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{{Short description|American engineer (1889–1945)}}
⚫
'''Fred "Skinny" Clemons''' (14 February 1889)<ref name=obit>Obituary of Fred Clemons</ref> was an American race car driver and designer. He was one of the first entrants at the [[Indianapolis 500]]. He designed and built his own cars, engines and created his own Independent wheel suspension which he patented in 1934. An identification letter 'C’ or ‘Cm ' often appears in front of the race Numbers on Clemons' cars. Lou Meyer, Joe Russo, Wilber Shaw and many other race drivers drove his cars.<ref name=obit />
{{Infobox racing driver
| name = Fred Clemons
| image =
| caption =
| birth_name = Frederick Earl Clemons
| birth_date = {{Birth date|1889|02|14}}
| birth_place = [[Greensburg, Indiana]], U.S.
| death_date = {{Death date and age|1945|02|10|1889|02|14}}
| death_place = [[Indianapolis, Indiana]], U.S.
| module1 =
{{Infobox Champ Car driver|embed=yes
| Total_Champ_Races = 2
| Years_In_Champ = 1
| First_Champ_Race = [[1910 AAA Championship Car season|1910]] [[Remy Brassard and Grand Trophy Races|Remy Grand Trophy]] <br/> ([[Indianapolis Motor Speedway|Indianapolis]])
| Last_Champ_Race = [[1910 AAA Championship Car season|1910]] Indianapolis Race #9 <br/> ([[Indianapolis Motor Speedway|Indianapolis]])
| Champ_Wins = 0
| Champ_Podiums = 0
| Champ_Poles = 0
}}}}


⚫
'''Frederick Earl "Skinny" Clemons''' (February 14, 1889 – February 10, 1945)<ref name=obit>Obituary of Fred Clemons</ref> was an American race car designer and [[racing driver]]. He was one of the first entrants at the [[Indianapolis 500]]. He designed and built his own cars, engines and created his own Independent wheel suspension which he patented in 1934. An identification letter 'C’ or ‘Cm ' often appears in front of the race Numbers on Clemons' cars. [[Louis Meyer | Lou Meyer]], [[Joe Russo (racing driver) | Joe Russo]], [[Wilbur Shaw | Wilber Shaw]] and many other race drivers drove his cars.<ref name=obit />
⚫
==Early life==
⚫
Clemons was the son of Anna L. Clemons. He attended the Emmerich manual training school Greensburg Indiana. His father and grandfather bred and trained race horses. <ref name=obit />


==Auto racing==
== Early life ==
⚫
Clemons built two cars for the McFarland motor company in 1910 in his workshop/garage, which was at the site of the present ‘World War’ memorial in Indianapolis. <ref name=obit />


⚫
Clemons was the son of Anna L. Clemons. He attended the Emmerich manual training school [[Greensburg, Indiana]]. His father and grandfather bred and trained race horses.<ref name=obit />
⚫
The first race car designed and built by Clemons was driven in competition by Wilbur Shaw. <ref name=shaw>Shaw, Wilbur. ''Gentlemen, start your engines ''. (autobiography)</ref>

== Auto racing ==

⚫
Clemons built two cars for the McFarland motor company in 1910 in his workshop/garage, which was at the site of the present [[Indiana World War Memorial Plaza | ‘World War’ memorial]] in [[Indianapolis]].<ref name=obit />

⚫
The first race car designed and built by Clemons was driven in competition by [[Wilbur Shaw]].<ref name=shaw>Shaw, Wilbur. ''Gentlemen, start your engines ''. (autobiography)</ref>


The ‘Automotive Racing Records’ of the 1910 Labor Day Race indicate that Clemons' car No. 24 was entered by the National McFarland carriage company, and finished fifth.
The ‘Automotive Racing Records’ of the 1910 Labor Day Race indicate that Clemons' car No. 24 was entered by the National McFarland carriage company, and finished fifth.


In 1911 Clemons and a team-mate entered the International 500-Mile Sweepstakes with the McFarland car No 22, but they did not qualify. Clemons was also the co-driver of car No 6 with Frank Fox, a Pope/Hartford, which finished 22nd.
In 1911, Clemons and a team-mate entered the [[International 500-Mile Sweepstakes]] with the McFarland car No 22, but they did not qualify. Clemons was also the co-driver of car No 6 with [[Frank Fox (racing driver) | Frank Fox]], a Pope/Hartford, which finished 22nd.


