Posts Tagged ‘top fuel dragster’

FELLOW TRAVELERS

November 3, 2008

May 31, 1959, Riverside Raceway: The Russians dominate the heavens with Sputnik, a satellite designed to determine the density of the upper atmosphere and return data about the ionosphere via a pair of radio transmitters.

It’s Memorial Day weekend – when the US of A honors its war dead – and Eisenhower/martini-shaker America is having enough problems coming to terms with the Russkie’s satellites that continue to buzz the stratosphere whereupon an Ozzie & Harriet-type couple is motoring down the surface streets near Disneyland and they encounter what looks like a spaceship strapped-down on the back of a flat, open trailer, being towed by a 1956 Chevrolet station wagon.

In the front seats of the Chevy are a couple of beat looking young men, “Jazzy Jim” Nelson and “Jocko” Johnson. In the back is a lone black man, pit man Eddie Flournoy.

As the couple pass the spaceship-time machine looking thingie, they do a double take. The Harriet-type drops her jaw. The Ozzie-type scratches his crewcut. As disturbed as they are about the Communist threat of interstellar superiority, they are unsure if these are the guys they want on “our side.”

After Jocko and Jazzy unload their streamlined dragster off of the trailer, the world stops in its rotation: On this day, the Jocko’s Porting Service entry, a rear engine dragster blanketed in aluminum lovingly hand-formed by Jocko, sets a 1/4 elapsed time record, as driver “Jazzy Jim” stops the clocks in 8.35 seconds. To Jocko, it is an empirical display of the equation wot says: horsepower less drag equals an ungawdly acceleration. His stealthy car slithers through the slipstream and into the history books.

In a direct contrast, at an Air Force base in Kansas, Glen Leasher in the Sullivan, Martin and Leasher AA/Fuel “rail” claims a 1/4 mile speed record of 185 mph the day before…

Dragster were called “rails” or “railjobs” for a reason: They were either sedans stripped of all body work or were purpose built chassis that were nothing but tubing. Jocko’s Porting Service was different: The damn thing looked like it was from another planet, but was influenced by various land speed record setters such as the Bluebirds of Malcolm Campbell, George Eyston’s Thunderbolt and the Railton Special of John Cobb, which, at the time of Jocko and Jazzy blasting into the record books, held the Land Speed Record at 394 mph for over a decade.

(To avoid confusion, it helps to remember that the Land Speed Record is the average speed between two timers set exactly one mile apart. This is after a running start of as much as six miles. It is the average speed of two timed runs, back-to-back within an hour, run in opposite directions. Conversely, drag racing records are measured by timing lights triggered 66 feet before the finish line and 66 aft, for a total distance of 132 feet, which is 1/10th of the distance of the race course (a 1/4 mile equaling 1320 feet.)

Because the drag strip runs are more of a sprint and less of a marathon, the use of nitromethane – a highly destructive fuel – was used by drag racers such as Jocko Johnson, whose specialty was “porting” the cylinder heads’ combustion chambers for burning nitro, a rather delicate science as the porter had to re-engineer the heads on an engine designed for a passenger car that would normally burn gasoline. Johnson had “porting” down to a science, but he was the first drag racer to also factor in the science of aerodynamics, which had previously been the domain of the Land Speed Record guys and aerospace.

Although the LSR crowd had tapped into decreasing both wind resistance and drag, they did not utilize exotic fuels in the rather prodigious amounts that the dragster guys did, who had no fear of “tipping the can” with the “yellow stuff” or “liquid horsepower.”

The LSR competitors made horsepower another way: with gobs of cubic inch displacement, via engines that had come out of fighter planes. To see these giant, beastly machines blubber down the Salt Flats of Bonneville with massive puffs of black smoke billowing out of the exhaust was a truly unique spectacle.

(In the 30s, the Germans had burned nitro with an automotive, streamlined vehicle, albeit with tragic results: Berndt Rosemeyer, a national hero of the Third Reich, was killed while racing on the autobahn at a speed of 280-something mph in the Auto Union GP, whose design pre-saged that of the Top Fuel dragster (supercharged engine, with nitromethane as a fuel) by a quarter of a century . The Auto Union GP was ultimately co-opted by the Third Reich, much to the consternation of Ferdinand Porsche, the car’s designer, who ultimately shuttered the project, as a political gesture as much as anything else… )

But the salient point among all of the digressions is the reality that Jocko Johnson had created a package that had the best of both worlds: a streamlined dragster that had plenty of downforce without much drag (the opposite of thrust) and aided by a powerful badass hemi, huffing on nitro.

