As told by Jim Rockstad
I had followed
drag racing since I was in the eighth grade and by the time I
was 22 in 1965, I found myself heavily involved. Most of my learning
experiences were crafted through trips to places like Aurora
and Scappoose, Oregon, as well as Shelton in Washington state.
Back then, I had hitch-hiked or bummed rides in order to get
to the races. I wanted to learn more.
Most of my time
was spent photographing every car that traveled down the drag
strip with my Brownie camera. I spent many an hour standing in
the grass alongside the track. My insatiable desire for cars,
and especially drag racing, grew until I was able to get in close
contact with the sport through a neighbor of mine in North Portland.
Jim Albrich lived
at the end of the block. He had a store in the front of his house
which was ideal for his specialty of machine work. In these early
years I spent many days just hanging around to see the latest
engine part produced at Jims place or the chance to see
his latest dragster that was garaged at his house.
in the sport grew and 1965 was a huge year for me. Jim, along
with Earl Floyd and Wayne Harry, had established the new Columbia
Racing Engines in a large store front building in Northeast Portland
and I was hired as the counterman at this new location. Additionally,
Ed McCulloch, a farmer from Forest Grove, Oregon, had arrived
on the scene.
Ed had been racing
Chevy dragsters throughout the Northwest and had put together
a partnership with Jim for the Northwind Top Fuel dragster. Ed
and one of his cousins were going to purchase a brand-new dragster
and Jim was to supply the Chrysler powerplants. I'll have to
say when I saw Ed wearing cowboy boots I kind of wondered how
this farmer and these city slicker folks were all going to fit
together. Little did I know at the time that this whole race
team would rise to incredible heights in just a few months.
I pursued my
dreams a bit further and ended up on the crew of the Northwind.
This was the life. I was the counterman for Columbia Racing Engines
during the week and then on the weekends I was the push-car driver
and general donkey for the team. All I could do was learn more
about the sport by traveling with the team and living the sport
24 hours a day. What a huge, big-time opportunity for a 22 year-old,
bleached blonde kid with zero responsibilities in life. I was
ready to go for the big-time and 24 hours a day of racing was
just what I wanted.
a Kent Fuller full-bodied fuel dragster late in 1964 to activate
the partnership for the 1965 racing season. The car was revolutionary
for the time, and it earned the nickname "Magicar".
was not solid mounted like the standard fuelers but had small
coil springs. The motor had an internal frame of its own similar
to the ladder bars used under door cars which was
mounted to the rear axle housing. Its front axle didn't have
a standard torsion bar set-up, it was mounted on a small rubber
biscuit in the center with zero spring or torsion action at all.
You could pick up one of the front wheels 3 or 4 feet in the
air without lifting the opposite wheel. The rubber biscuit in
the center of the front axle just allowed a pivot to take place.
Kent Fuller was
certainly a genius. This design allowed the torque of the motor
to drive the rear wheels into the ground, giving better traction.
At least that was what I understood about the way the chassis
worked. Of course, I was only 22, and although I had been around
lots of dragsters I had never seen anything like this car. Was
it a huge risk or would the car work beyond all expectations?
This new partnership
was labeled the Albrich-McCulloch-Krieger Northwind. Albrich
was Mr. Horsepower and loved to run the big numbers in Top Fuel.
(Ironically, the motto for Columbia Racing Engines was Horsepower
- Our Specialty). Earlier in his career he had cars which
had run big speeds, and this became his trademark in the sport.
As the car was being assembled in the spring of 1965 there were
many questions to be answered. Would this revolutionary car work
well or would there be a time to work through this new sprung
rear end system? Another question was - who was going to
drive the car? Ed had been driving Chevy-powered cars and had
crashed in the previous year and didnt want to drive this
new car. Bob Haines, the previous driver for Albrich, had moved
on to another team. Floyd drove many of Albrichs previous
cars, but this time he was driving for Whipple and Goodell, another
local Top Fuel team.
"Northwind" - the other Kent Fuller "magicar"
in the pits at Bakersfield prior to the 1965 Fuel & Gas Championships.
It was a twin to the Winkle & Trapp "MagiCar" car
that Bill Pitts restored and has today.
among the team members resulted in Dave Jeffers, a respected
driver of the era, being named to shoe the radical new car. The
new Albrich-McCulloch-Krieger team had limited dollars and Dave
Jeffers lived in California at the time. Although Dave drove
the car at Bakersfield (above) and some early races in the Northwest,
the expense of someone from outside of the core local team driving
was overwhelming. It just made more sense for a team member to
take the wheel, and after Ed made some successful shake-down
runs at Woodburn Drag Strip he accepted the job and became the
team's driver from that point on.