Clemons worked for the Chevrolet brothers, and they used his model ‘T’ automobile to test the first eight valve Fronty head’ engine.<ref>Fox, Jack, ''Illustrated History of Sprint Car Racing''</ref><ref>Riggs, L. Spencer, ''Automobile Quarterly'' Vol 29 No 4,</ref> In 1921, while Clemons was shop foreman for Frontenac,<ref name="Collins2007">{{cite book|author=Tom Collins|title=The Legendary Model T Ford: The Ultimate History of America's First Great Automobile|url=http://books.google.com/books?id=r61b2-M1zr4C&pg=PA225-IA2|date=19 December 2007|publisher=Krause Publications|isbn=0-89689-560-2|pages=225–}}</ref> the first Fronty-Ford cylinder head was installed in a ‘Skinny’ Clemons car,<ref>{{cite book|title=The Vintage Ford|url=http://books.google.com/books?id=j0BWAAAAMAAJ|year=1974|publisher=Model T Ford Club of America.|page=14}}</ref> which was the fastest Ford racer at the time,{{citation needed|date=August 2015}}. Although the car overturned at high speed during the test of the engine conversion,<ref name="Company1973">{{cite book|author=Petersen Publishing Company|title=The Complete Ford Book|url=http://books.google.com/books?id=OpgQAQAAMAAJ|year=1973|publisher=Petersen Publishing Company|page=28}}</ref> the new head proved successful and subsequently went into production. <ref>Schmauch, John "Pete", ''Metamorphosis of the model T Ford''</ref>
Clemons worked for the [[Chevrolet]] brothers, and they used his model ‘T’ automobile to test the first eight valve Fronty head’ engine.<ref>Fox, Jack, ''Illustrated History of Sprint Car Racing''</ref><ref>Riggs, L. Spencer, ''Automobile Quarterly'' Vol 29 No 4,</ref> In 1921, while Clemons was shop foreman for [[Frontenac Motor Corporation | Frontenac]],<ref name="Collins2007">{{cite book|author=Tom Collins|title=The Legendary Model T Ford: The Ultimate History of America's First Great Automobile|url=https://books.google.com/books?id=r61b2-M1zr4C&pg=PA225-IA2|date=19 December 2007|publisher=Krause Publications|isbn=0-89689-560-2|pages=225–}}</ref> the first Fronty-Ford cylinder head was installed in a ‘Skinny’ Clemons car,<ref>{{cite book|title=The Vintage Ford|url=https://books.google.com/books?id=j0BWAAAAMAAJ|year=1974|publisher=Model T Ford Club of America.|page=14}}</ref> which was the fastest Ford racer at the time,{{citation needed|date=August 2015}}. Although the car overturned at high speed during the test of the engine conversion,<ref name="Company1973">{{cite book|author=Petersen Publishing Company|title=The Complete Ford Book|url=https://books.google.com/books?id=OpgQAQAAMAAJ|year=1973|publisher=Petersen Publishing Company|page=28}}</ref> the new head proved successful and subsequently went into production.<ref>Schmauch, John "Pete", ''Metamorphosis of the model T Ford''</ref>


Clemons built both sprint and board track cars, using chassis which he designed and chain drive overhead cam Clemons-designed four cylinder engines.
Clemons built both sprint and board track cars, using chassis which he designed and chain drive overhead cam Clemons-designed four cylinder engines.


The first Clemons chassis was narrow with front cart springs. A photo of this car can be seen in Wilbur Shaw's autobiography, ''Gentlemen, start your engines''. <ref name=shaw /> In 1925/1926 Lou Schneider and Wilbur Shaw both drove for Clemons.
The first Clemons chassis was narrow with front cart springs. A photo of this car can be seen in Wilbur Shaw's autobiography, ''Gentlemen, start your engines''.<ref name=shaw /> In 1925/1926 [[Louis Schneider | Lou Schneider]] and Wilbur Shaw both drove for Clemons.


Clemons' later four cylinder chassis included deep-sectioned side rails with a raised section over the front axle, which carried the oil tank. The rear section was deep-skirted. The front and rear cross-members were tubular with transverse leaf springs and ‘Hartford’ type shock absorbers fitted length wise along the chassis.
Clemons' later four cylinder chassis included deep-sectioned side rails with a raised section over the front axle, which carried the oil tank. The rear section was deep-skirted. The front and rear cross-members were tubular with transverse leaf springs and ‘Hartford’ type shock absorbers fitted length wise along the chassis.


