NITRO CHAOS RETURNS TO ILLINOIS

For 1984 , I switched from SB Nitrous Cleveland to a humongous 675 CI Mountain Motor we dubbed the “Monolith”. ( I have to explain hear and now, “Motor” is not the proper name. “Engine” is. But “Mountain Motor” has a better limerick cadence to it than “Mountain Engine”. Look up definition of “Motor” and “Engine”. Or how about “Elephant Engine”? Too clumsy! My engineer mentor Bob Olmsted would flip in his grave, if he read this. Never called an engine a motor around (Bob! ) RIP BOB! This 675 Jon Kaase Engine sported Allen Root special Aluminum Block 11.2 Deck Ht. Steel Chrome Mollie Sleeves with O rings. Bore was 4.635 , steel BRC crank ,Arias pistons and Venolia aluminum rods, with 5” stroke X 0.7854 x 8 =675. Had AR Aluminum Hemi Heads. Worked over by Jon. AR Tunnel Ram worked over with two Holley 1100 dominators and MSD Crank Trigger Ign. Dynoed 1150 HP @ 7,000 RPM. Jon called me all excited about the results. Winter of 83/84. Cost was $25,000! Remember-This was 40 years ago! That engine also included a special .800+lift cam and 2.500” diam. Intake and 2.00” exhaust valves. All 16 were Manley Titanium valves of course. Funny story: Shortly after Jon called, some dude called from Chicago area telling me he developed a Ford Cammer using Gilmer belts instead of timing chains. He wanted to team up with me putting his Cammer in Zeke. Then, before I could respond he insulted my persona telling me I would have to cleanup, starting with cutting my hair. Then!!! I responded. I told him about my Kaase 675 Boss Hemi, and Jon calling with results. I added, “As for my grooming .I would not cut my hair for my mother, let alone for you! You insulting joker!” And I hung up. I do not recall a name. Once I did trim my hair a bit. Promoters, media and fans did not like that. Especially the late great Bill Bader. And my little girl cried when she saw my hair trimmed. 2. First time out with the “Monolith” 675 was not successful. One problem was the new fiberglass doors. That big engine had so much torque it would twist Zeke out of shape launching the driver door. It would fly off. It happened twice in a row. I had orange duct tape, and had my crew chief Cliff Sturm tape me in next run. Door stayed put. But had to wait for Cliff to come untape me at top end. Tech would have had a cow if they knew. (At US 30, perhaps not) Another problem was starter was not strong enough for that engine. I could see some other matters would need looking after with that much power. So we loaded up and went home. I never experienced so much brute power. At my shop at home we cured the starter problem by connecting another battery and solenoid to create 24 volts just when cranking, and included a MSD retard with momentary toggle switch. And just a cheap rebuilt starter worked great. Until two years later and went to a dry sump system, and had to use a mini starter do to different pan. Amazingly that Hamburger mini starter and MSD retard and 12 volts worked fine. For the next three years, 1984,85,86 and first race in 87 we ran pure Mountain Motor Pro Stock , mostly in UDRA and Match Races . We did ok, winning several UDRA events, and went rounds at a couple IHRA Nationals. One of my most memorable IHRA Mountain Motor runs was Aug. of 85 at Norwalk, Oh. I had Bob Glidden first round. I took a shot at the tree and cut a spectacular .002 light. I was way ahead of Bob. Then by fourth gear I saw that Thunder Bird nose appear. We went through the traps side by side. Bob got the win light by .001. While waiting for our tow vehicles, Bob came over and asked if I had a pretty good run. I said it was good. When I got my time ticket I realized I had run a career best et. But, so did Bob. He had won by .001. However, during my 3 year pure Mountain Motor Pro Stock effort, as I told earlier, I won several UDRA , match, and special events. 3. One of my favorite wins was August 10th. 1986. I had the unbeatable Bob Olsen in the final. I was still driving my trusty Mercury Zephyr with the Monolith 675 engine. This event was The Annual Pro Stock/Funny Car Open at Byron, Il. Rules? Ha! It was “Run what you Brung! And you better Bring Enough!” I went to finals, caught a great light and beat that Steward and Olsen Pontiac by a fender. Then another big change happened. My friend, Wild Bill Kuhlmann, In March of 77 put A NOS Fogger System on his new Sonny 632 bb Chevy. Bill entered Top Sportsman. Nitrous was legal there. Bill’s motive was to be the first ever door car to go 200 ! Which I witnessed him doing so at IHRA Nationals at Darlington SC. OH! OH! Nitrous was also legal in UDRA, No one had ever taken advantage of it with a killer mountain motor till Bill. Bill Kuhlmann had gone ahead with his dream we both shared and discussed back in December. While I was side tracked with other matters. I had no choice. I had to go same direction to compete from then on. UDRA was my main arena. So hello NOS. My old friend. My Kaase/Allen Root, 675 Ford Boss Hemi loved it! It sure did! We estimated we went from 1200 hp to1700hp with just a basic single NOS Fogger system. And basic tune up. Just hitting the Nos during second gear on, would net 5 tenths quicker and 10 mph. It felt like a powerful passing gear. We won many races and the U DRA Outlaw Pro Stock Championships 88 and 89. I consider 87,88, and 89 , The formative days o Pro Modified. Wild Bill had kicked that door wade open! I ran our next car the same way. By then, we were running Pro Modified. The 90 Probe was one of the first cars purpose built for Pro Modified. Built and sponsored by Rick Jones. Officially it was the first Ford door car to go 200 mph. 4. I was still using old engines, the Kaase Monolith 675 Ford Boss hemi and the Jim Ehlen 666 we called Damian! And it ran high 6 second runs, still on a basic same Fogger system. But I was now hitting nitrous right after the launch. Better late than never, August of 91 we put a new Kaase 698” beast in the Probe. We won a third championship with Probe with the USSC. That made 5 championships for me altogether. In 92, came the fabulous Haas Thunderbird Super Coupe we named Wunder Bird! We set many records and won many races. With son in law Doug Fennell’s awesome design and paint job, it won IHRA Best Appearing/Engineering two years in a row. Which was unheard of. With this car we used nitrous on the launch, and a second system @ .5 second timer , producing 1800/2000 hp. Running 6 sec/200 +mph runs at will. Ronnie Sox, Wane Torkelson and I, swapped records of quickest Ford door slammers on the earth for several years. Well, it seems I am getting ahead of myself. My next chapter about my Pro Modified years will be my next article.  Written by ANIMAL JIM FEURER. MAY GOD KEEP YA ALL.

