Monday, August 25, 2008
Favorite Race Car Ever voting: The final round!
This all started innocently enough, back on June 12, when I mused about my favorite race cars and decided it would make a swell contest if the readers submitted their favorites and everyone voted. Little did I expect my Inbox to overflow with nominations, and it took me nearly a month to weed through them all, categorize them, and pick the 16 most nominated in each category.
Before I begin, just a heads-up that this will be the week’s only column here (sorry!), for two reasons. First, I want this poll to stay at the top of the column for maximum visibility and participation, and second, NHRA is throwing this little drag race in
Okay, back to the thrilling task at hand. Let’s pick a favorite race car! Ladies and gentlemen, your final-round combatants, beginning with the winners of each of the seven categories:
The famed Winged Express fuel altered of “Wild Willie” Borsch and “Mousie” Marcellus took top honors in the Exhibition class and racked up the most votes of any of the winners — 1,394, or more than 36 percent of the nod — though this probably was the weakest of all of the fields. Some thought that I had the car classed wrong — that it belonged in the Early Door Cars/Roadsters poll — and though, of course, AA/FA did run in national event competition, I think the cars are better known as exhibition vehicles, and it’s my poll. (So there.) Nonetheless, it’s going to be interesting to see how the venerable old monster fares against the final field.
The Stone, Woods & Cook Willys also topped the 1,000-vote mark to win the aforementioned Early Door Cars/Roadsters poll, netting more than 27 percent of the votes and finishing nearly 400 ahead of the second-place Sox & Martin Barracuda, one of the biggest margins of victory in the polling.
The fabled Freight Train twin-engine gas dragster eked out the win, 725 to 639, in a back-and-forth battle with the Beebe & Mulligan Fighting Irish Top Fueler for the gold in the Early Dragster division, and both finished well ahead of favorites such as Don Garlits’ Swamp Rat VI, the Greer-Black-Prudhomme dragster, Tommy Ivo’s Showboat, and the Surfers.
We’ve always known that “Jungle Jim” Liberman still has legions of fans 31 years after his tragic passing, and the voting bore that out as he took top honors in the Early Funny Cars class with his reputation-making ’66 Chevy II and in the 1970s Funny Car poll with his unforgettable Vega. What will be interesting to see now is how the “Jungle” votes will get split. The Chevy II collected 755 votes to edge the ’69 Blue Max by just 40 tallies in the second-closest balloting, and the Vega garnered 1,033 to easily outdistance a stellar field in which a Blue Max — this time the Raymond Beadle-driven world championship Mustang II — again finished second, and both finished ahead of the highly regarded Army Monza of Don Prudhomme.
The 1970s Top Fuelers poll turned out to be almost as thrilling as watching the two cars duel as Garlits’ Swamp Rat 22 — the 5.63 car — battled with James Warren and the Warren, Coburn & Miller Rain for Rent machine. The voting was a little slower to be completed than in the 1970s Funny Cars poll that preceded it, and I tracked it eagerly as it neared the 3,800-vote cutoff. Garlits started out strong and at one point led by more than 50 votes, but WCM slowly nibbled at that lead and got it down to 21 points before “Big” surged back ahead by 38. Garlits entered the final week of voting ahead by 26; WCM was down by just 22 by Friday but finished 21 points back. It was the closest of any of the seven polls, and Garlits’ Swamp Rat 14 (the first rear-engine car) was right there, keeping them both honest in third place.
Although the 1970s Top Fuelers poll and the 1980s and Beyond poll below did not reach the target of 3,800 votes, by tracking trends in both, I extrapolated the projected points for all the cars so that we have an apples-to-apples comparison (it might be red apples to green apples, but it’s close). This was important not necessarily for the first-place winner, which automatically advanced to the final round, but for the second-place and beyond finishers, which had a shot at making the poll, too, which I will explain in a second.
The final winner, atop the 1980s and Beyond poll, was Garlits, for his history-making, Smithsonian-sitting Swamp Rat XXX, which ran away with the balloting from the start; the “Rat Under Glass” gobbled up more than 18 percent of the 3,109 votes for an extrapolated total of 703. Eddie Hill’s Nuclear Banana Top Fueler peeled out to an early second-place lead but, appropriately, was chased down by the ultrafast and equally pretty Joe Pisano/Mile Dunn Olds, which still finished a good 250 points behind Garlits.
Okay, those are your winners, setting the first seven of 16 spots. The remainder of the field comprises the second- and third-place finishers who received the greatest percentage of votes once the winner’s total was excluded. This was done on percentage points rather than out-and-out vote tallies to try to give everyone a shot, regardless of the depth of talent in the poll.
Bill Golden’s Little Red Wagon wheelstander took the first non-winner spot with nearly 46 percent of the Exhibition-class votes that did not go to the Winged Express.
Like fans of “Jungle” and “Big Daddy,” the Blue Max faithful will have to decide between two entries, their ’69 Mustang and the ’75 model, as both finished high enough in second place to advance to the final with respective tallies of 26.7 and 23.3 percent of the votes that did not go to Liberman.
The Sox & Martin Barracuda, which finished a distant second in the Early Door Cars poll, nonetheless captured 23.2 percent of those who did not vote for Stone, Woods & Cook and easily made the final showdown.
The Chi-Town Hustler ’69 Charger, which popularized long smoky burnouts, made the final poll despite a third-place finish in the Early Funny Cars poll with 21.1 percent of the votes that didn’t go to “Jungle’s” Chevy II.
The Fighting Irish Top Fueler of Beebe & Mulligan also received enough votes to make the final tally, finishing with 20.69 percent of the votes that weren’t gobbled up by the Train.
Bill Jenkins’ ’68 Camaro, one of the earliest Pro Stockers, also made the cut despite a third-place finish behind Stone, Woods & Cook and Sox & Martin with 20.67 percent of the non-winner vote.
The final two members of the final-round poll for Favorite Race Car Ever came from the 1970s: the Warren, Coburn & Miller car, which garnered 17.45 percent of the votes that didn’t go to Swamp Rat 22, and Prudhomme’s vaunted Army Monza, which nailed down the bump spot despite a third-place finish in the 1970s Funny Cars poll, earning 17.1 percent of the votes that didn’t go to Liberman’s Vega.