The chassis frame and alloy bodies for the four cylinder cars in the 1920’s were designed by Clemons and then built by Dreyer of Indianapolis. According to Dreyer records, six bodies were ordered,{{cn|date=August 2015}} but all may not have been completed.
The chassis frame and alloy bodies for the four cylinder cars in the 1920s were designed by Clemons and then built by Dreyer of Indianapolis. According to Dreyer records, six bodies were ordered,{{citation needed|date=August 2015}} but all may not have been completed.


Clemons opened and managed the Rushville Motor Speedway in August, 1925. That year the Clemons car won nine of ten races entered, including the Hoosier motor speedway race.{{citation needed|date=August 2015}} It also averaged 82 mph on the Fort Miami track in Toledo.
Clemons opened and managed the Rushville Motor Speedway in August, 1925. That year the Clemons car won nine of ten races entered, including the Hoosier motor speedway race.{{citation needed|date=August 2015}} It also averaged 82&nbsp;mph on the Fort Miami track in Toledo.


Available Indianapolis Records show that both four and eight cylinder Clemons cars were entered, including cars in 1927 and 1930 entered as ‘Hoosier Pete’ specials. <ref name="Reed2005">{{cite book|author=Terry Reed|title=Indy: The Race and Ritual of the Indianapolis 500|url=http://books.google.com/books?id=Pzm24e5toEMC&pg=PA65|year=2005|publisher=Potomac Books, Inc.|isbn=978-1-57488-907-9|pages=65–}}</ref><ref name="Reed2011">{{cite book|author=Terry Reed|title=Indy: The Race and Ritual of the Indianapolis 500|url=http://books.google.com/books?id=dxAig9jh64YC&pg=PT105|date=1 September 2011|publisher=Potomac Books, Inc.|isbn=978-1-59797-391-5|pages=105–}}</ref> In 1931 the cars used the Clemons independent rear suspension One of these, entered as ‘The Wonderbread Special’, also had a Clemons engine. This car has survived and has been restored.
Available Indianapolis Records show that both four and eight cylinder Clemons cars were entered, including cars in 1927 and 1930 entered as ‘Hoosier Pete’ specials.<ref name="Reed2005">{{cite book|author=Terry Reed|title=Indy: The Race and Ritual of the Indianapolis 500|url=https://archive.org/details/indyraceritualof00reed|url-access=registration|year=2005|publisher=Potomac Books, Inc.|isbn=978-1-57488-907-9|pages=[https://archive.org/details/indyraceritualof00reed/page/65 65]–}}</ref><ref name="Reed2011">{{cite book|author=Terry Reed|title=Indy: The Race and Ritual of the Indianapolis 500|url=https://books.google.com/books?id=dxAig9jh64YC&pg=PT105|date=1 September 2011|publisher=Potomac Books, Inc.|isbn=978-1-59797-391-5|pages=105–}}</ref> In 1931 the cars used the Clemons independent rear suspension One of these, entered as ‘The Wonderbread Special’, also had a Clemons engine. This car has survived and has been restored.


A group of Indianapolis businessmen in the early 1930s commissioned Clemons and Augie Duesenburg to build a single seater eight cylinder Clemons powered car for the Indianapolis 500.<ref name="Yates1991">{{cite book|author=Brock W. Yates|title=Enzo Ferrari: the man, the cars, the races, the machine|url=http://books.google.com/books?id=be8JAQAAMAAJ|date=1 May 1991|publisher=Doubleday|page=420}}</ref> That car was bought in 1933 by Count Trossi, the president of Scuderia Ferrari, who drove the car in the Monza Grand Prix of 1933. Whitney Straight also ran it at Brooklands, lapping at 138.34 mph, with two Winfield carburetors and a three-speed gearbox. Jack Duller later bought it and raced it at Brooklands. Paul Emery later used the engine in his Emeryson single seater race car. The car and engine were later re-united and are now at the Brooklands museum in the U.K.
A group of Indianapolis businessmen in the early 1930s commissioned Clemons and [[August Duesenburg]] to build a single seater eight cylinder Clemons powered car for the Indianapolis 500.<ref name="Yates1991">{{cite book|author=Brock W. Yates|title=Enzo Ferrari: the man, the cars, the races, the machine|url=https://books.google.com/books?id=be8JAQAAMAAJ|date=1 May 1991|publisher=Doubleday|page=420}}</ref> That car was bought in 1933 by [[Carlo Felice Trossi | Count Trossi]], the president of [[Scuderia Ferrari]], who drove the car in the [[Monza Grand Prix]] of 1933. [[Whitney Straight]] also ran it at [[Brooklands]], lapping at 138.34&nbsp;mph, with two Winfield carburetors and a three-speed gearbox. Jack Duller later bought it and raced it at Brooklands. [[Paul Emery]] later used the engine in his [[Emeryson]] single seater race car. The car and engine were later re-united and are now at the [[Brooklands Museum | Brooklands museum]] in the U.K.

