No. 30 / El Mirage

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Roddin28
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No. 30 / El Mirage

Beitragvon Roddin28 » Samstag 8. Mai 2004, 08:34

schau ma mal --- wenns zu schwer ist - sagts es aber!!
-- mit was für einem auto hat Mickey Thomson den neuen rekord von 129,96 mph im jahre 1951 aufgestellt - in el mirage
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Beitragvon Torsten » Sonntag 9. Mai 2004, 20:08

Mist,ich bekomme es einfach nicht raus :evil:
Bild

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Beitragvon Tom » Sonntag 9. Mai 2004, 21:05

Also, nach dem was ich gefunden habe, gar keinen - das wird aber wohl nicht stimmen.
Zwischen 1947 und 1963 gab es demnach keinen SpeedRecord?!

Hier die Liste der all-time-land-speed-record-holder:
Quelle: http://www.landracing.com/news/history.htm


All Out Land Speed Record List
(Chart below does not different between type of power, this chart is showing you the history of the land speed records from the 1st record recorded to current day all out records) I will be modifying this list more coming soon.

CLICK on the Vehicle Name for a picture of vehicle.

All Vehicles in Red were not record holders but provided some type of history to the sport of Land Speed Racing and should be used just for your information.

Click on the Vehicle to learn about it.