Streamlining rarely paid off on the drag strip. The weight penalty of the added body work negated the benefits of slipping through the air stream.

The Jocko’s Porting Service ‘liner is history’s exception.


THE BLUE FLAME AND THE DATING GAME

November 3, 2008

You’re saying that The Gas Company people were in Oklahoma City in ‘68 when you guys set the drag strip record?

PETE FARNSWORTH: Right, and we signed a letter of intent with the natural gas company contingent upon the fact that we could get tires from Goodyear that were capable of very high speeds.

The Blue Flame was designed to go 1000 miles an hour structurally and aerodynamically, we thought. You know, that’s speculation…

You start getting into and beyond transonic and supersonic regions and all kinds of…

PETE: Well, we wind tunnel tested the model, at Ohio State University’s wind tunnel. (We did) subsonic, transonic, supersonic (tests). And uh, so anyway we signed this letter of intent. Suba was going to be the driver. He was a super personable guy, very knowledgeable, smart as a whip, this guy was General Manager of the repair department of the biggest Buick dealership in Evanston, Illinois when he was 19 years old. Really sharp.

But anyway, two weeks after he set the 1/4 mile ET record, he jumped into a friend of his top fuel car at Rockford Dragway, to try to figure out why they had a handling problem. They couldn’t straighten it out and he got out on the edge of the drag strip and they had a 55 gallon barrel marking the end of 1/4 mile – marking the edge of the track and he clipped that with the front wheel and then totaled it.

That’s asinine.

PETE: Asinine of him to run the car that way. He didn’t know, it was only a couple of days or weeks or so after that that we got the okay about the land speed record driving and he never knew about, I mean he knew about it, he was part of the idea but the fact that we had actually gotten it.

That is so brutal. So now, so now the search is on for somebody to shoe the car and you’re thinking target speed, 850 to 1000 miles an hour.

LEAH: And the gas industry at that time, when Chuck died they wanted to pick out a driver, someone who would do TV interviews and be Mr. Gas America, it had to be someone dynamic that was going to be in favor of, they really did cooperate in the search for someone else.

Okay, so Reaction Dynamics was kind of an umbrella corporation that would exempt you guys from liability if something weird happened with a car and also maybe tax reasons too…

PETE: Tax reasons too. But um…

So the search is on for a driver, how did that go?

PETE: Well, we Dick Keller and I, both knew (Top Fuel racer) Don Garlits real well. You couldn’t ask for someone who was more knowledgeable or observant of things that was going on with a car, so he was the first choice – he was the only choice at that time, we never even thought about anybody else and Don agreed to drive it, so months went by and we got further along with the design and we were going to have a press conference with the Gas Industry in Los Angeles for the announcement – the driver and the project – and just before that happened Don called us up and said he had to back out of the deal. He said he had sponsor pressures or something, that they didn’t want him to risk his life driving this car and he was making pretty good money at that time with his various sponsorship deals and as I remember it that was mostly why he had backed out if it.

So all of a sudden here we had the press conference scheduled and nobody to drive so we quick made up a list of people who we thought might be acceptable and Danny Ongais who raced for Mickey Thompson at that time was the first one that we thought of, he was pretty versatile and a nice guy. Art Malone was on the list and Craig Breedlove and we made up a list of ten, Gabelich who we had met because he flew out from Los Angeles, he wanted to run the X-1 rocket car, after we weren’t going to run it anymore.

After we interviewed him we realized he had done an awful lot as well and he explained he worked at North American Aviation as a test astronaut and had done high altitude sky diving with the power capsule, done all sorts of stunt stuff, you know diving off Hoover Dam. He was a genuine…

… Was diving off Hoover dam was that part of his duties with North American?

PETE: No, no that was strictly a…

He had a weekend off?

(laughter)

PETE: He was an adventurer. In fact he drove the Beach City Chevrolet funny car, (note: which burned to the ground.)

He drove the Valkyrie (jet dragster).

PETE: The Valkyrie. He had run the Moon Eyes Invader, I believe at that time, the Allison-powered car that belonged to that guy who could port headwork, Jocko’s Porting Service…

Jocko Johnson – yeah.