So there you have it, race fans; the 16 finalists await your vote. After weeks of nominating and preliminary voting rounds, we’re down to it. Personally, I’m thrilled, excited, and eager to see how each of them do, knowing full well that how they did in their previous polls will have little bearing on this one as they face new adversaries from other regions. It’s almost as if all of the local hitters have headed for the Big Go to take on one another. How appropriate!
Okay, race fans, who will you crown the winner of The DRAGSTER Insider Favorite Race Car Ever?
Wednesday, August 20, 2008
His name is Jim Nicoll, and it’s a name familiar to any hard-core drag racing fan and a name that surfaces every time the Mac Tools U.S. Nationals rolls around on the racing calendar because he was involved in one of the hallowed event’s most spectacular moments, a scary clutch explosion and crash alongside Don Prudhomme in the Top Fuel final in 1970.
I recently had a chance to catch up with Nicoll to talk about his racing career in general and, of course, that unforgettable final in particular.
Nicoll has long since retired from the cockpit and today manages a Mexican resort, the Desert Oasis, in Puerto Penasco (Rocky Point) on the
Contrary to popular lore, Nicoll did not earn his "Superman" sobriquet for walking away unhurt from nasty crashes (though it's certainly supported in an ex-post-facto kind of way). Instead, the nickname was hung on him by former NHRA Vice President
“Ronnie Martin and I were up in Irwindale for the races, and we were off shooting pool, and I got into a fight with two or three guys and whipped ‘em,” Nicoll recalled nonchalantly. “The next day, Gibbs started calling me ‘Superman.’ “
“That’s basically the story,” attested Gibbs. “He was one tough little son of a bitch and did not avoid trouble.”
Before he burst onto the racing scene and long before he made grown men blanch and women cover their eyes in horror when his Indy wreck was broadcast to the nation on ABC’s Wide World of Sports, Nicoll raced jalopies as a teenager and, at 17, had a flathead-powered '32 Ford coupe before graduating to a Jr. Fueler and then a blown gas dragster.
Born in San Antonio, Nicoll moved to Southern California in the 1950s to be near the hotbed of racing action and was a regular at all of the famous SoCal tracks as well as places like Holtville, Colton, and Riverside. As his reputation as a fearless wheelman grew, so did the list of those seeking his skills, which in 1962 also included Top Fuel.
“I drove for Pat Atkins, Ronnie Martin, Marv Rifchin, the Syndicate of Jack Raitt, Red Mendocino, Leonard Abbott, Ray Schultz … a bunch of them,” he recalled. “Leonard Abbott, who founded Lenco transmissions, had a speed shop in
“I ran a lot of test stuff in my career for clutch and tire companies,” he continued. “When Mickey Thompson was trying to build aluminum heads for the 392 when I was driving for Pat Atkins, I used to get my hair burned off every weekend. When they’d get hot, the guides would swell up and hang open the intake valve and blow the blower off.”
“I actually had first tried to get a deal with Jack in the Box because my shop in
“We’d crank it up at the stores and take hot dogs with us to the races,” he recalled. “I ate more damn hot dogs than you could believe. The deal lasted for a couple of years, but they were having some financial problems, so [the corporation] gave me a Fryer Fish sponsorship instead, but it didn’t last long.”
Prudhomme had worked his way to the final with a close but nonetheless gratifying 6.62 to 6.66 first-round conquest of rival "TV Tommy" Ivo, then followed with a strong 6.43 victory over Danny Ongais’ game 6.49. “The Snake” followed with an early-shutoff 6.45 to demolish Robinson's 6.64, then advanced easily to the final on a red-light by the surprise No. 1 qualifier, class rookie Brian Budd, who had piloted John Dearmore's machine to a 6.49 for the No. 1 spot.
Nicoll, meanwhile, had ripped his way past Jim Walther, Gerry Glenn, and Marshall Love with runs of 6.57, 6.60, and 6.59, then took a soft run into the final after Indy giant Don Garlits inexplicably fouled away a strong 6.58.
Prudhomme’s 426-powered Wynn’s Winder saddled up in the left lane and Nicoll’s 392-motivated digger in the right. They launched together, and it was obvious that Nicoll had found the tune-up as they stayed locked together the length of the quarter-mile. Prudhomme’s yellow rail tripped the win light for a narrow 6.45, 230.76 to 6.48, 225.56 victory.
But just as they hit the win stripe, the clutch in Nicoll’s car let loose and cut the car in two right at his feet. The front half of the dragster, including the engine, slid in front of Prudhomme, who safely had the laundry out, and lazily and eerily scraped along minus its driver in front of a horrified “Snake,” who, thinking Nicoll had been killed, famously was captured by the Wide World of Sports microphones saying he was ready to quit.
Fortunately for Nicoll, his parachute had already begun to blossom when the clutch blew and helped slow the intact cockpit as it bounced over the guardrail and into the soft
“I remember everything but the actual crash,” recalled Nicoll. “I remember doing the burnout, and it seemed like the clutch wasn’t acting right. When I left the starting line, everything was cool, and we were side by side, and about 1,000 foot, I felt the clutch start to slip. The last thing I remember was reaching over and putting my hand on the parachute handle just in case, but that probably saved my bacon.
“I remember waking up in the ambulance and then went out again and woke up in the hospital. I had a concussion, and my right foot was swelled up. They’d cut my firesuit off me, so I just left in one of those damn gowns with my ass hanging out. I went to the hotel and then to the banquet that night. When I saw the footage, I was surprised how bad it had been; I had no clue.”
(Here’s a link to some YouTube footage from Diamond P’s Decade of Thrills tape, with Steve Evans and “the Snake” talking about the incredible footage.)
Nicoll also suffered a black eye, and within a week, he had Lester Guillory build him a new car in
Nicoll still was voted Drag News Top Fuel Driver of the Year and moved to Dallas right after the crash in Indy. He had a rear-engine car built (driven first by Billy Tidwell, then by Nicoll), but he already really had his eyes set on the increasingly popular Funny Car class.