Date MPH Vehicle Driver Place Engine Type
1813 3* Issac de Rivaz Issac de Rivaz Switzerland T
*Information brought to the existing FIA sanctioning body, is to accept Issac de Rivaz as the first Land Speed Record vehicle, (also inventor of an automobile in 1813) This is currently being perused by several people, one being Ben Jordan of Denver
Dec 18, 1898 39.252 Jeantaud Chaselloup-Laubat Acheres Fulmen Battery Electric EL
Jan 17, 1899 41.420 Jenatzy Jenatzy Acheres EL
Jan 17, 1899 43.690 Jeantaud Chaselloup-Laubat Acheres Fulmen Battery Electric EL
Jan 27, 1899 49.920 Jenatzy Jenatzy Acheres EL
Mar 4, 1899 58.250 Jeantaud Chaselloup-Laubat Acheres Fulmen Battery Electric EL
April 29, 1899 65.820 Jamais Contente Jenatzy Acheres 2 Fulmen Battery Electric EL
April 13, 1902 75.060 Serpollet Leon Serpollet Promenade Single Action 4-cylinder ST
Aug 5, 1902 76.080 Mors Vanderbilt Albis IC
Nov 5, 1902 76.560 Mors Henry Fournier Dourdan 4-cylinder in-line IC
Nov 17, 1902 77.130 Mors Augieres Dourdan IC
July 17, 1903 83.484 Gobron Brille Arthur Duray Ostend
Nov 5, 1903 84.731 Gobron-Brillie Arthur Duray Ostend
Jan 13, 1903 91.369 Ford Arrow Henry Ford Michigan 4-Cylinder in-line IC
Jan 28, 1904 92.299 Mercedes 90 W.K. Vanderbuilt Daytona 4-cylinder in-line IC
March 31, 1904 95.401 Gobron-Brillie Louis Rigolly Nice IC
May 5, 1904 97.539 Mercedes 90 Pierre de Caters Ostend IC
July 21, 1904 103.560 Gobron-Brillie Louis Rigolly Ostend IC
Nov 13, 1904 104.530 Gordon Bennett Paul Baras Ostend IC
Jan 24, 1905 104.649 Napier 6 Arthur MacDonald Daytona 6-cylinder in-line IC
1905 Herbert Bowden
Bowden broke the Napier 6 record, but was disqualified because the vehicle exceeded weight limit of 2204.6 lbs. This forced an organization to be made for the United States, Great Britain and France
Dec 30, 1905 109.025 Darracq V8 Victor Hemmery 90 degree V-8 IC
Jan 26, 1906 121.570 Stanley Rocket Fred Marriott Daytona Twin-Cyl Steam ST
Jan 26, 1906 127.600 Stanley Rocket Fred Marriott Daytona Twin-Cyl Steam ST
Record was not recognized by French who only credited him the speed over a Kilo not the mile
1909 Blitzen Benz Vicotor Hemmery Brooklands 4-cylinder in-line IC
March 23, 1910 131.72 Blitzen Benz Barney Oldfield Daytona 4-cylinder in-line IC
1910 * Blitzen Benz Bob Burman Daytona 4-cylinder in-line IC
* was not recognized by the AIACR (Association Internationale des Automobile Clubs Reconnus), based in Paris. After this run AIACR laid down a new and fair rule for record attempts. They stipulated that attempts must be made in two directions to rule out any assist from wind. Americans however did not recognize this rule.
June 24, 1914 124.099 Benz L.G. Hornsted Brooklands 4-Cylinder in-line IC
*This was the first 2 way attempt set by AIACR for speed records
Feb 12, 1919 149.875 Packard 905 Ralph de Plama Daytona V-12 IC
De Palma did not make second run according to rules of AIACR, Americans still did not enforce this rule, instead of making a second run he keep the recognition of the record in the US
April 17, 1920 156.030 Duesenberg Tommy Milton Daytona 2 8-cyl in-line IC
On his attempt vehicle caught fire and was unable to make 2nd pass, so he kept the land speed record in the US
1922 ??? Wisconsin Special Sigmund Special 6-cylinder in-line IC
This basically is to state vehicle did exist with potential of going way faster during this time period. He made runs according to his statement of 180 mph, the press said 170 mph. None had ever been confirmed. Why is his name in here, like they said vehicle was built, did race, and was capable of being the fastest vehicle in the world at that time.
May 17, 1922 133.750 Sunbeam 350 hp Kenelm Guinness Brooklands 60 degree V-12 IC
1923 137.720 Sunbeam Special Sir Malcolm Campbell Fanoe IC
Speed was not recognized because the AIACR did not approve timing apparatus.
1923 143.340 Delage Thomas/Delage Arpajon 60 degree V-12 IC
Speed was objected because Thomas/Delage did not have reverse gear by Eldridge, the AIACR accepted the objection
