Malcolm Pittwood Malcolm Pittwood

Transcription

ISSUE 89
May 2013
The Speed Record Club Newsletter
www.speedrecordclub.com
All pictures © Thomas ‘Pork Pie’ Graf
Contents
Honorary Life Members
John Ackroyd,
Craig Breedlove, Dave Campos,
Chris Carr, Andy Green, Bob Leppan,
Richard Noble, Rocky Robinson,
Ken Warby
The Copeland GT
Joe Moch’s Blue Ferrari!
Companion Life Members
Ron Ayers, Jeremy Bliss,
Glynne Bowsher
Chairman
Paul Hannaford
10 Rochester Road
Taunton, Somerset, TA2 7LD
Tel: 01823 337699
[email protected]
Vice Chairman
Jon Masding
12 Hollie Lucas Road
Kings Heath, Birmingham B13 0QL
Tel: 07900 310488
[email protected]
Denton Hollifield on his Rookie run driving a beautiful Barracuda – he picked up his Red Hat later in the week
Editor
Jane Pittwood
39 Woodsorrel Drive
Oakwood, Derby DE21 2UF
Tel: 01332 280874
[email protected]
The Crow Lakester – stayed overnight on the
starting line after it got too windy to run the day
before
The original Wilson and Water’s roadster
The Young brother’s coupé – both Young’s are over 70 but this is young for the salt!
The big Jack Roger’s Camaro in impound with the small
one in the background
News Editor
Malcolm Pittwood
39 Woodsorrel Drive
Oakwood, Derby DE21 2UF
Tel: 01332 280874
[email protected]
Membership Secretary
Steve Berry
Lorraine
Chapel Road
Old Leake, Boston
Lincolnshire
PE22 9PN
Tel: 01205 870601
[email protected]
Webmaster
Nick Chapman
15 Beech Hurst
Kings Norton
Birmingham
B38 8NX
Tel: 0121 608 2194
[email protected]
Events Organiser
Henry Engelen
[email protected]
Facebook and email updates
Phil Evans
[email protected]
Page 2 Fast FACTS - The Speed Record Club Newsletter Issue 89
Contents
Chairman’s Notes - Paul Hannaford ................................................Page 4
Editorial and Club News - Jane Pittwood.......................................Page 5
News and Work in Progress - Malcolm Pittwood........................Page 6
Dates for your diary.............................................................................Page 11
Tribute to Mike Stanton.....................................................................Page 12
Rookie Goes for a Record Part Two Thomas ‘Pork Pie’ Graf........................................................................Page 17
The Rocketman Returns - Paul Hannaford .................................Page 21
World Finals - there is a job to be finished - Red Hat Thomas ‘Pork Pie’ Graf........................................................................Page 24
Don Crabtree - John Paramore........................................................Page 27
World Finals 2012 - Thomas ‘Pork Pie’ Graf...............................Page 28
Modelling Matters - The Jet Age - Carl Dreher...........................Page 32
Obituary..................................................................................................Page 33
Front cover: ‘Pork Pie’ receiving his Red Hat. © Thomas ‘Pork Pie’ Graf
Speed Record Club Aims and Objectives
i) The Speed Record Club seeks to promote an informed
and educated enthusiast identity, reporting accurately
and impartially to the best of its ability on record
breaking engineering, events, attempts and history.
The club earns its revenue from subscriptions, sale of
merchandise and trading related to subscriptions and
the production of its newsletter.
ii) The Speed Record Club will not promote or
discriminate against any record breaker unfairly, nor
will it seek to sanction or approve any record attempts.
FastFACTS. Any opinions expressed in articles and
features are those of each author and not necessarily
shared by the Speed Record Club. Any dispute
regarding the Speed Record Club, its Officers and
Newsletter FastFACTS, is subject to, and will be dealt
with under UK jurisdiction only. No guarantee can be
given for the ownership of the entire user rights for the
illustrations submitted and used in Fast FACTS and no
opposing third party rights whatsoever were known to
the Speed Record Club at the time.
Visit The Speed Record Club website
www.facebook.com/speedrecordclub
Fast FACTS - The Speed Record Club Newsletter Issue 89 Page 3
Chairman’s Notes
A very sad and sombre Chairman’s Notes in this issue as we mourn the loss of two
very big figures close to us at the Speed Record Club.
In January we were very sad to hear of the loss of one of our Honorary Members former Motorcycle Land Speed Record Holder Russell Wright. Russell had been
tracked down and signed up as an Honorary Member, by the then Chairman Mike
Stanton in around 2001. It was Mike who emailed me the sad news that New
Zealander Russell had passed away in Australia, his home for the last 20 years or
so. As is only correct, we always compile and carry an Obituary to anyone in the
Speed Record World who sadly leaves us and I set about putting something
together in Russell’s tribute. I briefly exchanged emails with Mike asking that if I
needed a bit of help or extra info could I tap him up. Mike of course, as helpful as
ever, said “Yes.”
That was the last communication I had with him.
Over the Easter weekend I received a phone call with the terrible news that Mike
had passed away. To say I was shocked would be an understatement. I knew Mike
had had some health issues in the latter part of 2011, but had challenged that
with his solid determination and fight. After some, I would imagine, not pleasant
treatment he came out of the other side in good shape and continued attending his beloved model and toy fairs with his
great friends Geoff Holden and Brian Bowden amongst others. Sadly around Christmas time Mike became unwell again
and although he again took on the fight with his great characteristics, it was a battle he sadly lost. During this last
battle he only shared news of his condition with his close friends, maintaining his quiet dignity throughout.
UK. The Crematorium was packed, so much so that we could not get in the door! We stood and sang the hymns in the
sunshine with the Service being relayed outside via a tannoy. Mike’s great friends Geoff Holden, Brian Bowden and John
Ford did an excellent job in memory of their great mate in co-ordinating SRC members with funeral arrangements and
in collating the various tributes printed elsewhere in this issue. Well done gentlemen on a job well done in very difficult
and sad circumstances.
Donations in Mike’s memory would be most welcome towards St Wilfred’s Hospice and can be made via W Wraight and
Son Funeral Directors at the address below as follows.
W Wraight and Son Funeral Directors, The Square, Emsworth, Hampshire PO10 7EG. Tel: +44 (0) 1243 372 255
http://www.dignityfunerals.co.uk/index.asp?pageid=18&fd=353
The Speed Record Club will be making a donation.
The Club owes a huge debt to Mike for all he did for us and he will always be remembered fondly and be sorely missed.
Our deepest sympathies to Rosemary and her extended family.
Paul Hannaford
Chairman
Editorial and Club News
The past few weeks have not been a happy time for the Club with the news of the
loss of Honorary Life Member Russell Wright and then immediate past Chairman
Mike Stanton. As Paul says in his Notes, this is the first time we have lost a
prominent officer of the Club and hope that you agree that this had to be marked
in some special way with this issue of Fast FACTS.
When the sad news came I was totally unaware he had been ill again.
Mike was a speed record enthusiast through and through who promoted and lead the Speed Record Club across the
globe with distinction during his time as Chairman. Mike took over the reigns as Chairman at the end of 1999,
commencing with that year’s November issue, number 35. In his first Chairman’s notes he spoke of his ambitions for the
Club and his passion for the job at hand shone through.
With the earlier desk top type publishing methods of the day, Mike recognised that the print quality of Fast FACTS
needed to be improved. Issue 45 saw the first big strides forward in printing quality with clear sharp glossy images to
the cover and sharper images inside, albeit in black and white. Issue 56 saw Mike’s dream of adding colour come to
fruition with the first regular colour cover, a big transformation that elevated Fast FACTS into a professional quality, the
equal of anything you could buy on the newstand.
I stepped down as News Editor in 2003 at issue 49, so worked alongside Mike for 14 Issues. He was a good and fair man
to have as a figurehead. He had good discipline and was very organised, both natural traits refined during his military
service. We kept in regular contact and from time-to-time he had to chase me for my copy as deadlines loomed. But
Mike gently coerced if he had to, rather than shouted the odds. His help and guidance were always invaluable. A couple
of times we had different views on a few things, but Mike was a good listener, put his own point of view fairly and
moved things forward in a measured way. I respected that as I respected him as a person.
I don’t think I ever heard Mike swear and I can’t remember him raising his voice. He treated everyone with good
manners and respect. He could sometimes seem a little too serious perhaps, but underneath was a quite dry sense of
humour and a warm friendly smile or laugh was never far away. During last year Mike offered me a personal tour of
Tangmere Aviation Museum, as his guest. A very kind gesture - but then that was Mike - and it was an offer to my very
sad regret I hadn’t had chance to take him up on.
Mike gave the Club 9 years of excellent service as Chairman, finally stepping down at Issue 73 in May 2009. He also
penned our “Modelling Matters” section for 8 years, always a varied and fascinating read, in what was his long standing
passion for scale modelling. Looking back at his closing Chairman’s Notes Mike and Rosemary had just returned from a
trip to Thailand and Australia where he had been delighted to meet Russell Wright and his wife Elaine. As a massive
motorcycle enthusiast this must have been the pantheon for Mike, but modest and understated as always Mike simply
described it as being “very satisfying.”
How ironic that in Mike’s last Chairman’s Notes he describes his pride in meeting one of the motorcycle greats in Russell
Wright, who undoubtedly was one of his hero’s, and now we report that they both sadly passed away within a few
weeks of each other.
I would say Russell and Mike had a lot in common, not just a love of motorcycles and a passion for speed but that they
were both humble, dignified, gentleman, totally unaware of the esteem in which others held them.
We include tributes to both men in this issue and also include personal anecdotes and tributes from friends and fellow
Club members to Mike. We also carry a black edge border to our cover in respect, the first sad loss of a former prominent
officer the Club has suffered in its 21-year history. A loss we all feel deeply.
Away from the SRC, Mike along with his wife Rosemary was a long-serving active supporter of St Wilfred’s Hospice in
Chichester, which provides special palliative care to people with cancer, motor neurone disease and other life limiting
illnesses. Details of the Hospice can be found at www.stwh.co.uk
Mike’s Funeral was held at Chichester Crematorium on Monday 15th April 2013. A huge number of people came to pay
their respects including at least 15 members of the Speed Record Club, who had travelled from various corners of the
Paul Hannaford
Chairman’s Notes, Editorial and Club News
I first got to know Mike when he became Chairman of the Club and he asked me to
continue with the support I had given Malcolm in arranging the Club’s meetings
and gatherings. Whilst we did not always see eye to eye (and it would be a dull
world if everyone always agreed with one another!), we still had a respect for each
other and our commitment to the Club and were able to overcome most of our
differences! My one regret is that Mike wanted the club to visit Tangmere Aviation
Museum, which was another cause close to his heart, and for one reason or
another it was not possible to fulfil this wish. It is somewhat ironic therefore that
the museum is due to hold a day to commemorate record breaking on 4 August
2013. We had hoped that the Club would have been able to take part as a fitting
tribute to Mike but unfortunately this has not been the case. However, Club
Member and close friend of Mike, Geoff Holden, will be taking a stall there under
the auspices of his company Speed Record Models and Memorabilia, and he has kindly agreed to promote the Club as
part of his display. A few of us have volunteered to help Geoff, if required, and thought it would be a lovely idea if any
Club Members who are able to arrange to go to the museum on the day. If you spot any Club Members floating about
who you don't already know please introduce yourself! For full details of the event visit the museum website at
http://www.tangmere-museum.org.uk/.
Jane Pittwood
Paul Hannaford
Chairman’s Notes
Within this issue we are carrying an article on Don Crabtree another character within the record breaking world who
sadly passed away recently, in December last year. Don was not a Club Member and not well known to a lot of people so
rather than carrying an obituary I asked Club Member and close friend of Don, John Paramore to write an article giving
some more information about this colourful and obviously fun loving character who has played quite a role in record
breaking. It’s a sobering fact how many record breakers we are losing but hopefully there is some young blood out there
to carry on the various traditions.
I hope you will understand the need to carry both of ‘Pork Pie’s’ articles about his record breaking. When we made the
decision to carry the second part of his story over to this issue it was before we knew that he was going to have the
opportunity to go back to get his Red Hat. Many of us observe and read about other people’s achievements but it must
be both humbling and exciting to be given an opportunity to not only have a go, but also to succeed so well. ‘Pork Pie’
was obviously extremely ‘chuffed’ and his enthusiasm for both his experience and Bonneville racing in general is
palpable.
To finish I thought it appropriate to reproduce some of the words Mike Stanton wrote in the first issue of Fast FACTS
produced under his leadership. I think it says a lot about him:
‘I was very flattered to be considered and eventually selected as your new Chairman, filling the gap when Malcolm steps
down at the end of this century. What has become second nature to him over the last five years now becomes my
responsibility and I look forward to the challenge.
For those of you who do not know me, a few words for you to build a mental picture as an introduction for the future. A
background of 25 years with the R.A.F., progressing to the aerospace industry for 15 years and then early retirement.
Currently working in a residential nursing home as the part-time “odd job” man.
My interest in models at an early age started the record car bug with the Dinky Thunderbolt being zapped around the
garden at unheard of scale speeds to eventual destruction. Being a lifelong motorcycle fan developed the interest in the
two wheelers of the record world and this is the main theme of my collection and archives today’.
Jane
News and Work in Progress
In Britain and North America the winter and then spring months
are the time during which vehicle builds continue and plans are
made for the forthcoming speed ‘season’ and record attempts.
There is no racing activity because salt and mud flats can return
to lakes and snow and ice covers many tarmac runways.
However to some speed enthusiasts in northern countries the
freezing weather can give the right conditions for nature’s
raceway to form and in the Southern hemisphere the transfer
from summer to autumn often gives the right conditions for
speed records to be attempted. This year three speed events have
already taken place. The first near Orsa in Sweden and the
second on Lake Gairdner in Australia, on near consecutive
February dates, the third is the first of the mile events in the USA.
This issue of FF looks at some of the event highlights and the
work that team’s elsewhere are undertaking to be ready for this
year or later years.
The coldest Speed Weekend
On a track produced by snow plough in Orsa, Sweden the fifth
annual weekend of speed on ice took place. Combining a flying
kilometre straightline speed course, with a form of oval racing
on a flat track, as well as an ice speedway track for motorbikes,
the “Rebells of Motorsport” organisation (www.landracing.se)
stage a unique event. For 2013 nine entrants ran speeds
through the kilometre over 250 kph. The tenth fastest runner
averaged a very close 249.998 kph.
The fastest car at the event is called the “General Lee” and is a
rather battle scarred orange four door Audi 80 Quattro,
prepared by Martinsson Racing and driven by Andreas
Martinsson. First assembled in 2004 the five cylinder turbo
charged engine now gives over 860 hp. Andreas achieved an
average speed of 294.502 kph (189.09 mph) with the back
door speed at 304.311 kph. Traction is improved through
fitting the 16 inch Pirelli WRC studded rally tyres, but part of
the drivers work is to control wheel spin during the early
acceleration phase of each run down the 3.2 kilometre (or on
the second outright speed course, 3.8 km) approach to the
timing lights at the start of the measured kilometre.
Patrick Lembke in an Audi S2 ran 281.932 kph for the second
fastest run of the meeting and he was followed by Peter
Nymark in an Audi Urquattro at 271.411 kph. Peter was not
able to match his personal best of 274.998 kph suggesting
that the course was probably not at its best this time. The
fastest motorcycle ever run on the ice course is that of Peter
Vestman. His speed on the 1300cc turbocharged Suzuki
Hayabusa set in 2010 was 287.460 kph, the number two
speed in the 200 kph ‘ice club’. The bikes were not able to
improve on that speed this time.
Orsa is not just about the four wheel drive Audi cars and
Japanese superbikes. The organisers welcome entries from
snowmobiles and sleds, trucks (as large as the semi trailers
that race), estate cars, vans and a variety of thrust powered
vehicles running mostly on skis. The most intriguing device
tried is a toffee and nitrous oxide hybrid rocket, but the one
that gave a lasting impression down the track uses a pulse jet.
Yes, it does sound like a V1 device flying across the English
south coast during the speed run. The most dangerous task
seems to be that of starter, not the rider who sits astride the
engine. This is because a large industrial fan blows air into the
jet to initiate combustion but then the person at the controls
of that unit has to move smartly to one side as the thrust is
generated. The ‘projectile’ has to be moving forward to sustain
propulsion so it moves on the first pulse and keeps on going.
An ecologically sound vehicle was dubbed the ‘Propster’ and in
its eco green paint job the electrically powered propeller
driven streamliner (with no safety covering over the spinning
prop) made runs down the course. An event video on YouTube
is well worth watching.
