DEAR READERS: Here is a special Motorsports Newsletter that will also be added to the Gone Racin’ Archives, copies of which are available free of charge to anyone who wishes to see the records. Witnesses will never see exactly the same event and historians recognize that fact. To balance out the real picture of an event or person it is important for us to record as many stories and experiences as possible. It is important to collect as many stories & facts as we can in order to balance out multiple views.
1) BILL CAMPBELL, GEORGE HURST, JIM KERR and JIM RAHM.
In the last newsletter there was a quote from an old Drive Magazine. WallyParks wrote, “While concentrating on the mechanical components, George put a company together – Hurst-Campbell – with a partner to cover office details while he, George, focused on prospective new challenges.” May I offer a rebuttal to that long-ago article? My dad was Bill Campbell. I will quote Jim Rahm, who was working for George when my dad came on board. “Bill Campbell was a dear, sweet engineer, a beautiful man and very talented. Hurst would never have been anything without him. We wouldn’t have gotten much further without Bill, or somebody like him. We needed an engineer who could draw drafts. He saved us. We were a couple of bumbling fools out there with a dream and we needed some real talent, and that was Bill Campbell.” To quote the October 1965 issue of Car and Driver, “Bill Campbell’s formal entrance into the company brought a devotion to detail that dovetailed neatly with his partner’s penchant for viewing problems on a grand scale and ignoring the minutiae.” Hurst-Campbell would not have been wildly successful without the combined talents of both men.
I am sad to hear of the passing of my friend Jim Kerr. I had the privilege of spending hours recording his stories from his days at Hurst-Campbell. Jim had a warm personality, sharp, detailed memory, and a boatload of patience. During group conversation, you could see he was patiently waiting to tell the story that came to his mind and holding every detail in place until he could speak. Every encounter was a blessing to me. Jim was the original “Shifty Doctor.” Not only did he repair cars, but he also delivered the youngest of his six children on the front doorstep of his home. Here is one of his stories:
“To give you an idea of how quickly the early growth of Hurst-Campbell took place, in 1960, George got myself and a few friends a job at the 1960 U.S. Nationals at Detroit Dragway, helping the safety crew. We had two three-speed shifters mounted on a display stand bolted to a Chevy Cameo tailgate for people to try and see for themselves how superior the Hurst design was. We got a bunch of sales leads.
Our daily budget to attend, eat and find a place to sleep was $7.00. This was for all of us! We found a shed that a guy let us stay in on a farm. We took his tomatoes, lettuce and got a loaf of bread, made sandwiches and saved enough money so we could have a bottle of wine at night. By the time Sunday came around, we had saved enough money to buy roast beef sandwiches, and we thought we were kings.
The shifters were so well accepted and sold so well that in 1961, we took a tractor trailer to the U.S. Nationals at Indianapolis Raceway Park. The trailer had a machine shop inside and we helped the competitors get thru inspection. We didn’t really know how to get there. We hired a guy who was driving an 18-wheeler for Pep Boys. He told us he knew exactly how to get there. We filled the trailer up with our equipment and off we went. We drove out the Pennsylvania Turnpike and across the Ohio Turnpike. Not until we were across Ohio, did we realize we had not gone south. I had your dad’s 1955 Ford station wagon. Every time we stopped, I put a can of STP in it to make the oil thicker so it would last to get us there and back.
In 1962 I took our stake body truck to the Nationals, outfitted as the ‘Shifter Hospital,’ starting our ‘Performance Clinic.’ I was the first ‘Shifty Doctor.’ We took our promotional vehicles. We had everything needed to build roll bars, driveshaft loops and whatever else NHRA deemed wrong. I would call Farmer Dismuke (NHRA’s technical director) and ask, “What are you going to pick on this year?” He would respond, “We aren’t doing anything in particular.” I knew that wasn’t the case. “Come on, what are you picking on?” I wanted to have the steel to fix whatever it was. So finally, I got him to tell me. We fixed everything for free for everyone who came. We gave them coffee and donuts as well. We serviced the racers, got their cars legal, and did not charge them. It was appreciated and worked to our benefit. All tasks were done with a smile, some doughnuts and coffee and a wish for a safe race.