July 6, 1924 143.31 Delage R.Thomas Arpajon IC
July 12, 1924 146.01 Fiat Eldridge Arpajon IC
Sept 25, 1924 146.221 Sunbeam Sir Malcolm Campbell Pendine V-12 IC
July 21, 1925 150.901* Sunbeam Sir malcolm Campbell Pendine IC
*First person ever officially to go over, and set record in excess of 150 mph
March 16, 1926 152.766 Sunbeam Henry Seagrave South-Port 75 degree V-12 IC
April 28, 1926 169.300 Babs John Godfrey Perry Thomas Pendine 45 degree V-12 IC
April 29, 1926 171.056 Babs John Godfrey Perry Thomas Pendine 45 degree V-12 IC
Feb 2, 1927 174.920 Napier-Campbell Bluebird Sir Malcolm Campbell Pendine 12 Cylinder IC
March 29, 1927 203.842* Sunbeam 1000 HP Henry Seagrave Daytona V-24 IC
*became first man ever to exceed 200 mph
Feb 19, 1928 206.999 Napier-Campbell Bluebird Sir Malcolm Campbell Daytona IC
April 22, 1928 207.596 White Triplex Ray Keech Daytona V-36 IC
April 25, 1928 Stutz Black Hawk Frank Lockhart Daytona V-16 Duesenberg IC
Frank Lockhart made an attempt on the record at Daytona, lost control and ended up in the sea, he was rescued, Keech then broke the record, then Frank tried again blew a tire and lost his life.
March 11, 1929 231.44 Golden Arrow Irving Napier Henry Seagrave Daytona IC
Feb 5, 1931 245.786 Napier-Railton Sir Malcolm Campbell Daytona 12 cyl SC IC
Feb 24, 1932 253.960 Napier-Railton Sir Malcolm Campbell Daytona Rolls Royce V-12 IC
Feb 22, 1933 272.295 Napier-Railton Sir Malcolm Campbell Daytona Rolls Royce V-12 IC
March 7, 1935 276.82 Napier-Railton Sir Malcolm Campbell Bonneville Rolls Royce V-12 IC
Sept 3, 1935 301.13* Napier-Railton Sir Malcolm Campbell Bonneville Rolls Royce V-12 IC
* First person to break 300 mph barrier
Nov 19, 1937 311.606 Thunderbolt G.E. Eyston Bonneville 2 - SC V-12 IC
Aug 27, 1938 333.419 Thunderbolt G.E. Eyston Bonneville 2 - SC V-12 IC
Aug 27, 1938 345.500 Thunderbolt G.E. Eyston Bonneville 2 - SC V-12 IC
Sept 15, 1938 350.200 Railton Cobb Bonneivlle IC
Sept 16, 1938 357.50 Thunderbolt G.E. Eyston Bonneville 2 - SC V-12 IC
Aug 23, 1939 370.143 Railton Mobil Special John Cobb Bonneville 2 -SC Napier Lion V-12 IC
Sept 16, 1947 394.20 Railton Mobil Special John Cobb Bonneville 2 - SC Napier Lion V-12 IC
Aug 5, 1963 407.518* Spirit of America Craig Breedlove Bonneville J-47 Jet Engine JT
*first person to set record over 400 mph
1964 403.187 Bluebird Proteus Donald Campbell Lake Eyre Bristol-Siddeley Protsud Turbine T
1964 413.020 Wingfoot Express Tom Green Bonneville J-46 Jet Engine JT
1964 434.022 Green Monster Art Arfons Bonneville
October 1964 FIA (Federation Internationale de L'Automobile) took over for the AIACR finally made two classes one for cars with at least two driven wheels and the other for cars powered by jet engines
Oct 3, 1964 468.798 Spirit of America Craig Breedlove Bonneville J-47 Jet Engine JT
Oct 22, 1964 Wingfoot Express II Bobby Tatroe Bonneville 25 Jato Rockets JT
Walt Arfons vehicle Wingfoot Express II reached speeds in excess of 580 mph but the rockets ran out of thrust before the driver could finish thru the measured mile or kilo
Nov 2, 1965 555.576* Spirit of America Sonic I Craig Breedlove Bonneville J-79 Jet Engine JT
*first person over 500 mph
Nov 7, 1965 576.553 Green Monster Art Arfons Bonneville J--79 Jet Engine JT
Nov 11, 1965 409.344 Goldenrod Bob Summers Bonneville 4 V-8 Chryslers IC
Nov 15, 1965 600.701* Spirit of America Sonic I Craig Breedlove Bonneville J-79 Jet Engine JT
*first person over 600
Oct 23, 1970 630.513 Blue Flame Gabe Gabelich Bonneville Reaction Dynamics Liquid fuel Rocket JT
1983 633.468 Thrust SCC Richard Noble Black Rock JT
1991 409.986 Speed0Motive Al Teague Bonneville IC
1997 763.035* Thrust SSC II Andy Green Black Rock 2 Rolls Royce Jet Engines JT
Andy Green first person thru 700 mph barrier, also first person to set a record over the speed of sound by a land vehicle.
2001 458.440 Turbinator Don Vesco Bonneville T55-L-11A SA T

