He could have been anything. His father was Martin Revson, a founding partner of Revlon Cosmetics. He was rich, well educated, athletic and looked like a movie star. According to their sister Jennifer, Peter and her brother Douglas excelled at all things but chose to drive race cars.

While attending the University of Hawaii in 1960, Peter entered his first race. To the chagrin of his mother, it seemed he was a natural at this endeavor as well. He finished second in his first attempt, won his second outing and was reprimanded for aggressive driving in the third. Aghast, his parents promptly withdrew their financial support. Peter took the balance of his funds earmarked for college and moved to England. There, he nurtured his relationship with Teddy Mayer (whom he had met while attending Cornell). Mayer was more interested in the business side of professional racing and did not drive. Through their association, Revson made good contacts and ultimately gained access to more sophisticated machines.

After knocking around Europe for a few years, “Revvie” (as friends had begun to call him) returned to the United States to race big bore sports cars. The new Canadian American (Can-Am) series had just been introduced with advertised purses that exceeded those of Formula One. Both Peter and Douglas were front and center from the inaugural race on. Peter performed well enough to capture the attention of Ford executives and soon endurance racing and pony car seats were being offered. Meanwhile Mayer (who was by now managing Team McLaren), was on hand to monitor Revson’s progress.

When Douglas perished in a racing accident in 1968, Peter was understandably shaken. The brothers had made a pact however, and both had agreed to carry on even if one had paid the ultimate price.

In ’69 Peter got his first opportunity to race at Indianapolis. His mount was an underpowered Brabham but he squeaked into the Show and motored from dead last to fifth. After finishing in the money at Sebring as well, actor Steve McQueen hired him to co-drive his Porsche 908 in the 1970 edition of their twelve hour contest. The story has become legend as the factory teams one by one fell by the wayside and the duo of Revson and McQueen found themselves leading the event. Literally in the eleventh hour, Team Ferrari pulled Mario Andretti off the bench and put him in their sole remaining entry. In total darkness, Andretti began turning laps at qualifying pace. He eventually caught and passed the little Porsche and crossed the finish line twenty four seconds ahead. Reportedly McQueen took most of the credit for their near upset but the more informed recognized that Revson had done most of the heavy lifting.

Finally in 1971, Mayer felt that Revson had reached his full potential and offered him a contract with Team McLaren. Peter responded by putting his state of the art M16 on the pole at Indianapolis and finished second in only his third start in the 500. In Can-Am racing he was now driving for the dominate team. Revson won half of the races outright and finished on the podium in another three. His points accumulated were enough to earn him his first championship.

In spite of his successes, Mayer didn’t offer him a fulltime ride in Formula One until the following season. In this arena Revson was winless although he finished in the runner-up spot once and in the “show position” three times. The result was a fifth in the 1972 point standings. In Can-Am racing McLaren had lost its edge and the title had gone to Porsche. In Indycar a McLaren had won its first 500 but that was in the capable hands of Privateer Roger Penske.

In 1973 Peter’s dream of winning Formula One races was realized when he won both the British and Canadian Grand Prix. When Mayer had the opportunity to hire ’72 World Champion Emerson Fittipaldi (who came with Marlboro sponsorship) however, he did so and Revson was left without a ride. For the 1974 Formula One campaign Revson signed with Don Nichol’s new Shadow Team. The ensemble failed to make the first two races on the schedule and jumped at the opportunity to practice prior to the third round in Kyalami South Africa. On 3/22/74 Revson crashed his DN3 racecar when a titanium ball joint failed at a high rate of speed. He was reportedly killed instantly.

“He gave 100 percent of himself every time he went out on the track,” Jennifer Revson told George Levy in his book on the Can-Am. “He hated losing. He hated coming in second. Had he lived, I believe he would have realized his goal of becoming World Champion.”

Graffiti Weekend in Roseburg Oregon has a lot of things going on every July. One of the happenings is the Petersen Collector Car Auction, held at the Douglas County Fair Grounds.

This year offered a number of very nice collector cars. As usual the auction was well attended. My friend Bill Nelson and I have been making a habit of going to this auction each year for the last several. There were some great deals to be had. I shoulda bought that last car across the block… what a dummy I am.

The 60 Biscayne was really nice and it went to a new home. So did a very nice 63 Chevrolet Impala.

Petersen’s Auction is a family owned and operated, Oregon based company that really does a great job with each of their auctions, usually three per year. This one in Roseburg in July and two in Salem, one in the fall and one typically in February. Check them out either as a buyer or a consigner. You might find your next old car treasure, or you could thin your own herd.

