Yellow Fever owned by George Vogelsberger from LI had Jenkins motor and won some national events. Car was seen on street on LI then disappeared, story has it it got crushed. Brainbeau Old my favorite saw it a lot. I have seen it at Div. 1 events and understand it's a clone and original is still around in storage. The above info is not completely right I did some research and found this; Today at the SPORTS MUSEUM OF DUTCHESS COUNTY 2nd RACE CAR SHOW...Fred Murphys wife 'Patsy" ,nephew and family brought out Fred's "Yellow Fever" 59 Chevy junior stocker.First public viewing in many a year. Brian had his Display set up and hooked me up by phone with Pat.She mentioned ,they did take it once, up to Lebanon for a nostalgia race...probably Cap Area rods.The Paint is still that pale yellow with some primer spots.and few damaged spots...BUT Thats All going to be fixed,as I have offered to Re-Hand Letter the car to its original way I did back then! AND Bring it Up to the 5th Annual Dover Drags. It Runs and real good too ...Might even see it Entered in our Dover eliminators! No problem being in the Time Warp parade and on display. Plan is to Repaint the car at Yenos and I'll arrive early to do the restoration graphics.Brian took a bunch of shots of it today...sending to me to post..Oh..look close in this photo...Pied Piper in the background. The confusion is because Vogelberger had a yellow 59 with a Jenkens motor and I'm not sure if it was George's and sold or if there was 2 yellow 59's with Jenkins motors. Pat
Warning, content is about an off topic car. Don't anyone blow a gasket. https://www.talladegaspoilerregistr...c-farland-keats-ford-drag-car-found-part-one/
Sorry, I don't know anything about the car or dealership, though I know exactly where it used to be. I'll just say thanks for posting it.
It was not from the Jr. Stock era ……. That pic is 1978. Quinte Speed & Custom Bob Willis View attachment 3523921 [/QUOTE]
Coke Royal's 409 '62 Chevy Bel-Air, Wichita Falls Dragway, Texas. This 409 was stretched out to 420 cubic inches. Note SEARS tire logo Doug Patterson Brand X Eliminator Tulsa world finals
This picture has been previously posted here but it's a worthy bookmark when used to point out that Cal Method won Stock Eliminator at the NHRA Divisional that concluded 6/25/2017 in Seattle with a reaction time of .011 in the final round. It was noted that he has now appeared in 39 final rounds at divisional level races and won 24 times. Not all of us old-timers are sitting on the couch. c
Thanks, Chuck Hard to find many Junior Stock racers from the 60's that are still as active as Cal is. Congrats, my friend
Got the complete story on the Vogelsberg 59 chevy. It did get crushed and George Murphy's "Yellow Fever" 59 chevy were not the same car, although both yellow and Jenkins powered. Pat
This 1954 Oldsmobile of Wayne and MarkDorey competed in MStock at York US 30Dragway. The 54 Oldsmobile engine, with303 cubic inches and 165 horsepower, wasvirtually the same car that Arnie Beswickdrove to victory at the 1955 and 1956 NHRA Nationals. Lee Menszak Typical racing action in the lowerclasses, this was a match between a‘56 Pontiac street stocker and the professionally set up Sunday-onlystocker. The ‘56 Pontiac had one of the 216 horsepower, four barrel, 316 cubic-inch V-8s, with a Hydra-Matic transmission. It probably had exhaust cutouts and soft rubber tires. (Jack Bleil) Pull up a chair a longish history of the Pontiacs Jim Wangers drove Ace Wilson’s Royal Pontiac in S/S class at the ‘61 Nationals. Royal Pontiac was the biggest name in Pontiac racing east of California, and had several cars in various classes, including a pair of identical Catalina coupes at the ‘61 Nationals, one for S/S and the other for S/SA. (Jim Wangers) Into the empty engine compartment went one of the “available over-the-counter only” heavy-duty engine blocks. The block was completely different from the standard 425-A block. It had four-bolt main bearing caps to keep the high revving forged-steel crankshaft together. The 425-A crank was a cast unit. The top of each cylinder had a small chamfer cut into the wall that matched the new compression chamber. Along with the new block went a heavy-duty oil pump and an 8-quart oil pan. The pistons were forged rather than cast, and when combined with the new heads, they had an 11.2:1 compression ratio, up from 10.75:1 in the 425-A engine. The cylinder heads themselves, had larger intake and exhaust valves, hardened high-ratio rocker arms, heavier valve springs, retainers, and push rods. The machined combustion chamber was slightly shallower but elongated to allow clearance for the bigger valves. This was the reason for the chamfered cylinder bore. Valve timing was controlled by a special McKellar #7 grind camshaft. The #7 cam was specifically designed for drag racing, with horsepower being developed in the 