:shilfe: :sbitte:
Für alle die mich nicht kennen, ich hab das hier einmal gegründet, als ihr noch Golf gefahren seid! 8)

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Beitragvon Roddin28 » Montag 10. Mai 2004, 06:38

der rekord bezieht sich auf el mirage (und auf seine klasse) - gefahren wurde dort nur mit rods und streamliners -- sein car club war "Roadents" und die marke seines cars war ford --- hoffe das hilft weiter -- noch ein tip -- diese autos wurden nur 4 jahre gebaut
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Beitragvon Gustavltd » Montag 10. Mai 2004, 10:03

Ford Modell A?
Das Leben ist zu kurz. um es mit kleinen Autos zu vergeuden.

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Beitragvon Roddin28 » Montag 10. Mai 2004, 21:37

fast - nur genauer
CARS - Most fun you can have with your pants on.

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Beitragvon Gustavltd » Dienstag 11. Mai 2004, 22:19

Da kann ich nur raten, da von 1928-1931 14 verschiedene Karosserievarianten gebaut wurden und 6 davon noch in zwei Ausstattungsvarianten. Ich persöhnlich würde auf einen Roadster, ein Coupe oder Sport Coupe tippen.
Das Leben ist zu kurz. um es mit kleinen Autos zu vergeuden.

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Beitragvon Roddin28 » Mittwoch 12. Mai 2004, 06:35

ford a coupe is richtig!!

es gab damals die klassen:
A coupes
B coupes
C coupes
D coupes (dick pierson coupes) -- das wär eine gemeine frage gewesen :wink:
A roadsters
B roadsters
C roadsters
A sedans
B sedans
B Streamliners
CARS - Most fun you can have with your pants on.

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Beitragvon Gustavltd » Mittwoch 12. Mai 2004, 22:29

Gut nur so interessehalber.
Was war an den dick pierson coupes besonderes?
Das Leben ist zu kurz. um es mit kleinen Autos zu vergeuden.

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Beitragvon Roddin28 » Mittwoch 12. Mai 2004, 23:23

ok - du hast gefragt :lol:



The Pierson Coupe Story: by Tom Bryant

I purchased the car from Dick Schell of Redding CA in early 1980. The car
came without engine or transmission. It still had the original closed
driveline and a mediocre roll cage, but otherwise was in decent
condition. Dick had sandblasted the car to remove several coats of paint, a
mistake which slightly damaged some of the aluminum panels, and applied a red primer paint job. The original firewall had been remove to allow a 25% engine setback. The grill opening had been covered with a piece of aluminum, it
still had the original type Ford shock absorbers, a Halibrand Quick Change
rear axle and Knock-off type Halibrand Magnesium rear wheels and spindle
mount Halibrand Magnesium front wheels. The steering was a Ross, which
steered a 1937 Ford "60" tube front axle and the driver was seated on the
original left side position. The cooling for the engine was provided by an
aluminum, twenty gallon water tank mounted in the rear of the car.

The changes I made were few. I went to an open driveline, installed an
aluminum Powerglide transmission, and a 302 cu. in. Chevrolet. We remove the
original roll cage, which appeared to be water pipe, and installed a new
one. Of course, safety equipment, fire extinguisher system, five point seat
belts, new lexan windshield and window coverings and necessary gauges were installed.

Since we ran an automatic transmission, we started the engine with the
original type starter. In the early years we ran a torque converter so it
was normally driven on and off the trailer under its own power. Later, I
went to a direct drive setup, (no converter) which I still use today. We
start the engine, push the car up to about 40 MPH and drop the trans into low
gear and away we go. I like this setup because the speed is more predictable
by tach readings, and there is no worry about a converter exploding under my
feet.

Records Set with the Pierson Coupe:

Gasoline:
11/15/81 El Mirage D/FCC 184.420 MPH
08/20/91 Bonneville D/GCC 206.409 MPH


Fuel:
11/12/89 El Mirage D/FCC 202.685 MPH
10/90 Bonneville D/FCC 221.898 MPH
(Set the record at 217.236 MPH, gaining entry into the Bonneville 200
MPH Club, raised it two more times and ended the meet with 221.898 MPH,
which stood until 1998.)

08/22/91 - Fastest one-way speed (Bonneville) - 224.679 MPH with a 227+
MPH exit speed

We made nearly 100 passes down the salt during the time that we campaigned the car, it was really a joy to run. It handled well most of the time, but we did have our moments, spinning at two separate meets. The first time I was running on the short course against a 205 MPH record. (Because the course was a bit wet, it was determined to open only the short course.) I was one of the first cars to run and was charging hard, running probably a little over the record in the middle of the quarter mile traps (at the end of two miles) when suddenly it lost traction and went around. It made six loops while traveling through the traps, averaging 184 MPH for the quarter.