Visit their web site www.petersencollectorcars.com to see what’s coming up on the block in Salem September 28.th Or call Curt or Susan @ 541-689-6824.

As far as I know, kids don’t build plastic model kits anymore. In the early sixties when I grew up, they were hugely popular. Models were available almost anywhere toys were sold- drug stores, hobby shops, five and dimes, even grocery stores. If you attended a boy’s birthday party in 1963, you were likely to see several model kits cheerfully received.

Even my older brother (who seemed to me devoid of creative DNA) was a capable model builder and assembled a pair of Austin Healy 3000s. He wasn’t interested in embellishment however, so they received no paint or decals. Me? I couldn’t accept the tires being the same hue as the fenders. Applying paint and decals was the best part!

Hawk released their Weird-Ohs kits (Digger, Davey and Daddy) in ’63 and when we saw them, we had to have ‘em! Artist Bill Campbell (clearly inspired by Big Daddy Roth) produced some truly unbelievable box art. I slammed together Digger in his bucket-T and couldn’t goop on the pigment fast enough. The result was always a disappointment but I was hooked. MODEL PAINTS! Didn’t you love those little quarter ounce bottles? They had a load of ‘em wherever models were sold. The Weird-Ohs were right up our alley and I procured “Freddy Flameout” and several of the “Silly Surfers” when they became available.

The first realistic car model I remember attempting was a ’69 Barracuda. This bad boy deserved special treatment so I stepped up and purchased one of those slightly larger glass jars of metallic bronze paint. I was in such a hurry to get to the finish in fact, that I glued the hood shut so I didn’t have to mess with an engine build. Naturally I didn’t own a decent brush and very likely didn’t possess any thinner but I was undeterred. I proceeded to apply numerous coats of thick enamel hoping my brush strokes would magically disappear on their own (they didn’t). A week later when my ’Cuda was dry enough to touch, it still looked like crap. Application of decals was my last resort but there simply weren’t enough decals on the sheet to disguise my horrific paint job. Defeated, the Barracuda took its rightful place in the garbage can and I took a hiatus from model building.

Before long, an older brother (or perhaps it was “Mike” down the street) presented me with a solution: rattle cans. Custom colors were expensive but almost any can of spray paint would do. Whether dad bought it to touch up a fender or mom purchased it for a craft project, it would certainly go on smoother than brush paint. I remember Mike donating a “Little Red Wagon” drag truck for me to experiment on and the result was stunning. I shot it flat black then added a canary yellow spatter effect! I was so proud of the result that I entered it in a model contest- which I lost. The judges sited shoddy workmanship but I’m convinced that they agreed my paint job was awesome! The good news was that I was back!

Mike and I both entered the next model contest. He built a cam-backed dune buggy called “a Shelako GT” and I assembled a Porsche 904 racer. I think we pooled our allowance money for a rattle can of Appliance White paint. We didn’t win that competition either but the Porsche received an Honorable Mention (mostly thanks to Mike’s tutelage). Armed with a little encouragement I was ready to tackle something more challenging. I requested an eighth scale trike motorcycle model called “the King Chopper” for Christmas. It was the first model I ever assembled with a ton of detail and I was pleased with the finished product. I got to display it on one of my mom’s knick knack shelves in our family room (for about a week!) I believe that was the final build of my childhood.

If my model building experience had ended with the Barracuda fiasco, I probably wouldn’t have ventured back into it once I retired. I have discovered that I am a much better model builder now than I was in my youth. For one thing I now have patience which I didn’t possess as a child, allowing glue and paint sufficient time to cure. For another I have a little expendable income, affording me quality supplies like good brushes and plenty of paint thinner. Lastly, the paint they put in rattle cans these days is much improved. If you can follow directions, you can lay down a paint job as good as Earl Scheib.

If you built models back in the day, I encourage you to try it again. For me it is as much fun now as it ever was. If you‘ve never tried it, for whatever reason…What do you have to lose?

June 2019 brought the MECUM Auction Company to Portland Oregon again for another nationally televised collector car auction. For us old car nuts, these are always exciting with hundreds of collector cars in one place to view and to buy.

I sold my 66 Biscayne at the Las Vegas Mecum Auction last year. That was exciting and I can tell you that these folks are absolutely great to work with, very professional, very helpful and full of integrity.