4200 rpm range and beyond. It used mechanical lifters instead of hydraulic types as in the 425-A, and easily revved to 6500 rpm. The intake manifold was an aluminum unit that mounted a trio of Rochester two-barrel carbs, basically the same system as used on the 425-A including vacuum-operated secondary operation. All the top teams removed the vacuum system and replaced it with a mechanical progressive linkage that opened the end carburetors at designated points so as not to flood the engine under hard acceleration. There were many other heavy-duty parts in the package including a special centrifugal advance; dual point distributor; special tuned cast-iron exhaust manifolds; deep groove pulleys for the water pump and generator belts; a clutch fan that would float at high RPMs instead of absorbing horsepower; a heavy-duty clutch assembly with a lightened flywheel that allowed the engine to rev quicker; lightweight aluminum bumpers and radiator; a heavy-duty 3 speed with Hurst floor shift; the T-10 wide ratio 4-speed transmission; and rear axle ratios from 2.56:1 to 6.14:1, all available with the Saf-T-Track limited slip differential. The preferred drag racing gear was 4.55:1 with Saf-T-Track. When all these heavy-duty parts were put together, it added up to an advertised rating of 363 horsepower, which actually was much closer to 400 horsepower when dyno-tuned. However, the NHRA rules at this time recognized only advertised horsepower. NHRA officials got smarter, later. It was the 363 horsepower version that found its way to the top drivers like Lloyd Cox of the Mickey Thompson team (tuned by Hayden Proffitt), Jim Wangers and the Royal Pontiacs, Arnie Beswick, Harold Ramsey driving the Union Park Pontiac, and Bob Harrop on the East Coast. The same engine could be used with the 4-speed Hydra-Matic transmission for competition in Super Stock and A Stock Automatic classes, depending on which body style was used. In a sedan body, the combination ran S/S, but in a convertible, it could run as low as B/S. Lloyd Cox, with his wife Carol driving, campaigned this combination successfully in A/SA throughout 1961. However, the Hydra-Matic had to be beefed to be able to take the increased torque and to shift at the RPM that offered maximum horsepower. The pressure regulator valve was modified by shimming the regulator spring. The shift points themselves were modified to hold the transmission in a certain gear to higher RPM. Many dealers like Royal Pontiac, performed these modifications for anyone who wanted it — voiding the warranty of course. However, racing the car in any fashion, either on the street or on the track, also voided the warranty. The elapsed times for the modified automatic cars dropped at least 1/2 second over a factory stocker. In late Summer of 1961, with the 409 Chevys and 401 Fords winning consistently at the strips, Pontiac made the following announcement: “Pontiac is now offering to qualified drivers a 421 cubic inch high-performance engine option. The engine is rated at 373 horsepower and features dual four-barrel carburetors, a solid-lifter camshaft, and high-capacity aluminum exhaust manifolds. The 421 engine is available only with related heavy-duty driveline components. It can be fitted to any Catalina or Ventura 2-door model.” What this all meant was that a few drivers around the country, notably the Mickey Thompson team and Royal Pontiac in Detroit (who had qualified drivers) could install a 421 cubic inch racing engine in their drag car from parts available over-the-counter. The 421 used a 1/4-inch longer stroke on the crankshaft, with a .30-inch overbore to obtain the 421 cubic inches. The cylinder heads were the same as those used on the 363 hp engine. Instead of the normal three two-barrel carburetion, the 421 had an aluminum two four-barrel intake, mounting a pair of the big Carter AFBs. The 421 came from the factory with those beautifully designed aluminum exhaust manifolds, that even had an open bypass to exit exhaust gas without restrictions. Of course, being available to only a few teams, the 421 Pontiacs were forced to run in the Optional Super/Stock (OS/S) class. Clearly, the 421 Pontiac had established itself right at the top of the class from the time it was announced.
Pretty sure I posted this at the time..about 5 years ago @ Firebird, Az. Three legendary 57 Chevy Junior Stock racers, still at it. Bob Lambeck, Cal Method, Ralph Van Papegham
Minor correction, the 1st.Olds shown is a '51 or '52 vintage, both having the 303 cu.in. Rocket 88, the '54 88's were 324's. Thanks for the photos, Dyno Dave
Bad Deal II 390 vs 383 Coke Royal's 409 1962 Chevy of the Texas Jacks Racing Team Big Money Dodge Gene McAdams drove this ex-Ramchargers '64 Dodge.
Sixtywunnortwo Corvette squares off against Garland Stewart's '32 Ford at Wichita Falls Dragway. Barbara Willen Wichita Falls
The Jalopy Journal
