Indholdsfortegnelse for September 1949 i Hot Rod

“SMILIN’ JACK” Enclosed find a letter that we sent to Zack Mosley, the creator of “Smilin’ Jack.” We are entertaining the hope that you will print it and, in doing so, inspire others to write similar letters. Just saw Tom Medley’s cartoon in the August issue. Very heart warming. Please congratulate Tom for us. Ernest V. Tetzner Mr. Zack Mosley c/o Chicago Daily Tribune 435 North Michigan Avenue Chicago ii, Illinois Dear Sir: We as an organization of automobile enthusiasts wish to protest the attitude you take in your comic strip “Smilin’ Jack” by means of the character “Hot Rod Happy.” We appreciate that at the outset of the introduction of this character to your strip you stated something to the effect that not all hot rod drivers were reckless…

For a long time there has been talk of having a timing meet that would help to unite the many timing organizations. Suggestions have been to hold the meet in California (which is the center of hot rod activity), in the Northwest, in Florida, in mid-continental areas. For years, the suggested plan has failed to materialize, partly because of the lack of organization, partly because of a general disinterest in the furtherment of the sport as a whole. As Hot Rod has grown to its present proportions, the plan has come to seem more feasible. Through the magazine, the activities of the S.C.T.A. and other West Coast timing groups have become known to enthusiasts in all parts of the country, and vice-versa. This has brought about a feeling of understanding,…

Representing the state of South Dakota at the National Timing Meet at Bonneville, was this chopped and channeled ’32 V-8 five window coupe. The car belongs to Dexter Behrens and was built up jointly by him, Glenn Iverson and Lyle Newland of the De Smet Body Shop, De Smet, South Dakota. This metallic copper mist car has been chopped four inches, channeled seven inches, and has a steel top. Along with a 2¼-inch dropped axle and 15-inch Mercury wheels, the car has a ground clearance of less than four inches. Powering this neat hot rod is a full race ’46 Merc, with a ¼-inch stroked crank, 3 ⅜-itich Jahns pistons, with Grant rings. The engine has been ported and relieved, uses 10:1 Edmunds heads, an Edelbrock Super manifold, 11 -pound…

Q. What’s the first thing that you hav« to do to get better performance from an engine? I have a Nash “6” and would like to hop it up, but don’t have any information on principles of hopping up engines. Sam Woodward Allentown, Illinois A. Generally speaking, there are four things that can be done to an engine to increase its performance: make it bigger, make it breathe better, rais*e the compression pressure, or shove air down its throat. Of course, there are many other things that can be done, but these are the basic rules to follow, with the other items contributing to an efficient engine. Taking each of the kerns in sequence, but not necessarily in the order of their importance, the first one, making the engine bigger…

A new high compression cast iron head is being manufactured by Speedo-motive of Covina, California. The head is called the “’Speedomotive Rocket.” It features a circular turbulence chamber, using the famed Citreon design. This, the manufacturer claims, increases turbulence and fuel mixing. The heads have longitudinal cooling fins and use stock studs. Compression ratios of 7½ and 8½ to 1 are available. The price is $40.00 plus excise tax per pair. The Weiand Equipment Company of Los Angeles will soon introduce a model of their tall manifold with detachable risers. This will enable the builder to change from high to low manifold at his own discretion. As a high manifold, the accessories (fan, generator, etc.) will be mounted in their original positions. The unit is designed for 1932 to 1948…

Here are some snapshots sent in by reader Dale Krutz of Inglewood, California. The cars shown are race jobs built by Dale’s dad back in 1920 and 1921. They were Model T’s with Fron-tenac heads, balanced shaft, drilled rods, Dow metal pistons, dual mags, ground cams, chopped flywheels. Also featured in these ancient racers were enlarged cooling systems, pressure gas systems, and front end springs with friction shocks. Dale’s dad built one car just for the half-mile tracks. This model had no rear springs. Mr. Krutz’s fastest halfmile time was 29 seconds. His one-mile record: 47 seconds. Quite a difference from the race cars of today.…

Carburetion and ignition, being the two weakest links in engine design, are frequently subject to a lot of “tinkering” by the amateur tuner. Assuming that the ignition is operating correctly, the carburetor still has a veil of mystery surrounding it, surpassed only by the early crystal set radios. To allow a clear view through the dark veil would consume more space than available, but the following should allow the builder to see a little of what lies beyond. In order not to waste time or space, a seemingly harsh statement is necessary—American production carburetors are unsuited for high speed tuning. These words may be challenged but have a basis in the following: The majority of engines in fast cars are usually bored, stroked and have larger valve diameter and openings.…