The event has progressed well over the years and if it seems to
be one not to be missed by you in February 2014 then early
arrangements will need to be made for accommodation. In
your winter alpine quality clothing you should be able to
watch a great event. But if you are driving to the lake
remember that the roads will be snow covered too.
Claims to be the fastest on ice have been covered in FF in the
past. Only one FIA record has so far been set on the surface –
Henry Ford in 999 in 1904. The current rules of the FIA
acknowledge that this medium is appropriate for Land Speed
World Records to be set.
And now the hottest speed week
For the 23rd Annual Speed Week on Lake Gairdner, organised
by the Dry Lakes Racers of Australia, the 2013 track was dry
and over three hundred competitors made their way into the
outback. The racers faced 48 degree temperatures and the
flies were as intense and persistent as they ever have been.
Since its inception in March 1990 not every meeting has seen
runs as events have been weather affected and often the lake
bed has been covered in water. With the deterioration of the
salt at Bonneville having taken hold, the Lake Gairdner salt
flats have been described as being the best of this type of
surface in the world. This may be the future location for the
automobile world record.
The DLRA use the SCTA-BNI vehicle rulebook from the previous
year (it is to do with the timing of the event in relation to any
rulebook amendments made in the USA at about the same
time). 72 speed records were set during the week. Thirty eight
were newly established class speeds but thirty four were
existing records that had been raised. Seventeen racers were
inducted into the ‘DLRA 200 mph Club’ as they established or
broke records over 200 speeds. These add to the 24 inductees
already honoured but no one joined the single racer already in
the 300 mph Club list. On the website (www.dlra.org.au) there
is acknowledgement for those racers who ran over 200 mph
for the first time but did not set a record – the ‘200 mph
Achievers’. There are 39 named in this listing.
The mostly publicised entrants were Trevor Slaughter, Greg
Watters and Kim Krebs. Trevor drove the F/BFS streamliner to a
record on Friday of 253.700 mph in the ‘shakedown’ event for
the car. The team are aiming for 350 mph with the current
engine to exceed the USA record in this class. This vehicle will
then be upgraded with a turbine engine to aim at the 403 mph
speed set by Donald Campbell in Australia in 1964.
Greg Watters who rode the Suzuki which had been at the Cook
shootout meeting on Bonneville in 2012 was honing his Oz
speeds whilst partner and fellow motorcyclist Kim Krebs
(another Cook Shootout entrant) – who has been seen in the
Nurofen pain killer advertisement – achieved 183.496 mph.
See all the meeting details on the DLRA website at
www.dlra.org.au
The sunshine state of Texas
With a little bit of help from a tailwind, new records were set at
the Texas Mile event at Chase Field, Beeville, Texas in March.
Over two hundred and twenty entries were accepted from
drivers and riders who used the runway to secure records and
bragging rights. Many were road cars or tuned supercars, but a
few ran in the LSR class as tune up for the forthcoming season
at Bonneville. The cars start from standstill 1 mile from the
timing trap to record their best speed of the weekend.
The Mark Heidaker entered 2006 Ford GT boasting a twin
turbo V8 engine was driven by Patrick O’Gorman to a new
outright car record speed of 267.6 mph. This is the Hennessey
developed camouflaged wrapped Ford GT which features in
the fastest production car story.
The second fastest vehicle overall was the Chevrolet Camaro
(2000) with its V8 twin turbo power plant which in the hands
of Kelly Bise reached 250.6 mph. Third place overall was the
team which had travelled over 3400 miles one way (yes it does
say three thousand four hundred) from Canada to compete at
the event. (So no complaints please that Elvington Airfield near
York is 250 miles from central London). Greg Phillips drove his
2006 Ford GT to a speed of 230.7 mph.
Fourth and fifth fastest were motorcycle entries. Mark Tredway
hit 230.1 mph on his Suzuki Hayabusa Turbo and Ryan
Osergerd achieved 228.9 mph on his similar make of bike,
which meets the LSR class rules for MPS-F-1650.
With 40 cars and bikes over 200 mph there were other good
results from the field, such as an electric Tesla Roadster
reaching 125.9 mph driven by Stella Kostolna and a Mitsubishi
EVO 10 ‘sedan’ reaching 200.8 mph driven by Eric Koester.
Having frozen the records set at the previous location in Goliad
the fastest speed in the Texas Mile format of event set by a jet
powered funny car of 324.967 mph will remain in the history
books. The fastest bike is Bill Warner’s Honda at 278.60 mph.
A visit to www.texasmile.net will allow you to see video of the
event and pictures of the cars.
Save the Salt
Ron Main has started a high profile initiative to support the
Save the Salt campaign by raising substantial funding. The
funds will be put to use to halt and reverse the damage that is
and has been inflicted through the mineral abstraction
programme that has been permitted to take place.
Speed Indoors
Work in Progress
For those not able to take part in a speed event or record
attempt the winter has seen progress for many with their
building programmes.
BLOODHOUND SSC
If you are following the programme after the ‘design’ book you
can now buy the Hornby/Corgi Bloodhound SSC model. Whilst
this is available from some specialist model stores there may
be collectors who will want the special packaged ‘team’
version.
The Bloodhound SSC programme has ordered a limited number
of these models from Hornby which will be in packaging
designed specifically for the team. These models will only be
available through the BLOODHOUND SSC website (run by Nick
Chapman and his team and always worth a visit during
lunchtime). They will be the same retail price. All profits from
the sale of this model will go to towards funding the project.
Team member Ian Glover (1K club President) made the point
that perhaps if you are considering buying one of these models
then consider waiting and buying the more limited model from
the team, or maybe buy both!
Malcolm Pittwood
Malcolm Pittwood
Editorial and Club News
In the Southern hemisphere a number of outright record teams
are making progress with their projects. These countries are
being helped by the financial stability in the area rather than the
economic downturn of Europe.
Aussie Invader 5R
In February, John Ackroyd made a personal visit to Perth,
Australia to see how work was progressing on the build of the
Aussie Invader 5R (AI5R) rocket car and to see for himself the
first of the finished wheels for this 1000 mph contender. John
was also able to look over Aussie Invader III, on which he had
given support and had attended the attempts made by Rosco
on Lake Gairdner.
The most important parts of AI5R which John had been
consulted on were the 1000 mph aluminium wheels with SKF
bearings and one had been delivered for use at shows and to
allow for their mountings to be engineered. Polished to a finish
that you might feel you could eat your dinner off, the wheel
met the remainder of the vehicle structure which was
undergoing ‘skining’ in the workshop near Perth. (The rocket
motor was slipped into the rear of the car just to demonstrate
how it will look in relation to the high and low speed chute
tubes).
The rally ace Mikko Hirvonen swopped the seat of his Citroen
WRC car for the cockpit of a Speedcar Xtreme Cross Kart to
tackle the indoor land speed record late last year. The vehicle is
similar to the buggies which support UK and European
Rallycross events, although this one used a 750cc, 150 bhp
engine within its 312 kg all up weight chassis and body.
Indoor venues with sufficient clear space are hard to find and
few have the superior surface of tarmacadam or concrete, as
seen on outdoor runways. Mikko and his 14 person team were
given access to the Helsinki Exhibition Centre in Finland, which
had a painted floor (but no carpeting). He eventually achieved
a GPS recorded 86.99 mph. A new speed record but only 0.02
mph faster than the former record holder, Tanner Faust.
Tanner, of X-games and Rallycross fame in the USA, had used
his 560 bhp Ford Fiesta to set the mark in 2011.
Aussie Invader © John Ackroyd
Jet Black NZ
Whilst this team retain the word ‘jet’ in their project title they
have confirmed that they are another southern hemisphere
team to go to pure rocket power. Two rockets are currently
being considered in an ‘over and under’ positioning in the tail
of the otherwise unaltered external shape. What this change
will allow is the removal of any air intakes that could disturb
air flow.
the test engine (J47-25 turbojet) and there is a 3D render of
the Blackbird hull design.
“The good news is that lots of things are happening to move
the project forward. The bad news is that we will not be ready
for Bonneville this year. We now have almost everything we
need for the streamliner in terms of parts. Roger has gathered
these parts up and has altered his workshop to make the build
easier and more professional.
RUSH WSR
I have not agreed to any events this year as we wait for the
show body to be completed. Students at North Lindsey College
in Scunthorpe are making us a body for the streamliner to use
at shows. Staff members are keen to collaborate with the
project and inspire their students to perform.”
Colin Johns in Australia was making great progress with the
build of his craft ‘The Rush’ with completed hull and the
engine being mounted, when he had to report that “late in
2012 I was squished between a forklift and my truck” in an
industrial accident. FF is pleased to report that Colin, whilst
injured and off work was not so seriously hurt that his plans
have had to change.
When he wrote he acknowledged that the accident “definitely
slowed my progress on the Rush boat, as I was in some pain for
many weeks. I have had to have a break for a little while to
recover both financially and physically.” From the initial
interview with Colin a year ago he had planned to work as a
truck driver to allow him more time to work on the craft and
yet be able to earn the money to finance his project. He has
confirmed though that they build them tough in Oz as “I am
still very, very, persistent in my aim. As soon as I get back into
the boat build and with the test firing of the engine, I will be
sure to have the boys update the web site.”
Colin had spoken of his interest in Records Week at Coniston
and it would seem that a New Zealand team feel that a
‘shootout’ on Coniston Water would be a great prospect for
2015. (All we need is more information from the three UK
contenders – FF).
Project Blackbird NZ
The latest contact from the ‘Blackbird’ team is very positive as
they move from the design phase to construction of the craft
with a test engine. Tony Millett on behalf of the team provided
the latest up-date in March.
“The Project Blackbird water speed record team is now a fully
funded project thanks to our new sponsor NZ Blue Water. We
have built a 15m x 5m team HQ base/boat building shed.
Our team aeronautics instructor/engineer Scott Garland from
USA has prepared a General Electric J47-25 turbojet engine so
we can test Blackbird and set a New Zealand water speed
record and assess the craft’s potential. This engine will be
more manageable because our current Pratt and Whitney
JT8D-17 develops 1000lbs of thrust at idle and limits our
engine start up’s and shore logistics.
We hope to be launching in early 2014. As a point of interest
Blackbird is a single pointer hull 12.8m long.”
The images are not so clear that others could copy the design
but a number of people are likely to question the use of a
‘single pointer’ in this 400 mph record race – FF.
Although it may be too early to contemplate many water
speed challengers changing operation plans Tony has declared
that the Blackbird team feel “it would be great if all the other
challengers could meet at Coniston in 2015 for records week?”
Now that would give all British enthusiasts a chance to see the
best in the world in an easy to reach location. The picture is of
many positive elements to his project as they move into final
construction and assembly of the streamliner. In writing to
supporters in March, Gabriel detailed what team members
were doing and that:
J47-25 turbojet
The skilled engineering personnel of course have other
demands from employers and with a project at World level,
many are required to complete their normal F1, WRC or WEC
work before they can tackle the sometimes intricate project
elements for the narrow streamliner that is the Angelic
Bulldog.
Gabriel and the team will be on the salt in 2014.
www.angelicbulldog.org.uk
The 52 Express – Alex Macfadzean, rider
James Toseland
Project Blackbird NZ
Spirit of Australia 2 – Dave Warby
Warby Motorsports using the skills of son and father (record
holder Ken) have completed the hull of their contender which
is a natural development of the current WSR speed record
holder. The wooden framed hull with marine ply and then
composite mat coating, was completed earlier in the year and
the engine mountings for the Orpheus 803 RR jet engine have
been completed. The construction of the cockpit to UIM
standards is underway. With 5000 lb thrust this is the most
powerful boat that the Warby duo has built.
The Warby team will hope to return to a now full with water,
Blowering Lake Dam with the blessing of the local authority
and support of the nearby occupants. www.warbymotorsport.com
Jet Reaction – Richard Brown
Of the three British land speed motorcycle teams building
outright streamliners now in the UK (that FF knows of - FF),
the team led by design engineer and rider Richard Brown – Jet
Reaction – has completed the full build and are now testing
the plain white bodied streamlined motorcycle. Unfortunately
the British weather has not been helpful and more track time
is required before travelling to the location to set a World
record at over 400 mph.
The streamlined motorcycle with the 1000 hp gas turbine
engine – the 52 Express - will be clothed in red and silver
bodywork whose shape will have be confirmed by the Derby
University CFD work , overseen and guided by Ron Ayers.
Recently the rider James Toseland confirmed that the fastest
speed he has so far attained on two wheels is 214 mph. The
team will have a trainer bike ready for use by James on
runways (they have two locations planned) in the UK, so that
he can hone his skills with these difficult vehicles.
Already the team are covering options with regard to the track
location, because the surface at Bonneville has become quite
variable and will have to withstand the full horsepower
through one contact patch (it supported 400 mph car runs, but
the World’s fastest two wheel team were not convinced they
should run there in 2012), so the lake beds of South Africa have
been mentioned in an interview for the 2014 bid. The interest
in speed in South Africa is growing quickly
Electric speed record attempt
At the Autosport International show held within the National
Exhibition Centre near Birmingham it was announced by Lord
Paul Drayson that his team would use the Drayson Electric
Lola sports car (said to be capable of 200 mph) to break the UK
land speed records set in Class 3 by Don Wales and they would
exceed the speeds set by Nick Ponting in the electric
‘Ecotricity’ former Exige that were attained last year. There will
be interest in this attempt from the Bluebird Electric Team
because they and the Drayson squad are likely to be
competitors with cars constructed for the inner city-centre FIA
Formula E single seater motor racing series in 2014.
www.jet-reaction.net
Angelic Bulldog
The latest update from Gabriel Uttley confirms that there are
Speed of Sight – Mike Newman
Mike Newman and the Speed of Sight team continue their
quest towards the land and water ‘double’ for an unsighted
driver/pilot.
For the land speed bid Mike has now been offered the 650 bhp
Noble M600 supercar with its 4.4 litre twin turbocharged
engine under carbon fibre bodywork. This vehicle may be able
to reach 200 mph on a runway, which is their secondary speed
goal as the record to beat is 182 mph. Mike drives without a
passenger being directed down the course by his father.
On water Mike has tested in the waters off Torbay the
Silverline offshore powerboat (a Marathon Class Fountain hull)
with its twin 950 bhp V8 engines. As with all powerboats there
are ‘dual’ controls and Drew Langdon from the Bullett Offshore
Racing Team was on the throttles whilst Mike took the wheel.
No speeds were declared for the trials last year but Mike has to
beat 91 mph. Perhaps he will even go to 100 mph which the
boat has achieved on an in shore location if the weather
conditions hold.
Malcolm Pittwood
Malcolm Pittwood
www.speedofsight.co.uk
Segrave Trophy
The RAC presented the 2012 Segrave Trophy to John Surtees,
OBE for his outstanding career on 2 and 4 wheels with 7
Motorcycle World Championships and in 1964 his only F1
World Championship. John is the only person so far to hold in
his lifetime World Championship titles on two and four
wheels. He was not awarded the Segrave honour in 1964
because Donald Campbell achieved the land and water
‘double’ in that year. John has since established the Henry
Surtees Foundation, to develop motorsport involvement in the
name of his son (killed in a F2 race at Brands Hatch in 2009)
for those who might be from backgrounds that could not
support motor sport interest.
Speed Record breakers feature heavily in the Segrave Trophy
listing:
Malcolm Campbell (2), George Eyston, Goldie Gardner, John
Cobb, John Derry, Neville Duke, Donald Campbell (4), Peter
Twiss, Ken Wallis (2), Lady Fiona Arran, Richard Noble and Andy
Green.
Donald Campbell and Bluebird CN7
The FIA have re-ordered their World Record lists since the
introduction of the many weight divisions for the steam, gas
turbine and electric classes. Now shown in the weight class
covering 4000kg to 4500 kg, A-IX-9, Donald Campbell with the
Norris designed Bluebird CN7 has its own record at 403.100
mph. The fastest turbine car of Don Vesco is in A-IX-4 where
the speed of 458 mph is the target. The increase in weight
divisions will allow teams to establish records on any path to
an ultimate outright bid through running in one of the weight
divisions where no record has been lodged.
Gina Campbell and Bluebird K7
In an e mail that had been posted on numerous websites in
April, sent under Gina’s name, changes are being called for in
the project to return the craft to full running order. Donald’s
only child has stated that it is her personal view that the reengineered Bluebird K7 jet boat should not be trialled across
Coniston Water once the engineering work has been
completed. Two reasons were stated by her: no one should sit
in the cockpit where Donald set seven water speed records and
then crashed to his death and the boat should not pass over
the crash site where there are still remains of the ‘Skipper’ in
the mud of the lake bed.