The year was 1961, and Don Hill bought the 1953 Studebaker as a parts car to his street 53 Studebaker. After pilfering all the parts Don needed off the Studebaker, one sunny summer day in 1963 Don and the family were having a picnic at their house in Ballwin Missouri. Don’s brother Jack Hill was there and the two of them were playing horseshoes and Jack made a bet with Don that if he threw the next horseshoe as a ringer Don would have to sell the Studebaker parts car for $25.00. Well Jack did just that and handed over the $25.00 to his older brother Don. You see Don and Jack Hill were not just brothers, they were also a team together as the Hill-Boys racing team out of the Midwest. After the second world war, the two of them started racing an open wheel stock car. The Hill-Boys were known coast to coast on dirt tracks and later, asphalt tracks as fierce competitors. It was their way of life. In 1963 by now they both were not racing open wheel cars anymore and Jack had the need to play around with the 1953 Studebaker that he had just bought from Don. Jack decided to put a 392 Chrysler Hemi with two four barrels, 727 torque flight transmission that all was put into the stock Studebaker chassis. Custom headers, Olds rear-end, ladder bars and a 4-point roll cage were added. The car was now ready to race, and the year was 1964. After a few runs the Studebaker took a back seat to work. Just a few years earlier Jack started a company called Precision Rebuilders which is still in operation today. In 1972 Jack gave the car to his son Mike Hill on his 16th birthday. The car sat around for a few years and in 1979 Don’s son Butch Hill and Mike became partners/owners in the Studebaker. In 1990 Butch decided to sell out to Mike to build a 1939 Ford Coupe so they could go racing together. In the late 80s during a race in Wentzville, Mo at MAR raceway, the Studebaker was having trouble creating real horsepower. Don Garlits was at this race and took a liking to the car and within one hour after sitting down with Big Daddy he spelled out all the tricks to make the Hemi perform like it should. In 1992 the car was chopped. Later in 92 Jack Hill lost his battle with cancer. In 1994 both Mike and Butch willed their cars to one another to make sure they stay in the Hill family. In 1995 Golden Hawk fins were added to the car. 1997 came along a new paint scheme from red to the Blue/Purple with flames. In 2006 the car was awarded Dupont’s paint of the year. In 2007 Don Hill lost his life to a stroke and in 2009 Mike Hill lost his 4-year battle with cancer. In 2012 Butch Hill willed the Studebaker to his children Cameron and Caitlin Hill to once again keep it in the family. Today Butch Hill is still racing the car in the Nostalgia Drag Racing League (NDRL). And the car is considered the World’s quickest all steel 1953 Studebaker. The car weighs 3,200 pounds and is still running a 392 Hemi. Although it does not run a steel block anymore, the aluminum Donovan motor from the 60s puts out 1,100 hp and 1,092-foot pounds of torque. Sitting on top of that Donovan is a 671 blower with a 4 port Hilborn injection running on alcohol. The car is still running a 727-torque flight, Ford 9” rear end with 4.10 gears and believe it or not, it is still running the same latter bars that were built in 1963.  No electronics other than a trans button. Even though this car looks like it is a fiberglass car going 250 mph setting still. This car is truly old school in its body and power plant. The body is original Studebaker steel even down to the door hinges and steel chrome bumpers. .

By Dan Ricks

Text and photos by Dan Ricks

Text and Photos by Dan Ricks

Photos by Dan Ricks

Photos and Text by Ted Pappacena

By Eddie Buck

Jenkins grew up in Malvern Pa. He began racing in the late 1950s, driving his famed “Grumpy’s Toy” Chevrolet to Pro Stock success in the mid-to late 60s. Jenkins earned fame by helping revolutionize the Pro Stock class through innovations in engines, suspensions and other parts. He also was a successful driver, winning 13 NHRA national event victories and numerous other races under various sanctions. Jenkins earned a mechanical engineering degree from Cornell, using that knowledge and his personal skills to transform the Pro Stock class. Known as the “FATHER OF PRO STOCK” Jenkins’s engines won five NHRA championships in a row. Jenkins’s mechanical innovations included drag racing’s first Kickout oil pans, the Pro Stock strut-style front suspension, the dry-sump oiling system, the electric water-pump fan, gas-port pistons and slick-shift manual transmission. In 2011, Jenkins was voted number 8 among NHRA’S greatest racers by a poll of drag racing experts and is a member of the Don Garlits International Drag Racing Hall of Fame, the Motorsports Hall of Fame and the International Motorsports Hall of Fame. Jenkins garnered the nickname “Grumpy” for his no-nonsense attitude. Bill “Grumpy” Jenkins passed away March 29, 2012, at the age of 81 .