Tom had the rocker oiling covered @bchctybob , he metered the flow with this valve. He no doubt used the minimum he thought necessary. I’ve seen a couple black and white photos previously but these give more angles and show much detail.
Here’s the portable work station that Tom built for Bonneville. All the necessary engine tools were stored in there. I have most of his tools and his Bonneville pit tool box as well as his Lathe, 1940s delta machinery and drill press. A lot of Jack Engle custom blower camshafts and handmade radius lifters. Loads of aircraft hardware, his entire AN fitting collection. Tom handmade everything. He had money and could buy anything at anytime but he chose to build a better mousetrap.
And this was an early block. Tom used a J&E full roller custom cam. And this was still pulse oiling circulation system. These engines were from Stu Hilborn. I have a NOS 283 that was Tom’s and he loosely mapped out mods with an oil pen on the block. I’ll post that one of These days. I’m moving a fleet of cars and parts to my new shop where this stuff can be displayed.
Alex told me about the money thing, but he didn’t really know how he made it. Just that you would never know he had it… Do you have any idea? The camera stuff he was using in the late 50s and early 60s cost more than a new Ford at the time… and I’ve been told he financed a good chunk of So-Cal’s ‘53 bonneville campaign.
I think that number 3 in your picture is nothing more than a very precise throttle pivot..... having the support spread over the whole distance of a valve cover takes almost all of the "jiggle" out of the linkage...
The directory is labeled “Blown Chevy,” and the only breadcrumb left behind was a dried-up piece of masking tape slapped on a negative sleeve like a warning label from the gods: “1956. 265-inch Chevy for the coupe. Final build. 400hp.” Hello, Impressive build and 400 h.p. to boot. A 265 c.i. motor ! My brother’s idea for another build was an Altered Coupe for our first build. That would have given us the ability to move the motor 25% back in the chassis and still close the hood, without any injector to stick upward outside. That was one original concept we fiddled around until, he realized, the whole build was to have a dual purpose race car, ability to race at Lion’s Dragstrip and drive it to school, too. We were influenced by the early Dragmaster Group from Carlsbad, CA. Another early drag racer at Lion’s Dragstrip was Kenny Lindley/Don Hampton front 671 supercharged race car. But, that was on a Hemi. So, the Dragmaster Group was competitive with a front drive SBC motor vs. the big Hemi race cars. The original Dragmaster chassis from the original builders set the pace as one of the most popular race car chassis for any class. The front blower drive SBC motor was the original concept that became the go to race car setup, as low and streamlined as possible. Jnaki It was a difficult decision not to have a front drive 671 blower for our 283 SBC. But, it would have moved our motor back so as not to qualify for the street legal set up as the rules implied. YRMV We had a 283 with 6 carbs on top and that was our start. But, eventually, we were able to get a new Isky Gilmer/Edlebrock blower drive and were ready to go for the class racing with a blower spec motor. Although, we were inches away from building the Potvin style front blower motor and move into the Altered Coupe classes. 400 hp, at least, but 600 hp? Perhaps, as it was good for a 12:6o e.t. and 112 mph for the quarter mile. The times were getting better and quicker as my brother was learning the methods to shift and get his timing at the starts organized. Tons of stop light practices to get off of the starting line as quick as possible was the goal. It was one nice sounding SBC motor and was a little intimidating when first fired up. YRMV
The Jalopy Journal