Bluebird K7 is being meticulously restored by the Bluebird
Project volunteers and no date has been set for her return to
Coniston where the Ruskin Museum has the Campbell wing
extension ready to receive and display the craft.
Guinness Book of World Records
The title of World’s fastest production car was briefly taken
away from the Bugatti Veyron Super Sport - which achieved an
approved 267.8 mph two way average speed in 2010 because, to protect the owner/drivers of the subsequent road
cars that have been sold, each car had an electronic speed
limiter fitted and working. These cars could go no faster than
258 mph, so amongst those who petitioned the Guinness folk
to remove the 268 mph speed, (claiming the removal of the
limiter had been a performance enhancement too far), were
Hennessey, whose Venom GT speed is claimed to have
achieved a speed of 265.7 mph. Within three weeks however
the Guinness World Records reported that a full review had
taken place and removal of the use of the electronic speed
limiter was acceptable because the base production
vehicle/engine had not been altered in any way.
Books
Doug Ford has been busy writing another book this time called
“Fatal Pursuit”. FF has not seen a copy for review of the book
looking at Lee Taylor.
This book was described to us by Bob Senior.
Prolific hydroplane author Doug Ford has just published a new
book, FATAL PURSUIT, Lee Taylor’s quest to be the world’s
fastest person on water and keep the World Unrestricted
Water Speed Record in America. I highly recommend this new
book. 5”x9” with dozens of rare black and white photos,
mostly contributed by Taylor’s wife, Dorothy Taylor Arevalos.
The book sells for $19.95 in US funds, plus $12.00 US for
International airmail. The book is 128 pages and also contains
copies of official news releases and schematics of the boat.
This book is exclusively on sale c/o the Hydroplane and
Raceboat Museum 5917 South 196th Street Kent, Washington
98032 USA. Order your copy now.
All of the books written by Doug Ford are available through the
Hydroplane and Raceboat Museum in Seattle.
www.thunderboats.ning.com
Copied below is Mike Stanton’s review of this book from May
2007:
A book from an Honorary Life Member is always something
special and this is the true engineer’s story. The nuts and bolts,
the hard graft and cruel disappointments, the happiness and
the fulfilment when it all goes right and everything comes
together.
Lavishly illustrated with many unseen photographs this book
is a ‘must have’ for anyone remotely interested in record
breaking, engineering or just life generally. A challenge is a
challenge no matter what the subject. It seems that this is one
engineer who has tackled most things from jet powered cars to
space toilets that have to work every time in zero gravity.
Highly recommended and an insight into what makes a team
tick and how they achieve or sometimes fail in what they set
out to do.
The publishers are offering Jet Blast to members of the Speed
Record Club at £25.00 inclusive of postage and packing for a
single copy ordered directly from them, quoting your
membership details.
The publishers are Redline Books, 2 Carlton Terrace, Low Fell,
Tyne and Wear, NE9 6DE. The internet address is
[email protected] or telephone Alan Wilson on 0191
230 4414. To find out more about Redline Books go to
www.redlinebooks.co.uk
John Ackroyd has also authored “Just for the record – Thrust 2”
and “Pacific Flyer – ocean crossing balloon adventure”.
Dates for your diary
[Should you plan to travel far to an event please check directly with the organisers. Venues do change and dates do alter. The
Speed Record Club cannot be held responsible if changes are made to this schedule].
Another car from Hennessey is the 2000 hp Ford GT car which
has been run at the Texas Mile speed event. It has reached
peak speeds at the end of the mile run at this facility of 257.7
in March 2012, 263.3 mph in October 2012 and then 267.6
mph in March 2013.
The British motoring writer (and SCTA speed record holder for
Skoda and 200 mph club member) Richard Meaden witnessed
the zero to 300 kph record (another ratified by the Guinness
World Records) being taken away from the Koenigsegg ‘Agera
R’, at an average time of 13.6 seconds. This demonstrates that
the Venom GT car is probably well capable of taking on the big
names in hypercar production, provided they sell the same
specification to their buyers who can afford the £750,000.00
plus taxes cost.
In writing about John as being a ‘Blast from the Past’, it has
always been of pleasure to the News Editor of FF, that John has
written down his personal thoughts on his involvement with
speed projects and balloon flights as they arose. His readers
know how he got involved with each at the time (often by
replying to press releases that were job advertisements), what
he engineered and how he felt when there was success and
when there was failure in the project leader’s dream. John is a
Chartered Engineer, a Fellow of the Institution of Mechanical
Engineers and a member of the Royal Aeronautical Society and
he offers his considerable talent on vehicles, structures and
systems from his base on the Isle of Wight.
the world that John Ackroyd had not been involved with in
pursuit of work. The trend continues with the latest up-dates
on current projects that are or might eventually involve John.
There do not seem to be many recent projects or anywhere in
So far no top speed for the Hennessey 7 litre V8 1244 bhp
powered 1244 kg Venom GT has been offered for ratification to
the Guinness people. Some say the car – which is a modified
Lotus Exige S2 purchased from the maker with the chassis
then modified and reinforced at Delta Motorsport’s
Silverstone, England base before shipping to Texas for the
suspension, brakes, drive train and power unit to be fitted - has
only ever made ‘one way’ peak speed runs at 265.7 mph. This
might give hope of a 270 mph average speed in the near future
should they build enough of them to be considered as a
‘production’ car. A new 1500 bhp ‘GT2’ version of the Venom
GT may need to be used to take the Guinness average speed
world record.
On a US road in Washington State the average speed of 255.83
mph achieved (some sources at the makers claim they
achieved 256.18 mph) by a supercar known as the Aero from
the maker SSC (what was Shelby Super Cars, owned by Jarod
(no relation to Carroll) Shelby), was recognised by the Guinness
Book. It is this record that they would have had to revert to had
they disqualified the Bugatti Veyron Super Sport speed. This is
because the Bugatti was recorded by them previously at just
253 mph soon after being launched and the new Grand Sport
Vitesse open top Veyron achieved ‘only’ 254.04 mph this year
under Guinness supervision.
in which he gave his personal account of his involvement with
numerous speed record attempts and his extreme balloon
activity. A book that is available in a publishers offer to fellow
SRC members.
Malcolm Pittwood
Malcolm Pittwood
John Ackroyd looking over Gillette Mach 3 © Malcolm Pittwood
Other titles by the same author are: “What were they
thinking?” (about novel Unlimited Hydroplanes) and “Risk
Takers and Record Breakers” (about the WSR).
John Ackroyd and his publishers have on offer “Jet Blast and
the hand of fate”.
In spite of being consulted on a number of current speed
attempts (AI5R amongst them), John phoned the News Editor
to say that the title “Blast from the Past” would be appropriate
for use in this review of the book he authored in 2007. A book
May
18 – 19
Elvington Airfield, UK
Straightliners/UKLSRA, ACU M/C Records
June
8–9
9
22 – 23
Wilmington Ohio, USA
El Mirage, USA
Pendine Sands, Wales, UK
ECTA Mile Speed Event
SCTA
Pendine LRC, Motorcycles
July
6–7
14
12 – 14
Wilmington, Ohio
El Mirage, USA
Loring, Maine, USA
ECTA Mile Speed Event
SCTA
LTA Mile and 1.5 mile event
August
10 – 16
17 – 18
25 – 29
Bonneville, USA
Elvington, UK
Bonneville, USA
SCTA/BNI Speed Week
UKLSRA speed event
BUB Speed Trials
September
7
7 – 10
14
14 – 15
12 – 16
28 – 29
Pendine Sands, UK
Bonneville, USA
Brighton, UK
Woodbridge, UK
Bonneville, USA
El Mirage, USA
Vintage HRA, Pre 49 car speed trials
USFRA World of Speed meeting
B&HMC ‘Brighton Speed Trials’
UKLSRA speed event
Cook Top Speed Shootout
SCTA
October
1–4
12 – 13
Bonneville, USA
Mojave Airport, USA
SCTA World Finals
MKM Mojave Mile & Magnum 1.5 mile
November
4–8
Coniston Water, UK
WMBRC Power Boat records week
Tribute to Mike Stanton
introduced me to Neville Duke on the day and I was subsequently
able join the Tangmere Society of Friends.
Further opportunities to meet like-minded folk through Mike
arose at Goodwood Festival of Speed in 2007 when record
breaking cars were displayed on the cricket pitch; Ugo Fadini, Fred
Harris and Phil Evans amongst others. A particular memory is of
Ken Norris inserting himself with some difficulty into the cockpit
of the Summers Brothers Goldenrod.
Tribute to Mike by Rosemary Stanton
Mike was born in Trowbridge, Wiltshire in 1940. He was the second eldest of four – Jenny, Mike, Roger and Tim. The family
moved around and settled back in the West Country where Mike became head boy in the local school. After school he joined
the Royal Air Force in 1958 and saw service in Cyprus, Germany and Malta. In the meantime he met and married Pam and they
went on to have daughter Karen and son Simon. Mike made many good and lasting friendships through being a keen model
maker and collector even going on to produce and sell his own models.
Mike’s model of Gillette Mach 3 - © Malcolm Pittwood
After 25 years he left the R.A.F. in 1983 and went to work for Marconi Aerospace.
Rosemary and Mike met in 1990 and married in 1996 so he gained two stepsons – Mark and Peter. Since then his family has
grown and of course he was very proud of all his grandchildren – Tom, Harry, Amelia, Morgan and Sasha and just recently great
grandchildren Connie and Harvey. Mike was a true enthusiast whatever his interest and became Chairman of the Speed Record
Club in 2000 and gave the position his usual 100% commitment for 9 years whilst working as the Maintenance Engineer for St
Wilfred’s Hospice in Chichester.
After he retired he still gave support to the Hospice by becoming a volunteer driver – ferrying patients between home and
Hospice.
Rosemary and Mike found they had a mutual love of travel and spent many wonderful holidays in America – touring different
States including Utah where the Bonneville Salt Flats are home to many speed records. Another super holiday was a flight to
Australia to visit Mike’s son in Sydney.
Never one to remain idle Mike’s next commitment was to Tangmere Military Aviation Museum where once again he used his
skills as a maintenance engineer – here he spent many happy times with new friends helping to maintain and support the
museum.
Unfortunately Mike first became ill in September 2011 – although we thought he had beaten it, the illness reappeared and he
eventually lost the battle.
Mike was a good, kind, dependable, unflappable, Gentleman who will be sorely missed.
Brian Bowden
I first met Mike over 20 years ago at a “Toy Fair” would you
believe!! Although I had been modelling all my life, I was a
complete novice where Land Speed Record breaking was
concerned. We got talking about models and as soon as he found
out I was new to the subject he took me under his wing and passed
on all his wealth of knowledge to me concerning contacts and
where I could get model kits etc. I will never forget that first
meeting where his love of modelling and enthusiasm came
shining through, with a willingness to help a newcomer along the
LSR modelling road.
Being a passionate modeller myself and the fact that we found out
we had both been in the Royal Air Force and also had a love of
aircraft, we developed a strong friendship over the years and
worked on many projects together. In fact there were not many
days when we did not speak on the phone or contact each other
on line about something.
Mike was passionate about everything he did, and it only needed
someone to ask a question about something, no matter how
obscure, and Mike would move heaven and earth to find the
answer for them, no matter how much energy and time it took.
He also had a wonderful sense of humour which came to the fore
very recently. A very good friend of ours, Geoff Holden, had over
the years played many jokes on us and despite trying to get our
own back, we could never completely surprise him. Several weeks
ago Mike phoned me and said that he had obtained some white
Ford Transit Vans and could I make up some decals using Geoff’s
calling card and use them to make up a van to look like a Geoff
Geoff Holden
Trevor Hewitt
Similar to Brian’s experience, I met Mike via a toy fair.
Neighbouring stallholder Ian Jones told me about a group called
the Speed Record Club which I contacted straightaway after the
event. Almost immediately I got a ‘phone call at home from the
then Chairman, a certain Mr Mike Stanton. That was around
fifteen years ago according to my collection of membership cards
and ever since then I’ve been privileged to enjoy a very special
friendship that extended way beyond the bounds of a shared
interest.
I knew Mike for five or ten years I suppose, we became acquainted
through a mutual friend Geoff Holden.
With a history of seeking out and trading in older volume
produced toys and models, I was gradually drawn into the world of
1/43rd scale limited production hand built models with so much
fine detail reproduced that handling them still terrifies me to this
day. Mike opened up a whole new world to me and through him I
came to meet a group of truly gifted people whose creations can
be accurately described in my opinion as works of art. That group
includes Mike himself of course as the creator of his own Mayes
Models range as well as a number of other one-off or very limited
production projects.
I also remember mentioning a modelling project I was
contemplating to Mike at one of these events, just in passing. On
arriving home I discovered my in-box full of useful information,
sourced by Mike. Period drawings, photographs, articles about
others attempts at similar projects etc. All gleaned from his
encyclopaedic knowledge and vast number of contacts and
friends. He even sourced some parts for me he was aware might be
available and secured the last one or two which he gave to me,
refusing any sort of payment.
The most recent business card I have of Mike’s reads ‘Mike
Stanton; Collector and Researcher of all forms of Record Breaking
Models’. To that I can add accomplished modeller in his own right,
all round speed record enthusiast, full-size LSR team member
treading the Bonneville salt a few times amongst other record
breaking venues, fellow Mercedes owner, company trailer supplier,
willing repairer alongside Brian of the odd model falling foul of a
ham-fisted trader, volunteer toy fair coffee wallah (I did buy him
one once I think!), all of these things and much more. Mike was a
very straightforward guy with no side at all and who said what he
thought, which may well have caught people’s attention a few
times perhaps and this was one of the primary things that made
him a very true friend. Like Brian, I shall miss him greatly.
Personal Tributes to Mike Stanton
And Brian; yes you guys did catch me out well and truly on that
occasion. I’m certain that Mike will observe with amused interest
what happens next on that front…
John Ford
Mike with Don Vesco at Bonneville - © Malcolm Pittwood
Holden promotional item. I happily went along with this plan and
we put two of the finished items on a friend’s stalls at Sandown
Park Toy Fair, pretending they were for sale and hoping that Geoff
would see them and wonder where they had come from. He took
the bait and Mike and I felt that we had finally got our own back!!
If I had to sum Mike up in a few words it would be, ‘He was a
stalwart friend, full of enthusiasm and passion in everything he
did with a willingness to help anyone who asked for his help. A
true Gentleman with not a bad bone in his body’. I have lost a dear
friend who cannot be replaced.
RIP Mike.
In short, my personal memories of Mike primarily revolve around
his encyclopaedic knowledge of record breaking in general and
associated modelling skills in particular. He was also a very
personable and easily approachable man and as others have said,
he’ll be much missed.
My first meeting with Mike as well as Rosemary was in 1997 at
Brooks’s auction of post-record Thrust SSC memorabilia and
straight away I picked up on his enthusiasm for land, water and in
particular air speed record breaking. I came to find that his
interest spread across all aspects of the subject from full-size
projects to modelling through books, art, photographs and
memorabilia. He was always very happy to spend time with and
help out anyone with similar interests and, no matter how obscure
any request for information might have been, he always came up
with something.
On a later occasion I was looking after the ‘57 Le Mans winning DType Jaguar at Goodwood Revival when, due to a terminal
mechanical issue, the opportunity arose to visit Mike on the same
weekend at a special Speed Record Club display in association
with Tangmere Military Aviation Museum. Mike very kindly
Geoff would sell models made by me, relating to our shared
interest in all things ‘speed’, on land, air or water and I met Mike at
Sandown or Kempton, or some such place, I do not remember
exactly where.
I do remember once making the long trip to the Tangmere
museum to visit him there.
That was Mike for you and we were only acquaintances. I never
heard him say a harsh word about anyone and he is the only
person I gave models I had built to, free of any charge. How else
could I thank him? The ones I made for him were my best, for one
tries harder when they are for someone like Mike and I had
planned to make others for him, but we ran out of time.
I shall miss him greatly.
Barry Wiseman
I first met Mike via Steve Goodrich, another member who died too
young. It was 1992. Steve worked at Bognor Comprehensive
School with my wife, Carol. She knew that Steve was a salt addict
and arranged for me to go with him that year, something that
changed my life. Steve and Mike both lived in the Bosham area
and we called to chat with Mike about LSR matters. Sadly, it was
on our return that Steve was diagnosed with cancer.