PETE: Yeah, he drove that car out on the Salt Flats. So he had this tremendous background of experience behind him and that tying in with the Space thing, he was (Mercury Seven astronaut) Wally Schirra’s exact size and he did a lot of space checkout for Wally Schirra.

It was explained to me by somebody basically that if Gabelich survived it then it was okay for the astronauts to try it. (laughter)

PETE: Well, that may have been.

I mean, you can’t have one of the Mercury Seven getting killed before lift off…

PETE: Gabelich was a very personable fellow. Good with people, likable and uh, not a bad looking guy either. He was on the Dating Game TV show, the kind that gets the girl and he did get the girl.

LEAH: He was his own product.

PETE: Later on he became the subject on the Dating Game and the girls vied for him. So he’s already in with the TV stuff and all that stuff. We personally went to Breedlove and figured he had the experience out there. He didn’t want anything to do with it because he didn’t build it and I’m the same way…

That’s just the confirmation I’m looking for because Craig told me that you guys went to him and somebody else said that he was not even in the loop.

PETE: Oh no, (after Garlits) he’s the first one we went to.

Excellent. So was his Goodyear sponsorship a conflict of interest?

PETE: Well, the way he explained it that he didn’t design and build the car, he didn’t want to drive it. And we had no idea what he would want in the way of money cause he had already been running you know, he had held the record at that time, why should he break his own record, you know there was all sorts of reasons.

But that was part of Shell Oil and Goodyear’s thing, too, you know “you’re the first to go 400, 500, 600 mph; you haven’t reaped the benefits of the 400, 500, 600 yet.” He explained to me it would be prudent for him, because he wanted to go Mach 1, his car was called Sonic One at the time and – it would be beneficial for him to have an adversary who took the record away – and then…

LEAH: He could get the sponsorship to come back with his own glory instead of ours…

PETE: So anyway he basically turned it down. Next we went to Mickey Thompson to talk to (funny car driver) Danny Ongais and uh, Mickey wouldn’t even let us talk to Danny.

“My guy.”

PETE: That’s right, he never contacted me, you know, that’s it – so we never did talk to Danny and so here we are, we’re out there in Los Angeles, no driver, so we called Gabelich. Gabelich was just tickled pink. He loved to do it. Didn’t take him long to accept and so we presented that to the Gas Industry and they met him. They decided yeah, this guy can handle the job as far as the p.r. end of it, from there we had our press conference and we all went back to work and Gary was our driver.

I remember the Purple Gang Top Fueler that he drove with the big purple plumes and kind of the feathers coming out of the crash helmet.

(laughter)

PETE: Say if you don’t mind I’m going take a couple of more pieces…

(TAPE ROLLS OUT)

BAD FOR BUSINESS

November 3, 2008

”… the professional hot-rodders — such as the Petersen magazine syndicate (Hot Rod Magazine and many others) and the National Hot Rod Association — have gone to great lengths to obliterate the memory of the gamey hot-rod days, and they try to give everybody in the field transfusions of Halazone so that the public will look at hot-rodders as nice boys with short-sleeved sport shirts just back from the laundry and a chemistry set, such an interesting hobby…“ — Tom Wolfe, The Kandy-Kolored Tangerine-Flake Streamline Baby, 1963.

“So tell me about this Infinity,” BZ asks again, no doubt as a ploy to distract himself from worrying about the Batmobile overheating again.

I didn’t know what to tell him or where to start, except at the beginning, which was 1962 or so. I begin a rambling monologue on how the Infinity Land Speed Record project arose out of the success of the Untouchable (a jet dragster cum high velocity daredevil act that stunned the drag strip crowd) and featured many of the same players: Glen Leasher, a Type A type driver weaned on jalopies in Wichita, Kansas; “Dago,” a welder who worked out of the Oakland Airport and whose christened name was Romeo Palamides; Harry Burgdt, the track operator at Vacaville Raceway (a podunk strip out among the pastures and stockyards northwest of Sacramento… Vacaville translates to “Cow Town”); and a young, fast, scientific type named Vic Elisher, a Hungarian kid who, when not wrenching on deconstructed jet engines, was dabbling in academia and beatnikdom at Berkeley…

The partnership thrived on appearance money accumulated with the Untouchable as it toured the race tracks of California and the Pacific Northwest. San Gabriel. Fontana Drag City. Bakersfield. Half Moon Bay. Vacaville. Fremont. Kingdon. Cotati. Medford. Portland. Puyallup, Washington.