At the end of the 1972 season, he switched to Funny Cars, partnering with Chuck Tanko, owner of Texas-based Speed Equipment World. Their first car was the Barry Setzer Vega formerly driven by Pat Foster. After the company went bankrupt, Nicoll ran under his own name, culminating in 1976 with the Good Times Monza.
“I crashed a lot of cars at a lot of places,” he said. “I had worse crashes than the Indy one; they just weren’t caught on TV. I crashed at Cordova in my Funny Car one time when I blew a tire and did some endos in the lights; that was pretty horrible.”
One of Nicoll’s misfortunes led directly to a major safety improvement in Funny Car racing that is still used today: double-wall headers.
“I burned the Speed Equipment World car to the ground in
“We went to
The racing end came rather ingloriously for "Superman," as it has for many, and his kryptonite was financing, not to mention a healthy dose of additional bad luck.
“By 1976, I was beat up and couldn’t find a big-dollar sponsor,” he said. "I had everything going, but then Tanko bellyed up and my rig got stolen, and I didn’t have insurance. We were getting ready to go to E-town and had the car all loaded up, and we all went home to clean up, got back at 3 in the morning, and it was gone. We never found a thing.
“I loved racing, and I loved Funny Car and Top Fuel, both the front-motored cars and the back-motored cars, but I’d probably have to say I enjoyed the dragsters more because they went the fastest. I consider myself one of the pioneers of the sport because I was involved in a lot of the early things, and now I’m just taking it easy.”
According to Nicoll, he first went south of the border to help organize sand and off-road races near the resort “and ended up running the damn place. I came to visit a friend for a weekend and have been here for three years.
“It’s a beautiful resort,” he said. “We’ve got some beautiful condos and beach rentals, and I’m staying busy trying to write a book, and I like to keep up with the racing, but the computer system down here leaves a little to be desired.”
Nicoll has been to the California Hot Rod Reunion, back in his element among loud-talking friends and good company from the past, where his name can be joyfully placed with those of legendary hell-raisers of past years, guys like Goldstein, “Jungle Jim” Liberman, Richard Tharp, John “Tarzan” Austin, Dale Funk, Chip Woodall, Dave Settles, “Diamond Jim” Annin, and others.
"Superman" may have hung up his cape 30 years ago, but his superhero legend lives on.
I'd like to start the eagerly anticipated and long-awaited final round of voting for our Favorite Race Car Ever poll Monday, so here's a little top o' the column rminder so that those who have not yet voted in the remaining two open polls -- 1970s Top Fuelers and the 1980s and beyond -- can do so. Scroll down to the Aug. 11 and July 28 articles, and get to voting.
Monday, August 18, 2008
Mondays with Murray: Shirley Muldowney
As you may remember, I was given permission to reprint these gems by
I’ve had the privilege of knowing Shirley for more than 25 years, and I’ve seen her at her best and at her worst, seen her on top of the world and down in the dumps. For all the knocks she’s taken throughout the years, deserved or not, I hold an immense appreciation for her willingness to stick to her guns and speak her mind and a genuine fondness for her. During her racing years, I sometimes was as big of a pain in her side as Don Garlits, and our relationship sometimes was rocky if she took umbrage at something unflattering or incorrect we had published in National DRAGSTER. I dreaded picking up the phone and hearing, “Phil, this is Shirley. We’ve got a problem.”
In the years since she hung up her famous pink helmet, we’ve enjoyed a wonderful friendship, communicating often by e-mail and sometimes by phone, sharing life’s little joys and its miseries, and when she does show up at the track, I make sure to find her. She’s a special lady, and it’s hard to say where the sport might be today without her.
No, She Is Not a Guy in Drag, by Jim Murray
Cheer up. How’d you like to drive a coupe that got you only 190 feet to the gallon? How’d you like it if it cost you $34 a gallon? You’d need your own oil field to go to
What would you expect in a car for $100,000? A bar in the back? Air-conditioning, velvet seats, a digital readout on the dash that’s patched into the stock exchange?
Well, the only thing this car has is a parachute. You’ll need it because the brakes don’t work too good at 250 miles an hour. It doesn’t back up, it doesn’t have Corinthian leather seats. The tires are guaranteed a week. If you’re into exterior design, you can be the first one on your block to have a car that looks like a giant insect, a praying mantis on wheels. You’ll never be able to park it. It’s just shorter than an aircraft carrier.
The only thing Honest John, your friendly neighborhood dealer, could say about this car is that it is a one-owner vehicle. And it’s only got about 11 miles on it. But it hasn’t been driven only by two little old ladies from
When you know that Shirley Muldowney is the world’s No. 1 chauffeur in the fastest and most competitive form of motor racing, you half expect her to show up smoking a cigar, sporting a butch haircut, having maybe an American flag tattooed on her bicep, drinking beer from a bottle and swearing a lot.
Shirley Muldowney looks less like a race driver than Shirley Temple. The hair is in black ringlets framing the face, the eyes are blue-gray, the face is skin-cream commercial soft. If you didn’t know better, you’d think this was Doris Day researching a part.
As a matter of fact they are making a movie of her life. You’d never guess she is the best drag racer in the world. In this macho sport of burning rubber, midcourse flameouts and speeds so high the vehicles almost take off and fly, she has three times in the past five years been world champion and is the only driver who has won that championship more than once. She has won 15 National Hot Rod Assn. championships, second only to the legendary Don (Big Daddy) Garlits, whom she defeated in his last NHRA competition.
Her hand-eye coordination is such that she probably could have made a good living with the Dodgers if she were six inches taller and 40 pounds heavier. On a drag strip, there is .400 of a second between the yellow and green light on the “Christmas tree” that triggers the start of a race. Shirley’s reaction has been timed at .408. Competitors swear she can see the light change mini-seconds before it does. She’d have no trouble spotting a curveball.
The cars she drives are aptly named “fuel eliminators.” The fuel is a compound of nitro-methanol, which she has to buy by the drum because her 3,000-horsepower car gulps it up at the rate of seven gallons per quarter-mile race. Although the race takes only a little over five seconds, a driver must be able to trim for traction and direction at 250 miles an hour, and that’s like landing a jet with no brakes in a cornfield.