During one race someone stole my Hurst banner. Years later, after Hurst, I was working as a representative and was in a guy’s speed shop in New England. He said, ‘Come into the back, I want to show you something.’ And there was my banner. ‘While you worked for Hurst, I couldn’t tell you I stole it.’” Submitted by Tomi Fay (Campbell) Forbes at tomifay.
I Iost a dear friend and mentor in Jim Kerr. We were associates together at Hurst-Campbell, and Hurst Performance Products from 1960 through about 1965. We shared desk space and answered George’s technical mail on Hurst products and just about everything Hurst-Campbell related. We traveled the country together going to NHRA events. Our relationship was extraordinary in that our families vacationed together snowmobiling at Old Forge, New York. Jim was the first “Hurst Shifter Doctor.” His loss to me is like losing a family member. He attended my wedding with his wife Mary in 1965. AND he never missed a Saturday night or Sunday morning Mass while we were traveling. Mary and Jim are now together. From Stephen Weiner
JIM KERR, written by Kevin Kerr.
On March 6, 2025, James “Jim or Jimmy” Kerr passed away peacefully at home. He was 91. He was a passionate advocate for all thing gas powered ranging from remote controlled cars, boats, and airplanes, to nitro fueled hotrods and dragsters. His passion for motorsports while encompassing, did leave room for other interests such as family, friends, food, and fireworks. His enthusiasm for life was matched only by his love for his family and all the friends’ lives he touched.
In 1967, Jim founded Jim Kerr & Associates, which was successful for over five decades; it was an automotive parts and accessories focused manufacturers’ representative business. As a manufacturers’ representative he often traveled great distances by automobile throughout the eastern United States to provide the reliable service that manufacturers and customers appreciated. For many years he exceeded 80,000 miles behind the wheel, with catalogs and price sheets filling the space behind him. Spending so many miles on the road helped to make him fond of the interesting chatter found on CB channels and he could converse fluently using CB-lingo like a seasoned truck driver. A CB radio and radar detector were never out of reach in his car. His handle was Gentleman Jim, and it fit him well.
As a valued member of Specialty Equipment Market Association (SEMA), Jim dedicated much of his life to advancing the high-performance automotive industry. He shared his knowledge and ability with those around him. This is what led to one his most well-known accomplishments in the automotive industry while working for the pioneering automotive company, Hurst Performance. Jim helped to develop the race support program known as, Hurst Shifty Doctors, which provided repairs for racers at no charge. Manufacturers, amateur and professional race enthusiasts sought out his insight and his amazing reach of contacts within the industry. This made him one of those often mentioned whenever a legitimate opinion was needed, or a contact was sought. Jim’s contributions to the world of motorsports and car culture will be remembered by many. For his accomplishments he was inducted into the Halls of Fame for SEMA and East Coast Drag Times. He also was presented with the National Nostalgia Drag Racing Association’s Legion of Honor Award for achievements and contributions to drag racing during US30 Heritage Days at the East Coast Museum of Motor Racing.
Jim was a devoted husband and father. His love for his family was the cornerstone of his life, and he provided generously for them. His children appreciate the special items that helped make for a fun-filled (and adventurous) childhood such as a Skee-ball machine, a gasoline powered pogo stick, a minibike, and a dune buggy. His unwavering support, gentle spirit, and constant encouragement made him a pillar in his family’s life. Jim’s legacy will live on through the memories he created and the love he gave.