One of my best memories of Mike was spending a day at Tangmere
RAF Museum, polishing the speed record jets. If someone had told
me as a boy in Australia that I would one day polish the famous
red Hawker Hunter of Neville Duke (quite a hero in Oz), I would
have laughed-but Mike made this memorable day possible.
I often bumped into Mike in Chichester and at Goodwood and
always enjoyed drawing on his deep knowledge.
Carl Dreher
I came to know him through the miracle of email. Our partnership
writing “Modelling Matters” during the last year was a joy. He
seemed genuinely happy that he could continue to contribute to
the column he had started, but without the chore of writing and
the pressures of a deadline. I, in return, received a wealth of
knowledge from him about the modelling business, plus many
photos of rare models from his collection that became part of the
columns.
At the time of his death, we were working together on a difficult undertaking to
catalogue all the Bluebird Proteus models and toys ever made. While
exchanging ideas, Mike sent me a photo of a tiny toy CN7 that had been part of
a Kellogg’s Cereal give-away. I had never seen one before and Mike commented
that they sometimes showed up at toy fairs and auctions. I didn’t give it any
more thought until a few months later when a little box marked “Great Britain”
arrived in the mail. Sure enough, he had found one and sent it. He steadfastly
refused any payment. That was Mike.
intelligent man). He always enjoyed the hug I gave him when
going our separate ways after an SRC weekend, although he would
look surprised and somewhat bemused by this.
Jo Gilfillan and I would take Rosemary under our wing at the
Friday night “meet & greet” at the Club’s Coniston weekends and
quietly, without Mike’s knowledge, tried to lead her astray. And I
must say she was easily led for she did enjoy being in our company,
because we talked about anything and everything that wasn’t
speed related, with much laughter thrown in. We did get one or
two resigned looks from Mike’s direction as though to say, “What
are you 3 up to, no good I suspect.” Lol. Happy Days!
For a man who I never met, and who probably never stepped foot in Dallas, I can
say that he will be sorely missed here in Big D.
Gabriel Uttley
I only knew Mike for a short time through the SRC, but
nonetheless, long enough for him to leave a lasting memory or
two.
These are my thoughts on Mike, two days after finding out he has passed away.
In this life you come across all kinds of people and first impressions can be
either accurate or totally wrong!
With Mike you got what you saw. He was military and it showed. He stood
straight and liked things to be in their place so to speak. He hated controversy
and confrontation, though could easily stand his ground when his principles
were being challenged, because Mike was a man of principle. His philosophies
were simple and yet complex. He saw situations in his eyes to be clear-cut,
according to his morals. Mike was the one person who would not let you down,
whatever the outcome, if he thought your idea/principle was right.
May he Rest in Peace. May Rosemary find comfort and support in
the coming days and weeks from her family and friends.
Robin Richardson
Mike helping Colin, Mark and Duncan with “Vampire” at Elvington
- © and courtesy of Mike Varndell
He dealt with the Speed Record Club in the same principled way and brought it
into a professional era from its early enthusiastic amateur days ( no offence
people!!!). When he stepped down from the Chairman’s role the magazine was
good enough to be put on the shop shelves and match anything else produced.
Mike was an unmitigated SPEED enthusiast and his love of the history
That is really sad news. Mike was always a gentleman and
somebody who was a great ambassador for record breaking
enthusiasts everywhere.’
Mike with left, Brian Bowden and right, Geoff Holden - © Brian Bowden
Facebook Tributes
about things in general and models in particular.
Speed Record Club
He will be missed by many. My condolences to his family.
It is with much sadness that we announce the passing of former
Speed Record Club Chairman, Mike Stanton. Mike was the longest
serving chairman of the Club to date and our thoughts are with his
wife, Rosemary at this time.
Don Wales
Following the above announcement on Facebook the following
tributes were received:
We were informed of Mike’s passing yesterday lunchtime by John
Ford, we are so very sorry to hear the news but we did know how
ill he was
Speed Record Models and Memorabilia Ltd
Charles Hilsdon
Brian Millin
Totally shocked - a top bloke and friend within the SRC and a
pleasure to meet Mike recently at Sandown - my thoughts with his
family also.
Very sad news indeed.
Phil Evans
Mike was a good friend to the SRC, very sad news indeed.
Vince Green
Pete Luel
Please send Rosemary my condolences RIP Mike Stanton.
Mike with the BLOODHOUND SSC exhibition mock up - © Brian
Bowden
surrounding record breaking was infectious. He made me much
more curious about the people who partake and the facts behind
the projects and not just the records per se.
in 2008 and I grew to like him even more out on the salt, because
it felt right with him there. We talked at length about the Angelic
Bulldog and I really appreciated his forthright views.
Mike followed my project closely, and we had regular
conversations on the phone, or he went out of his way to come to
shows so that he could catch up on the latest progress, and I
regarded him like an uncle who was very close and that I used as a
feeder to ensure I was doing the right thing.
Finding out on Friday that Mike has gone has left a void in my life
that it will not be possible to fill. I will just have to put it to one
side of my heart and remember his help, especially when things
are not going the way I want them to. I cannot forget Mike, and I
do not want to. He was too big an influence.
That sums Mike up. He cared about everyone and down to the last
detail. When there were problems within the SRC management it
tore Mike apart and he strove to maintain decorum at all costs. I
loved him for that doggedness and his clarity of striving to keep it
all “straight”, like the military. We spent time at the BUB meeting
Dawn Sempill
Joanne Gilfillan
SRM&M regrets recording the passing of Mike Stanton, exchairman of The Speed Record Club and good friend to many both
within and outside the speed record community. Mike was full of
enthusiasm for all things speed record related, especially in the
modelling world where he’ll be remembered for his excellent
Mayes Models range and will be greatly missed by all who came
into contact with him. RIP Mike.
When I read this last night it was with disbelief. I can’t say I was a
close friend of Mike but I have known him many many years. On
collecting a model from you at Kempton a few months back I took
the opportunity to catch up with Mike and we had a good chat
The Gillette Mach 3 team - photo courtesy of Richard Brown
Sorry to hear this news, great shame.
Mike was always a gentleman whenever we met and I did have
respect for him as I’m sure he did for me. I also remember that
Mike had a dry sense of humour and he was very smart in
appearance, as well as in his thinking and doing (a clever and
Mike with the Primetime team at Elvington - © and courtesy of Mike Varndell
Rookie Goes for a Record Part Two By Thomas ‘Pork Pie’ Graf
Geoff Holden
Simon Lewis Transport Books
Very much missing a great friend.
So sorry to hear this. Such a great enthusiast and a genuinely good
bloke.
Howard Statham
So very sad to hear that Mike Stanton lost his battle with cancer
last evening after a short but serious deterioration in his condition
over the past few weeks. Aside from his other talents, Mike was a
real enthusiast and an expert on most model making matters. I
first met him in the late 70’s when he had just produced his lovely
Goldenrod model which is still the best one around.
One of life’s gentlemen - a good man who will be very much
missed.
Steve Holter
And I had literally only just posted a link on my page about those I
know that we’ve lost. Shame, a true gent.
John Bullivant
A real shame - one of the greats, especially his knowledge/
enthusiasm for modelling matters.
Arthur Benjamins
Trevor Hewitt
Bad news. Rest In Peace.
Truly stunned to hear this. Was chatting cameras with Mike only a
couple weeks ago, I thought the world of him. Great fellow, always
very helpful. Condolences to his family.
Rainer Deutenbach
Yes, we will miss him, Geoff, do you remember when we talked at
Goodwood last year about our problems. I was just about to ask
him if I could stay with him and Rosemary again this year. A great
gent.
Mike Stanton Mayes Models/LSR Productions/MS Models
A few words on Mike’s modelling activities
extracted from chapter ten of ‘A History of
White Metal Modelling’ by Ray Strutt and
David Wright and reproduced here by kind
permission:
As an unruly youth he well remembered
destroying his Jetex powered red Hawker
Hunter that was launched with a
powerful Brocks banger in the fuselage
one fine day. The mid-air destruction was
memorable and seemed a fitting ending
at the time.
In later years the advent of plastic kits
and the new white metal car ranges from
John Day, Mikansue, Auto Replicas, Grand
Prix Models and others re-shaped his
interest in building and collecting. Before
them, Merit plastic kits figured largely
along with the gems from AMT, MPC, and
Pyro from the USA.
With his RAF career closing in the late
1970s he decided to produce and market
a model of his own to continue the hobby
interest. The 1920 Rolls-Royce armoured
car was chosen as it was a particular
favourite and not been done before in
1:43 scale. The Mayes Models name was
chosen to keep alive in a small way the
double barrelled family surname that had
not been used for generations. The
‘Milestone Series’ range name suited the
type of vehicle he wanted to produce, i.e.
all milestones in their particular field.
These names were only used on the RollsRoyce and the first Goldenrods, the wheel
driven record car of the Summers
Brothers in the USA, another huge
personal favourite. Talking to Bill and Bob
Summers was an exciting experience
whilst sorting out an agreement for
Goldenrod production.
He was fortunate to meet Brian Lawrence
of LDM Models, who was a superb pattern
maker, and Mike Stephens of Western
Models who did his initial casting and
helped out with advice and ancillaries for
the models. Mayes Models became
incorporated into LSR Productions
around 1983. The Rolls-Royce pattern
was eventually sold to the late Richard
Briggs who incorporated it in his Mini
Marque 43 series selling fully finished
versions with little extras added.
Goldenrod went to LSR Productions.
Some years after this, Mayes Models
reared its head again when it produced
the 1959 and 1960 Mickey Thompson
Challenger LSR cars in conjunction with a
local collector friend John Cockayne. They
introduced Monty’s Humber and General
Alexander’s desert finish Ford staff car.
The excellent patterns for the two army
vehicles and the 1960 Challenger were
made by Arthur Trendall from Berkshire.
Castings were done by Hart Models in
Hartley Wintney. The pattern for the
1959 Challenger was produced by Mike
from the 1960 version, so not entirely all
his own work. Mayes Models ceased
trading around the 1990s, the names and
military patterns being retained by the
family of the late John Cockayne.
record driven by Richard ‘Rocketman’
Brown and only just failed to beat the
outright World record at Bonneville in the
USA in 1999. Being a biker fan these
really fast two wheeled streamliners
always fascinated him and make a great
collection as far as he was concerned. His
model of the Bonneville streamlined
Vincent as ridden by Russell Wright was
another ‘must do’ one day model, the
pattern being beautifully produced by
Phil Edwards
For the full text from which these words
were extracted, check out
www.transportmodellingbooks.co.uk as
the source of further information on the
book and its companion volume – ‘The
History of Resin Transport Modelling’.
MS (Mike Stanton) Models, became
another re-incarnation of Mike. The
Mercedes C1-11-IV, the ARVW research
vehicle, patterns were purchased from
Aardvark Models, Andy Martin from the
USA. Andy was a fellow ModeleX
exhibitor, the show being a Mecca for the
white metal industry at the time. The
rocket powered Wingfoot Express 2, ex
MAE Models (Mike McNally in Canada),
was purchased from Howard Statham.
Mayes Repro, another venture, had a little
flourish with signed prints of the record
breaking Meteor and Hunter that are still
for sale at the Tangmere Military Aviation
Museum where the actual aircraft reside.
Mike’s next peak seemed to be from 1996
with the production of the Kawasaki
Lightning Bolt LSR motorcycle of Don
Vesco. The large scale model of the
Gillette Mach 3 Challenger produced for
the team, was a labour of love as he was
part of the team that saw it break the UK
Rookie Goes for a Record
Part Two
By Thomas ‘Pork Pie’ Graf
‘Pork Pie’s’ story began in Fast FACTS 87 when he recounted his
experiences as a ‘Rookie’ driver gaining his B licence. Pork Pie has
pointed out to me that within that text it was mentioned that on his
rookie run he wasn’t to go over 125 mph. What it should have said
was that he didn’t have to go over 125 mph, but if he wanted to he
could go up to 149 mph and pick up his D licence at the same time.
Pork Pie chose not to as he thought that on his first attempt at
driving at speed on the salt it was more important that he knew he
could control the car.
To continue; it is noon and we have time for another run and the A
licence, which means achieving a speed of 200 to 249 mph. Sorry,
but I have only got a normally aspirated 1 litre engine with regular
gas behind my head. This is not a big block engine. With the
current configuration I’ll be happy if I can get to 205, but
sometimes it comes other than the way you think. There are long
queues on courses I and II, so it is more than three hours later
when we are back to the starting line. The slight head wind we had
on the B licence run is now 6 mph. I steer the car to the right side
of the course because somewhere in the centre is a bump waiting
for the racer, not a good idea with a car like the Bockscar. I had just
shifted to second gear when the wind hit me and pushed the car
into the centre of the course, right over the bump. Still, even
though this was only my fifth run I managed to get the car back on
course, but failed to see that my thumb had hit the shifting
button. I could only wonder why my rpm was so deep in the cellar.
With this small engine it is hard to get up in the high revs. My
shifting point should be at 12 400 rpm so I was surprised that I
had to shift in the middle of the fifth mile from third into fourth
gear, which was actually fifth gear! Concentrating on the run and
being inexperienced as a driver I had no idea that the low rpm was
due to my bad shifting.
From the GPS numbers I knew that I had missed the 200 and in
the exit turn I was so slow that Terry Pitter had to tow me to the
return road. My friends from the Bockscar team were as
disappointed as I was. We had no explanation until Stainless
viewed the computer data. There, only 8 seconds after my first
shift was another shift and the times on the timing slip - 166.489
through the second mile (I was 9 mph faster than on my B licence
run but this was before the mistake happened) then only 178.522
mph at the 2¼, 182.958 mph at the third mile, 193.366 mph at
the fourth, 196.624 mph at the fifth and a final speed of 196.369
mph. I lost 8 mph between the second and the third mile. This
could have been my qualifier and my A licence so we were all
deeply frustrated, but that’s speed racing.
Graham, a car inspector, brought me back to the top. He had left
the inspection area to see my A licence run and had taken a
picture with his smart phone. After I had picked up my E/D/C/B
licences from the SCTA trailer I saw him in inspection and he
showed me the picture he had taken on the starting line. I said I
thought I looked very serious when I’m in the car - his answer – “If
you call sleeping serious, than yes, you look serious!” We talked
about my last run and luckily, he had followed it for the duration.
He saw how I hit the bump and told me that I went very badly
sideways and that the engine sounded, at that moment, very
strange which was as it dropped deep revs. But he congratulated
me on my driving and in his opinion there are not many (rookie)
drivers who would have brought the car back on course after such
a hit. Most drivers had just aborted such runs. Thank you, Graham,
you saved my day, otherwise, maybe, I might have cancelled my
life as a teetotaller.
For Stainless there was still the problem with the lambda sensor
and why his tuning had not got me right up to the rev limiter.
Wednesday 15th August
Even if I had found the way into impound last night it would all
have been for nothing. All day we had head wind of up to 10 mph
and with a 1 litre engine there would have been no chance to
overcome that disadvantage. During the morning Stainless was
busy fixing the lambda sensor problem. He found the solution and
it was just hilarious. When they had the engine on the dyno the
lambda system was brand new and worked. He had now found out
that what he had bought was a six week testing licence for the
software and he now had to buy the full licence for $450 US to run
the system! Honestly, after Speedweek was over, I have a feeling
that with Stainless hand tuning the motor just from experience
the engine had run better than it did later with the licensed
lambda sensor, although this system does help to protect the
engine from damage.
It was nearly noon when we were back on the starting line and
with the strong head wind we knew that this run would just get
me more seat time in the car and more experience to run it
smoother which, in my opinion is really necessary for beginners
like me. So, 180.878 mph in the 2¼, my best speed to date was
184.629 mph. In the third mile at above 180 mph I was running
into head wind and it was like coming up against a wall. The
remaining numbers say it all - 191.420 mph in the fourth,
194.027 mph in the fifth and a final speed of 193.978 mph.
However, the head wind was not the only problem - in the fourth
and fifth mile the engine was shooting ducks like hell, the engine
leaned out completely in the fourth and fifth mile and the power
was simply gone. We went back to the starting line at course II
because I made my entire long course runs on this course, cooled
the engine down and prepared it for another run. The hope of
Mike - © Brian Bowden
laptop and plays with the numbers, John Boy meanwhile gets help
from James (Stainless son), Barc had to leave, and with James the
seat belt is sitting really tight, Doug does not need to add any
correction, and the blue dots on my arms and back can tell stories.
The record timing slip - © ‘Pork Pie’Garnet Lewis
Celebrating the record - © ‘Pork Pie’
Ready to go - © James LeMere
getting less head wind was disappointing, if anything the head
wind increased, so the next run was just to check the changes on
the motor management and to get me more experience as I
wished.