Shirley, 42, who has a grown son (John Muldowney, 25) had a hard time convincing drag-strippers she wasn’t in the game for quick publicity and a show-biz career. They dubbed her “Cha Cha” to heighten the hype, but Shirley hated it. “Made me feel like a go-go dancer on her day off,” she complained. Or a Cuban bombshell from Xavier Cugat’s band.
But she was not part of anyone’s conga line, and she will be the one to beat, as usual, at the 23rd annual Winternationals this Sunday at the Los Angeles County Fairgrounds drag track in
It’s an astounding achievement. If anyone told you two years ago that the foremost driver in the hair-on-the-chest sport of drag racing would be named Shirley, your reaction would be, “Oh, sure. Just about the time the middle linebacker for the Pittsburgh Steelers is Debbie.”
Reprinted with permission by the Los Angeles Times.
I also was in
I had spent the previous night in the emergency room of the local hospital, getting stitches above my left eyebrow after taking a racquetball-racket shot to the face courtesy of former ND Art Director Bill Crites (why do you think he’s the former art director?). It was both of our faults -- mine for trying to chase down one of his wicked shots, and his for assuming that I, in my second game ever, would never get to it and deciding to play it with a smashing follow-through that connected with my noggin – and I had a wonderful shiner and a bandage above my eye the next day.
So when Shirley asked how I was, I stood there, dumbfounded. She had just climbed out of a situation that had to provide flashbacks to 1984, and yet she was asking me how I was?
She was one cool customer.
Skippy was a gift to Shirley from John Zendejas, who worked on NHRA’s Safety Safari, and, according to Shirley, “Skip was a mixed breed, some kind of terrier and possibly sheltie. She only weighed about 8 to 10 pounds but had very long legs.”
Skippy definitely had her likes and dislikes.
“She loved filet, pasta (al dente), lobster, burgers, and St. Hubert's chicken (in
“One of my better stories is seeing her run across the starting line when I was pulling up to the water box in the right lane at Indy. One of the crewmembers piling out of the door of the push truck accidently forced her out, too. She ran full tilt from the left lane right past [Chief Starter] Buster [Couch] and into the arms of some photographer standing in the grass. I watched until I saw that she was safe and then began the burnout.
“Then there was the time when two Shirley-haters decided they were going to feed her to the gator that was penned at the far end in
“Then there was the time she got left at a truck stop in
“She was a great little friend that was with me through a lot of rough times. Skip was 18 years old when I buried her in the
Amy, a 10-pound Italian greyhound who could run 100 yards in under nine seconds (“That’s faster than Carl Lewis,” Shirley remembers proudly), took over Skippy’s watch and was with her until she died in October 2005 at age 15.
Shirley’s newest canine companions are a pair of
“Life would not go on without them,” she says. “It's we three girls against the world. They are the reason I don't attend more races. I can't seem to function well when we’re apart.”
If the Shoe fits ...
I’m brought to this point not by the derision of a few – I rather enjoy the exchange of opinions – but simply by the contemplation of what intangible makes up a favorite car in the minds of many. For many, it’s youthful memories, paint schemes, and body design, and, although a car’s “kickassedness” also is a factor (i.e., Don Prudhomme’s Army Monza), it’s not the overwhelming factor. How else do you explain “Jungle Jim” Liberman’s Vega – which won just one national event and never was a championship contender – whipping Raymond Beadle’s Blue Max and “Snake’s” Monza, both of which won multiple world titles and handfuls of events?
You’ll notice, too, that in the 1980s and beyond poll above, there isn’t a single car from the current decade, a nod in part, no doubt, to the sameness of the cars and their being limited largely to national event competition, but I wonder how this same poll would change if it were held 10 or 20 years from now. Specifically, how will Tony Schumacher’s U.S. Army dragster be remembered?
It’s undoubtedly the killer car of this year and arguably of this decade, at least from mid-2003 on. In case you missed it, Schumacher won his 50th Top Fuel title last weekend in Brainerd, bringing him to within two victories of tying Joe Amato as the sport’s winningest nitro-rail driver, a prestigious mantle that Amato has held for nearly 12 years since passing Don Garlits’ 35-win total at the 1996 Finals.
I’ve asked this question a lot, of racers and fans alike, and always received the same answer, and it seems to be indisputable that no matter the number of wins, no driver but Garlits will ever be declared as the sport’s all-time greatest Top Fuel racer. That’s certainly no knock on “Joltin’ Joe” or “the Machine” but rather a bow to Garlits’ did-it-all-myself method of racing. He built the cars, he wrenched on them, he tuned them, and he drove them. It's doubtful that Amato or Schumacher ever even briefly did more than two of those, but don’t blame them. Garlits did it in a different era; back then, that was the way you raced.
Amato didn’t have to get his hands dirty, nor did he try to be Mr. Everything; he was a millionaire businessman racer smart enough to hire very talented people like Al Swindahl and Tim Richards to do those things for him while he sought sponsors and drove a race car about as well as one could drive it. With the responsibilities that befall a guy with a huge and visible sponsor like the U.S. Army, not to mention public-relations duties for them and NHRA, Schumacher also is best left doing what he does: Driving and saluting our troops. It would be silly to see him bust a knuckle between rounds.
Still, I’m going to agree with the popular thought these days that while Schumacher may never be proclaimed the best Top Fuel racer or even driver (there is a difference), his team may certainly be the best Top Fuel team ever assembled. Sure, Garlits had Herb Parks and T.C. Lemmons and Amato had “the General,” Jeff Rodgers, and the Walsh brothers, but from stem to stern, the Army team seems flawless. The sponsor and operation are top notch, the crewmembers put the engine back together flawlessly, crew chief Alan Johnson seldom misses a tuning call, and Schumacher is one of the steadiest drivers out there.