⚫
== Later life ==


==Later life==
Clemons spent the last eight years of his life in Indianapolis running a restaurant called ‘Grandmothers Kitchen’. He died at the family home in Indianapolis, after suffering a heart attack, aged 55 on February 10, 1945.<ref name=obit />
Clemons spent the last eight years of his life in Indianapolis running a restaurant called ‘Grandmothers Kitchen’. He died at the family home in Indianapolis, after suffering a heart attack, aged 55 on February 10, 1945.<ref name=obit />


==Patents held by Fred Clemons at the United States patent office==
== Patents held by Fred Clemons at the United States patent office ==


{| class=wikitable
{| class=wikitable
Line 41: Line 65:
|-
|-
|1
|1
|11th August 1934
|11 August 1934
|1142
|1142
|Independent wheel suspension.
|Independent wheel suspension.
|-
|-
|2
|2
|11th August 1934
|11 August 1934
|2104736
|2104736
|Independent wheel suspension.
|Independent wheel suspension.
|-
|-
|3
|3
|19th August 1921
|19 August 1921
|1463574
|1463574
|Vehicle suspension.
|Vehicle suspension.
|-
|-
|4
|4
|10th January 1938
|10 January 1938
|2216907
|2216907
|Independent wheel suspension.
|Independent wheel suspension.
|-
|-
|5
|5
|10th January 1927
|10 January 1927
|1839832
|1839832
|Internal combustion engine.
|Internal combustion engine.
|-
|-
|6
|6
|15th June 1931
|15 June 1931
|2062778
|2062778
|Independent wheel suspension.
|Independent wheel suspension.
Line 73: Line 97:
== References ==
== References ==


{{reflist}}
{{Reflist}}


===Books===
=== Books ===


*{{cite book|author=Floyd Clymer|title=Indianapolis 500-mile Race History|url=http://books.google.com/books?id=yP2CAAAAMAAJ|year=1946|publisher=Floyd Clymer}}
* {{cite book|author=Floyd Clymer|title=Indianapolis 500-mile Race History|url=https://books.google.com/books?id=yP2CAAAAMAAJ|year=1946|publisher=Floyd Clymer}}
*Fox, Jack. ''The Indianapolis 500''
* Fox, Jack. ''The Indianapolis 500''
*{{cite book|author=Griffith Borgeson|title=The Golden Age of the American Racing Car|url=http://books.google.com/books?id=MDMFSp7xTp0C|year=1998|publisher=SAE International|isbn=978-0-7680-0023-8}}
* {{cite book|author=Griffith Borgeson|title=The Golden Age of the American Racing Car|url=https://books.google.com/books?id=MDMFSp7xTp0C|year=1998|publisher=SAE International|isbn=978-0-7680-0023-8}}
*Gerber, John. ''The outlaw sprint car racer ''
* Gerber, John. ''The outlaw sprint car racer ''
*Sheldon, Bob. ''Speedway Photos''
* Sheldon, Bob. ''Speedway Photos''
*Jenkinson, Denis. ''The Batsford guide to Racing Cars''
* Jenkinson, Denis. ''The Batsford guide to Racing Cars''
*Wallen, D. ''Board track Guts, Gold & Glory''
* Wallen, D. ''Board track Guts, Gold & Glory''
*Dreyer, Mike. ''The Pop Dreyer story''
* Dreyer, Mike. ''The Pop Dreyer story''
*Seymour, Miranda. ''The Bugatti Queen''
* Seymour, Miranda. ''The Bugatti Queen''
*White, Gordon. ''Offenhauser: ''
* White, Gordon. ''Offenhauser: ''
*Paulsen, Ken. ''M.V.A.R.A''
* Paulsen, Ken. ''M.V.A.R.A''
*Riggs, L. Spencer. ''Automobile quarterly'', V30 No 4
* Riggs, L. Spencer. ''Automobile quarterly'', V30 No 4
*Riggs, L. Spencer. ''Langhorne. No Mans Land.''
* Riggs, L. Spencer. ''Langhorne. No Mans Land.''