The second and third mile was so rough that I needed all my skill
from my time as a test driver for a German car producer. To get a
better understanding, here is what Mike Cook (who went down
the course minutes before me and is a very experienced driver
with more than 40 years driving at the salt), said to Ray the Rat.
“The course is so bad that I wished I could spin so that I could quit
the run.” This time the engine sounded much better, but again I
was running against a wall. Starting with a 179.754 mph in the
2¼ all my speeds were slower than on the run before, except my
speed out of the door - 194.522 mph, which showed that Stainless
was going in right direction with the tuning. Back in the pits,
Stainless made the decision to take one tooth off. No not mine, but
from the rear end sprocket. The idea was to shorten the gear to get
me a better chance of reaching the rev limiter, but on the other
side of the coin, it will reduce my final speed.
Thursday 16th August
We are waiting in line to go directly after the return runs. There is
183.425 mph for the 2¼, 187.921 mph in the three -this was the
low starting speed, 196.140 mph in the fourth, 199.430 mph in
the fifth and a final speed of 199.704 mph, the best ever for me, so
tomorrow morning I need a perfect run to back up for the record. I
also managed to figure out that there are three exit turns behind
the 6 mile marker, so this time I used the middle one. We got the
Bockscar into the impound, everywhere there are well wishers.
Thanks, but tomorrow is the day. I leave the team to work and
walk around by myself. I have to come down from the excitement
and I have to sleep properly tonight so that I’m fit for tomorrow
morning, especially for the Bockscar team. I want to regain the
record for the team and we can make it.
Relaxing - © James LeMere
zero wind - why couldn’t it have been like this yesterday? Stainless
gave me the instructions for shifting - into second at 11 800 rpm,
third and fourth at 12 400 rpm. Meanwhile he now understands
that the rpm needle is ahead of itself and the solution is to always
get the needle on the other side of the rev limiter needle on the
rpm meter. This needle is set at 12 200 rpm - poor engine! I was
told that they can hear me in pits when I go down the course. First
run with the shorter gear - run is smooth - in the fourth and fifth
mile I can almost sleep in the car. The laundry was out after the
five mile marker, the only trouble is they have moved the course by
a mile closer to Floating Island (behind the 7 mile marker where
the mud starts) and changed the position of the exit turn cones. I
turned out at the six as always, which was the former seven and
made the sharp exit turn which is normally used by the roadster.
We are slow enough and I can see the exit turn. Boy oh boy this is
hard work, but the car was properly on the return road and my
course steward Terry was on duty as always. He has made a great
job in the tradition of Cris and Ed Shearer, thank you man. My
friends were happy too, especially Stainless as the shifting was on
the point. The speeds, improvement in all miles - 183.091 mph for
the 2¼, 187.446 mph in the three, 195.153 mph in the fourth,
197.097 mph in the fifth - picked up 2 mph in the fifth mile, wow
and the final speed, 197.662 mph. I’m coming closer and I can
push the rpm to the rev limiter. Back to the starting line Doug the
Friday 17th August
Record certificate - © ‘Pork Pie’
starter said “you again, can’t get him out of the car anymore?” Oh,
yeah, I slept in here last night. Between runs, the engine always
has to cool right down so Stainless is using the time to modify the
motor management. Bonneville is different to running on the
dyno, particularly the air density and pressure. During the last few
days these were changing by the hour. Next run, no. 9 overall and
the racer is in the same condition as before and there is a light tail
wind from the right side, fine. I again use the sharp exit turn, I still
don’t know where the smooth one is. Terry is there – “you were so
close”. The team is there – “you are just so shy” - what the heck do
they mean!
The time slip explains all. A great run, shifting is again on the
point, 183.710 mph in the 2¼, 188.059 mph in the three,
196.051 mph in the fourth, 198.880 mph in the fifth (the record is
198.953 mph) and 199.344 mph out of the door. The A licence is
getting closer, too. Mastermind Stainless is again hanging over his
Last belt check - © James LeMere
Nearly 3 pm, run 10, can we make it now? The wind is similar to
the last run. Variation 205 for the GPS, this time it didn’t
disappear, it was simply not there, it’s still stuck in Stainless’s
pocket. Maybe this was a test to see if I can start the lakester
without modern help. I was close, instead of 32 mph I went off 29
mph, it shows that I can feel what the car is doing. Good to know
this. In the four and five I have to fight a little with the cross wind.
It has changed from a slight head wind to a crosswind coming
from the right side, but after all the seat time this is not a problem
anymore. With very gentle steering the Bockscar got me to the five
mile marker. Terry, my good soul mate, has got a big smile. I think I
did it this time. Due to the missing GPS I have no idea how fast I
was, but it was a good run. Yeah, I’m in the impound! The team is
on cloud 9, and so am I, though again no A licence - time slips can
be so cruel.
Stainless, John Boy and I had dinner at the Mexican around the
corner last night. John Boy knocked on the door this morning, but I
was ready to go. I had had the best sleep of the whole week and
inside I’m ready for the record run. There are lots of vehicles in the
impound. Stainless is making last minute preparations and I’m in
the coach with Aaron on the way out to the starting line. The line
on course II is longer than on course I so this year course II is the
better choice. It is cold so early in the morning, but still humid as it
has been all week. Meanwhile the starting procedure is a fixed
ritual and there I am on the starting line waiting for the starters
signal. This time it is not Doug. Shut the visor and all hell breaks
out. If this had been a regular run and not a record return run I
would have aborted the run. On taking my first breath with the
visor closed I had fogged it up from the inside and with the roll
cage around the helmet and my hands on the seat belt I had no
chance to open it. So for the hell of it, this is my return run and it’s
now or never. I start the car as before, without a GPS. The idea is to
find a groove from one of the heavy roadsters. I’m all over the
place in the first quarter mile but I found a line though my view is
extremely restricted, but I can see the markers as a shape. There is
the direction and the pedal is through the metal. Rev meter - I
know where it is but have no chance to see the needle so the ear
has to find the shifting point This sounds like 11 800, bang, second
gear, 12 400, third gear, 12 600, fourth gear. At the starting line I
saw that John Boy had moved the rev limiter needle to 12 400 rpm
but nobody had said anything. The upper area of the visor is
getting clear and there is the 2 mile marker and I’m right on
course. This time there is a slight head wind and the four and five
miles are heavy with moisture from the humidity and my tyres
really stick in the salt. But there is a number on the GPS I love to
see – 200. I’m on my run for the record and all the trouble is
behind me. Five mile marker, laundry is out, the Bockscar is
moving about a little bit on the wet salt, but all is under control.
Six mile marker, exit turn. I go through the middle turn and Terry is
there with a smile bigger than before. He has not got the speed, he
Start of the 6th run - © James LeMere
The Rocketman Returns By Paul Hannaford
The Rocketman Returns
By Paul Hannaford
In the impound - © ‘Pork Pie’
just knows that I can go back to the impound to pick the record
certification. My friends are there, Stainless, 199.9 and the record.
John Boy gave me a big hug, he is so proud of my driving and it was
his idea to sit me in the Bockscar.
We bring the racer to the impound and James drives me to the
time slip stand. Here it is in black and white - 184.414 mph in the
2¼ (even with the visor trouble I managed the fastest quarter I
have ever done), 189.163 mph in the third, 197.210 mph in the
fourth, 199.901 mph in the fifth and a final speed of 200.273 mph.
This is my A licence and I’m the first who ran a I/GL, a lakester with
a 1 litre engine over 200 mph, wow! No red hat for the 2 Club but
it doesn’t matter. I got the record back for the Bockscar team and
the racer is in the same shape as it was when I did my rookie run
on Sunday afternoon. I made all exit turns and never aborted a
run, what more you can wish as a rookie. A dream which started in
1970 had become a reality. I got my name in the record book and
I’m on cloud 9!
It is Friday which means the last day of the Speedweek and the
Bockscar has to head for home. A long drive to Denver and further
east. So we have a short celebration in the inspection area, after
Dan Warner signed the record certification with some champagne
brought by a long time friend of the team and non alcoholic
sparkling cider for the driver – me! Back in the pits packing the
cars and coach, Jo Ann from the SCTA/BNI media had another
surprise for me. When I gave my press vest back to her (not used
very much this time) she handed me back my personal press vest –
a big Pork Pie under the word Press and sporting the famous
number 76 - big Al Teague’s streamliner Betsy’s number. I can’t
believe it, I’m the only press guy now with his own vest. Thank you
so much, Jo Ann, first the record and now this - what a day! When I
In the impound, John Boy is happy! - © ‘Pork Pie’
said bye to the Kilo Club (the time slip stand), I met my starter for
today (sorry, I don’t know his name) from my return run, again. He
said to me, “You know, I thought you would not make the quarter
mile marker.” Man, you don’t know how right you are; I had the
same feeling when I pressed the pedal through the metal. During
the whole run I had my thumb hovering over the parachute
button.
Before we leave we have a celebration meal at the Salt Flats Café
and as the new record holder it is my turn to cover the cost,
though we will have a proper one during the World of Speed. I take
two team members in my car to Salt Lake City, where they have
left another car so they can continue on home. When we said bye
in Salt Lake, Stainless said “the reason you did not get the red hat
was NOT down to the driver, it was the tuner.” Stainless, no
apology necessary, you did a fantastic job and prepared me a great
engine which I was able to run so easily. The same thank you to
John Boy, who found me a perfect position in the car. Without this
position I would never have been so relaxed running the lakester it
felt as though I was driving my daily car. Did someone say that this
is one of the scariest cars on the salt? You have to trust how well
the car is built to go fast, and I was able to do that. Also a big thank
you to all the others from the Bockscar team - you were all a part
of my success and as much as this is my record, it’s yours too.
Without you I would never have had a chance to set a record and
turn my long held dream into a reality. This week will stay in my
mind forever! This was MY Speedweek!
Pork Pie
All rights reserved for words and pictures other than those credited elsewhere by
Thomas “Pork Pie” Graf.
Left to right, Marty, John Boy, ‘Pork Pie’ and Stainless - © ‘Pork Pie’
Jet Reaction – RAF Benson keeping cool under the summer sun (25/6/12)
Richard “Rocketman” Brown has had the speed bug for at least 25
years now with desires on setting speed records on the world
stage. A series of models, leading to seriously fast 2-wheelers has
seen Richard eclipse the then outright world motorcycle land
speed record on a single run, with a tyre issue preventing him
cementing a new 2-way record. Since that attempt at Bonneville
in 1999, Richard has concentrated his energies on other - what
some might see as outlandish enterprises - before turning back to
unfinished business on the world speed record front.
Richard has always seen thrust power as the way he wants to go in
beating the existing record and to try and push the figures beyond
400 mph.
I say “outlandish” because one of them simply was. In the early
part of the Millennium he built his own rocket designed to be fired
into space and returned to earth, to claim a then sizeable prize to
be the first amateur rocket to do just that. The rocket was built
and statically tested but due to a failed delivery of a crucial part
(flight termination receiver) the launch was scrubbed at the
eleventh hour.
Richard has been designing and building various rocket or jet
powered machines for more than 20 years now. After some early
vertical launches in the early 90’s, Richard concentrated on
keeping things horizontal in his follow up projects. He designed,
built, developed and ran on various solid fuel rockets Awesome
Express III - a test bed 12 feet long (3.6m) 3-wheeled rocket - that
peaked at around 200 mph on Pendine Sands in 1993.
Richard has also been building and developing a thrust powered
back pack, or jet pack, on which he intends to fly around the sky
like James Bond and, to much greater effect, than that chap at the
opening ceremony of the Los Angeles Olympics in 1984.
Around that time Richard had an eye on building a rocket powered
LSR car and spoke to the Speed Record Club about it at our
Coventry Seminar in 1993 chaired by Richard Noble. A year later in
‘94 Richard Noble went public with ThrustSSC by which time
Richard Brown was well advanced on his 2 wheel project the
Booste Palouste. This was powered by a Rolls-Royce Palouste
turbine turbo compressor Richard adapted to produce thrust
through a superburner. Again a good testing ground for the
adaption of the power plant in Jet Reaction.
But whilst all that has been going on, Richard has always kept one
eye on the motorcycle land speed record, which has been beaten
five times since Richard was aiming to beat Dave Campos’s 1990
record. It currently rests with Rocky Robinson with Mike Ackatiff’s
Top Oil1 Ack Attack at 376.363 mph. Having established a thrust
powered category for 2-wheelers with the FIM way back in 1998,
So whilst Richard was developing his space rocket and jet pack,
Project Jet Reaction was always on the burner, firstly in Richard’s
head and then on the drawing board and finally in the workshop.
The website www.jetreaction.net went live in October 2011 by
which time construction was well underway.
Augmented by two home-made hydrogen peroxide hybrid rockets
Richard Brown talking to Mike Grainger, current UK outright motorcycle record
holder (15/4/13)
an official ACU ¼ mile record at 184 mph was set at Elvington in
1996 (peaking at 200 mph) giving Richard much knowledge of
thrust powered bike handling and operation, plus campaign know
how.
Booste Palouste suffered from some unique handling problems,
Richard said at the time, it hadn’t reached its speed potential, “It
could go faster, but not with me on it!”
Project Maximum Impulse followed, a triple hydrogen peroxide
hybrid rocket powered streamliner with a speed potential of 500
mph. Jointly designed by Richard Brown and Andy Scott and built
predominantly by Richard, this vehicle became known as the
Gillette Mach 3 Challenger in a sponsorship deal and following
campaigns at Pendine, Bruntingthorpe and then Elvington,
Richard secured a UK 2 wheel LSR at 216.55 mph on 14th October
1998. In all this bike made 21 powered runs, all achieving their
pre-designated target and without incident.
The team travelled to Bonneville in 1999 to attack Dave Campos’s
322.149 mph motorcycle LSR set in 1990. The attempt was
ultimately thwarted with the Gillette Mach 3 Challenger, firstly by
a timing issue and latterly a partial tyre deflation, Richard was
denied the outright world 2 wheel land speed record using thrust
power, although he did set a then world fastest single pass at
332.877 mph at Bonneville.
You can’t keep a good man down as they say and with unfinished
business in this field, Richard was always going to come back for
more.
GM3C was of course rocket powered; a propulsion method that
offers several advantages. No drag inducing air intake, no wide
bodied vehicle built around the diameter of a jet engine. On the
downside, the machine had to carry its high pressure fuel delivery
system and refuelling with volatile peroxide was always tricky - as
was acquiring the fuel in the first place and storing it.
This time Richard chose to use a gas turbine. The great skill has
been to design the aerodynamics to keep a sleek tidy machine as
well as avoiding a big jet intake within that outline. That has also
been helped by the shrewd selection of the powerplant. Richard
has taken a slender 1250hp Rolls-Royce Gnome helicopter engine
and expertly adapted it for his needs. In its original helicopter form
the drive came out via a shaft. Richard has removed this and
adapted the unit to provide thrust power. He has also constructed
and installed his own afterburner. The overall unit is small, light
and powerful, the three ideal characteristics you would want for
any powerplant. Fuel will be Jet A1. Crucially it has a small
Jet Reaction on runway at RAF Benson (3/6/12)
diameter as well, meaning that as with the earlier rocket bike, the
overriding dimension that has the biggest factor on the vehicles
width is the measurement across the drivers’ shoulders.
As with all Richard’s projects they are designed and built by him
with some input from his great mate Andy Scott. Richard’s
immaculate workshop in the basement of his home has seen Jet
Reaction gradually come together over recent years. Built around
a Reynolds T45 chrome moly tubular-space frame and with an
overall length of 6 metres (19 feet 8 inches), this machine is much
shorter than GM3C. The driver is enclosed amidships in a feet
forward, reclined seating position. With a width of only 540 mm
(21¼ inches) and a height of 850 mm (2 feet 9 inches) not only
does she have a small frontal area but the smaller and lighter
vehicle offers good power to weight characteristics. Bodywork is
custom manufactured with a combination of carbon fibre, Kevlar,
reinforced glass fibre and aluminium across the spaceframe. Neil
Gilfillan has produced the moulds for many of the body panels
including painstakingly forming the buck from which the nose
cone was formed using MDF and high density foam, a six day job
of sanding, filling, sanding and filling until the shape was right.
This gives Jet Reaction a small frontal area that compares
favourably with any of its contenders out there. Huddersfield
University, under the guidance of Taimoor Asim have run the
numbers over the machine in a series of computer simulations,
coupled with the CFD work carried out and aerodynamic analysis,
their report verified the design allowing work to continue apace.