This years Portland Auction saw hundreds of cars “cross the block,” and by my calculations had nearly a 59% sell through. The Mecum auction is a “reserve” auction, meaning the owner can put a minimum amount he or she will accept for their car. Of course, the owner can “lift” the reserve as the car is on the block if the bid doesn’t reach their minimum but gets close, spurring him or her to do so. If you are in attendance you might hear “the reserve is off.” This sometimes causes the bidders to increase their bids/efforts since now they know they are going to actually buy the car of their dreams. Many cars cross the block with “NO RESERVE.” You’ll see a sticker, usually in the upper center of the windshield, with a capitalized NR. This means these cars will sell to the highest bidder.

Speaking of Dream Cars… Too bad I’m not rich. I would have bought a few cars at this year’s auction. There was a Nova SS that I particularly liked. Coincidently, a friend of mine liked it too and was watching it closely. The bid went higher that he and his wife were willing to go but it sold and went to a new home.

There were what I would call some “real deals” there too. One I liked was a 49 or 50 Studebaker with a later Studebaker V-8 engine, updated newer Cadillac interior and flames. It was an older build, showing some use but I thought is was a deal for around $6500 at the hammer. One could have driven it to a cruise the next day after the auction. Instant fun for that low of a price, what a deal.

I anticipate the Mecum Auction Company will be back again next June so if you’re selling or looking to buy, plan on getting your car consigned early, in the spring 2020 or if your in the market for another addition to your stable, mark you calendar for next year. You can find consignment info etc. at www.mecum.com.

Have you ever had someone you met a long time ago, never to see them again for more than 25 years? The only connection you have is to have read about him in newspapers, magazines and seen him on TV. This story is about me and Davey Hamilton.

Back in 1987 I started taking photos of supermodifieds here in the Northwest. That is how and where I met Davey, a shaggy blond haired kid in an offset supermodified at the Portland Speedway. At first introduction it was clear that we had a lot in common and got along well. Every track I saw him at he always had a smile.

I followed Davey’s career around different tracks in the Northwest and California. One time a few years later I was working as a volunteer at the Portland 200 Indy car race at Portland International Raceway. The race weekend was always The Open Wheel Spectacular at the Portland Speedway on Saturday night and the Portland 200 on Sunday.

Davey had developed into one of the top open wheel drivers in the Northwest. At the race at the speedway Davey was wanting to meet some of the Indy car owners. Early Sunday morning Davey and I went to the raceway and to the pit/paddock area where he introduced himself to the Hemelgarn Racing Team and to A. J. Foyt. And as they say—the rest is history.

Before we leave the world of supermodifieds here is a little information why Davey is a hero in my eyes. Several years of going to different race tracks in the Northwest, I would take my son, Tim, to the races with me. Every time we would see Davey he would shake Tim’s hand, call him by name and tell him to have a good time. One of the top racers knowing Tim’s name and talking to him is why he is a hero to me. He paid attention to everyone, even young fans.

You have to start somewhere. Davey’s first race car a long time ago was a home built roadster with a 230 cubic inch, 6 cylinder and a 1 barrel carb. He raced at Firebird Speedway in Idaho. From that he went to the powerful offset supermodifieds. Davey’s favorite super was the Trigueiro Motorsports Super. With that car and crew he won 1987, 1988, and 1989’s Northwest Supermodified Racing Association Driver’s Championship. Also, he won the Western States Supermodified Racing Association Championship in 1994 as well as the Copper Classic at Phoenix International Raceway at least twice in the supermodified division.

On to bigger and better things- open wheel racing, Indy lights, CART Indy car, Indy Racing League and the Indianapolis 500. In order to have the opportunity to try out for the 500 you have to pay. In Davey’s case he traded the homebuilt race car his dad, Kenny Hamilton had used in his attempt to qualify for the 500. In 1982 Kenny’s car, the Eagle Aircraft Special tried but did not make the 500. The unique car caught the eye of Ron Hemelgarn. Ron wanted the car for his museum, The car was traded to give Davey a tryout for the 500 in 1991.

Now for some statistics, Davy raced Indy cars 1991 to 2001 and then 2007 to 2011, though he did not win a race in 56 races he finished second in points in 1996, 1997 and 1998. Davey did race for several different teams throughout this time.
Then came the accident, a wreck involving three other drivers including Davey. He slammed into the retaining wall at the Texas Motor Speedway, crushing both legs and feet. After 23 operations and a long recovery, Davey’s desire to race again at the 500 came true in 2007 through 2011.