Oddly, Schumacher has won 47 of his 50 Wallys after Amato unexpectedly retired at the end of the 2000 season, one year short of his planned retirement, due to problems with his eyes, much in the same way that Amato scored the lion’s share of his Top Fuel wins – 45 out of 52 – in a Garlits-free environment after Garlits retired (again) in mid-1987 after backflipping Swamp Rat XXXI in the lights in Spokane, Wash., his second such blowover in less than a year, and just a few months after “Big Daddy” racked up his 35th and final win at that year’s Winternationals, defeating – who else? – Amato in the final round. What's the old axiom about nature abhoring a vacuum?
With wins in five of the last six events and nine overall this season, Schumacher is on course to have perhaps the greatest Top Fuel season on record and looks sure to break his 2004 record of 10 event wins and Kenny Bernstein’s 61 round-wins, set in 2001; he needs just 14 round-wins in the last eight events to do it before year’s end. Also in sight is Larry Dixon’s 2002 record of 14 final-round appearances -- Schumacher needs just four more money-round showings to break that mark – and with a win in Reading, he would tie his own class record of five straight victories, set in 2005.
Amazing also is that Schumacher and Dixon each began the year with 41 victories; as Schumacher noted after his Brainerd win, “When we started the season, Joe’s record seemed so far away. Fast-forward 16 races, and we’re knocking on the door.”
When he opens it, will he be greeted as the greatest ever?
When Prudhomme was on a tear, he was the king; when Anderson was doing likewise, fans were demanding the car be torn down looking for illegalities. When Force won nine of 10 championships in the 1990s, he was a god to the fans; when Bernstein dominated the Funny Car championship for four years in the late 1980s, fans made up Bernstein Buster T-shirts. It appears that, for whatever reason, one era’s dominance is another era’s nuisance. Go figure.
There hasn’t been a backlash against Schumacher’s rout – he won the Western Swing, is undefeated at the 1,000-foot distance, and has a 16-round win streak going (five shy of his own record, which spanned the 2005 and 2006 season) – or his multiple championships, but will it some day be regarded with the same reverence as the accomplishments of Prudhomme or Glidden?
I think the absence of backlash is at least partially credited to crew chief Johnson’s high regard among the fans, which began with his and brother Blaine’s dominance of the Top Alcohol Dragster ranks and their near ascension to the Top Fuel throne in 1996, and to the team's uncanny ability to reach down and gut out tough performances, as best evidenced by 2006's "The Run."
Schumacher, certainly, does his part, remaining respectfully humble of his accolades and publicly appreciative of the contributions of his entire team – he was thrilled that we chose to feature the team on the Sonoma cover (pictured at right) – and I’ve not seen any Demote the Sarge shirts.
Only time will tell.
“That was a great car,” he answered without hesitation. “I still get people telling me how much they loved it, and it was my favorite car to drive, without a doubt, for a couple of reasons.
“First, it was fun to drive. We still had the two-speed transmission, and we had a manual lockup, so I had a lot to do as the driver. We had a line-loc button on the brake handle so that if it smoked the tires on the dry hop, I could set the brake pressure to stay on a little as it left the line. At 100 feet, I’d push a button to lock up the clutch and push it again to lock it up again at 400 feet -- it was just an old L&T clutch that would move forward and slam in the levers – and I would run low gear until 1,000 feet, unless it nosed over, in which case I’d shift it early. We didn’t even have an air shifter – just the handle between your legs you had to yank back. When I put it in high gear, it would really set me back in the seat; it was really flying. Joe ran it lean, but with a lot of nitro. That’s how we ran the big speed.
“We ran it like it was high gear,” he explained. “I didn’t really know what I was doing at the time. I just hung a bunch of weight on it. Leonard Hughes came by one time and saw our pressure plate and told me there was no way we could run that much weight; he was convinced that I was screwing with everyone.
“Plus Joe used to love the fact that we didn’t have a computer -- it was cool, kind of an ego thing to say we ran good without a computer -- but I’m telling you there were times it killed us.
“I kept putting weight on the clutch to get the car to move, but I got to the point where it was slowing down even more, so I knew something was wrong somewhere else, but Joe kept telling me the motor was fine. On the last run, I hit the throttle, and there was nothing there, so I lifted. Joe said, ‘It must be your clutch.’ So I pulled the clutch out and couldn’t find anything wrong with it, so he said, 'It must be the transmission,' so I pulled the transmission out, and it’s fine. So he said, ‘Well, it must have broken the rear end,’ and even though I knew that wasn’t it, I checked it anyway. It was fine. Finally, we checked the engine, and all of the pistons were burned. Both fuel pumps were junk! They must have been going away for a lot of runs, but because we didn’t have a computer, we didn’t catch it. So he puts two new pumps on there, and I yanked a bunch of weight back off the clutch, and first round, it blows the tires off at the hit of the throttle because we had no idea where we needed to be.”
See, Mike, it was the clutch …
“The other reason I loved that car is because it changed my career,” he added. “My career was going into the tank at that time. I drove Roland’s [Leong] car until the end of 1984, and the only thing I was known for was being upside down and on fire, so I really didn’t have much of a reputation in that car. Joe and Gene Mooneyham helped me get the deal driving [Greg Artz’s] Nighthawk car – but we only ran match races and then the last two national events of 1985 -- we qualified at Phoenix but not Pomona -- and then I picked up the ride with Pisano in ’86, and it really established me as a driver and a clutch guy, even though we only ran a handful of national events each year.
“One of the greatest compliments I ever heard about the car was Austin Coil saying he was just glad we didn’t run all of the national events.
"Man, that car was something else.”
Monday, August 11, 2008
Favorite Race Car Ever voting: 1980s and Beyond
Once this poll is complete, I hope early next week, I’ll set the final field of 16. As previously noted, all seven poll winners will advance, and I’ll select nine others to fill out the field. I’ve arrived at a pretty good formula (thanks, “T.V.” and “Little Brad”) to determine those nine that I’ll share in the future.
So, without further ado, put down your Rubik’s Cube, turn off those New Wave CDs and Dallas reruns, and get ready to relive the 1980s here. Fire the first pair!