Jet Reaction minus all bodywork
(30/11/11)
Jet Reaction with all bodywork (27/2/13)
Breaking is by parachute and disc brake to the rear wheel. She has
retractable stabilisers amidships for low speed and stationary
support and a low stabilising fin along the top of the jet nozzle to
aid directional stability.
The Team carried out their first static engine test at Westcott in
January 2012. This saw them run the jet for about 5 minutes including using the afterburner in bursts - providing valuable data
including from the load cell used to measure thrust. The data
indicated that they had the power required to achieve their target
record speed. In June of 2012 a series of six low speed passes were
carried out at RAF Benson with minimal bodywork attached,
which proved the systems worked well and gave Richard valuable
handling experience and practice of the crucial start and stop
procedures. Runs around 80 mph were ideal at this stage of the
development and Richard got himself familiar again with the
driving technique he learned with the GM3C Project.
One of Richard’s dependable Team members during the
campaigns with the Gillette Mach 3 Challenger from 1997-1999
Jet Reaction on runway at Elvington (15/4/13
was Mike Stanton. Among Mike’s roles within the project was to
keep the machine clean both inside and out, plus looking after
Richard’s personal equipment so that everything was in place and
Richard was strapped in without any unnecessary fluster. As Mike
was always cleaning and polishing the machine he soon earned
himself the nickname of “Sammy the Chamois” (although
pronounced phonetically as “Sammy the Shammy”) which Mike
took in good heart. Mike also employed his great modelling skills
to build 1:32nd scale models of the liner. I am looking at mine now
in the display case as I type these words. All team members have
one, mounted on a base individually signed by Richard. A brilliant
piece of craftsmanship, typical of Mike’s skills.
Richard and his Team were at Elvington Airfield on Monday 15th
April taking up pre-arranged track time to put Jet Reaction
through her paces. Unfortunately the wind that can blow at
Elvington did so, it being just too strong for a vehicle of this type.
Being at Elvington meant the Team were not at Mike Stanton’s
Funeral taking place 300 miles south. However, Mike was firmly in
their thoughts and at the time the Service was being held the
Team lined up alongside the liner to hold a minutes silence in his
memory.
© 2013. Words Paul Hannaford, Photographs Neil Gilfillan
World Finals - there is a job to be finished - Red Hat By Thomas ‘Pork Pie’ Graf
World Finals - there is a job to
be finished - Red Hat
2nd October
Last night I stayed at Ray the Rat’s place in Salt Lake and drove
over very early this morning to Wendover. As is traditional, firstly
to Lands End to see Lands End Lynda and her security crew and say
hello. Some yards off Lands End, on the salt, like Burt Munro in the
World’s Fastest Indian, there is a trailer and on the trailer is the
Bockscar, my racer for the next few days. Stainless drove in during
the night and this is, for sure, the best protected place in
Wendover for your race toy. Minutes later Stainless shows up in
person, with a big smile on his face. John Boy, Barc and Aaron
follow; we will be a small team this time and as the big coach
stayed home I will get into my driver suit on at the salt - this could
be a bit fresh! Stainless explains to me the changes to the lakester
– there are new gear ratios and I will have to shift into fifth gear
now. There is a yellow light which will come on when it is time to
shift so I will not have to check the rpm meter anymore. This way I
will right on the rpm with no changes to the motor management.
At impound, no bailout test this time, I’m no longer a rookie so we
sign in for the meet at the SCTA trailer. That’s all for today, the
driver meeting is tomorrow morning so for the rest of the day I will
be Pork Pie the photographer again.
3rd October
Drivers meeting - after the meeting Stainless and I drive down
course II to the far end, exit 6 ¼ mile. The first two miles are fine,
the third feels rough, the fourth is smooth but five is like the third
mile and the sixth isn’t any better. The rain in September has not
helped the track, this will be tough. I do not like the position of the
flags along the return road – wind, lots of wind.
9 o’clock, we are second in line to go down but there is far too
much wind. With no reason to risk anything the first run will be a
test run to check the gears and the rpm light. Meanwhile I
continue with my press work, with the press vest over my driver
suit - what a picture on the starting line! A lot of other racers are
waiting too, for better wind conditions. It was gone 1 pm when I
had the feeling that the wind had started to die down so a quick
check with Ron Joylliffe, the starter on course II. Yes, the wind
speed had dropped down to 6 mph - I’m shouting over to John Boy,
“We can go” and what the heck, all the other racers are jumping
On the return road at mile 6½ after the successful
return run - © ‘Pork Pie’ (taken by Stainless)
into their vehicles too! 3 minutes later I’m on the starting line, Jon
Wennerberg was ahead of me and had some trouble at the course
so this gives me just enough time to re-familiarise myself with the
lakester. It’s nearly two months since I drove the Bockscar the last
time. I’m up and away, on the first shifting I check the rpm meter
with the yellow light, perfectly on the point so from now on I can
trust the light. 174+ mph in the two, 188.8 in the 2¼, but in the
third mile I bounce too high, my helmet makes contact with the
roll cage and the vision is gone. I ‘shorten’ my neck and the view is
back, 192+ mph in the third mile, fourth mile – wow, pure fun, the
car is accelerating again, 200.123 mph in the four. Fifth mile, holly
cow, the car is all over the place but I can still gain some more
speed - 203.680 mph and exit at 204.4 mph. Not bad for a test run
and great job by Stainless. The gearing is perfect and we can go
straight into the impound. We were lucky. The 6 mph wind lasted
only 20 minutes and for the rest of the day it was mostly more
than 10 mph.
4th October
There were lots of congratulations last night, but as I always say,
make the return run before you celebrate. I’m ready for my return
run, this time I will keep my visor open a little, so that I will not get
the fogging trouble again, but then, when Stainless punched the
first gear in on the starting line there was a big bang. Nobody
knew where it came from but seconds later I knew. The start is fine
as always with the lakester accelerating in first gear, yellow light,
shifting button, what is going on? The revs are not dropping down
and I run straight into the rev limiter. Switch off the up shifter and
back to up shifter, still no gear shifting. In my frustration I’m going
down the whole five miles. Stainless is furious and he had the right
to be. I made a big rookie mistake and should have gone off the
course at the two mile.
We are back in the pits instead of being in the impound. What I
fear most is that I killed the engine, but luckily the speed god is
with me and the engine survived my heavy foot. A quick check
from Stainless, the engine sounds good. In his words, “at the
return it didn’t get shifted out of first, the air solenoid stuck.” In
other words, the valve for the air shifter stuck in the zero position
so I couldn’t shift into second gear, but John Boy has worked
wonders and fixed the valve.
Receiving my Red Hat from Dan Warner - © Aaron Calk
Being presented with my t-shirt by Larry Volk - © Aaron Calk
So 3 ½ hours later I’m back for another try, the wind condition is
still fine, I’m very careful with the engine and the shifting is perfect
to the point at 12 500 rpm. At mile two the average is 176.880
mph - not bad for an unblown 1 litre engine on gas - the 2¼ was
even better, 191.054 mph. The third mile I know will be tough so I
took care that I didn’t touch the roll cage with my helmet,
otherwise my view will be gone again so mile three is just 194.250
mph. Why can’t three be as smooth as four? Mile four, 201.985
mph and pure fun. Fifth mile and the lakester is wandering all over
the place again. The surface is similar to the third mile, so I have to
steer the car gently back into the right direction. I can’t read the
number five on the mile marker, but I know that this had to be the
five because some seconds ago I had passed the four so I add only
2½ mph more on my speed for a 204.482 mph in the five which
gives me a safety margin for the return run tomorrow morning.
The 204.607 mph out of the door is the fastest I have ever driven
with the Bockscar and I’m very pleased to hear the engine is back
in the best of health. Jill, my starter is so excited about that I’ve
qualified again that she jumps around like a kangaroo!
such as this - he stays 100% on the throttle and brings the car
back on course, very gently, no hard turning on the steering wheel.
For a moment I have the sun on the right upper corner in my
windshield where the shifting light is so I miss my shifting point by
1½ seconds. I’m thinking that if I stay a short time on the rev
limiter Stainless will kick my ass, but I bring the car back and miss
5th October
There is very strong wind in the impound coming out of the
mountains, at the starting line we have a slight tail wind but the
flags along the return road show me that there is still crosswind in
the course. Ray the Rat confirmed my opinion - crosswind of up to
17 mph and the team is not saying a word. It will be my 15th run
since my first time in the Bockscar on the 12th August. Meanwhile
the starting procedure is routine, Ron Joylliffe gives me the go sign
and I’m going off from the push truck at 30 mph. The morning sun
is very low but at an angle, so it didn’t disturb my view, what little
there is from this lakester. The course isn’t bad, but out of the blue
I’m hit by the crosswind and the car is turning with a 10 degrees
angle to go off course. What makes a rookie driver are moments
Congratulations from Mike Akatiff’s wife, Mike and Mary True (Red Hat holder
since 2001)- © Aarron Calk
In the impound for the record runs - © ‘Pork Pie’
the mile marker by 4 inches. But the time slip shows that I lost
time during all these activities, mile 2, 172.442 mph - nearly 4 ½
mph slower than during my qualifier, at the 2¼ 188.589 mph, still
2½ mph is missing. I had the steering wheel on full left hand lock
to overcome the strong crosswind and then gentle correction
when the lakester started to follow a groove. Third mile, 192.340
mph and in the same bad shape as yesterday, what a tough ride,
the fourth mile gave me some time to relax behind the steering
wheel though still working against the crosswind but the course is
wonderfully smooth and the GPS shows me a speed in the range of
201 - 200.879 mph for the 4th mile - I’m only 1 mph slower than
in my qualifier. I picked up 3½ mph since bringing the car back on
course. Just behind the four mile marker the crosswind changes to
a slight tail wind so now the same game as before, only this time
into the other direction, no, this run is not an easy one. At the 4¾
mile and after fighting through the rough course I still have 201
on the GPS so I decide to bring the baby safely home. The laundry
is out before I pass the five mile marker, so my exit speed (200.753
mph) is slower than my average in the five of 201.118 mph. In the
fourth and the fifth mile the average is over 200 mph, what more
do I need? The average for the record in the fifth mile is 202.800
mph, the car is in one piece and the engine is fine and running.
Don Crabtree By John Paramore
Don Crabtree – 1st 100 mph drag motorcycle, 1998
Being presented with my certificate by Larry’s daughter Alison - © Aaron Calk
What more I could wish in this moment? The Bockscar team is so
excited and I am on cloud 9.
Not an hour later I have the Red Hat on my head and the Club
certification in my hand. A dream which started in 1970 is now
reality – wow! Yeah!
Later in the pits John Boy tells me that they knew that there was
the high crosswind of up to 17 mph, but they didn’t like to tell me
(thank you my friend), only to finish with the words “you know, we
don’t normally run the car with a crosswind of more than 10/11
mph!” I have no idea what my friends had in mind but perhaps I’ll
work it out. With friends like that who needs enemies? But I
needed such friends to get the ride, so thanks to Stainless and the
whole team for the gift they gave me - a Record, a Red Hat and the
widest smile on earth. Job finished.
Pork Pie…a very proud 200 MPH Club member
All rights reserved for words and pictures by Thomas “Pork Pie”
Graf
The record timing slip - © ‘Pork Pie’
The certificate - © ‘Pork Pie’
Don Crabtree By John Paramore
The trophy for the record is, very special to me because it was awarded to me
personally rather than under the entry team name as is usually the case with the
SCTA - © ‘Pork Pie’
Electric racer Don Crabtree passed away
on 14 December 2012. I had a little edge
over most in knowing him as a
schoolmate and fellow artist (I was
graphic, Don leaned more toward
structure and sculpture). Our initial
contact came through the two of us
working in the school cafeteria when
Don’s mother was head cook. Out of
school Don opted for service in the US
Coastguard, then schooling that turned
him into a machinist/engineer, leading to
his eventual reappearance into my life in
the form of a ‘phone call asking about the
electric boat kilometre trials the electric
utility I worked for was promoting.
The utility had completed a hydro-power
project in the Cascade foothills and as a
part of the federal licensing agreement
was required to build recreation sites
around the power reservoir and promote
use of the sites. The utility’s
commissioners include solar and battery
powered marathons, closed course racing
and kilometre trials for electric boats as
elements of the site promotion. Don and
Fred Saxby, who shared an interest in
complex puzzles and challenges had
heard of the utility’s promotional events
and were interested in the challenges
posed by the kilometre. They build and
tested a pair of boats, powered by midsized DC motors mounted on outboard
lower units as power heads. Speeds were
about 30 mph and I don’t recall either
finishing the return pass because the
motors were smoking hot at the end of
each first pass, cooling on the long tow
back to afford them several single passes.
I felt that a head to head racing series
would help to generate improved
performance but the commissioners
didn’t agree, concerned that developing
the boats on a stage beyond their control
would cost credit in a political future.
After a pair of unproductive kilometre
trials I retired from the utility for a better
paying job and set up an electric boat
special event class under the American
Power Boat Association rules. We ran the
initial series in 1994, with Don starting
out in the wild-riding runabout he’d built
for the utility kilos.
Don had a wonderful ability to see
problems in ways most never considered
and the determination to stick with a
project until he’d wrung it dry of data.
Wild or not, Don reworked the runabout
to keep it competitive into mid-season
when it tossed him out during a
demonstration. By then Don had gained
boat knowledge from it and enough data
to set his ever-present calculator to
spewing potentials and possibilities, and
he replaced it with a hydroplane.
Electric boat racers had committed early
to a flat-bottomed racing runabout,
because it was the simplest surest design
that stood a reliable chance of exceeding
were part of a long string of experiments.
Don replaced the first hydroplane with a
smaller hydro featuring a variable trap
that won races and set the record 72v kilo
record. He followed with a variety of
other successful projects, including a
“dump-charging” station composed of a
huge stack of auto batteries set up to
recharge his boat in minutes rather than
the hours a generator needed.
Like all competitors, Don had his failures.
The most spectacular was his conversion
of a very heavy Sport-C Tunnel hull to
electric power using a motor package
that incorporated a trio of Gilmer-belt
coupled pallet-jack motors. It was nearly
equal to the rest in speed until the
motor’s huge amperage draw began
blowing up batteries after the fashion of
a corn popper. The other was an
unsuccessful foam/epoxy “wing” that I
thought needed a bigger sponson
footprint to plane. In action, it looked like
a moving water fountain, throwing up so
much spray you couldn’t see Don or the
boat, but it set the initial 72 volt hydro
kilo record, mostly as a result of Don’s
dogged determination. In the end it
turned out that his faithful calculator had
begun going awry as he was laying down
the sponson design. Later, when we retested with temporary plywood
extensions it worked just as Don had
planned. There was one thing you could
always count on though, on every boat
Don designed and built, the racing
number would be 7 or 42 in tribute to
writer Douglas Adams.
With the advent of NEDRA (National
Electric Drag Racing Association) the boat
racing series began to fade. Joining
NEDRA as a founding member, Don began
a whole new life and reputation in a
different world of electric racers where
his long white “ZZ Top” hair and beard
earned him his moniker “Father Time”. He
began in 1998 with a simple but effective
100 mph drag motorcycle, following on
over nearly 15 years by building and
racing all sorts of wheeled electric
wonders, from motorcycles and cars to
insane toys like his 50 mpg Lazy-Boy
recliner chair.
Don Crabtree – Lazy-Boy Recliner
the then current world record. We
thought that a hydroplane would plane
on its multiple surfaces but felt those
surfaces would total greater area and
generate more drag than the runabout.
Don’s numbers indicated that we were
wrong about that and he proved it in the
hydro’s second race by winning and by
being one of only three to run over the
record at the year’s end kilometre trials,
coming within seconds of Norm Boddy’s
time despite running on 20% less power.
By the end of the next season the entire
field would be made up of hydroplanes.
From that point on, each of his boats
Celebration with the True Team - © ‘Pork Pie’
Don Crabtree – 1995 Hydroplane Test
Don Crabtree – with a later series motorcycle
World Finals 2012 By Thomas ‘Pork Pie’ Graf
World Finals 2012
To start the facts for World Finals:
124 Entries – 85 cars/39 bikes – 48 records – 31 cars/17 bikes – 43 records certified – fastest bike – Pat Womack 236.268 mph –
slowest record – John Levie (who else) 48.791 mph – fastest car – sorry, this has to wait until you have read the article ☺
7 Red Hats – 5 drivers/2 riders – 1 Blue Hat – a driver runs 504 runs overall
2nd October
The Bockscar team, who after the inspection had a day off, but I
had to go to work. Really go means walking/driving through the
pits and hanging around the inspection area to figure out what we
will see at the World Finals. Fast streamliners - not many at all. Jim
Knapp is again at the wheel, trying to get his three Suzuki engines
in the racer synchronized, if this is possible, the Vesco streamliner
is in the pits to finally get Eric Ritter his Blue Hat, which he really
deserves for all his work and Jim & Mary True are there with the
small motor streamliner – I/FS and I/GS – this True Missile is
something fast – wow! There is an Opel GT a baby Corvette - hello
good ole Germany and a British sports car too, a Triumph GT6
though you have to look twice to see the base of this MS (modified
sports) racer. Mariani had a roadster and the streamliner in the
pits and close to them the blue (yes, blue) Ferrari from Joe Moch.