To put the exploits of the Untouchable jet car in context, I tell BZ that this all happened in an era when the “official” movers and shakers of drag racing were trying to shed the unkempt, greasy image of drag racers as hot rod hoodlums hell-bent on chemical anarchy… If drag racing could clean up its act, its leading sanctioning body, National Hot Rod Association, could cozy up to the deep pockets of the Automotive Power Structure in Detroit, who had no use for home-built cars with aircraft engines stealing the thunder and the headlines from the accomplishments of real automobiles on the drag strip proving grounds…

It would be quid pro quo: The Big Three, General Motors, Ford and Mopar, could market, advertise and exploit its performance and accomplishments on the official proving grounds sanctioned by the NHRA… in exchange, the Detroit’s purse strings loosened and cash began to trickle its way into the NHRA’s coffers…

Jet cars were not only unsafe, they were bad for business. In 1961 they were banned by the National Hot Rod Association.

No matter. Up and down the Left Coast the yokels paid their money to see the Untouchable jet car badda-bing, badda-boom down the drag strip, reaching seemingly unfathomable speeds approaching 220 mph. In comparison, in those days the AA/Fuel Dragsters cackled mightily and would clock speeds of 190 or so, but it was like they were standing still compared to the sturm und drang of the rolling pyrotechnics display wot was the hermaphroditic jet car as it went BOOM! BOOM! BOOM! loud as the Wrath of God and then whooshed down the drag strip quicker and faster than anything else on wheels. Each pass was a supreme test of a man who dared to test fate on a 1/4 mile slab of asphalt. The paying customers ate it up like saltwater taffy.

How could they not? It was righteous entertainment. It was loud. It was dangerous. It was dirty and noisy. And it was officially verboten by the NHRA…

The strips that hosted these exhibitions — Kingdon Air & Drag Strip near Sacramento, as an example — were, often as not, rinky dink and unsafe… at Kingdon the Chrondek timing lights were portable and during the course of the speed meet had to be wheeled off the runway to accommodate the occasional aircraft seeking to land there… There weren’t any grandstands, so spectators lined the strip and eased up as close as they dared to the fire-breathing machinery, and whenever a car got loose the spectators would scatter like rabbits…

It was under conditions such as these that Palamides and cohorts made their dough. Beyond pocketing a little coin for living expenses, the money from the Untouchable was funneled into the construction of Infinity, a much more sophisticated jet car with a target speed of 500 mph, speeds sufficient to take away John Cobb’s Land Speed Record, set in 1947. Speeds twice as fast as those reached in the Untouchable

So yeah, at its most innocuous, the Untouchable and its Midwestern counterparts, Walt Arfons’ Green Monster and Art Arfons’ Cyclops, were drag strip curiosities showcasing brutal and brazen shards of fiery horsepower that melted the mental faculties of those assembled and frustrated the Powers-That-Be and their attempts to bolster drag racing’s reputation as a test bed for automotive technology as well as a marketing tool (‘Win on Sunday, Sell On Monday!’) for this year’s model…

I am trying to explain all of this to BZ, but he kept interrupting with questions about the junk yards in Arizona where Romeo Palamides and Vic Elisher got the J47s for Untouchable and Infinity

“Yeah, I’ll get to that. Really though, you gotta’ take the taxonomy of this whole Infinity quest back to Bakersfield in 1962 and the Smokers Meet. I maintain that Glen Leasher never would have died in a jet car on the Salt Flats if he hadn’t been jobbed at the final round of Top Fuel that year — after that he quit the Gotelli Speed Shop Top Fuel car and began driving the Untouchable. After that, Infinity…”

THE FUEL BAN (1959-1963)

November 3, 2008

”FBI agents descended on a Texas auto racing track last month looking for evidence that Timothy McVeigh bought a large quantity of powerful racing fuel before the Oklahoma City bombing, ABC reported Thursday night.

”Employees of VP Racing Fuels told the FBI that a man resembling McVeigh in 1994 paid $2,700 cash in Texas for nitromethane, ABC said.

”The chemical is an accelerant the government now believes may have been used to detonate the bomb that killed 168 people.“ — AP WIRE REPORT, 1996.

Even before jet-powered dragsters entered the mix, some independent track operators and the NHRA made no secret of their feelings about drag strip speeds getting out of control. The AA/Fuelers were unsafe.