Then came retirement, he worked as a radio broadcaster and partnered with several racing associations. He became a race car team owner in Indy cars, USAC sprint cars, King of Wings sprint cars. He was also racing Stadium Super Trucks and back to racing supermodifieds at Oswego Speedway in New York.

With the Indy cars coming back to Portland, I thought I could find Davey, knowing that he has worked for several Indy teams. I put together a photo album of Davey and all the supers he drove throughout the years in the Northwest. Well, he was not in Portland that weekend. He was racing a super at Oswego Speedway.

Going to the Indy 500 this year, I was hoping to see him and I did find him, working for Harding Steinbrenner Racing with car number 88, driver Colron Herta. Davey’s job is a coordinator and advisor using all his knowledge to make the car go faster. Davey was very busy, after all it was the Indy 500.

Davey asked if I could meet him at Lucas Oil Raceway Park. As a car owner he had a USAC pavement sprint car racing there. I did meet up with him and gave him the photo album. We talked about the old days and what the future holds. He says his legs feel great, and as far as the future, he plans to stay involved in racing, Indy cars, team ownership and driving.

Whenever I interview anyone I always ask, “What was what was the first car you drove on the road?” This is where Davey and I have something in common . We both drove our mother’s cars, his mom’s a 1971 Torino and mine a 1962 Galaxie. Also in common we both had minor incidents. Davey ran into the garage door and I went into a shallow ditch. So even heroes are human!

On the first Sunday in June (the 2nd this year) I attended a surprisingly good swap meet at the Polk County Fairgrounds in Rickreall. Twenty two years ago three swappers: John Gilbert, Tom Pryor and James Cummins organized this event and it has been going strong ever since. This year the attendance was about the same as usual but the number of vendors was up- “One hundred and seventy,”according to Gilbert. “The first year we made about $250 profit,” he chuckles, “but we kept it going.” At some point Cummins pulled out but he has remained supportive as a vendor. (For vendors) “It’s kind of like gambling,” Gilbert says, “You never know if someone will be looking for what you put out there. Hopefully you more than cover your expenses and have fun.”

Admittedly, I was bit skeptical at first. The $6 admission price seemed like a gamble to me because I couldn’t see much beyond the ticket booth. But once I navigated the corral, I realized I was just getting started. Behind that, stood a barn full of vendors and beyond that more open space and a couple more barns. In addition, there was a grassy area with some sharp Rods and Customs on display- Always a nice bonus. As far as the merchandise offered, it was pretty much standard swap meet fare- some new items, some rusty gold. An early fifties Nash with a Ford engine and tranny, a guy selling his Crosley projects, a very restorable Cushman Scooter, a guy with a bunch of advertising (mostly framed posters by the time I got there.) He assured me that his best stuff had sold early and I believed him.

I came away with some smalls: a couple cans, a keychain, etc. I was happy. Incidentally, there is a decent flea market going on concurrently and for another dollar, you can explore that. This is held the first Sunday of each month about nine times a year. I found my best treasure there; a Bob’s Big Boy salt shaker from the 1950’s. Also the snack bar rocks! I shall plan to attend this function again next year but I’ll get there early!

This year when I made my annual pilgrimage to Indianapolis, I found a handful of race cars that I had never expected to see. Between the contemporary Indy cars, the cars on display in the museum, the seventy plus privately owned Indy cars on exhibit in tents next door, etc. I inspected literally hundreds of race cars. Of all the cars I looked at, these were my Five Favorite.

The Cummins Diesel Company based in nearby Columbus, Indiana entered diesel powered racers in the 500 on five different occasions. Their entry in 1931 was the first car to cover the distance without A SINGLE STOP (placing 13th). The early diesels tended to by heavy and boxy looking but not their final entry in 1952. Cummins spent over a half million dollars building this low, streamlined roadster for Freddie Agabashian to pilot and he stuck it on the pole. The six cylinder was slow coming up to speed but it’s four lap average was 138 mph; a new track record. On Memorial Day it fell back when its supercharger became clogged with hot dog wrappers and crap it picked up off the track. At seventy laps it was belching black smoke and withdrawn from competition. Ironically “Fast Freddie” had predicted this and suggested the engineers create another air intake in the hood. Not wanting to disturb the aesthetics of their design, Team Cummins had refused.