With Top Fuel
dragsters racing nearly every weekend, the Northwind went from
Lions to Bakersfield, Riverside, and Carlsbad in southern California.
In the Northwest, it was Woodburn and Balboa in Eugene, Oregon
to Puyallup, Arlington, and Pacific Raceways in Washington state.
At the time the
Northwind was the baddest of the bad. The car was awarded the
Drag News No. 6 spot after running 204 miles per hour and gaining
the national attention that it needed and deserved.
In those early
years, Drag News, a drag racing publication, had a top ten list
for the fuel dragsters around the country. Match races were commonplace
and to move up on the list you could set up a match race at an
agreed-upon drag strip with someone higher on the list and then
race for the spot. The requirement was the best two out of three
runs; beat your opponent and take away his spot on the list and
he gets yours.
- AA/FD - Riverside, 1965
With Ed driving,
the gold metalflaked Northwind beat Sid Waterman in May of 1965
at Woodburn Drag Strip while running a new Northwest record of
206.88 miles per hour. According to Al Beachell, strip manager
at Woodburn in 1965, "That performance clinched the challenge
for the number 1 spot in the nation." The holder of the
number one spot up until then was "Sneaky" Pete Robinson,
of Atlanta, Georgia. His "Tinker Toy Too" fuel dragster
had held off five previous challengers since he was awarded the
coveted top spot in September of 1964.
phone calls to Pete Robinson by Al Beachell a deal was set for
a match race on Sunday, June 13th, 1965. The best of three match
race would be a huge step for Northwest race fans as this national
caliber event would take place on Oregon soil. Team Northwind
called Pete and offered him use of the Columbia Racing Engines
shop so he could come early and work on his car. You see
Sneaky as he was, did use two different engine combinations
in his car. A Chevy small block and a Ford "cammer"
motor were used at different times and Team Northwind would have
liked to have gained that knowledge prior to the big showdown.
Not only didnt
Pete Robinson show up at the shop, but he didn't call and no
one had seen or heard from him at all. When the Northwind left
for Woodburn Dragstrip the morning of June 13th the big question
was, Where is Pete Robinson? Upon arrival at Woodburn,
just 30 miles south of Portland, a trailer and tow rig were sitting
at the front gate of the track. Sound asleep inside was Robinson,
waiting for the event to start. He had driven from Bristol, Tennessee,
after participating in the NHRA Springnationals the weekend before.
The Northwest rain was coming down but only in shower form, stopping
from time to time. The crowd numbers for the day are a little
sketchy but one local newspaper listed the attendance at 10,000.
To say the least, Northwest race fans were ready for the Northwind
and this showdown for the number one spot in the nation.
As the intermittent
showers came and went that day, the track was dried, thanks to
a few slower cars. About 1:30 in the afternoon, the main feature
was ready for round one. They both pushed down the track in preparation
for fire-up. Making the turn around at the top end, it set the
stage for an epic battle. When both cars fired, the huge crowd
pushed forward, some near the edge of the track, in anticipation
and showing support for the Northwestern car. McCulloch drove
right on by Robinson's Chevy car at a 7.62 at 199.54 miles per
hour in true 60s style, smoking the tires all the way through
the lights. The Chevy car was well behind at 7.95.
Round one was
in the books and the Northwind had outrun the number one car
in the nation. One round later, the Chevy car of Pete Robinson
red-lighted away the number one spot.
Ed ran 7.50 and
206.42 mph to take the coveted spot in just two rounds of the
match race. There it was. The Northwestern region had finally
broken through to the big-time in the sport of drag racing as
the huge crowd gathered around the two cars with excitement in
the air. The car that was a huge question mark to its performance
potential had just knocked off the top spot in the country in
a few short months. It was an incredible achievement, to say
A young Ed McCulloch second from left.
Photo by Russ Griffith
As the summer
progressed for the Northwind team, the wins kept coming, including
two unsuccessful challenges for the number one spot from TV Tommy
Ivo. As the car ran quicker throughout the summer months, the
handling became a question mark. Could it be that the car couldn't
handle the faster and quicker runs? Some felt that the steering
link was too long and would bounce at big speeds, causing the
car to handle poorly. Whatever the case, the fabulous gold car
was sold to Terry Major of Longview, Washington, later that summer.