The offender? The volatile fuel they burned: Nitromethane. Generically known as “Fuel.” Pop. Cackle. Liquid Horsepower. Joy Juice. The Yellow Stuff. The Sweet and Sour Sauce. CH3NO2. As acrid as it is punishing, when it reaches its flash point nitromethane is an angry serpent of a hydrocarbon and its practitioners are snake handlers who have taken it on faith that they won’t get bit — but they often are. Nitromethane is a monopropellant, which is a fancy way of saying that it carries its own oxygen, and therefore once it is lit or merely compressed it is as volatile as a downed high tension line dancing to and fro across the highway.

Ironically, unless under pressure, nitro is surprisingly docile as far as exotic fuels go, capable of taking out unsuspecting railroad boxcars only if under extreme duress. Mishaps off of the drag strip are rare, even when one factors in an incident of domestic terrorism a few years ago. But because of its instability (and the questionable stability of some of its handlers), nitro has developed quite an epic history and mythology, beginning with Italian rocket scientists and their experiments with it as early as 1929, followed by Russian rocket design teams testing a combination of kerosene and a nitromethane derivative a year later.

I tell BZ about the bizarre exploits of Jack Parsons, and how he would invoke pagan spirits before a rocket launch in the once-deserted, arid hills of Pasadena in what is now the Jet Propulsion Laboratory. As early as 1937 Parsons already had listed tetranitromethane as a possible rocket propellant and by 1945 the company he helped charter, Aerojet, was seriously considering nitromethane as a fuel source for their rocket engines, but demurred in deference to hydrogen peroxide.

Beyond issues of safety, it could be argued that this kind of chemical warfare in an internal combustion was a little outside of the image the NHRA wanted to present to its corporate suitors… Violent explosions, speeds that scared the insurers. Nitromethane was banned.

So at NHRA meets dragsters burned gasoline instead of the devil’s hydrocarbon. Was this a red herring? Was this an excuse to cozy up to Sunoco as the official supplier of gasoline for the dragsters?

Not unlike the jet cars later, after their banishment from the NHRA the Top Fuel dragsters flourished at “outlaw” and unsanctioned tracks, where they proved to be wildly popular, case in point being the Smokers Meet, which began in 1959 and was the most popular event of them all…

The Fuel Ban. In fact, amidst cries and caterwauling of “collusion,” independent trade papers sided with the outlaws and mocked the drag strip establishment as “Druids.”

The Fuel Ban was an exercise in futility and beyond: Not unlike the theorem that states in order to make a bigger bang out of a firecracker all one has to do is wrap it tighter, the prohibition of exotic fuel in drag racing created an entire new scene that thrived and flourished on the contraband fuel. And it boomed loudest and burned brightest just north of Bakersfield…

If guns are outlawed only outlaws will own guns could be paraphrased as if nitromethane is banned, only the banned will race with nitromethane… and they did… just another manifestation of the “outlaw” culture insinuating itself into Eisenhower America and its forgotten nooks and crannies… while the Hell’s Angels Motorcycle Club took over podunk California farm towns like a Mongol horde; similarly, under the sanction of the Smokers Car Club, the renegade fueler guys gravitated to an abandoned surplus airstrip north of Bakersfield, known as Famoso. Nitro drag racers came there from all four points of the Continental US. The “Smokers Meets” were so wildly successful that the money was loaded in 55 gallon drums and the ticket booths ran out of tickets and began exchanging toilet paper for admission…

The vox populi had spoken with wallets. They wanted their nitro. (By 1964 NHRA reversed its position on the Fuel Ban.)

I WISHED HIM GOOD LUCK

November 3, 2008

1971. Jocko pokes his head back into the scene when his Allison-powered liner (now powered by a big-block Chevy and dubbed the Moon-liner, named not for its resemblance to a lunar module, but eponymously for its owner, performance parts magnate, Dean Moon) is used in a Budweiser commercial shot out at the Salt Flats. (Footnote: the stunt driver in the commercial is Gary Gabelich). There is another intellectual carrot dangling for Jocko: “Big Daddy” Don Garlits, having had half of his right foot blown off by an experimental transmission that exploded in his Wynn’s Charger Top Fuel car, has shifted the paradigm of dragster design, having drawn up a crude blueprint for a rear-engine Top Fuel dragster, a somewhat novel design. (Previous attempts would, as often as not, understeer and dart – or “push” – towards the drag strip’s guardrail, assuming it had one.) To avoid “pushing,” Garlits’ pit guy Connie Swingle installs a radical 10-to-1 steering system (for every ten degrees of steering input, the front tires would turn one degree) and Garlits dominates the Top Fuel scene. Jocko is piqued. Had Top Fuel cars finally caught up with his designs? Was the drag strip scene ready for streamlining for the first time since 1959? Maximum downforce with minimum drag? How fast could such a creation go in the 1/4 mile? Jocko — and the drag racing press — reckons it would go 275 mph — no jet engine, no rocket engine, but 275 with a blown hemi burning nitro. (The 1/4 mile record in 1971 was 243 mph, held by Garlits himself.)