Ken Wallis had nearly won the 1967 Indy 500 with his original turbine car design, penned for STP president Andy Granatelli. His services were retained by Carroll Shelby in 1968 and with funding provided by clothier Botany 500, the next evolution of his side by side layout became a reality. In an attempt to reign in the turbine, USAC had put new restrictions on the size of its intake and Wallis had gotten around that by designing an annulus that opened at speed like the aperture of a camera. This of course was illegal and when Shelby chief engineer Phil Remington saw what Wallis had in mind, he resigned on the spot. Can Am racing champions Denny Hulme and Bruce McLaren were hired to drive but were unable to attain a competitive speed. When Mike Spence was killed practicing in one of Granatelli’s new Lotus Turbines, Shelby saw a way to save face. He called a press conference an announced that he was withdrawing his entries for “safety reasons”. Both cars disappeared for the next fifty years- It’s amazing to me that they still exist.

Meanwhile a few garages over, hot rodder Mickey Thompson was preparing for his final assault on the Brickyard. It had been four years since a Thompson entry had made the show and he was no longer building his own cars. Instead the “City of Long Beach Special” was constructed by San Franciscan Joe Huffaker who had a solid history of putting cars in the lineup. Actually the number #63 was the more conventional of two Huffaker “Wynn’s Specials” that Thompson had entered in ’67. Drag racer Danny Ongais was to make his rookie debut in the mount but it was fellow rookie Bill Puterbaugh that eventually strapped in. Sadly, the car which featured a small block Chevrolet with multi-valve heads of Thompson’s manufacture never ran well enough to make a qualifying attempt. Today, I am pleased to report, that current owner George Lyons appears to have the Huffaker fully sorted and running fine.

Aforementioned Kiwi’s Denny Hulme and Bruce McLaren were the dominate force in Can Am racing in 1969 but it wasn’t like the other guys weren’t trying. With support from Dearborn, Holman Moody stuffed a 500 cubic inch Ford monster into a two year old McLaren and strapped Mario Andretti in the cockpit. As per usual the diminutive Italian/American rose to the occasion and qualified third fast in his initial outing. After a little R and D the team reappeared for the last three events of the season. At Laguna Seca Andretti qualified seventh and finished fourth. At Riverside he started sixth and finished third and at Texas he split Team McLaren and qualified in the front row. At the drop of the green flag Andretti blasted into the lead and led for four laps before genading the engine. Clearly the car had potential, only the commitment was lacking. The “429er” (as it was referred to) was a no-show at the thirty and fifty year Can Am reunions and my assumption was that it no longer existed. Imagine my delight when I found it in the Mario Andretti-ICON exhibit held at the Speedway museum.

Another of Indy’s chosen sons was Jim “Herk” Hurtubise. He qualified for the 500 ten times and became a sentimental favorite of the fans. He promoted the front engine roadsters long after that technology had become obsolete. Hurtubise was a natural choice to pilot Andy Granatelli’s supercharged Novi and in 1963 he qualified it in the front row. Starting alongside was his friend Parnelli Jones and in the race they had a tremendous battle until the Novi was sidelined with an oil leak. Hurtubise watched Jones go on to win his only 500 and was among the first to congratulate him. In ’64 Herk was back in a traditional roadster but the following year he couldn’t get his entry up to speed and returned to Granatelli’s Novi. On the final weekend of time trials he put the day-glo rocket in the show with a solid qualifying effort. Unfortunately on race day he was the first retirement when his transmission failed. Knowing the Novi’s snake-bitten past and the ups and downs of Hurtubise’s career, it seems appropriate that the two be forever linked. Seeing the racer in person was an emotional experience.

One of the things on my bucket list was to go to the Indy 500. Well, it has happened, and it was a week I will never forget. The speedway is huge, the museum is fantastic and the people are friendly. Since my adventure lasted a whole week, this story will go day by day. While I was there I heard things and observed things, which I will interject throughout this story.

FRIDAY the 17th — Usually when I am up at 0-dark hundred it is to go to a car show or cruise-in. Not this time. I was on my way to Portland to catch a flight to Indy. My wife drove and we picked up my friend Steve Veltman. Steve was my guide on this adventure because he has been there and done that many times. As we were making our landing approach into Indianapolis Airport you could see the Speedway.
“That place is huge.”

After we landed we picked up our rental car, found our airbnb and went grocery shopping. We went out to dinner at White Castle, a hamburger place in Indianapolis that I had never been to. Then we drove by the Speedway. Even at night that place has a presense.