In addition to his work and family life, Jim had a zest for living and a deep love for the thrill of fireworks displays. He often traveled both domestically and internationally to view displays and competitions. He knew the schedules of large displays by the likes of Grucci and Zambelli and would invite along anyone who was interested so they could have as much fun as he knew he was going to have. Jim felt that the experience of fireworks was all the richer if you were close enough to physically experience them through multiple senses. Whether it’s the deafening boom, chest rattling shock wave, smell of gunpowder, heat of a fireball, or the rain of embers upon you, he loved it all. If unable to attend in person, he watched them on live TV or online. For him New Year’s Eve was a particularly enjoyable time for viewing fireworks in multiple time zones and provided him with several hours of prime viewing.
Whether it was a Sunday spent in the driveway cleaning, maintaining, and repairing vehicles of his family, friends, or numerous snowmobiling trips through the Pocono mountains, upstate New York, and Canada, Jim’s presence always brought a sense of calm and assurance to those around him, enhanced by a voice that had been described as a voice made for radio. He spoke with a deep tone, rich in confidence. He inherited these qualities from his father who served as a Philadelphia mounted police officer and was the chaplain of the Fraternal Order of Police Philadelphia Lodge #5. Jim often took the helm of the trailing vehicle on multi vehicle excursions so he could keep a watchful eye over the journey’s proceedings. If needed, he could diagnose and repair breakdowns, instilling confidence in those traveling with him.
Jim was predeceased eleven years ago by his loving wife of 59 years, Mary Agnes (nee Benedick) and by his only daughter, Karen Denton (Lou). He is survived by his other children Kevin (and his wife Rita), Dennis, Terre (and his late wife Lorie), Brian, and Jay (and his wife Teresa), five grandchildren, three step grandchildren, two great-grandchildren, and four step great-grandchildren. He was known for his easy-going nature, generosity, and his ability to make everyone feel like they were part of his extended family. This enabled his family and friends to attend many sporting events in the luxury of the Mayor’s Box at local professional sporting events, even though he had little connection to politics.
His unwavering support, gentle spirit, and constant encouragement made him a pillar in his family’s life. Jim is going to be deeply missed by the many family, friends, and colleagues who remember him fondly. His legacy will live on in the countless lives he affected, the memories he created, the love he gave, and by all who had the privilege of knowing him. James’s family will receive condolences on Friday March 28, 2025 from 9:30 am until his Funeral Mass 10:30 am at Assumption BVM Church, 1900 Meadowbrook Road, Feasterville, PA 19053. Interment will be private. In lieu of flowers, the family asks that donations be made to Drag Racing Association of Women, “Fast Help for Fast Friends,” at kekerr.jaz.
Jim Kerr shared how he initially met George Hurst. (source: Tomi Fay Forbes tomifay)
“I went to Drexel University in Philadelphia for one year, then quit to work at Budd Manufacturing full-time as a welder. I started a garage as a part-time venture, with my friend Lou Laib, to do minor repairs and to work on performance cars. I started to port cylinder heads for local racers on the side and got a job porting a set of new Cadillac heads from a local speed shop. They asked me to deliver them to the George Hurst Garage in Abington. “George is in a hurry; will you take them there?” When I got there, George told me that he liked the workmanship and asked if I could help him finish the job for him. “I’ve got a ’54 Mercury, a Caddy engine, ’37 LaSalle transmission, and he wants a triple manifold, and a roller cam. Would you complete the job for me?” George couldn’t afford to pay me but offered to give me a key to the garage and a chance to learn how to do engine swaps. We got it done and George was happy. I started working full-time for George in 1962.”