It wanted to wag its tail all week long and I gave the damp course conditions
the credit until at the World of Speed the next month. There we had a dry
course and at above 150 MPH I was experiencing the same conditions. After
some pondering and head scratching, I determined that maybe the roof rails
that had been installed that year could be the problem. I removed them and
presto good handling again. Evidently I had installed them off center. I did
carefully reinstall them at a later date and had no more problems. The second
time I lost it, I pulled it into reverse shutting off at 195 MPH causing it
to make a couple of rotations. In neither of the situations should the car be
blamed.

More Info...

In early 1980, I was approached by Dick Schell, a "Shade Tree Mechanic and
Street Rod Enthusiast" in the Redding area, who told me he had purchased an
old Bonneville Coupe that had been stored, for about fifteen years, in a barn
on "Old 44" highway east of Redding. He knew that I had a Bonneville roadster
and came to me for a copy of the rules, so he could properly prepare the
coupe for Bonneville. I am always thrilled when new people show an interest
in Bonneville, so naturally, I gave him the latest rule book and offered to
put an engine it, since I had a spare motor, when he got the car ready.

A few months passed and one day he came to our shop, telling me that he was
getting discouraged with the project (we all know how much work, and expense is involved in preparing a car to run). There was a Street Rod Event in the San Francisco area that he wanted to attend, needing to raise some money, he asked if I knew anyone who wanted to buy it. I told him that I
didn't. However, after he left, I couldn't get the coupe idea out of my mind,
so I made a trip out to his place to see the car.

When I saw the car, it was really ugly, but I saw something different in my
mind's eye. I set out to convince my wife that I should purchase the
coupe. Unfortunately, she saw the same ugly car that I saw, but didn't have
my vision. It was difficult, but through convincing argument, and some
bribery, I suppose, I really don't remember, she relented. So, I called Dick
and made an offer. My offer was $600 less than he paid, but he finally
concurred, if he could keep the engine, (a basically stock Pontiac) and the
early Ford transmission. That suited me since I really had no need of those
items.

It was mid-June. Speedweek was only about two months in the future and I had lots of work to do if I would make the meet. You have to remember that I was only fifty years young and had considerable more energy than I do at
present. Dick had sandblasted the car and painted it with red
primer. Overall, the car was really in reasonably good condition, however, it
was in need of a better roll cage (the cage in it looked like water pipe),
and it still had a stock enclosed driveline. I got busy building a new roll
cage and put in an order for parts needed to convert the quick-change to an
open driveline. Most everything else was just "grunt work."

We did get the car ready, I borrowed a trailer, and we headed to Bonneville
with two cars, a D/FR and a D/GCC. Since I had been unable to come up with a
rear drive shaft yoke that I needed, I manufactured one. Unfortunately,
after a couple of runs, which yielded times in the mid-170's, I was up to the
starting line just at dusk, when I put the car in gear and found that I had
lost connection to the rear axle. As we were pushing it off to the side, a
photographer came up and wanted to take a picture of us, the coupe and an
enormous moon that was just rising. Naturally, as all other racers, I have an
giant ego, so gladly agreed to be photographed. The picture appeared in
Sports Illustrated a couple of years later, along with a short story about
the Salt. This was my first indication that I had purchased a car that would
draw lots of attention over the next eleven years. Through the rest of the
week, while the car was residing in the pits, people were constantly stopping
to take pictures of the car. A few asked, "Is this the Pierson Coupe?" I had
no idea since I had not yet become aware of the Pierson Coupe. Phil
Fruediger, while walking through the pits, stopped and looked the car over
and said, "This is the Pierson Coupe, I recognize the clutch and brake
assembly I made while partners with and driving for Tom Cobb." They were the
last to run the car at Bonneville before I brought it to the Salt in 1980.