Joe Pisano was known for having beautiful cars in his long career as an owner, from his candy-red Camaros and Vegas through the flamed Pisano & Matsubara Vegas and later his own Trans Ams, Arrows, Daytonas, Camaros, and Omnis, but it was a simple elegance that made his Oldsmobile Funny Cars, first a Firenza and then a Cutlass, of the late 1980s stand out. The black and gold JP-1 Special, bannering the name of his aluminum engine block, was driven by Mike Dunn and consistently set top speed of the meet. In their first year together, 1986, they won the U.S. Nationals and were runner-up the next year, when they also broke the 270- and 280-mph barriers, the latter with a speed that at the time was seven mph faster than that of the next closest competitor and remained the standard for almost two years. After three years and five event wins together, Dunn left the team at the end of the1990 season to partner with his dad and Pennsylvania businessman Ed Abel.
“I’d vote for any Pisano car because they were always so classy looking, ran great, and I loved Joe P.,” raved Pat "Ma" Green.
“What a beautiful black car,” agreed Ernest Sepulveda. “Very clean. Not many decals. All contingency sponsors hand-painted. The thing I loved most was that they still ran a 2-speed with no computer and broke 280 mph when no one else could. Mike Dunn in my opinion was one of the best drivers ever who also did his own clutch and other mechanical duties.”
Don Garlits’ famed Swamp Rat XXX is another well-loved black car that ran like hell, being the first to top 270 at the 1986 Gatornationals. With a canopy enclosing the driver’s compartment and the front ducked under a sleek nose, the car cut a mean aero shape and incited a lot of cars to follow. It was a big winner, scoring at the Gatornationals and Cajun Nationals before suffering a disastrous blowover at that year’s Summernationals that seals it in the memory books of many. The car, which was repaired and carried Garlits to that year’s NHRA world championship, has the honor of being the only drag racing vehicle in permanent residence in the Smithsonian National Museum of American History, to which it was presented Oct. 20, 1987.
Commented Tom “Fasthair” Scott, “ ‘Big Daddy’ is my hero and has been since I was old enough to say ‘Big Daddy.’ I built his first rear-engine rail when it first came out as a kid and later built the same car again in my 20s, but it was the large-scale model, my first and last large-scale build. Is there any more exciting race footage than when ‘Big’ did that gigantic wheelstand? It goes out to half-track and does 180 while standing straight up, slamming back to the earth going backwards at 200-plus mph with tires bellowing smoke. By the time ‘Big’ gets it shut down, he had coasted back to the starting line and gets out of it like it was any normal day at the races. The crowd went wild, and so did I in my chair at home.”
Garlits was not the only driver to heavily invest in a streamliner. Veteran Gary Ormsby, just two years into his comeback after a long hiatus from Top Fuel, and crew chief Lee Beard teamed with Indy-car aerodynamicist Eloisa Garza and others to create the swoopy Castrol GTX streamliner, which featured a totally enclosed engine compartment that also covered the rear wheels. Although the car ran well on occasion, it seemed cursed from its 1986 Pomona debut, when plug wires touching the inside of the engine cowl shorted and caused the blower to backfire in the water box. A later version also enclosed the front tires à la Garlits, but by mid-1987, they’d stripped the car of the fancy aero package and went back to a standard configuration.
You only have to rewind a few years to find the car that undoubtedly started the whole aero craze, Joe Amato’s Tim Richards-tuned TRW/Keystone Automotive Top Fueler. The car debuted at the 1984 Gatornationals with a rear wing so outrageously high and laid back that people literally did double takes; remember, we weren’t too far removed from rear wings being mere inches above the rear tires. Amato’s wing, designed by Indy-car engineer Eldon Rasmussen, took advantage of a simple law of leverage — anyone who’s ever slid a pipe over the end of a wrench to help bust loose a stubborn nut knows much more force can easily be applied — and the high and laid-back wing, positioned in “clean” air above the rear tires, increased downforce without adding drag, and the car immediately rocketed to the sport’s first 260-mph clocking. Within a few races, the Top Fuel pits looked like a forest, with tall wings sprouting off the backs of many cars. Amato won the Gatornats, Southern Nats, and NorthStar Nats and was runner-up at three races en route to his first of five world championships.
The two cars that preceded Amato’s to the Top Fuel throne also made the list. Shirley Muldowney’s pink Pioneer Special Top Fueler was a hard-running machine that carried her to her only U.S. Nationals triumph, in 1982, a win that was topped by a had-to-feel-good final-round victory over former crew chief and partner Connie Kalitta, 5.57 to 5.66, in the quickest side-by-side race in Top Fuel history; that match was voted the number-two most memorable U.S. Nationals moment in a 2004 salute. The car, which carried her to her third world championship in six seasons, also probably gave her some other satisfying final-round wins, including a Gatornationals triumph over longtime rival Garlits and a Southern Nationals score over up-and-coming female rival Lucille Lee that reversed a stinging loss to her a month earlier in the March Meet final. She also won in Brainerd that year, defeating the next car on our list.
From 1980 through the middle 1980s, the Gary Beck-driven Larry Minor machine thundered on the nation’s dragstrips and did something no other car has done: broke three performance barriers in three straight years. Beck barely lost the 1980 Top Fuel crown to Muldowney and the 1981 title to Jeb Allen, both at the final event of the season, but at the 1981 Finals at Orange County Int’l Raceway, Beck was the first to crack into the 5.5-second zone with a 5.57 run. The following year, he became the first in the 5.4s with a stunning 5.48 in Indy. Incredibly, Beck and the blue machine, tuned by current John Force co-crew chief Bernie Fedderly, then broke into the 5.3s in 1983 with back-to-back 5.39s at Fremont and Orange County. By the end of 1983, Beck, Minor, Fedderly, et al — the “Hemet Mob” — not only held the world championship but also 17 of the 18 quickest e.t.s in history.
“It was the most dominant car of that era and set low e.t. almost everywhere,” remembered Al Kean. “Its launches were so much stronger than any other car at the time; it was truly special to watch, and Gary Beck was a great driver. He deserved the '83 world title.”