In 1958 my dad, Bill Campbell, read of a fatal truck/train accident near the Philadelphia docks. For a few days he contemplated how to build a tool that would cut into a car without producing sparks and would have a remote power source. After forming initial ideas, he shared his idea with George Hurst, who thought a spreader would also be beneficial. They built the first prototype with the help of Jim Hobbins – whose name was on the patent when it was finally issued in 1972. That first tool was too heavy to manipulate, the men redesigned a second model that was more manageable. George wanted to show it off at Daytona, but a weld broke just as George was ready to leave for the race. Jim got to drive the Rescue Tool to Daytona for its initial introduction. He took his wife, Mary, with him: “In 1964 I took the second-generation Jaws of Life down to Daytona. My wife and I drove down in our 1964 Catalina 2 + 2 sedan with a 421-drive power. The Jaws were in the trunk, already hooked up with lines and everything else. I don’t know how many feet of hose were in there, with quick-connects. If there was a bad wreck, George wanted to be able to demonstrate the tool. My wife and I stopped overnight in Dillon, South Carolina at South of the Border. The only room available was the Bridal Suite!” (source: Tomi Fay Forbes tomifay)
2) Photographic collection by Geoff Stunkard.
I appreciated the notes on former photo collections. As my own archive consists of over 25,000+ images including approximately 5,000+ that are vintage drag racing oriented I have purchased or been given. most people fail to realize the amount of work required to archive and maintain at any of these collections; it can be challenging. I still have material I bought I’ve never had a chance to scan. Archiving and catalog listing any of these collections can be a daunting task if you cannot make it a full-time job. It is truly amazing that late Dick Towers did indeed catalog tens of thousands of those images prior to his passing.
The Larry Maxwell situation is actually quite unfortunate, as the family believes it is worth a million dollars and certain people attempted to purchase it with no success. Bob Plummer did not have the original negatives but simply scanned and reproduced his L&M photo card collection as prints under his Drag Racing Memories, even authorizing some of this work for reproduction in books. Plummer also did have possession of the original slides that had been in the Skip Norman/Woody Hatton archive. This was all liquidated at the time of his death. At this time, I have no idea what the disposition of Maxwell’s negs/photos are but based on the quality that we all know is there (thanks to those tiny photographic cards), it would be a true shame if it disappeared.
I know that both Don Gillespie and Bob McClurg have preserved certain amounts of other people’s collections as well. Myself, beyond the negatives and film from the Ray Mann Racing Pictorial Archive, I have several small partial collections including one that is all smaller negatives from Bakersfield and Pomona in 1970 to ’72, the partial Jon Steele Archive that was used by Fleer baseball cards for the original 1974 Race USA trading card series, and some 35mm carousels of privately shot film bought on eBay at substantial expense.
Beyond these negatives and 35 mm slides, I have also own a number of the original photo prints that Bob Post used in his 1990’s drag racing history book as well as a group of submitted crash and fire prints that were in the Drag Times newspaper archive. Some of these by RF Bissell are the only examples that still remain as Bissell discarded all his negatives into the trash sometime in the 1980’s. I also have 8×10 images in my own collection from the early 1960’s that were handprinted by Phil Bellamy during the era at Drag Sport Illustrated was being published. I’ve always appreciated trying to find and own those prints darkroom created by the original photographers back in the day. These include photos by Reyes, Gillespie, Jeff Tinsley, and Les Lovett among others. (cool, but none as valuable as the nighttime railroad material I have owned that was handprinted by the legendary O Winston Link – lol).
At present, Pennsylvania motorsports memorabilia expert Mike Goyda probably remains the most important person in finding and brokering these original collections. It should be remembered that, though he does usually break those collections up, it is often to the benefit of the surviving family. I believe this is what happened with the John Shanks material as Shanks had purchased a considerable amount of original drag racing memorabilia from Goyda in the years prior to his passing and his family asked Mike to sell everything, including the film archive.
I remember chatting at one point in the 1990’s with Don Garlits about the preservation of photography, but he did not seem to have a great interest in it unless it was vehicles that were in the museum itself. I did make use of his extensive photo files with his kind permission when I was writing my book on the competition history of the 426 Hemi motor back in 2013.