SATURDAY the 18th — From our airbnb we walked to the track and sat in the seats that we would have for the race, in the middle of turn one. Great view! We could see the cars coming out of turn four, down the front straight, through turn one, down the short shoot into turn two. Then we walked to the tunnel that led to the infield. We went to the Pagoda Plaza where we met Steve’s daughter, Cora. Cora works for the Speedway Museum and for NBC Sports. She was very busy.

I went through Gasoline Alley for the first time. All the cars and race teams were there. Every race team had their own garage area. With the garage doors open you could see the teams at work. When qualifying time approached we went back to our seats in turn one.
“Oh my goodness, those cars are fast.”

After qualifying we went back to our airbnb. I saw wildlife in the neighborhood.

“Racoons, squirrels, rabbits, chipmunks, an opposum hissing from under the porch and the smell of a skunk. More wildlife than at my cabin at Detroit Lake.”

Later we went to a local hangout, the Union Jack Pub for dinner. The place was filled with memorabilia. Diecast cars, photos, posters, shirts, helmets and even a real sprint car in the corner. Oh yes, the food was great, too.

SUNDAY the 19th — We went back to the track and it started to rain. We walked around gasoline alley trying to find my friend Davey Hamilton who works for Harding Steinbrenner Racing as a coordinator. Davey was busy so I will try to catch him later. The rain finally stopped. Qualifying was a go after the track was dried. I thought the Indy cars were loud, but the loudest things on the track were the jet track dryers. After about an hour of that noise the track was dry. Qualifying was on. The fastest and pole winner was Simon Pagenaud at 229.992 MPH.
“Beats watching old westerns.”

MONDAY the 20th — When Steve and I decided to go to the 500 he suggested getting a Bronze Badge. The badge works like a pass to go almost anywhere. One of the perks is to be able to go on pit row Monday only. A great chance to get up close and personal with cars, teams and drivers. After practice we finally got to talk with Davey. We talked about his racing supermodified in the Northwest and California. He told us about another supermodified racer who has a shop in the area, Chet Fillip. Both Davey and Chet are two of a small group of drivers that went from supermodified to Indy cars.

TUESDAY the 21st — Nothing going on at the track. So we went to Grant King’s shop. The shop restores vintage Indy cars. He also displays vintage sprint, midget, and quarter midget cars, along with several walls covered with photos of old race cars from the northwest. While we were there we met John Martin. He is a former Indy car and Trans Am driver. Nowadays he is a specialist in rebuilding Offy engines and VW engines for vintage midgets.

“Frankenstein engines: an Offy engine built from several different Offy engines,” and “I can fix junk, it only takes a little longer.”

The next stop on our shop tour is Chet Fillip’s Advanced Racing Suspensions. Chet raced a very unique supermodified throughout the country. The car is a Hyte built offset rear engine powered by a fuel injected big block Chevy. It sits so low the top of the roll cage is only about 2 ½ ft high. Chet still has the car. It’s in storage on the second story of his shop. Even if it is covered with dust and spare parts it is all together and so cool.

“‘I asked, didn’t you race the 500? “Once a while back,” said Chet very modestly.’”

Back to the speedway to get a guided tour of the museum by Cora. She worked on the display to celebrate Mario Andretti’s 50 years at the speedway. She did a great job, we saw all of Mario’s cars, driver suits, helmets and photos.

WEDNESDAY the 22nd — Time to kiss the bricks. Steve and I took the tour, a bus ride around the 2 ½ mile speedway and stopping to take photos and the kiss. Back to the museum and to the photo archives. It’s a room where they have thousands of photos taken at the speedway. You can buy any photo 8×10 for as low as $10.00.

On the way back to our home away from home we stopped at Dallara Race Cars. The shop was closed, but the display area was open to look around. About a block down the road was an indoor go-cart racing track for all ages to participate. It has a road race course, a flat oval, and a high banked oval.

THURSDAY the 23rd — Back to the track for Legends Day, a day of vintage Indy cars both on display and racing on the track. The display was of 70 vintage race cars. They had everything: diesel powered, Offy powered, Ford and Chevy powered, custom built engines and a turbine. There was such a variety of cars: uprights, roadsters, laydowns, rear engines and front engines. It was great to see the old cars out on the track. The sounds of the different engines was exciting to hear.

“When restoring the Boyce vintage race car transport truck , it was like a scene from NCIS with body parts all over the floor,” spoken by the driver of the transport truck.

The question came up about vintage racing: “When was the first car race? Right after the second car was built.”