===Articles===
=== Articles ===


* Old car illustrated. Vol 4 & 5
* Old car illustrated. Vol 4 & 5
Line 99: Line 123:
* A record of motorsport U.S Racing 1919-1949 by Darren Galpin
* A record of motorsport U.S Racing 1919-1949 by Darren Galpin


===News reports===
=== News reports ===

*[http://www.newspapers.com/newspage/37779031/ The Indianapolis News › 26 May 1931 › Page 18 – Newspapers.com]
* [https://www.newspapers.com/newspage/37779031/ The Indianapolis News › 26 May 1931 › Page 18 – Newspapers.com]

{{Authority control}}


{{DEFAULTSORT:Clemons, Fred}}
{{DEFAULTSORT:Clemons, Fred}}
[[Category:1889 births]]
[[Category:1889 births]]
[[Category:1945 deaths]]
[[Category:1945 deaths]]
[[Category:American automobile designers]]

Latest revision as of 18:27, 7 January 2024

Fred Clemons
BornFrederick Earl Clemons
(1889-02-14)February 14, 1889
Greensburg, Indiana, U.S.
DiedFebruary 10, 1945(1945-02-10) (aged 55)
Indianapolis, Indiana, U.S.
Champ Car career
2 races run over 1 year
First race1910 Remy Grand Trophy
(Indianapolis)
Last race1910 Indianapolis Race #9
(Indianapolis)
Wins Podiums Poles
0 0 0

Frederick Earl "Skinny" Clemons (February 14, 1889 – February 10, 1945)[1] was an American race car designer and racing driver. He was one of the first entrants at the Indianapolis 500. He designed and built his own cars, engines and created his own Independent wheel suspension which he patented in 1934. An identification letter 'C’ or ‘Cm ' often appears in front of the race Numbers on Clemons' cars. Lou Meyer, Joe Russo, Wilber Shaw and many other race drivers drove his cars.[1]

Early life

[edit]

Clemons was the son of Anna L. Clemons. He attended the Emmerich manual training school Greensburg, Indiana. His father and grandfather bred and trained race horses.[1]

Auto racing

[edit]

Clemons built two cars for the McFarland motor company in 1910 in his workshop/garage, which was at the site of the present ‘World War’ memorial in Indianapolis.[1]

The first race car designed and built by Clemons was driven in competition by Wilbur Shaw.[2]

The ‘Automotive Racing Records’ of the 1910 Labor Day Race indicate that Clemons' car No. 24 was entered by the National McFarland carriage company, and finished fifth.

In 1911, Clemons and a team-mate entered the International 500-Mile Sweepstakes with the McFarland car No 22, but they did not qualify. Clemons was also the co-driver of car No 6 with Frank Fox, a Pope/Hartford, which finished 22nd.

Clemons worked for the Chevrolet brothers, and they used his model ‘T’ automobile to test the first eight valve Fronty head’ engine.[3][4] In 1921, while Clemons was shop foreman for Frontenac,[5] the first Fronty-Ford cylinder head was installed in a ‘Skinny’ Clemons car,[6] which was the fastest Ford racer at the time,[citation needed]. Although the car overturned at high speed during the test of the engine conversion,[7] the new head proved successful and subsequently went into production.[8]

Clemons built both sprint and board track cars, using chassis which he designed and chain drive overhead cam Clemons-designed four cylinder engines.

The first Clemons chassis was narrow with front cart springs. A photo of this car can be seen in Wilbur Shaw's autobiography, Gentlemen, start your engines.[2] In 1925/1926 Lou Schneider and Wilbur Shaw both drove for Clemons.

Clemons' later four cylinder chassis included deep-sectioned side rails with a raised section over the front axle, which carried the oil tank. The rear section was deep-skirted. The front and rear cross-members were tubular with transverse leaf springs and ‘Hartford’ type shock absorbers fitted length wise along the chassis.

The chassis frame and alloy bodies for the four cylinder cars in the 1920s were designed by Clemons and then built by Dreyer of Indianapolis. According to Dreyer records, six bodies were ordered,[citation needed] but all may not have been completed.