Presently, Mike McCandless, son of Pro Stock legend Herb McCandless, has begun gathering a substantial photographs and original negatives of all drag racing for the McCandless Automotive Museum in Burlington, North Carolina. He recently bought the entirety of the drag racing material that was shot by the late pro photographer Don Hunter, who did a lot of work for the Chrysler Corporation back in the 1960’s and ’70’s. McCandless has the resources to do this sort of preservation correctly and has already assembled the world’s greatest collection of Forward Look Chrysler vehicles as well as all of Herb’s former drag cars that still exist. It is his hope to get the Hunter and other materials he has acquired first scanned and then made available online, likely via subscription, where you could go in and access the entirety of this library for a specific monthly or yearly rate (this is because he has zero interest in selling single prints one at a time, yet wants the material to be available to those people serious enough to appreciate it. That subscriber could then print as high-resolution those images they might like to personally hold as hard copies for themselves. (Note this program is being considered but has not been executed on yet).
Beyond that, the Motorsports Museum that exists in Watkins Glen, New York has a substantial collection of original racing photography, all which is held under professional preservation. This might be an alternative place for storing/preserving drag racing materials, and it is even possible the Indianapolis 500 Museum would be a repository as well. Mike and Herb spent substantial time at the AACA Museum in Hershey, Pennsylvania doing research on some of the cars in the collection, and that organization also has a photo preservation program.
At any rate, I appreciate you noting things near and dear to my heart. That statement “we did it for love” is still true. There’s no real money in this stuff, just passion, but we certainly should be cognitive that when/if it’s gone, it’s gone forever. Geoff Stunkard at qmpublish.
3) ALEXANDER, JOHN WALTER
John Walter Alexander, October 6, 1939, to December 21, 2024. I first met John at Trings Caltex Service Station during 1965. In those days I was competing in solo motorcycle road racing events at Bathurst and Oran Park racing circuits, I also was in a partnership with some friends in a stock rod competing at the Windsor Speedway. In those days dropping in at various service stations that were involved with speedway was the norm, and getting introduced to other speedway competitors was expanding friendships that would last a lifetime. Both John and I had a lot in common, both of us serving apprenticeships in automotive engineering and both of us were competitors. We instantly became close friends and socialised at the Sydney Showground Speedway and at the Wiley Park Auto Port where John was employed as the workshop mechanic. At this stage John had won the NSW Stock Rod Championship at Westmead Speedway and had made the move over to driving speedcars. He secured a regular drive in the Higgins Bros Speedcar number 30 where often the car would be stationed at the Wiley Park Auto Port where after working hours John would prep the car for the next Sydney Showground meeting. The service station became a hub, a regular hang out for lots of speedway identities, lots of fun and don’t forget a few beers or three. We would all throw in and buy a slab of beer and keep it cool in the onsite ice making machine. One particular time after the Sydney Showground Saturday night meeting a group of us were invited back to a house in Canterbury that was rented by Barry Roberts, who was on John’s pit crew, for a party. During the evening’s highjinks people were running around naked and semi naked, someone decided everyone needed cooling down a tad so they dragged the garden hose into the lounge room and commenced hosing everyone, in the end the carpet was squelching under foot lots of laughter and many beers consumed, I think Barry may have had to look for another house to rent after that night. During the 1966-67 season I commenced riding passenger on a speedway side car, this used to worry John. He exclaimed at one time, “Nicho that’s too bloody dangerous hanging off that sidecar, you’ll end up dead.” Of course, driving an open cockpit speedcar would be safe, wouldn’t it? Later I secured a drive in a speedcar during the 1968 season at Liverpool Speedway starting off in encourage, at the same time John was driving the Higgins car in “A” grade events, so our paths always crossed both at the speedway and socially. Later John would take up a position as engine dynamometer operator at Waggott Engineering. This was a job that he loved, his relationship with Merve Waggott developed into much like a father/son team with John taking on more responsibilities. John exclaimed, “One of the best jobs of my life.”
Found in The Vintage Speedcar Association Newsletter. PO Box 73 Wentworthville, New South Wales, Australia, 2145. 249th Edition – Issue 4, February/March 2025. From John & Maria Green.
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