All in those few short months, the car that performed at a huge
level, winning almost every run, was sold. It was a remarkable
time for Northwest drag racing and for a 22 year-old kid who
was sleeping, eating and living the sport.
WA in 1965.
Great Fuller Match-up" - Puyallup, WA - 1965 -- Chris Karamesines
vs. Ed McCulloch in "Northwind".
Pacific Raceway in 1965.
Photo by Russ Griffith
Ed "The Ace"
McCulloch and Jack Coonrod at the NHRA Museum.
The news of Ed
McCullochs struggle with colon cancer shook us all here
in the Northwest. One of our life-long friends was struggling
with his health and was going through chemotherapy for this terrible
disease. Our prayers were that everything would go well for him
in his battle against his cancer, as well as the battle for the
points chase in the Brut funny car. At the time we felt there
had to be something we could do to encourage him in his struggle.
When the photos
of the Northwind came out in a magazine last winter, it lit a
fire in Jack Coonrod. His bond with Ed McCulloch was very tight
and Jack felt that he could give Ed one day in the sun
and divert his thoughts away from that terrible disease. The
plan was to find the gold Northwind that launched Eds career
by rebuilding it, take it to Pomona in November of 2006 and have
Ed start it up.
Jack then brought
in his friend Earl Floyd and the two of them burned up the phone
lines in search of the famous gold car. For almost 3 months the
leads came in hot and heavy as Earl the bloodhound
Floyd was relentless in the search. He tracked each lead until
it was found to be fruitless. There was a car in Idaho and several
in Oregon and lots of them that seemed to be the original, but
one after another they were found to be the wrong car. At one
point Jack considered fabricating a copy of the original car,
but it just wouldn't be right. It had to be the 1965 Drag News
No.1 car in the nation - the famous gold Northwind - no copies
for this deal!
When the search
hit a dead end, a $250 finders fee was offered to Lon Russell,
a local drag-racing enthusiast and computer-savvy guy. Soon racing
web sites were all posting the story about the search for the
original Northwind. All of a sudden all of the work paid off.
The actual car was found in an old barn in British Columbia,
Canada. Talk about long shots.
The car had been
in Canada for over 30 years. The last time it had made any runs
down a drag strip was as a gas dragster in the early 70s. It
had been lengthened twice and was 13 longer than when it
ran in Top Fuel. The car had been a parts-car for other dragsters
for a number of years, having been purchased from Swindahl Race
Cars of Tacoma at one time. The late Bill Madman
Phillips, who ran alcohol dragsters for many years, had the car
and wanted it displayed in a museum. After his death, several
of Bills friends were planning to display the car once
a museum was built. The museum never came about, and Bill Bennett
willingly sold the car to Jack Coonrod, knowing that it would
be used to honor Ed McCulloch as well as honor the memory of
Bill Phillips. This car now had two important reasons for getting
in 2000 when in Bill Madman Phillips possession.
On January 20,
2006, the car headed back to the U.S. Now the hard part begins.
There were many parts missing; the original front axle, the steering
and spindles were all gone. But the most important part of all
- the over-the-roll-cage tail section - was nowhere to be found.
On the positive side, the cowl and side panels were in excellent
shape because the earlier lengthening of the frame was in the
motor area. As Jack headed for his shop in Vancouver, Washington,
he had a smile on his face despite the fact that he knew that
he had a huge project ahead of him. Finding the original replacement
parts wasnt going to be easy, but his strong determination
kept him driving forward.
To keep the car
original was paramount. This would require using old pictures
of the car and starting from scratch on building new parts. Jack
knew it would be time to reach out to many drag racing friends
to find the old pieces and to get some support as he started
putting the car together.
Step one was
to strip the car, sandblast the frame and get it over to Bruce
Cassidy. Bruce, a semi-retired machinist, had owned Cassidy Manufacturing
in Vancouver, Washington, a company that installed basketball
backboards throughout the country. Bruce is one of those people
who are passionate about drag racing and has done a lot of chassis
work for the sport. For years he was involved with several Northwest
dragsters, including as the M and M Special, driven by Gordon
Fabeck, which was originally an Ed McCulloch car.
Before the Northwind chassis
arrived at his shop considerable time was spent establishing
the cars original wheelbase, as it had been stretched out
when a gas Chevy motor was installed in the early 70s. After
a lot of research, including several long discussions with Kent
Fuller (original builder of the Northwind chassis), it was determined
that 140-inches was the original length. Fortunately, the 13-inches
that was added to the existing frame was forward of the motor
plate, requiring fewer major changes. The frame section above
contained the incorrect chassis area and was removed and replaced
with new tubing."
