Features VINTAGE SPRINT CAR PIC THREAD, 1965 and older only please.

Dirt or paved, I'll bet, there were a few that really didn't mind seeing it get made into a mall. It beat up on a lot of drivers over the years.

 

FWIW- Trenton, as dirt, held one AAA Champ car points paying race 6/19/49 with Myron Fohr winning.
http://www.champcarstats.com/races/194904.htm

I came across this pic, and believe it is also 1949 with Johnnie Parsons in the #12, Paul Russo in the #19 and possibly Duke Dinsmore in the #69 (?) though hard to tell. Unknown track, but possibly Milwaukee (?)

 

Spike.

3 questions
1. Who was the original owner of your Hillegass?

2. From whom did you buy it?

3. Who did you sell to?

 

Anyone know what this is? I know you all know it is an inout box but there is more to this box. It is prewar. I thought it was a cool picture and you might enjoy it

 

With the input being offset, I'm thinking it's a I/O with built in gear reduction, on the order of this: (?)

 

Loren Bennett did one like that for midgets right after the war when QC rear ends were scarce.

 

That car has been known as the Dutch Culp Offy, so i assume it was built for Culp.
I bought it from Daniel Dexter, from Ayer, Mass.
I sold it the second time to Paxton and Warke. The first time i sold it was to Bill Lauer of Skippack, PA.
Hope that answers your questions.

 

Pat O'Conner up in the beautiful La villa Spl. Langhorne 1955.
Pat Flarerty and crew-Indy 1949.
Wilbur Shaw in Boyle's Mazzy 1941.

 

-Johnny Ritter #3
-Not sure if this is the car that later became the Ken Brenn #24

 

50-Larry Shurter 4-Tony Bonadies 8-Ted Tappett 18-Rex Records
3-Bill Baker

 

Nice pics, CTtoPA , thanks. What track was the 2nd pic taken at?

 

Cherry Park in Avon, CT

 

That's real interesting. I wonder if the gear ratios may have been changeable, like a QC rear end? It looks like the slotted attachment holes would allow for varying sized input planetaries and permit perfect crank alignment. I'm betting it wasn't easy to get "right".

6RE6

 

FWIW- Comparing these 2 pics of O'Conner in 1955 and Foyt in 1957, I believe this is the same car, under different sponsorship. Except for paint they look identical down to the wheels. Both are listed as a Tempelton chassis and was last raced in 57. Anyone know more about Tempelton or what became of this car ?

 

Yes, the slots in the mouting plate allowed different size q/c gears to be meshed properly with the large outer gear. My understanding is that it is a real PITA to change gears, as the rear has to come loose and be pulled back etc. to swap gears.

 

Rootie and Dean,

You are both correct, this is a Bell in/out forward quick change box. I have attached a picture of a sun gear with the locator cam. These came in sets with matching numbers. It made it easy to line up the gear box to the motor and set the back lash. While doing research on my midget with this box I was told by Art Bagnall (Worked for Bell Auto after the war) that it was discontinued when Ernie Casale developed the quick change rear end in the 30's and they were no longer made after the war. Rootie you are right it is a PITA to change when in a hurry. Also, Rootie the picture of the midget with the QC, could that be the "Pop" DeVercelly midget? See I am paying attention, Thanks for all your info and pictures they are great.

 

That is in the midget, out of Denver, you PM'd me about a while back. In talking to the guy, he told me about it being such a pain to work on. He has a conventional Q/C in it and said he never messes with the I/O box.

 

TECH question here----



Can you guys school me an "Ackerman", regarding front end straight axle geometry?

 

Most dirt sprints I ever saw had zero Ackerman. I know mine were that way.

 

If you ask 10 different racers you'll probably get at least 9 different answers but I use to use the general rule of thumb that at 18 deg. of r/f angle you should have a 5 deg. gain in l/f. In other words, if you turn the r/f in 18 deg. the l/f should be out at 23 deg.

 

"ackerman geometry" is a method of movement so that the inside wheel describes its proper smaller radius than the outside wheel relative to the center of any given turn, reducing tire scrub.

It can be calculated for any car (see drawing) by drawing a line(green) from the center of the king pin(blue) to the center of the rear axle(black). Depending on the length of your steering arms, the tie rod(red) should attach to the steering arms at any point along this line(green)

The most common alternate method of "ackerman" used on most sprint cars is to set a a small amount of tow out of the front wheels.

 

What confuses a lot of people is understanding and visualizing how true Ackerman works in function. Here's a diagram that shows it fairly well:

 

Rootie what are the 'other' points on your diagram (the ones with the dashed lines)?

Help a fellah out that started drinking a mite early on St Pat's Day, please.

 

That shows the difference in angles when the arms (red arrows) are moved to the right (left turn) the inner left angle is sharper than the right angle.

 

THIs is why i go to this thread everyday....I am such a moron!

 

To; Old Bill, Racer 5c, Steve E, Brian 26 & Mac Miller
Re: Weinberger Homes, S & D, etc.
Just got answer from Mr. Edmunds & he says I DID NOT BUILD THIS CAR.
So, it seems Barrett-Jack. info was not proper. Anyway, it seems then that J. White did build the car as we thought. All you guys above, take a bow. I really appreciate the info & pics you posted.

mlight9.

 

Long live and all hail Don Edmunds!

 

MLight, I'll even go one farther. I would have to see documentation that that's the car Johnny White built.

 

PM me for his son Jimmy Whites phone number if you want it.

 

Rootie, thanks.