Tricky aerodynamics were not limited to the dragsters, and some say that Kenny Bernstein, who revolutionized the flopper aero trend in 1984 with his Budweiser King Tempo, went a bit too far with his memorable/forgettable ‘87 Buick LeSabre, dubbed by some the Batmobile for its swoopier-than-stock looks and the Dump Truck for its obscenely large and flat rear deck. The car was the source of much controversy because although it fell within the guidelines of the class rules, it certainly did not maintain the spirit of the rules — loopholes NHRA closed for the following season — but that’s the type of forward thinking that made Bernstein and crew chief Dale Armstrong so successful throughout the years. The car was the first in the 5.3s at the All-Stars race, held that year at Texas Motorplex, and carried Bernstein to his third straight world championship
“There is a reason they call Kenny ‘the King of Speed,’ and that car is why,” noted the previously quoted Scott. “It was the baddest hot rod of the year and caused NHRA to ban the car the following year.”
Former ND Editor Bill Holland thinks that the car should be memorable if only for its affect on the class’ direction; “While I have the utmost respect and admiration for Kenny Bernstein,” he said, “it was his Batmobile Buick that started the trend from somewhat recognizable marques to ‘aerodynamic’ purebred race cars.”
Bernstein’s mount wasn’t the only Buick-bodied flopper to make the list; the Miller High Life Buick Regal of Dale Pulde and Mike Hamby also received several nominations. Pulde began racing Funny Cars in the late 1960s for the likes of Mickey Thompson and others and teamed with Hamby beginning in 1977 on a beautiful series of War Eagle machines, but many fans think that this car, which debuted in 1985, was their prettiest despite its unusual shape and name change, from War Eagle to Warrior (after securing the Miller sponsorship, they had to rechristen the car due to beer rival Anheuser-Busch’s well-known eagle logo, or so the story goes). Tuned by nitro genius Bill Schultz, the car won the IHRA world championship while finishing third in the NHRA chase.
It’s not easy to resurrect a legendary name, but when Austin Coil, John Farkonas, and Pat Minick decided to leave the match race trail and bring the Chi-Town Hustler back into the national spotlight in 1982, they probably exceeded even their own wildest dreams. With relative unknown Frank Hawley at the wheel and the car still carried inside an old-school ramp truck, they won the 1982 Gatornationals in just the second event of their return to the national event tour with the Charger-bodied car, then won the Springnationals and NorthStar Nationals, which, along with a pair of runner-ups, carried them to a stunning world championship; they even won the Big Bud Shootout to boot. They repeated their championship in 1983 with four more national event wins and were huge fan favorites not just for their performance but also for their aw-shucks, low-budget approach to racing.
“Back in 1983, I lived on a little farm in a small town in Iowa out in the middle of nowhere,” recalled the prolific and aforementioned Scott. “I go to the gas station by the interstate, and what do I see? Yup, the Chi-Town Hustler transporter. Now this was before the big rigs of today. Just a little box truck with a ramp to load the car on and put everything else anywhere it would fit. I walk inside, and there stands Mr. Hawley himself. Not many drive their own rigs these days. Anyway, I’m stunned and ask, ‘Are you Frank Hawley and is that the world-famous Chi-Town Hustler?’ Frank, being the low-key guy he is, just said, ‘Yes it is,’ and opened up the rear door and let me have a peek at it. I thought I had died and gone to heaven. I had never been to a drag race at this point in my life, much less a real honest-to-God fuel Funny Car. Needless to say, that car has always held a special place in my heart.”
Speaking of huge followings, from the mid-1980s through the early 1990s, there might not have been a bigger fan favorite than Eddie Hill. The well-loved Texan, a Top Fuel racer in the 1960s who won and set records in everything from drag boats to motorcycles before returning to Top Fuel in 1985, was a feared threat with wife Ercie and crew chief Terry “Fuzzy” Carter. It took him almost a year to win his first round of competition, but the team really hit its stride in 1988 with the car on this poll, the Super Shops/Pennzoil dragster, dubbed the Nuclear Banana. On April 9, 1988, with this car, which featured a slightly shorter wheelbase than its competitors, Hill became the first Top Fuel driver to run in the four-second zone and later that year ran as quick as 4.93. Five years later, Hill won his first NHRA world championship.
And speaking of short cars, former alcohol racer “Diamond Dave” Miller made a splash in 1986 with a real shorty Top Fueler, and, in a rare oddity, it ran almost as weird as it looked. Designed by Dennis Rolain of R&B Engineering, the car sported a 200-inch wheelbase when most of its contemporaries were in the 280-inch range. Miller raced Top Fuel from 1976 through 1984 without making much noise, but when he debuted this car in 1984, it became an instant fan favorite. He ran the car through the 1989 season and ran a best 5.37 at 260 mph.
Favorite cars certainly don’t have to be blown on nitro to qualify for the poll, and two of the all-time great Pro Stock machines of the 1980s are evidence.
With four straight world championships from 1981 through 1984, the Reher-Morrison Camaros of tuners and engine builders Buddy Morrison and David Reher and wheelman Lee Shepherd were an unstoppable force in the early 1980s with theirwhite and red Chevys out of Arlington, Texas., until Shepherd’s death in a March 1985 testing accident. After a couple of runner-ups in the late 1970s, they began the new decade with a bang, winning the first three races of the season and three more that year — including Indy — but lost the championship on a broken transmission at the season finale. Undaunted, they won six times in 1981 — including Indy again — to win their first of four straight championships. In 1983, Shepherd became the first driver to win both the NHRA and IHRA Pro Stock championships — a feat he repeated the following year. He won every race on the NHRA tour at least once and compiled a 173-47 record. From 1980 to 1984, Shepherd reached the final at 44 of 56 NHRA national events, winning 26 of them.
Chris Williams, who remembers Shepherd’s kindness to him as a young fan at the 1981 Summernationals, taking time to talk to him while preparing the car, has a soft spot for the team for that reason and others. “My father was a Chevy man,” he wrote. “As we all remember, in the early ‘80s, there were four cars that completely dominated Pro Stock: Bob Glidden was out for me; after all, he drove a Ford. Warren Johnson was out too 'cause he didn't drive a Chevy. Frank Iaconio was a Chevy dude, but I just couldn't get into that yellow/black paint scheme. Lee Shepherd was the driver for me, hands down. That simple Reher & Morrison paint scheme was so cool to me. White and red with a blue pinstripe. It didn't hurt that those three colors gave that Camaro a certain patriotic theme.”