He not only likes to drive the car fast, but he also wants Ray the
Rat and me to take him some decent pictures. The photos will not
be a problem. In the same sponsor colour scheme is Cathy Butler’s
bike with clean air racing using a special catalytic system. Does
that mean that in LA the air which comes out of the exhaust will
be cleaner than when it went into the air intake! On two wheels –
Scott Guthrie racing will have John Levie on the handlebar
hopefully collecting some more records as Jamie Williams doesn’t
have enough. More old friends - Jim Haraughty and his gang from
the MS (Multiple Sclerosis) Racing have three bikes in the pits, and
finally, California Fritz, but not with the streamliner bike. This time
he will sit on, so he needed leathers which he bought off eBay for
99 dollars. And talking of old friends, the Jaguar which is a Buick is
back and so is a real Buick - Jeff Brock, with a monster of an air
intake.
moment my racer is parked close to the starting line on course II
while we wait for the wind to die down and meanwhile some
slower racer and rookie runs are going on plus a VW hybrid racer.
So I’m a photo press guy in a driver suit; the only advantage is that
the suit keeps me warm – it’s not only windy but fresh, too. Not to
mention thousands of flies who have no problem with this cold you kill one and 30 come to the funeral. Course I is not so affected
by the wind and Jim True and the I/GS missile with 262+ mph in
the five, go to the impound. Dave Silveira with the big “A” Mariani
roadster, 272+ mph in the five, side by side with the small “E”
Mariani roadster. Mark Mariani runs close to 214 mph in the
fourth mile and slowed down and is in the impound, too. The
original Wilson & Waters roadster is doing what it was built for,
Jeff Brock’s Buick with the ‘Star Wars’ like air ram
Eric Ritter in the Vesco streamliner with Rick Vesco in the foreground
going fast. Mike Manghelli gets to 221 mph in the third mile but
he needs all the course - a mile marker nearly became a victim of
his run. Jeff Brock and his Bombshell Buick - 165 mph, also in the
third. Perhaps, one day, he will get the rights to see the five mile
marker but this will be with the new racer. Yes, Jeff is working on a
new sculpture for the god of speed. In the meantime I did my test
run with the Bockscar, while California Fritz had other problems
and was thinking about eBay - his first run with the sit on ended
after 400 yards, the second attempt went a little bit further, but in
the ambulance – unfortunately the leathers proved to be worth
only 99 dollars.
guest driver of the beautiful Barracuda door slammer from Paul
Ogden racing. Yesterday he ran for his license and ended up in the
impound with 242 mph. This morning he collected not only a AA
license with a 256 mph run and 249.788 mph (AA/BGC) for the
record book, but also a big smile under a brand new Red Hat.
Congratulations, man, nice job.
I then heard that the fastest run at the salt today was recorded at
379 mph out of the door, 370 mph in the five. Did I overlook
something when I walked round the pits – I can’t remember seeing
a fast streamliner? The Mariani is good for 360, but I find the
answer in the impound when looking for Stainless and the team. It
was the Copeland’s Triumph GT6. Holy cow, honestly this car could
be a streamliner from the 70’s but not a streetcar. In comparison
Campbell’s Bluebird from the 30’s was a brick. In the impound too
is Mike Garcia with his bike with 218 mph in the fourth mile. Is it
perhaps too hot for him? With his name he sounds southern but
he works in Alaska! Joining him are two bikes from John Levie and
Cathy Butler who with 174 mph in the third gets her a return run
tomorrow. The other blue racer on four wheels, Joe Moch reached
193 mph in the five was glad it wasn’t any faster as he had a
parachute failure.
3rd October
The drivers meeting is over and the racers have checked the
courses. Both courses are for long and short runs but I won’t have
a problem with this as the SCTA media got a me a big press sign for
the car. With this I can drive everywhere without asking (and the
only other press member who has such a sign is Ray the Rat), so I
can park myself between the courses to catch both. For the
4th October
Lee Kennedy (in the white shirt) inspecting the steam record contender
The Vesco streamliner power
unit which helped Eric Ritter
into the 300 Chapter
We are back on the salt and the weather is great - fresh but no
wind. As I met my Waterloo with a sticking valve so was unable to
run until it was fixed. In the meantime another vehicle with
problems was the Copeland’s GT6 – unable to get the gear in after
the push start his final speed was just over 300 mph, though it still
gave him a new record with 338.513 mph (C/BFMS). The Mariani
roadsters repeated yesterday’s runs and for Mark Mariani a Red
Hat with his 214 mph record (E/STR). Dave Silveira already had a
Blue Hat so just another note in the record book for him. With 272
mph (A/FR). Fred Vance lost his record to Mike Garcia who also
repeated his speed of yesterday - 218.233 mph (1350 cc APS-G)
and so earned one of the nice Red Hats. Denton Hollifield was a
Another repeating his speed, Jim True with 262.188 mph for the
I/GS streamliner and Jeff Brock achieved 165.380 mph (XO/GCC).
The weather conditions were perfect. Normally in the morning the
racers slow down for the return run but not so today. Carlos Lago
in the VW Jetta hybrid recorded 176.577 mph (H/PS) though Cathy
Butler was a little bit slower though 172.390 mph (650 cc M-G)
added 10 mph onto the old record. John Levie gained two records
today - 48.791 mph (125 cc APS-PBG) and 73.721 mph (250 cc SCPG). Both were open records so he is filling up the gaps. SC means
sidecar and another sidecar record was set by Wally Kohler with
175.481 mph (1650 cc SC-G). This is the guy who recycles
Bonneville racing shirts as seat covers for his bike. So 20 records
this morning, three Red Hats - not a bad day for racers and some
work for Dan Warner, though he will have to wait to shake my
hand.
Tanis Hammond was still testing the traction control in the No
Nitro Hammond lakester with a best eventually of 313 mph in the
fourth mile though I have no idea why she didn’t go flat out
through the five. Yesterday the Vesco team had trouble with the
engine so were very busy getting it running again. They did a fine
job and Eric Ritter ran 339 mph in the five and 344 mph final
speed. This will be the first impound for the 2012 season, so see
you tomorrow morning. Salt Cat racing with Doug Grieve reached
240 mph in the five and so gained his parking lot in impound and
another cat found its way there too, the Bearcat with Jim Knapp
got to 297 mph in the five with 301.868 mph as the final speed the Blue Hat is coming closer. Jim True changed to the fuel class
but while still on gas he ran 266 mph with close to 270 mph out of
the door so he too was in the impound. And finally I parked myself
there again and faster than yesterday. Mike Garcia qualified again
with 221 mph in the fourth and another license racer was Dennis
Mariani in the small engine roadster. Cathy Butler switched to
MPS-G but had trouble going fast enough. The other blue racer, Joe
Moch and his Ferrari finally got his 2 in front with 213 mph in the
five and a final speed of 216 mph. It surprised me that only his
Front end of the Triumph GT6
The True Team celebrating the 266 fuel record
Eric Ritter with his Blue Hat
Cathy Butler going for the record
third mile speed was over 200 and he wasn’t able to add much
more.
and so the Blue Hat for the 300 Chapter. Congrats to Eric, well
deserved.
While hanging around in the impound I got a real surprise – I was
told that Mike Akatiff was asking for me and I found him with Jim
True (Jim & Mary are crew members for the Ack Attack
streamliner). Mike came up to me with a big smile, saying: “I
heard, that you qualified again so I took the decision to fly in from
San Jose. If anyone here on the salt deserves to be in the 200 Club
then it is you!” So tomorrow I will have to keep my foot down
again, I don’t want to disappoint him after his long trip. Two with
problems - Pat Womack had reached 236 mph in the fourth mile
when the engine gave up and Seldom Seen Slim, Jon Wennerberg
of Landracing.com riding the big Kawasaki bike was up against the
wall - 200, 201, 200 but well off the target of 206
Mike Akatiff had another one to celebrate; Jim True managed to
maintain his speed (though had a hard time like me keeping the
racer on course) with 266.166 mph (I/FS). “I” means one litre,
incredible! The other Jim, Jim Knapp added a mile onto his
qualifier speed with 298.813 mph (F/GS), so close to the 300
Chapter. Mike Garcia slowed down a little but pushed his own
record to a 219.570 mph, while Doug Grieve with the cat who is a
Buick found some more miles with 241.596 mph (XXO/BGS) for the
record book. “Rookie” Carlos Lago in the VW Jetta hybrid added 10
mph more so the record is now 186.313 mph. John Levie closed
two more gaps with 55.153 mph (125cc APS-PBF)/72.057 mph
(250cc SC-PF). If you’re confused about all this P and B and F’s I am
too!
5th October
I’m waiting in the impound for my crew and lots of racers stop by
and wish me all the luck for my return run. The weather is not as
good, yesterday it was perfect but today there is a strong
crosswind coming out of the mountains. From experience I think it
unlikely that it will die before 10-11 am but I have to run at 8
o’clock. My first record was one of the very special kind, so I don’t
worry and go out and make the best out of it. I’m not alone with
this condition - there are fast streamliners like Eric Ritter, Jim
Knapp and Jim True too.
I’m back in the impound and I will get a famous Red Hat! I was
slower than yesterday, especially in mile five, but it was enough for
a 202.8 mph record in I/GL. I did fear I would suffer more bruises
from the congratulators than from my runs at the salt and
everybody had big smiles. At last Dan Warner could shake my hand
and here was the Red Hat, wow! Stainless, John Boy, Barc, Aaron
were in competition to see who had the widest smile. Mike Akatiff
had a very special way to congratulate me - I was just hanging in
the air with 12 inches of space under my feet!
The same big smile was on Eric Ritter’s face - the Vesco
streamliner stayed together for a record at 339.339 mph (C/GS)
Dennis Mariani going for his Red Hat
So, 16 records at last, one Red Hat and one Blue Hat. What a great
morning even though the wind gave us a hard time. Unfortunately,
Stainless and the Bockscar team were in a hurry to get home. The
radio said snow in the Rockies and it will be a long way home. They
had hoped that we would pick up the record on the 4th so that we
would have had time to celebrate in the evening but they had to
leave the salt after the celebrations in the impound – thanks to my
friends for the great gift – a Red Hat and a Record!
Back to reality, there was still time to qualify for tomorrow
morning. The Opel GT is history; one of the headers went loose in
the middle of the second mile and caused the car to flip. The driver
was out before the racer start to smoke from a big fire, but on the
salt not only the racers are fast - the safety crew killed the fire so
fast that after a short time we could run again on course I. Ken
Lindebak had set a record yesterday with nearly 234 mph on a
open class (B/BFMS) – which is strange on four wheels. I talked
with Ken later that night and he mentioned that he had another
GT at home, in yellow, so he will be back next year. Talking yellow,
“One run” Bob Drury did the twist with his nice yellow Studebaker
just as he left the push truck - too much throttle and the quarter
mile marker had to pay the bill though he managed to miss his
own push truck, so he was able to try again.
An old Cadillac which normally runs at the Carrera Panamerica road race
The GT6 with Copeland is back in running condition, and what a
run. The peak speed on the GPS was 389 mph when he hit the rev
limiter, which caused a shutdown of the engine, so the average is
380 mph with a final speed of 373 mph. Way to go, park in the
impound and fastest run of the meet. Tanis Hammond is close to
being there, 323 mph in the five but missing 0.3 mph to qualify for
her own record. Maybe the salt was too rough for the traction
control. After Eric Ritter picked up his Blue Hat the Vesco team put
an old veteran in the streamliner - Walter Medlin. After some
trouble to get the right view he managed the fifth mile with a 332
mph, which was faster than the old record and his final speed was
339 mph which earned him an unlimited license. Jack Rogers with
his Camaro is parked in the impound. Steve Stupp is driving the big
banger and Bruce Meyer the small one and Bruce is looking for a
Red Hat. Jon Wennerberg got his Red Hat a long time ago but
would like to know why he can’t get the bike above 201. Jason
McVicar plays the test rider, yes, 200+ mph and here comes the
wall and Jamie Williams shared the same experience. John Levie
again knocked twice on the door of the impound and has two
more chances tomorrow morning. Having worked all meet to get it
running Skip Hedrich was at last on the starting line but the
streamliner turned out before it got to the time light. Bummer!
6th October
Last day, not only for the meet but also for the 2012 season on the
salt.
back in 2013 - 400????
300+ mph would be enough for Jim Knapp and his three wild
Suzuki’s. He qualified yesterday with 305 mph but now he is off
the course with the starting line just 300 yards behind him. What
bad luck. John Noonan is passing me - during the meet he spent
more time with the inspector discussing if his bike is now legal or
not. 226.026 mph (1000cc A-BF) and the hope it now a legal racer.
The old record was 208 mph. John Levie - 48.791 mph (125cc APSPBG)/72.057 mph (250cc SC-PF) so two more gaps in the record
book closed. Yes, six records for the Scott Guthrie racing and all
were open records. Dennis Mariani was the next Mariani in the
200 MPH Club with 216.404 mph (E/GR). The Mariani team had a
great season. Also back in the impound were Jack Rogers with his
Camaro, Steve Strupp with 243.884 mph (AA/PRO) and Bruce
Meyer with 205.064 mph (E/PRO). Not only the record but also a
Red Hat for Bruce.
Jim Haraughty and his gang from the MS (Multiple Sclerosis)
Racing had three bikes, one nicer than the others but not records.
Jim Knapp tried to qualify again, 289 mph through the fifth mile
and a big blow in the back - one of the Suzuki’s, for sure, was gone.
Talking about gone, Retribution LSR - who??? Behind this name
stands Nick Sutton, son of Martyn Sutton. Martyn is the original
builder/owner of the Bockscar and his production sports car. Nick’s
first try during World Finals ended up in the Motel 6 parking lot to
replace the engine. I counted 16 holes in the block - maybe not the
right record, but a true record!
A long season is over - a season I will remember forever. The
season which got me into the record book and, at last, in the
Bonneville 200 MPH Club. With massive help from friends you will
find on the salt a long time dream can became reality.
Last night I had a small celebration with old friends from Germany
who found their way again to the salt - Ray the Rat and Jim
“Texan” Halladay joined us and we shared the Mexican with the
Vesco team. I parked myself again between the courses I wanted
to see a fast GT6 with my own eyes. Oops, his mechanic is in the
union so no early work. This was more than shooting ducks in the
first mile, 176 mph in the second mile (I was faster) but then the
piston found the rhythm - 346 mph in the fifth mile and final
speed 360 mph, 364.051 mph for the record book. Not only is this
door slammer more a streamliner than a modified sports but it
also runs in the range of a streamliner. Copeland would like to be
All rights reserved for words and pictures* by Thomas “Pork Pie” Graf
The fast Copeland GT in impound
Bruce Meyer in the small Camaro going for his Red Hat
Others dreamed, too and they set records, too. Congratulations to
all of them. Next year, same time, looking forward to seeing you
again.
Hope you enjoyed the journey through the 2012 season - think
fast, always. Pork Pie
Modelling Matters - The Jet Age By Carl Dreher
Next Month: Rockets and the re-emergence
of British LSR record breakers.
Green Monster
Flying Caduceus and Wingfoot Express 1’
RAK1-2
Before I begin a personal note; as has
already been discussed in this issue of Fast
FACTS, my collaborator during the past four
instalments of Modelling Matters, Mike
Stanton, passed away recently. Mike started
this column. I became a member of the
Speed Record Club because Mike was the
only person writing about speed record
models. When he became too sick to
continue writing, I took over the column,
but Mike continued to help, adding
knowledge from his experience as a
collector and model builder. I’ll continue to
write Modelling Matters and will try to
maintain Mike’s standards.
As the 1960s began, a race was on to be the
first to push the world land speed record to
over 400 mph. Mickey Thompson replaced
fuel injection with superchargers on his
Challenger-I, Donald Campbell swapped
pistons for turbine blades in his Proteus and
the Summer’s Brothers were rethinking the
entire concept of LSR aerodynamics.