FRIDAY the 24th — Carb day, Beer Day. The day that a lot [ cont. from p. 13 ] of people take a day off work and party. “Take the lawn chairs out of the garage put them on the driveway and party.”

As we went to the track we saw dozens of parties even early in the morning in driveways and yards.
“A beer keg in a baby stroller.” I kid you not.

The speedway was full of fun loving partyers and unusual dress. I saw a man with cut off bib overalls held up by one strap, cowboy boots, a sparkling star spangled cowboy hat.

It’s the last practice for the Indy cars. We sat in our seats and watched the practice. Then we went out to Lucas Raceway to watch the USAC sprint cars. We were able to take advantage of a chance to watch the race from the press box. It was great.

SATURDAY the 25th — This is the day after Beer Day. As we were going to the speedway and to the Memorabilia Show therein, you would never have known there were any parties the day before. The neighborhood and Speedway were cleaned up, no litter or beer cans could be seen. If you are looking for anything about the 500 you could find it at the Memorabilia Show. Poster, pins, yearbooks, photos, books, shirts, jackets, and even a brick from the original paving of the speedway. I even bought an original brick dated 1901 from turn three that was used in a local flowerbed. It was great just to walk through the show.

SUNDAY the 26th — RACE DAY! And for once the weatherman was wrong. All week long they said it was supposed to rain Sunday. The weather was high clouds, mild breeze and no rain. We arrived early to the Speedway so we would not miss anything. As I watched all the pageantry, marching bands, releasing the balloons, the crowd of people just kept coming in. Everything I dreamed of. Corvettes were the official pace cars. “Back Home Again In Indiana” sung by Jim Cornelison, the national anthem sung by Kelly Clarkson. The pace cars hosted former winners. Then the flyover: four planes led by an F-16, trailed by an A-10 Warthog with a P-51 Mustang on one side and a British Spitfire on the other side. It was cool! Then came the familiar announcement, “Drivers start your engines”. The pace laps, the green flag, the deafening noise of the cars and the crowd, 400,000 strong. Three wide down the front straight diving into turn one.

It was hard to get any good photos due to the crowd and the speed of the cars.

The whole race was great, especially the last 15 laps. It was a battle for the lead between Alexander Rossi and Simon Pagenaud. Passing back and forth right in front of us in turn one.

As you probably know Pagenaud came through as the winner with Rossi a close second.

MONDAY the 27th — We took the day off and tried to unwind and relax before getting ready to go back home. It took a couple hours to pack with all the souvenirs I got, but well worth the time.

TUESDAY the 28th — Made it to the airport only to find as we were checking in that our connecting flight in Chicago was canceled due to mechanical problems. There were no other flights to Portland on Tuesday. Southwest took very good care of us though, and we finally got home Wednesday afternoon after a stop in Vegas and beautiful downtown Burbank. It was a great adventure, fun and exciting, but it was great to be home.

Championship winning Crew Chief Clint Brawner said of Ed Elisian: “I always liked him. He worked hard and had a great, if uncontrolled, desire to be a race car driver.” Author Ross R. Olney referred to him as: “Another Vukie…Almost. He only lacked a little of the skill and judgment of the great Bill Vukovich.” And Vukie himself had sung the praises of his fellow driver before Elisian arrived in the Midwest. He may in fact, have set the bar too high.

Elisian was born in Oakland, CA and began his racing career in the late 1940’s. He drove Hardtops at Contra Costa Stadium and rapidly found his way into the popular Midgets. In 1951 he won Bay Cities Racing Association features in the indoor series driving for Bob Marchel and in ’52 finished fourth in BCRA points. It was during this time that Elisian became acquainted with Bill Vukovich whom had nearly won Indianapolis in his sophomore appearance. The two became fast friends in the Midget ranks and Vukie did his best to contact Elisian with Big Car rides.

In 1953 Elisian made his first Big Car start at high banked Dayton, Ohio while Vukovich dominated the Indy 500. Driving a state-of- the- art Kurtis roadster, Vukie qualified on the pole and led all but five laps of the hottest race on record. Finally, the following year, Elisian was able to join his mentor in Indianapolis. Vukie would again pilot the ’53 winning car while Elisian secured a ride in a solid Stevens’s dirt car owned by H.A. Chapman. Vukovich struggled in qualifying and didn’t make the race until the third day. He would start from the nineteenth slot while his protégé stormed from the final row. In the race Vukovich paced himself, finally taking over the lead at the halfway point and won going away. Rookie Elisian did a respectable job, bringing his mount home eighteenth, and six laps behind the leader. Away from the Speedway, Elisian was making a decent living. He won a Big Car race at Terre Haute and finished ninth in AAA Midwest points.