Clemons opened and managed the Rushville Motor Speedway in August, 1925. That year the Clemons car won nine of ten races entered, including the Hoosier motor speedway race.[citation needed] It also averaged 82 mph on the Fort Miami track in Toledo.

Available Indianapolis Records show that both four and eight cylinder Clemons cars were entered, including cars in 1927 and 1930 entered as ‘Hoosier Pete’ specials.[9][10] In 1931 the cars used the Clemons independent rear suspension One of these, entered as ‘The Wonderbread Special’, also had a Clemons engine. This car has survived and has been restored.

A group of Indianapolis businessmen in the early 1930s commissioned Clemons and August Duesenburg to build a single seater eight cylinder Clemons powered car for the Indianapolis 500.[11] That car was bought in 1933 by Count Trossi, the president of Scuderia Ferrari, who drove the car in the Monza Grand Prix of 1933. Whitney Straight also ran it at Brooklands, lapping at 138.34 mph, with two Winfield carburetors and a three-speed gearbox. Jack Duller later bought it and raced it at Brooklands. Paul Emery later used the engine in his Emeryson single seater race car. The car and engine were later re-united and are now at the Brooklands museum in the U.K.

Later life

[edit]

Clemons spent the last eight years of his life in Indianapolis running a restaurant called ‘Grandmothers Kitchen’. He died at the family home in Indianapolis, after suffering a heart attack, aged 55 on February 10, 1945.[1]

Patents held by Fred Clemons at the United States patent office

[edit]
Registration Date. Reg No. Title
1 11 August 1934 1142 Independent wheel suspension.
2 11 August 1934 2104736 Independent wheel suspension.
3 19 August 1921 1463574 Vehicle suspension.
4 10 January 1938 2216907 Independent wheel suspension.
5 10 January 1927 1839832 Internal combustion engine.
6 15 June 1931 2062778 Independent wheel suspension.

References

[edit]
  1. ^ a b c d e Obituary of Fred Clemons
  2. ^ a b Shaw, Wilbur. Gentlemen, start your engines . (autobiography)
  3. ^ Fox, Jack, Illustrated History of Sprint Car Racing
  4. ^ Riggs, L. Spencer, Automobile Quarterly Vol 29 No 4,
  5. ^ Tom Collins (19 December 2007). The Legendary Model T Ford: The Ultimate History of America's First Great Automobile. Krause Publications. pp. 225–. ISBN 0-89689-560-2.
  6. ^ The Vintage Ford. Model T Ford Club of America. 1974. p. 14.
  7. ^ Petersen Publishing Company (1973). The Complete Ford Book. Petersen Publishing Company. p. 28.
  8. ^ Schmauch, John "Pete", Metamorphosis of the model T Ford
  9. ^ Terry Reed (2005). Indy: The Race and Ritual of the Indianapolis 500. Potomac Books, Inc. pp. 65–. ISBN 978-1-57488-907-9.
  10. ^ Terry Reed (1 September 2011). Indy: The Race and Ritual of the Indianapolis 500. Potomac Books, Inc. pp. 105–. ISBN 978-1-59797-391-5.
  11. ^ Brock W. Yates (1 May 1991). Enzo Ferrari: the man, the cars, the races, the machine. Doubleday. p. 420.

Books

[edit]
  • Floyd Clymer (1946). Indianapolis 500-mile Race History. Floyd Clymer.
  • Fox, Jack. The Indianapolis 500
  • Griffith Borgeson (1998). The Golden Age of the American Racing Car. SAE International. ISBN 978-0-7680-0023-8.
  • Gerber, John. The outlaw sprint car racer
  • Sheldon, Bob. Speedway Photos
  • Jenkinson, Denis. The Batsford guide to Racing Cars
  • Wallen, D. Board track Guts, Gold & Glory
  • Dreyer, Mike. The Pop Dreyer story
  • Seymour, Miranda. The Bugatti Queen
  • White, Gordon. Offenhauser:
  • Paulsen, Ken. M.V.A.R.A
  • Riggs, L. Spencer. Automobile quarterly, V30 No 4
  • Riggs, L. Spencer. Langhorne. No Mans Land.

Articles

[edit]
  • Old car illustrated. Vol 4 & 5
  • National speedway weekly. 5 Dec 1934
  • Cavalcade of auto racing. Oct 1977
  • Vintage Oval Racing The Strubes: A Peoria Racing Dynasty. by Ken Paulsen
  • A record of motorsport U.S Racing 1919-1949 by Darren Galpin

News reports

[edit]
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