already filmed one video segment reflecting on the 1982 Winternationals, which marked the debut of the 500-cid Pro Stockers, that should be on NHRA.com before long. He has been like a kid in a candy shop poring over our enormous photo files, so you history buffs can expect to see more nostalgic goodness from him from time to time.
Thanks also for the massive amount of feedback on some of the more recent columns concerning Ontario Motor Speedway and my “letter to my younger self.” I’d like to share some of it with you below to clear a backlog of emails before we start with fresh new columns this year.
I got so many comments about my letter to myself that I can’t even begin to think about publishing them all, but here are a few that stood out.
From Racepak President Tim Anderson: “I just saw my life pass before my computer monitor. That pretty much mirrored my youth, just replace OCIR and Irwindale with Bristol, Darlington, Rockingham, and other backwoods racetracks. I lived on National Dragster, SSDI, and Pop Hot Rod, memorized every page (there actually was a small, local newsstand that carried Nat Drag), and somehow knew that useless information would come in handy, someday.
“Now, every so often, I will hear a familiar voice outside my office, look around the corner, and see Roland, Del, or until he passed away, Gary Burgin, stopping by to pick up parts and pieces for their data systems. It has definitely been a very, very interesting ride. From small-town Bristol, Tenn., to South Orange County, I can’t complain, but as you also indicated, it was really, really tough to get here. It’s a long way to the top, if you wanna rock and roll, right??
“P.S. … I did take typing … so I could check out the chicks, but that has also paid off.”
From Ken Brodsky: “Just had to write and tell you how wonderful and moving your Christmas Letter to My Younger Self was. I, too, lost my dad (at age 8) and grew up with a stepfather, so I know what it is like. I also wanted to be a writer but got into accounting as my girlfriend at the time convinced me it was a better idea. Still think she was wrong but a bit late now!
“The one point your story brings out is don’t be afraid to take a shot at a career move you really feel right about regardless of the immediate monetary value. I meet and interview way too many kids today who expect big bucks to start – they have no clue what it takes to be successful. I only hope a bunch of kids read your letter and feel inspired to follow their hearts into life.”
From Cliff Morgan: “Boy, it struck a chord with me on a lot of stuff, especially getting the hook in deep with drag racing (and typing with two fingers. Ha!). Quick memory share: San Fernando Drags, 1962(?). Top Fuel race, little blown Chevy takes on a blown Chrysler. At the drop of the flag, the Chevy goes into a wheelie, comes down, goes into another wheelie, and off they go. Chrysler has to lift about halfway down – too much tire smoke, I think – and the Chevy wins. All those years ago, and I still see that in my mind. That's what put the hook in and why I love the sport so much today.”
From my old AOL Drag Racers Forum pal Terry Spencer: “I had a little tear in my eye as I related to similar feelings and experiences as a kid growing up and following my drag racing heroes at places like San Gabriel, Pomona, Irwindale, OCIR, Fontana, and Lions. Of course, I had to be driven to these places by generous and indulgent parents. So thanks for dedicating yourself to your craft to clearly put into words what many of us cannot. But you blew it by skipping the Springsteen photo op!”
Also a lot of great feedback on OMS.
Scott New, whose family runs popular and nostalgia-happy Firebird Raceway in Idaho, sent me the image at right of a cool find in his family scrapbook: passes from that inaugural Supernationals. “I’ll never forget how blown away he was by the massive buildout they did with Ontario,” he wrote. “I remember [my dad] telling us boys about some type of sit-down restaurant/bar, and he said the hospitality was amazing given the rarity of it anywhere in racing at the time.”
Famed chassis builder Don Long wrote me after reading the history of the Supernationals/World Finals that the first three Top Fuel winners – the Keeling & Clayton California Charger, Hank Johnson’s entry, and the Walton-Cerny-Moody machine all came off of his jig. Additionally, and fantastically coincidentally, two of those three cars are back in his shop. The restoration of the Charger chassis is finished and awaiting pickup by its owner, Brent Cannon, and the restoration of the W-C-M chassis is just beginning for its owner, Hal Sanguinetti. Pretty cool!
Chuck Rearick raced at Ontario in Pro Comp in 1977 and remembers it well.
