Then I needed a motor. I understand that regularly participates in bracket racing. Sure, guys were messing around with little four banger engines back in the day but it is was the V8 engine that really kicked the hot rodding world into high gear and that spurred on the development of other V8 engines in the Detroit manufacturers skunkworks and all of it lead to the horsepower nuclear arms race known as the muscle car era. The real early dragsters were home made contraptions, with the builders using any material they could find. When you are looking at open exhaust headers on a dragster, the Olds engines usually show four pipes on each side like the dragster above , whereas the Caddy has only three pipes on each side.
The cylinder walls were out of round. For Emmett Cull, it was one in the front and one in the trunk. According to Van Pelt Sales, the only visual method of differentiating Mercury and Ford Flatheads is to look at the front counterweght of the crankshaft. Ronnie Scrima had been around since the beginning of drag racing and engine builder Gene Adams knew his way around the Olds engine. The team of Gene Mooneyham - Al Sharp - Ron Decicco in the drivers seat of this fuel dragster. It was based on the 427 wedge engine that had been on the market for a couple of years.
His next car was this dragster he had built. What made it so great was the driver, Lefty real name was Allen Mudersbach. Marlett enough for this drag racing section. I made arrangements to take the truck up to Bandimere Speedway in Morrison, Colorado to take pictures and I knew that if there was ever going to be a time to for a first drive, it was that day. Proponents abound on both sides of that issue. And an open flat-bed single axle trailer.
An interesting dragster from back in time. Needless to say that while option one appeared easier, Option two provided a much better look and stance for a truck hot rod. The craftsmanship and detailing of this dragster is so immaculate, I had to show more than one photo. All the rage now at a couple of tracks, 4-wide drag racing with dragsters. This is done by welding in a plate at an angle across the area between the exhaust valves in the ports.
This eventually became the defacto standard for basic dragster design and lasted into the 1970's. Kent Fuller chassis and Tom's usual attention to detail. Thank you Manuel Maldonado for the information Two racing legends hail from Tampa, Florida. Alsenz had a rare Ardun cylinder head combination on his flathead. Since I got a newsletter from Bruce Dahl, I called him to confirm that the white dragster was his.
By 1959, he was already into dragsters, and had several different dragsters prior to this one, which was built in 1962. He went first class all the way. If you have any old trophies that you don't know what to do with, please contact the club president. I have seen photos of 4-wide drag racing with jet cars, although not in person. He was trying to lighten up his car. Imagine; a small track owner could buy a 16-dragster eliminator package for under a thousand dollars! Like I said, it was a different time. A very few had enclosed trailers.
Woody's Wheel Works here in Denver did the lace up job and figured out what size spokes to use based in the weight of the known load and the hole sizes in the hubs and rims. It was owned by Jim Cambior and Chuck Jones. I forget where I got the header flange, but a nice thick piece to weld to. I heard that Jerry's car was wrecked and I haven't seen him for a few years, so there are no results from him. I couldn't get the scan to show the beautiful metalic brown color - it seems too red on my computers. It was originally built as a circle track car. We even had dragsters with aircraft engines.
It's getting so I have trouble remembering I was there, let alone what I saw. Jury is still out on his ideas. The hold-down bolts for the valve covers are different, too. Well the first thing to do was the tear down, which goes pretty quick when its a dragster. Toothed blower belts were not yet invented, so multiple V-belts were used.