Beginning that year, Jocko makes the mold for a fully-enclosed streamliner body in California. And Garlits agrees to pay for a body based on the mold and have Swingle build a chassis for the car. It will be known as the DON GARLITS WYNNS-LINER. In the same size type-face, the lettering on the front wheel-wells will read “Body By Jocko.”

But it takes forever.

1973. Fourteen years after Jocko sets the world on fire with his Jocko’s Porting Service streamlined AA/Fuel Dragster, Garlits finally unveils the WYNNS-LINER. It is overweight (the bane of streamlining being the weight penalty, as the added body work will cost the car performance, and often negate the benefits of the contoured air flow.) It is behind schedule and it is w-a-y over budget.

None of which is Garlits’ doing. Garlits tours the country with his Swamp Rat Top Fueler while Jocko and Swingle continue to build the car in Florida.

Amidst much anticipation, Garlits tests the car a couple of times before making the marquee debut at the well-publicized American Hot Rod Association race at Orange County, California, June of ‘73.

Before it is even loaded off the trailer, Garlits makes no secret that he is spooked by the car. During testing, he claims the rear tires were spinning at 9000 revolutions per minute, proof that the back of the dragster was not making contact with the pavement — a most frightening and scrotum-tightening phenomenon. Garlits says later that “the car wanted to fly.” Jocko is emphatic that the car is doing everything but lifting off the ground; the entire design was based on maximum downforce, thereby planting the massive slicks firmly on the track surface, just as the machines designed and driven had done when setting speed records in the 1930s and 40s.

But the lines are drawn: Garlits wants no part of driving the WYNNS-LINER, the radical and revolutionary car which he had so patiently patronized. Which is a problem: track promoters across the country have expressed a keen interest in what, in essence, looks like a spaceship driven not by an alien, but by the most famous drag racer on this planet: “Big Daddy” Don Garlits.

At the Grand Am, Garlits hires journeyman driver (and recent burn victim) Butch Maas to shoe the liner. Maas is certainly fearless enough (during his rehabilitation and surgical reconstruction, his hands were partially formed to grip a race car’s steering yoke), but for reasons that remain unexplained, Maas drove it once during qualifying and clicked the engine at half track and coasted to the finish line a tortoise roller skating uphill.

The car qualifies 32nd. Dead last. It loses in the first round after another aborted run. Two weeks later, Garlits parks it permanently. This time drag racing dropped the curtain on Jocko — and not the other way around.

“… (I) towed to Fremont for the AHRA World Finals. It was rained out and postponed until the following weekend, on top of the IHRA World Finals at Lakeland, Florida. I decided I would run my regular car at Fremont and have “Mad Dog” Don Cook run the ’Liner at Lakeland. I won Fremont… but poor Don Cook, even with all his experience, was never able to get the ’Liner to go straight. I had taken a couple of passes in it earlier in the weekend and vowed never to drive it again, so with Cook’s failure, the entire project was scrapped and the body and frame given to Russel Mendez for a rocket engine installation. I wished him good luck.” —“Big Daddy,” the Autobiography of Don Garlits.

It is important to note that “Mad Dog” Don Cook is out of his mind sufficiently enough to drive any piece of vicious machinery on wheels. Once, after a night of excessive libation, he drove a fuel-burning dragster like a true professional despite a whanging hangover and having vomited into his facemask and firesuit.

It is also important to note that 15 years after the WYNNS-LINER has been shelved as a tax write-off, Don Garlits is catapulted in the air on two different occasions by conventional dragsters.

Which is parenthetical. With the failure of the DON GARLITS WYNNS-LINER, streamlining Top Fuel dragsters becomes a lost art. Jocko claims sabotage: “Don Garlits’ ego could not stand to see another man design a car that was successful,” he says.