The missing pieces
would be nearly impossible to find. In any case, the plan was
to recreate the car with all the original parts. Valve covers,
blower drive, injector, front spindles, and front wheels were
just a few of the parts that were either unusable or missing
altogether. The biggest hurdle to overcome, however, would be
to find the hand-made aluminum tail section that had been missing
since the 70s. Was it possible to find, fix or repair all the
needed items and make it to Pomona in November for the big fire-up
with Ed McCulloch in the cockpit? Sure sounded like a tall order!
Bruce is a perfectionist, and
thats just what the project needs. As mentioned, the plan
was to make the car all original, and Bruce understood what was
needed to make everything perfect. He talked to Fuller several
more times to make sure the motor location and other important
specifications were exact. Bruce has a chassis jig at his home
shop and has worked on many Kent Fuller creations over the years.
This certainly qualified him as an expert on this type of car.
It took about three weeks of
long days for him to make the old Northwind chassis look like
a brand-new piece. It was craftsmanship at its best. All new
welds and rebuilt brackets enabled him to recreate the original
wheelbase, and soon the famous Northwind was on its way back
Many times during the recreation
work came to a halt. Finding forty-year-old original parts seemed
impossible at times but to the old drag racer it was just another
obstacle to overcome. For years many racers bought up these parts
and stored them. Jack knew this, and by making phone calls and
sending e-mails to friends and acquaintances throughout the racer
network many of these stored parts were uncovered. The people
who had them seemed to instinctively know that someday someone
would want and need these parts.
For example, Jack made a call
to Bucky Austin, a successful Alcohol Funny Car racer and owner
of several radiator and muffler shops in the Puget Sound area.
For years Bucky has been collecting old parts from early hot
rods. He remembered the Northwind fuel dragster, even though
he was a young boy back in 1965 when the car was touring around
on the West Coast. Three of the hardest pieces to find would
be the Mickey Thompson intake manifold, a Delta blower drive
and an early Enderle injector hat, with holes in the side. These
parts hadnt been used on racecars for a long, long time,
but were must-have items if the reconstructed Northwind were
to remain original.
When contacted, Austin stunned
all involved when he said not only do I have all three
items but I wont accept any money for them. I want to donate
these items to the Northwind project. In one fell swoop
a huge obstacle to the project had was removed.
Finding all of the parts was
proving to be harder and more costly than anyone could ever have
imagined; so Austins generosity and dedication to the project
made this project fun to be a part of. Things that seemed impossible
to do or find in the beginning were all falling into place as
the Northwind project kept moving forward.
Another obstacle to overcome
was the need for a new front axle. The specially built axle was
a radical design by Fuller for the Magicar. It has
a mount in the middle, which uses a rubber biscuit for suspension
as part of the unique design. Jack thought he might get a piece
of tubing bent up, and with a few welds here and there, could
replace the old beat-up one on the car. No such luck.
Once again, however, good luck
befell the reconstruction project. Once again contacting 73-year-old
Kent Fuller, Jack asked if there were any hope of finding a replacement
for this one-of-a-kind part. No, Fuller said, but
Ill build you one for nothing and send it up to you right
away. Fuller additionally volunteered to build an original
butterfly steering wheel, using stainless steel with mahogany
grips, just like the original Northwind of 1965. Kent was the
main man in building dragsters back in those early
days - its been reported that he built around 250 cars
during that time. To have the guy that built and designed the
car build a new front axle and steering wheel and donate them
to this project was another huge step as the project continued
to move forward.
When the axle arrived at Jacks
shop, the next step was to have it heat-treated. Jack dove into
the yellow pages, hoping to uncover a local company that would
take on the job. Jacks hope was that a local company might
give him a break on the costs of heat-treating the new axle.
With a few pictures of the Northwind,
and the axle, Jack headed for Swan Island in North Portland and
Stack Metallurgical, Inc. Ray Berry, the Production Manager at
Stack, estimated a price of $250.00 for the job. But once he
saw the pictures of the car and heard the story about the reconstruction,
(and the sell job by Jack) Ray felt he could put the axle in
with other parts and do the whole job for nothing. For the wonderful
donation, Stack receives a car display of the Northwind. No doubt
that will turn some heads on Swan Island!