Acknowledged Dave Squad, “Even though I am a Ford fan, Lee Shepherd was one of the best and most popular drivers of his time.”
And because there’s no greater rivalry than Chevy versus Ford, here’s the other side of the coin and the driver and car considered by many the class’ best ever: Bob Glidden’s Thunderbird, which carried him to world championships in 1985, ’86, ’87, and ’88. For sure, Glidden had great success in other cars, including his early Ford Pintos and his all-conquering Fairmont, winning five championships (1974-75 and 1978-80), but the T-birds, the first of which he received in mid-1984, were the dominant cars in the last half of the 1984 season and for all of 1985. In 1985, Glidden led the points chase from start to finish, winning five national events and his sixth title. Despite a devastating crash the next year in Atlanta, he won six of the season’s final seven events to again earn the championship, and in 1987, he won eight of 14 races and qualified No. 1 at all 14. After winning the 1988 title, Glidden retired the Thunderbird, which had won 19 national events, in favor of a sleeker Ford Probe, which continued his winning legacy.
“I am a Chevy guy personally,” said reader Rick Atchley, “but I’ll always remember Glidden outrunning everyone with the only Ford entered in the class.”
“Just awesome,” agreed Paul Godfrey. “Not many were tougher on track.”
The Boggs brothers, Ron and Steve, put a charge into the Top Alcohol Dragster ranks in the late 1980s with their altered entry. By extending the wheelbase of their existing blown alcohol altered to 150 inches, they were able to fit into the TAD class, and the addition of a huge dragster-style rear wing only added to the attraction. The car was campaigned from 1986 to 1990 and, after the addition of a PSI screw-type supercharger, ran a best of just 6.10 but never won any major races, although it did reach the semifinals at the U.S. Nationals in 1989, much to the crowd’s delight. Ron retired from driving, but Steve has been active, tuning drivers such as Tony Bartone, Joe Penland, and Mitch Myers to championships in the alcohol classes and working with a who’s who of the methanol ranks before making the transition to nitro racing.
With 24 national event wins, eight Division 7 crowns, and three season championships, it’s no wonder they call him “Bad Brad,” and Brad Anderson’s Trans Am Top Alcohol Funny Car of the early 1980s helped cement that nickname. After a series of successful blown gassers, Anderson switched to Top Alcohol Funny Car in the late 1970s. He won his first national event at the 1981 Winternationals and closed that season with back-to-back victories at the Golden Gate Nationals and World Finals in a Plymouth Horizon, but his new-for-1982 Trans Am upped the ante. The car was unequalled in performance and was the first alky burner to top 220 mph. He repeated that season-ending double play in 1982 and won the Finals for a third straight year in a one-win 1983 campaign before embarking on his greatest season in 1984. He won six races that year — including Indy — and his first season championship and amassed a 23-2 win-loss record.
After his Coors sponsorship ended in 1987, Tom McEwen wasn’t about to sit idle and dreamed up a ’57 Chevy Funny Car that was a hit with fans on exhibition passes in the late 1980s; it was a nostalgia Funny Car ahead of its time. After trying to piece together a body from doorslammer parts, McEwen commissioned Steve Davis to make a one-off body, a process that took a year but proved well worth it. By adding just 13 inches to the length and refusing to chop the top or streamline the nose, the body remained relatively stock-appearing. Despite the weight of the heavily reinforced body, its lack of aerodynamics, and light nitro load, when dropped over his Corvette chassis, the car ran as quick as 5.72 at 265.70 mph. McEwen ran the car for three years before he returned to competition in Jack Clark’s Top Fueler. Today the car resides in the showroom of Southern California-based Danchuk Manufacturing, builder of aftermarket parts for ’55-57 Chevys, and McEwen had his own 1/16th-scale models built of the car, including a real fiberglass body, that are sold at Prestige Hobbies in Anaheim, Calif.
Voting closed over the weekend in the 1970s Funny Car class when we topped the 3,800-vote cutoff — not that the winner hadn’t been determined early on as “Jungle Jim” Liberman won his second poll in convincing, wire-to-wire fashion. “Jungle’s” ’66 Chevy II won the 1960s Funny Cars poll, so it’s going to be interesting to see how the legions of “Jungle” fans divvy up the vote in the final when they have to pick one or the other.
Raymond Beadle’s three-time NHRA championship-winning Blue Max finished a decent but distant second ahead of the Don Prudhomme entries, his early 1970s ’Cudas and his all-conquering Army Monza. I had read online in one of the forums that people thought that the two Prudhomme entries would cannibalize one another and prevent “the Snake” from winning, but the totals of the two would barely have been enough to shoot the Max out of the second spot.
The 1970s Top Fuelers poll has been slowly nearing the cutoff mark, with slightly more than 200 votes to go as of Monday morning. It’s growing by about 100 votes a day, but with each new entry added above it, it gets pushed farther down the page and without reminders such as this one might get overlooked by first-time visitors. I’ve been tracking the votes since Tuesday, and the voting trends have not changed, so even if we don’t get to 3,800 votes, I can extrapolate the numbers with certainty that the results will be the same.
With any luck, the current poll for the 1980s and beyond will be complete by a week from today, and then we can set up the final and really have at it. Here’s the field so far, listing just the winners:
1. Willie Borsch Winged Express
2. Stone-Woods-Cook Willys
3. The Freight Train
4. Jim Liberman ’66 Chevy II
5. Jim Liberman ’73 Vega
I can say with 99 percent certainty that, barring a rally by Warren-Coburn-Miller fans, Don Garlits’ Swamp Rat 22 (the 5.63 car) will win the 1970s Top Fueler poll. The winner of the 1980s and Beyond poll will be the seventh winner, and then I will fill the remaining nine spots with second-place (and, possibly third-place) finishers based on the percentage of votes they received of the pool of votes that do not include the winner. Because all polls are not created equal (based on the depth of the field nominees), I think that’s the only fair way.
Okay, that’s it for today. Start voting!
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