Over the next several years, just about ever time I appeared at an event,
some one would give me more information about the car. The history of the car
as best I can recount is as follows: August 1949 it made its first appearance
at the Russetta Lakes meet. Owners, Bob & Dick Pierson were also running a
1936 coupe at that time. The First time at Bonneville was 1950, and then
1951 under the same ownership. Dick went into the military service and in
1952 Dawson Hadley and ____ Evans (I'm not sure of his first name) purchased the car. (I have talked to Mr. . Evans at the Muroc events). They ran the car for a year or two, then George Bentley (of Sadd, Bentley, & Teague) bought the car. Tom Cobb then borrowed (or bought) the car from George and ran at Bonneville setting the record in C/CC at 187.987 in 1956, using a blown Chevy for power. Eventually his best one-way time was 196+ MPH, last running the car in 1958.

Bob Joehnck purchased the car from Cobb in 1959 and installed a Chrysler
engine with plans to take it to Bonneville, but decided to scrap the idea
after attending the Bakersfield National < mile meet where he experienced
handling problems. He then sold the car to one of his employees.

A gentleman was in our shop for some service one day when I was working on
the car, I don't remember his name, however he told me that he was driving
down the street in Santa Barbara, several years ago, and saw the coupe parked
at the curb, he stopped and inquired about the possibility of purchasing it
and was successful. He told me that he brought the car to Redding and put in
storage. After many years, his son sold it to Dick Schell without his
knowledge! He said that although he was terribly upset with his son, he was
glad to see that it was in good hands.

I met Dick Pierson at the Lakes in 1984, I believe, and spent some time
discussing the car and its history. I met Bob a couple of years later when he
stopped by our shop and spent a few hours with me, catching up on what the
car had been doing. Both Bob and Dick and their wives have become dear
friends, following the car just about every where we ran until I sold the car
the end of 1991. Bob says that I made him famous, which really isn't too far
from the truth.

Both Bob and Dick have capitalized on the fame of the car and I am happy for
them, they certainly are entitled, since they conceived and built the car,
but very likely the car would have been forgotten by most of those who
remember it, if we hadn't given it the exposure. Certainly, the younger
generations would not have known of the car if it hadn't been for the press
it received while we campaigned it. The car has appeared in most USA hot rod
publications, and in at least two overseas (Italy and New Zealand) magazines.

I am very thankful to the Piersons for having built such a great car. I am
proud to have been a part of its history. The only regret I have is, it was
never MY car, it was always, and always will be, the Pierson Coupe. Although,
I do occasionally get a mention as being the last owner before the
restoration. I guess that is the main reason for staying with the '34 coupe
when I built the new car. When I look at it, I see the Pierson Coupe with
streamlining and it is known as Tom Bryant's car!

The Pierson Coupe is now safely in good hands. If I had continued to run the
coupe, it is likely that it would have eventually been destroyed, resulting
in possible serious injury or death to the driver. The car was going too fast
for its age and the quality of its construction. After all the car had been a
race car for forty-two years when I sold it. The new owner, Bruce Meyer, is
a super person and his joy is received from restoring and preserving various
vintage vehicles and race cars for future generations. The Pierson Coupe is
one of his most prized possessions. A real tribute when you see his
collection of cars, several race cars of various venues, the Agajanian #98
Indy car, the Greer, Black, and Purdhomme Dragster, the So-Cal Speed Shop
Belly Tank, some motorcycles, and various Classic Cars, including a Dusenberg
touring car that is said to be valued at more than million dollars.
CARS - Most fun you can have with your pants on.

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Beitragvon Torsten » Donnerstag 13. Mai 2004, 18:29

Allet Klaro :shock:
Bild

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Beitragvon Gustavltd » Donnerstag 13. Mai 2004, 22:16

Na auch nicht schlecht, das Auto hatt ja einiges geleistet.

Ich glaub jetzt darf ich dann wieder.
Das Leben ist zu kurz. um es mit kleinen Autos zu vergeuden.

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