“Back then, you had to qualify to attend the race by being one of the top cars in your particular division via point standings,” he wrote. “The track was smooth as a billiard table, and on our second qualifying pass, the car broke an axle at midtrack, which resulted in a pretty exciting ride. Luckily, I did not hit the guardrail or anything else and made the first turnoff. My crew, who was on the starting line, said that you could read our names on the side of the nosepiece. It was pretty sideways. When I got out of the car, the right rear tire was sitting there at an angle, and when the weight of the car was taken off, the wheel and what was left of the axle fell off. The axle sheared just inside the bearing. Unfortunately, a replacement axle was not available, even though we tried, so we were done for the weekend. We ended up helping another Division 4 racer, Dave Settles, who won the event against Dale Armstrong.
“Back then, the pit area was accessed from Haven Ave. on the right side. Additional parking was available on the left side of Haven. It is all commercial areas now, but back then, it was an open field – literally. I don't think Rancho Cucamonga had been invented yet. Before retiring, I used to travel to the Inland Empire on business in the late ‘90s and into the 2000s and was amazed at how the area has grown since ‘77. I believe the berm for the OMS Turn One is still there alongside one of the restaurant/shopping-area roads.”
Be sure to turn on the closed captioning.
Al Kean, whose name may be familiar to many who’ve read this column for his iconic photo of Don Prudhomme’s 'Cuda flying through the lights on fire in Seattle, took up my closed-caption challenge from vintage footage.
“I immediately thought of the 1980 NHRA Fallnationals in Seattle. I remembered that the announcer in the tower (Bernie Partridge?) had trouble pronouncing the name of the Stock eliminator winner (in a rerun not shown in the TV coverage): Calvin Queahpama. Steve Evans was the host of the TV show (trivia tidbit: this was the first drag race EVER broadcast on ESPN!). Looking up the coverage on YouTube, www.youtube.com/watch?v=GDLE3lJxYlg, the Stock eliminator coverage starts at 19:13 with ‘Doc eliminator.’ Sportsman Cup winner Ray Cook (‘Rachel’) racing Calvin ‘Obama.’ Steve Evans described the Stock eliminator class (‘One you wouldn't like to have a problem with republican river in Europe you can actually driving to the grocery store'). The show carries on with Shirley winning Top Fuel with a 5.84 ('584 is pretty overweight'). Pretty funny stuff.”
Mark Watkins added, “Excellent review of a track that was light-years ahead of its time. All of the 'super tracks' of today stand on the shoulders of OCIR and OMS. I do remember it was not a great place to watch a race after being spoiled by being 10 feet away from the action at Lions.”
The 1976 Finals video I showed brought back lots of memories to Dan Tuttle. “I think that might have been the last time I was able to sneak into the races,” he recalled. “I was 12. In 1975, I could tell you the exact spot where I was standing when Garlits backed up the 5.63: right at the finish line looking over the logo for the Big O. He must have been three cars ahead of whoever was in the other lane. Nobody ever remembers the other guy! Only who was there when he did it. I knew it was something special backing it up, but looking back, it was like you know where you were when Neil Armstrong did that thing that he did. (We were at Disneyland.)
“So, in 1976 for the semi’s in Funny Car, I was standing at the fence right on the starting line when ‘Ace’ blew the blower off. Funny thing is I don’t remember Foster driving the Shady Glenn. OMG, being in the 50s sucks! The blower comes off 'Ace’s' car, almost in slow-mo. Just surreal to see it again. That’s the one thing that stands out in my memory from then. Oh, to be 12 again. I would pay so much more attention to my dad when he was trying to explain something.”
Don Luke actually lived in Ontario in the late 1970s and got to attend many of the last events there – in addition to the national event, occasional Funny Car match races were run at OMS – thanks to a local connection.
“Our neighbors across the street were retired,” he wrote. “Talking with them, we found out he was working as a security guard at Ontario to pick up some extra money in retirement. He told us that for every event, he was given four tickets and a parking pass for preferred (or VIP) parking in front of the grandstands. The seats he usually got were on the start/finish line in the grandstands. He told us since he was working during the events, he never used the tickets and wanted to know if we were interested in them. Needless to say, we said we were willing to take the tickets off of his hands. He gave them to us for no cost. We attended as many events as we could until the facility started shutting down.”
OK, that catches me up with a lot of the correspondence. As always, some neat memories to add to our collection here. Thanks to everyone, including those whose submissions I didn’t use.
I’ll see you next Friday.