Before the reborn car could head
to the paint shop, all the parts and pieces had to be assembled.
The huge Chrysler motor had to be installed in the rolling chassis
to be sure everything would fit back in once the paint had been
All the wiring, plumbing and
other odds and ends, including the updating of the upholstery,
also had to be finalized at this stage. Thats right, the
original upholstery was found, but it needed some adjustment
as it was changed around during one of the two chassis lengthening
for the Chevy motor. A few stitches here and there, along with
a change or two and the upholstery will be ready to go. The upholstery
even has the original tag on it from way back when!
Original upholstery and
the original classic Kent Fuller steering wheel.
No doubt the biggest headache
in this whole rebuild job is to replace the over-the-roll-bar
tail section. As near as anyone can tell that part of the body
never made it past the early 1970s. Full-bodied dragsters werent
the rage when the 70s rolled around, so a lot of those
beautiful tail sections were hauled off to the dump. But the
plan has always been to return the Northwind to its original
condition. The handmade piece was one of a kind and there was
a completely different roll cage on the car when it was found
in early 2006. How in the world do you begin this project, and
who has the skills to make it all look like it did way back then?
There are several fabricators
around the Northwest, but finding the right person with the experience
and time to do the job right was a challenge. Then of course
this person also had to take it easy where the budget was concerned,
too. Jack interviewed a group of them before finding Dale Withers
of Estacada, Oregon. Withers has been working on hot rods and
race cars for over 42 years. He has won many awards for his fabricating
and expert painting, and all he works on are special interest
cars. He said that he would do the tail section and other tin
work as a side job so that he could charge a lesser amount.
After months of hard work, Withers
completed the beautiful tail section. Its a labor of love
for Dale. He jumped at the chance to take on the challenge of
building the tail section for the Northwind. He only had a few
photographs to go by, but his work is proof that there are still
craftsmen around who are willing to put in the hours necessary
to keep old memories alive.
Every time I look at this new
tail section I remember the night at Puyallup Raceway Park when
I crunched the original Northwinds tail section. It was
in 1965, and I was a 22-year-old member of the crew. I drove
the push car, a mid-60s Ford station wagon. I pushed the car
down the return road at PRP and at 50 mph the cars engine
would fire. Fuel from the zoomie headers would cover
the front of the station wagon with nitro. Id have to have
the windshield wipers going full bore just to keep Ed in my vision
as he lit the engine and then drove away. On this terrible occasion
the wagon slipped off the push bar and I stuffed the heavy Ford
into that beautiful tail section, right behind the left slick.
I was devastated. Here was this beautiful race car with a huge
dent, about the size of my head, (only softer) in the tail section
where everyone could see it. It was not the best day I have ever
had. Jack Coonrod was going to have Dale Withers put the big
dent back in the new tail section so everything would be exactly
like it was back then. I put a halt to that idea in a hurry!
With all the engine parts rounded
up, original builder/tuner Jim Albrich started the assembly.
The steel cylinder heads were provided by Mondello, with Earl
Floyd doing the valve and porting work. Two-inch Donovan stainless
valves and exhaust rockers completed the heads. Always concerned
about doing precise work, Jim built his own fixture to correct
the intake and exhaust rocker arm pad center points so that all
valves would open the same amount. The shorter rods chosen by
Jim caused additional loads on the pistons, so Jim used 70w racing
oil to assist with the extreme piston skirt load. Milodon had
a main cap support that Jim used for keeping the bottom end together,
but over the years he changed to the aluminum splayed bolt main
Back in those days, it took a
smart motor man to run big numbers. It was trial and error and
build your own parts as the engine builders fought to find more
horsepower. With each advancement came more stress and strain
on the parts, and failures were common. The sport required continual
advancement, stretching all the parts to the limit. If you wanted
to run with the best, you had to continue experimenting with
new items that you produced yourself. And of course, you would
do it secretly. After all, it was all about beating the guy in
the other lane at his own game, and then continuing to do it
over the years.
Albrich, Floyd, and Coonrod spent
many afternoons at the shop putting the Northwind motor together.
It was a time of bonding with old pals and not exactly a ninety-minute
motor fix as you see on television with modern era drag racing.
A couple of these guys have reached the 70 mark, so things move
at a little slower pace than in years previous. Nonetheless,
the motor is complete and ready to slip between the frame rails
as the project moves forward. The powerful Chrysler motor built
and tuned by Albrich in the 1960s will once again be cackling
soon. We can all hardly wait!