Breaking 400 mph was going to be very
difficult with existing technology unless, of
course, you just threw out the accepted way
of record breaking and set off in a new
direction - a direction powered by a jet
engine.
If you ask who started the jet-era of LSR,
most people probably would tell you it was
Craig Breedlove and although he was by far
the most famous and successful jet-jockey,
the first propulsion-powered attempts
preceded him by over 30 years. The Opel
factory built two racers in 1928, RAK1 and
RAK2, pushed by black-powder and solidfuel rockets, respectively. The models shown
are made by Spark and are beautifully
detailed with wire wheels, instrument
decals and, in the case of the RAK1, two
incredibly tiny metal buckles on the hood
straps. Both models are in 1:43 scale and
are currently available. The RAK2 is also
available as a kit from the German company
Tin Wizard. There is even a cute HO-scale
model from the Deutsches Museum in
München, which houses a reproduction of
the real car.
The next attempt at a jet-powered LSR
record was in 1960 by Dr. Nathan Ostich
with his Flying Caduceus. This was the first
jet-car on the Bonneville Salt Flats. Powered
by a GE J47 turbojet and using GM truck
suspension, it hit a top speed of 331 mph. It
had many control problems and eventually
sprouted a tail fin in 1963. The 1960 and
1963 versions are available from Mach One
Models. The 1960 version in my collection
has many nice details, including an interior
that can be seen through the cockpit
windows.
Back to Craig Breedlove. When I first saw his
Spirit of America jet-car on display at the
Chicago Motor Show in 1964, I thought
“What’s the big deal? He cut the wings off a
jet fighter plane and drove it. Anyone could
do that!” Such are the thoughts of a 12year-old whose heroes were racers like
Thompson and Campbell. Real men, who
drove real cars, driven through their wheels
as God intended it. Apparently, the rest of
the country didn’t care about the means of
propulsion and Craig Breedlove became a
national hero when he upped the LSR record
to 407 mph and eventually broke the 500
mph barrier with the same car.
The Spirit of America has been modelled at
least three times. The first was actually a
toy, made by Wen-Mac. It is approximately
1:16 scale, almost 20 inches long and has a
wind-up motor powering the front wheel.
This chrome-plated plastic toy came with a
parachute that popped out the back from a
spring loaded cover. These toys aren’t
uncommon, but the parachute and cover
frequently are missing and easily can add
$100 to the value of a $300 toy. Add another
$100 if the original box is included. Toy
collectors have deep pockets.
Ugo Fadini was the next to model the SoA,
and the 300 copies of his 1:43 scale version
from 1989 are sold out. Very occasionally
they appear on the collector market. The
most recent model was by Scale Works who
in 1999 offered a very nice metal die-cast
version with a removable rear body that
reveals jet engine detail. Scale Works is no
longer in business but the models
frequently show up on eBay.
Ugo Fadini also created a model is of the
1962 Infinity jet car. This beautiful racer hit
360 mph in testing, but was destroyed,
killing driver Glenn Leasher. The story of the
wreck underscores a maxim of LSR racing:
“The Salt is unforgiving to the impatient.”
Instead of slowly testing the vehicle’s
stability as speed increased, Leasher “put
his foot in it”, lost control and crashed. The
initial run of 200 Fadini models is sold out,
but he says he will make more if he gets at
least another five orders, so write to him if
you want one of these very beautiful
models.
In 1964, Breedlove’s LSR record was briefly
eclipsed by Walt Arfons’s Wingfoot Express.
Driven by Tom Green, the 24-foot racer with
exposed rear wheels averaged 413 mph. A
model is available from John Shinton, in
both the early finless version and the final
version with a tail fin. The cockpit has lots of
details, including seatbelts.
Breedlove’s main competitor on the Salt
was Art Arfons, a back-yard mechanic who
had been running jet-powered exhibition
cars at many of the drag strips popping up
around the USA at the time. His Green
Monster appears to be the ultimate in
crude: an after-burner-equipped J79
military jet engine bought from a scrap
yard, a chassis with Dodge truck axles and
not much else. Crude, yes, but very, very
fast, hitting 576 mph before crashing. There
are two models of the Green Monster and
delightfully, they depict different times in
the vehicle’s development. Bizarre makes a
model of the 1964 version, while Mach One
Models sells the 1966 version with a
pronounced “spear” on the nose of the jet.
The latter model also comes with a decal kit
so you can decorate the model in 1965
livery.
One more “traditional” jet-powered LSR
vehicle was built before the next era of
Scale Works Spirit of America
Sonic 1’s
rocket-propulsion cars appeared. It was
from Craig Breedlove again, the Sonic I, and
he used it in 1965 to become the first man
to break 600 mph. Lledo made an HO-scale
model that is inexpensive and common. A
much rarer 1:43 model was made by
Western Models. When placed next to other
1:43 scale LSR racers, you can appreciate
just how large the Sonic I is. It is also, in my
opinion, one of the least graceful LSR record
holders.
The photo of the Infinity jet car is courtesy of
Ugo Fadini. The other photographs are by the
author.
Obituary
Russell Herbert Wright 1929 – 2013
Former World Motorcycle Land Speed Record holder and Speed
Record Club Honorary Member Russell Wright, passed away aged
83 on 29th January 2013, in Queensland, Australia.
The eldest of the four children of Charles and Isabelle Wright (he
had two brothers and a sister), Russell was born in Invercargill at
the southern tip of South Island, New Zealand. He bought his first
motor bike aged 10 partly with the money he had earned catching
rabbits which at that time were a plague in New Zealand and
Australia. The bike was a two-stroke James. It’s slightly ironic that
his mother encouraged him where motorcycling was concerned
whereas his father disliked motorbikes!
Around the age of 17 Russell got interested in motorcycle racing
and had various successes at beach racing, hillclimbing and
grasstrack racing. He became friends with another famous
motorcycle racer from Invercargill - Burt Monro - he of “The
World’s Fastest Indian” fame.
Russell earned a pretty reasonable living building and selling
houses which eventually enabled him to purchase a 988 cc
Vincent Black Lightning - initially to have a crack at Burt Monro’s
New Zealand record of 139mph. He teamed up with Scotsman
Bob Burns, but not before he had just eclipsed Burt’s NZ record
with a 140mph two way average - on a public road. With Bob
Burns on board they set their sights on the outright world
motorcycle record and the sidecar record.
On 2nd July 1955, on the Tram Road at Swannanoa, a 10-mile long
dead straight two-lane highway near Christchurch, New Zealand,
Russell took his Vincent Black Lightning, shrouded in a
streamlined bodyshell crafted by Bob Burns, to a two-way average
of 185.15mph and a new Motorcycle Land Speed Record, eclipsing
that of Wilhelm Herz at 180.11mph on his NSU. The road was a
mere 21 feet (6.40metres) wide, lined with trees in places and in
other places ditches. On his return run the Lightning was caught
by a side gust as the machine ran clear of the trees and Russell
used all his great skill to keep her on the tarmac strip! With the
record in the bag, Burns then attached a simple sidecar and broke
the sidecar record at 163.06mph. A £1,000 prize (£23,000 in
today’s money) was awarded by “The Motor Cycle” magazine,
which they split between them as per their gentleman’s
agreement.
From that moment on Russell Wright became a legend in the
motorcycle world although he carried on his normal life building
houses, then latterly as a Fencing salesman (with all those sheep
they need a lot of fences in New Zealand!) and for the last 20 years
of his working life, salesman for Natural Mutual.
WenMacSOA2
References:
www.ugofadini.com
www.machonemodels.com
www.sparkmodel.com/
www.deutsches-museum.de
www.tinwizard.de
www.bizarremodel.com
www.johnshintonmodels.co.uk
Wen-Mac, Los Angeles, CA. No longer in
business.
Scale Works, Staten Island, New York. No
longer in business.
In 1956 he and Bob Burns took the Black Lightning to Bonneville
with the aim of breaking 200mph. They experienced various
problems using nitromethane and methanol, exacerbated by the
altitude at Bonneville. Lots of all-nighters and a steep learning
curve by Russell and Bob overcame those problems with Russell
setting a best of 198mph, a little short of the then 210.896mph
outright record reclaimed by Herz. Bob’s sidecar attempt fell foul
of a timing glitch although he exceeded the previous mark.
The bond of trust and friendship and mutual respect between
Russell and Bob lasted all through their racing careers and beyond.
Bob was 21 years Russell’s senior and passed away several years
back. In accordance with his wishes his ashes were scattered
beside the Memorial along Tram Road, erected to commemorate
their records there in 1955.
I never met Russell or ever spoke to him, but from what I have read
and what I have heard he was a quiet unassuming gentleman, well
respected and who saw himself as just a regular bloke with a
passion for motorcycles, who just happened to set a Motorcycle
World Land Speed Record on a public road! But what a record. The
last wheeled record (2 or 4) to be set on a public road and the last
2-wheel record to be set anywhere other than at Bonneville!
About 20 years ago Russell and his wife Elaine retired to the
Sunshine Coast in Queensland, Australia for its ideal climate. An
Obituary to Russell in New Zealand prominently stated that he
was an Honorary Member of the Speed Record Club (signed up by
Mike Stanton in 2001) as an outright record holder, an award he
was clearly proud to receive. He was also an Honorary Member of
the Vincent Motorcycle Owners Club and on the 50th Anniversary
of his world record, the Vincent Motorcycle Owner’s Club flew him
back to Swannanoa for a commemoration of his greatest
achievement. At a dinner he was introduced and received a
standing ovation by the gathering as a mark of respect and the
esteem in which he was held. The ovation brought tears to his
eyes, he just had no idea that so many people knew of him and
what he had achieved.
As with Bob Burns it was also Russell Wright’s wish that when he
passed away his ashes should be scattered by the Memorial along
Tram Road at Swannanoa, at the same spot as his great buddy.
Russell is survived by his wife Elaine and the Speed Record Club
sends its sincere condolences to her and her wider family.
Paul Hannaford
Infinity
OUT NOW!
Membership
If you are not already a member and would like to join please apply to The Speed Record Club Membership Secretary.
Steve Berry, Lorraine, Chapel Road, Old Leake, Boston, Lincolnshire, PE22 9PN, UK.
Tel: 01205 870601 or email: [email protected]
THE HISTORY OF RESIN TRANSPORT MODELLING
A WHO’S WHO IN THE INDUSTRY
A History of Resin Transport Modelling: A Who’s Who in the Industry is written by
well-known expert David Wright, and follows on from his highly acclaimed “A History of White
Metal Transport Modelling” volume written with Ray Strutt. This companion book features
a very different collection of personal stories from over 170 pattern makers, mould makers,
casters, builders, producers and retailers.
From the pioneers of the late 1950s to the large scale producers of later years, David
tracks the fortunes of the resin industry. The full story of how French artisans evolved their
many ranges is here, with new chapters on Slot Racing, and Military and Armour, together
with commercial, public transport, Land Speed Record and many more. He has selected
over 800 colour pictures, some never seen before, from a store of over 1400 images. David
brings over 35 years of collecting experience to the task, and this brand new, 250 page book
will be truly absorbing for anyone remotely interested in knowing how the resin hobby came
together, and its future direction.
With a Foreword by Ray Strutt, David’s co-author for the successful and acclaimed
white metal companion volume, a genuine and enthusiastic collector, this book can only be
described as ‘the truly definitive history of resin transport modelling ever produced’, and is a
must for any collector’s bookshelf.
THE HISTORY OF
Resin Transport
Modelling
Current Membership Rates
UK – 1 year £28.00, 2 years £52.00, Mainline Europe – 1 year €40.00, 2 years €75.00, USA and rest of the world – 1 year
$55.00 USD, 2 years $100.00 USD. Please add £1.50 (UK), €2.00 (Mainland Europe) and $3.00 USD (USA and rest of
world) when paying via PayPal.
Please make cheques payable to “The Speed Record Club” or alternatively you can transfer money directly into the Clubs Bank
A Who’s Who in the Industry
Account. It’s a Barclays Bank account; the sort code is 20 10 26 and the account number is 90870951. For overseas members the
IBAN number is GB92 BARC 2010 2690 870951 and the SWIFT BIC number is BARCGB22. Please do not forget to include your
membership number and or name in the reference details.
PayPal Account: [email protected] More information can be found on our website at
Speed Record Club Merchandise
Woolly hat £8.25
Baseball Cap £8.75
Umbrella £29.95 (Printed Logos)
Polo Shirt £12.50
Unlined Fleece £24.00
Sweatshirt £15.00
“Hoodie” £24.00
Quilt Lined Fleece £39.95
All items include embroidered logo and are currently available in red
and blue. Other colours are available on request.
Postage, including insurance, is under review but for the UK is
currently £5.85 for fleeces and hoodies and £3.00 for all other items.
Multiple orders will be sent by the cheapest rate available.
Payment by cash or cheque (Cheques made payable to Speed Record
Club) with order to:
Joan & Keith Ratcliffe, 52 Grovelands, Bradford, West Yorkshire, BD2
4HQ, England. Tel: 07986 344557 or email
[email protected] with enquiries or orders.
HOW TO ORDER
Order your copy today, priced at £24.95, direct from the author.
Call David on 01903 746101
For more details email [email protected]
Visit the website www.transportmodellingbooks.co.uk
by David Wright
SPEED RECORD MODELS AND MEMORABILIA.
th
Pre-orders to date for SRM&M’s cold cast resin / bronze 1/12 scale 350hp Sunbeam sculpture have been satisfied and a few
th
examples from the first batch of the 100 limited edition are still available. Pre-orders for SRM&M’s hand carved mahogany 1/24
rd
scale Bluebird K3 model are being taken for circa 3 quarter 2013 delivery. Prices for both plus other items pictured are as follows:
th
Malcolm Campbell’s 350hp Sunbeam 1/12 scale cold-cast resin sculpture, limited edition in presentation box
th
Malcolm Campbell’s 1937/8 Bluebird K3 boat in 1/24 scale in mahogany wood mounted on presentation base
Stanley Sayres’ Slo-mo-shun IV U27 hydroplane, 1/8th scale bare wooden hull; scratch-built ex-radio control
th
1965 Peugeot 404 Prototype Diesel Montlhery Endurance Record Car in 1/18 scale by Spark
£245.00
£295.00
£135.00
£98.00
Back Issues of Fast FACTS
Spare copies available of most of the more recent issues, but early copies almost sold out
now. Issues 1-50 available on CD if required. 10 issues per CD costs £25.00. Two CDs for
£45.00, three CDs for £63.00. A special offer of all five CDs, Fast FACTS issues 1-50, including
UK postage £80.00, plus £2.00 for overseas postage. Early copies were not as well printed as
current issues. We cannot mix and match CD’s. CD01 contains Fast FACTS 1-10, CD02
contains Fast FACTS 11-20, CD03 contains Fast FACTS 21-30, CD04 contains Fast FACTS 3140 and CD05 contains Fast FACTS 41-50. Contact: Neil & Joanne Gilfillan, 1 Woodbourne
Close, Yateley, Hampshire, GU46 6HW, UK.
Tel: 01252 664852 Email: [email protected]
th
SRM&M is supporting Tangmere Military Aircraft Museum’s Tribute to the Record Breakers on Sunday 4 August. Either side of our
th
usual display at Sandown Park International Toy Fair on Saturday 14 September, SRM&M is also pleased to be supporting Kevin
Hicks Streamliner Designs at the Goodwood Revival on Friday 13th & Sunday 15th. If you haven’t been before, dress to impress!
Fast FACTS Binders
Available in dark blue imitation leather with gold spine lettering, holds 8 copies. £7.50 each
or 3 for £20.00 including UK postage. Contact Neil & Joanne as above for more details if
required.
COPY & ADVERTS FOR ISSUE 90 TO BE RECEIVED NO LATER THAN 1 JULY 2013 PLEASE
Please send your adverts directly to Jane Pittwood - address on page 3.
(Please note: All adverts are accepted in good faith. The Speed Record Club cannot be held responsible for any problem associated
with response to these adverts)
Vintage and modern speed record related models, toys, books & ephemera; Single items or collections bought; Commission sales.
21 OAK LANE, TWICKENHAM, MIDDLESEX TW1 3PA UK Telephone: 020 8891 6525 email: [email protected].
Visit the Speed Record Models and Memorabilia ebay shop for more items for sale and Facebook page for event details / pictures.
Mike with a selection of his models - © Geoff Holden
Mike with Bill Summers at The Goodwood Festival - © Malcolm Pittwood
Mike - © Mike Varndell

Malcolm Pittwood Malcolm Pittwood

Transcription

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