1955 was looking promising for the duo; defending Champion Vukovich had a new Kurtis roadster for the 500 which he qualified fifth while Elisian switched teams and put his Kurtis in the twenty ninth position. When the starter’s flag dropped, Vukovich forged his way into the lead and appeared to be on his way to an unprecedented third victory. Then on the fifty seventh lap some back markers got together and tagged Vukie as he attempted to squeak by. The contact put him into and over the guardrail, crashing in flames. Seeing this Elisian intentionally spun his car, unbuckled and attempted to save his friend from the burning wreck. Sadly his actions were in vain as Vukovich had fractured his skull in the initial impact. Elisian was led from crash scene sobbing and was too distraught to resume racing.

With the demise of his closest friend, Elisian became a bit of a lost soul. The sullen driver soldiered on in 1956 qualifying his first proper roadster fourteenth at Indy but was out at 160 laps. He fared better in the short track events, finishing sixth in AAA standings. In ’57 he procured his best ride to date driving for Lee Elkins and put the McNamara Special seventh on the grid but broke a timing gear at fifty one laps. On the short tracks he improved by one position in the AAA (now USAC) rankings and again was victorious at Terre Haute.

In 1958 it appeared that Elisian’s period of mourning had ended. He secured the seat in Jack Zink’s new roadster and a rivalry developed between him and Dick Rathmann who had taken over the McNamara ride. Fast lap of the month was passed back and forth between the two with Rathmann ultimately claiming the pole. The feud continued after the drop of the green flag as neither driver was willing to lift at the end of the back straightaway. This resulted in a collision that started a chain reaction involving more than half the field. In the end, Elisian, Rathmann and six other cars were eliminated and crowd favorite Pat O’Conner was dead.

Though Elisian wasn’t any more responsible than Rathmann, the incident was more or less pinned on him. The fact that he was unpopular among his fellow drivers certainly didn’t help. Without his advocate Vukovich to defend him, Elisian’s life began to spiral downward. He continued to perform well on short tracks but missed the ’59 500 over a suspension that involved gambling debts and bad checks.

Before ever having reached his full potential as a driver, Elisian crashed to his death on the Milwaukie Mile on August 30th 1959. He was thirty two years old and had never married. Unfortunately other than his immediate family, there were few to mourn him.

As tradition would have it, car shows in early April are held in the rain. I have been to this particular show for several years. Some years there is beautiful weather, some years there is not. This year, even in the rain, it was a great show with a great variety of cars, trucks, muscle machines and hot rods.

The car show is a fundraiser for South Albany High School’s class of 2019 drug and alcohol free graduation party. Inside the school we were able to stay dry in the cafeteria with chances to win raffle prizes, and or buy hot drinks and snacks available to anyone who wanted to join in.

Several Mustangs were there. Julene Michell Clark brought her daily driver, a 2017 blue Mustang convertible. On the other side of the variety of vehicles was Terry Thompson’s 1951 Chevy rat rod, a licence plate-ladened pickup. The bed of the pickup truck is covered with license plates. Unique, right? The only car under cover was Anne Clark’s 1956 Nash Metro. Also, Chuck Barr brought his beautiful satin black, green flamed Mercury custom chopped 2-door.

Several car clubs were represented by their members. Beaver State Corvette Club, Rollin’ Oldies and a club new to me was the C3 Car Club out of Portland are just a sample of the clubs that were there.

The C3 Car Club is a club for modern muscle Camaros, Chargers and Challengers. Talking to the C3 Club president, “Rasta”, said it’s a new club that is about two years old. The club has 50 members and is a very family oriented club. C3 is one chapter of the over 40 chapters throughout the US and Germany. Can you picture modern muscle cars made in the USA on the Autobahn. This club travels to car shows all over. The farthest they have gone is a 14 hour trip to North Hollywood, California. This day they arrived in Albany with 12 beautiful cars. They looked beautiful, even in the rain. Among my favorite cars is one you don’t see too often. It’s an outstanding 1974 VW Karmann Ghia convertible owned by Dennis Tomlinson. Last, but not least, C3 member, Steve Vanverhoof brought his 2017 Dodge Charger. It’s center strip was a light blue that was scalloped. Very unique!

If you go to car shows, go even in the rain. The South Albany High School show is one that provides money for a good cause and you may be surprised at who shows up!