Dave Jacobus and the CarStar
crew from Vancouver, Washington, have stepped forward to sponsor
the paint on the Northwind. Countless hours have been put in
to insure that the car looks exactly like it did back in the
60s. The House of Kolor supplied the gold metal-flake paint,
sorting through many paint products to get the right flake texture
necessary to reproduce the 40-year-old paint job. Dave and his
group have put in many hours detailing the bodywork and spraying
the gold flake paint. Many pieces on the body needed lots of
tender loving care after all the years in a shop in Canada. Applying
the gold flake paint is a special skill. It has to be done so
that the sun will reflect off the paint, allowing the special
sparkle the car once had to show through again.
Tony Sicilia, owner of Northwest
Plating in Vancouver, has donated the chrome work. From the rear
end housing, front axle, steering parts, brackets and lots of
little pieces, the Northwind will shine like it did back in the
Now that the paint and final
assembly are complete, a long lost friend, Don Pennington, will
apply the lettering to the car. A friend we havent seen
in 30 or more years will lay on the identical color and style
seen on the car in the old days. Don has had a successful career
as an artist, and he wanted to be involved in the project as
he remembers the whole story from those early years. Back when,
Don spent lots of time and money racing in the Northwest, and
he was a customer of Columbia Racing Engines, the same shop the
Northwind ran out of.
from Bucky Austin for parts; Bruce Cassidy for the chassis; Kent
Fuller for the front axle and steering wheel; Dale Withers for
the aluminum work; lettering by Don Pennington; paint by Dave
Jacobus of CarStar Auto Body; Northwest Plating; Stack Metallurgial
and a long list of others, the rebuilt Northwind will become
a reality in the summer of 2007. The Albrich- McCulloch-Floyd
Northwind will be displayed and a special fire up during the
NHRA Schucks Auto Supply Nationals at Pacific Raceways
(SIR) near Kent, Washington on July 22 will take place.
In the fall of
2007, the Northwind will be on display during the 16th annual
NHRA California Hot Rod Reunion at Auto Club Famosa Raceway,
Bakersfield, California. Ed McCulloch has been selected as the
Grand Marshall during the weekend activities of October 12-14th
as a special tribute has been planned celebrating his long and
storied career in the sport of drag racing.
brought back many old memories for so many people. The exchanging
of old stories has rekindled a new enthusiasm in a bunch of old
timers who were pioneers to the sport of drag racing. There was
never much credit given or taken for the struggles that took
place back then.
struggles were obvious to me as I wrote these ongoing episodes.
They were more than a 22-year-old kid could see or even understand
back then. But those struggles forged relationships with a large
group of people that are going strong over 50 years later.
What I have learned
from this project is that things that seem impossible just take
longer. It was pure determination that led to the discovery of
the car, hidden away in an old garage for 30 years. The project
was pushed forward thanks to the willingness of a group of people
to help a friend in need. I have explained this whole project
to many friends outside of our sport and they cannot understand
how this car was found and that there is such a ground
swelling of people interested in the completion. The best
way I can explain it is that it is a project from the heart -
a project with a purpose. The same determination that pioneered
drag racing throughout the Northwest has resurfaced again in
this time of need.
06-16-07: Six shots from the
Northwind BBQ which marked the cars unofficial debut (the official
being the CHRR in October). All the players in the restoration
were there, fired it up....in the neighborhood. Car looks great,
sounds pretty good too.
in the barn waiting for its next outing.
After 40 years
Ed "The Ace" McCulloch was still able to climb in the
small Northwind cockpit.
(crew member, left) and Dave Jeffers (former driver right) along
with Ed McCulloch sitting in the car that started his career
After attending the Honoree
Awards, Ed McCulloch is poised and ready in the Northwind.
October 12-14, 2007 - Bakersfield,
CA and the California Hot Rod Reunion when the Northwind made
its official Cacklefest debut at the granddaddy of them all.
It's first call to duty was a fire-up following the Honorees
Ceremony at the Double Tree Hotel on Friday night.
With the engine fired
McCulloch acknowledges the fans.
Back at the track, it is a Cacklefest
requirement that new participants do a test push start prior
to the Saturday night show - even Ed McCulloch.
Cacklefest proper kicked off
Saturday evening before a full house with a parade and introduction
of the 64 participants including "The Ace" in the Northwind.
After all the cars were taken
to the top end of the track, the push starts began and never
seemed to end. Being a featured car, McCulloch was one of the
last to come down the fire-up road and make his turn onto the