THE HUDSON TRIANGLE. Exclusively for members of the Hudson Essex Terraplane Historical Society. A 501(c)(3) Charitable Organization Volume 15 Issue 2

Transcription

1 THE HUDSON TRIANGLE Digital Supplement Exclusively for members of the Hudson Essex Terraplane Historical Society. A 501(c)(3) Charitable Organization Volume 15 Issue 2 Lancaster County, Strasburg, PA Photograph by Philip Banks of Banks Photography April/May 2013 Page 1

2 The Starting Line The weather is warming, the birds are returning and the flowers are blooming, so it is time to wax the Hudson and get back on the road. Our local chapter has a BBQ scheduled over the mountains to our North. It will be a nice drive with a tour in the countryside and a visit to an air museum near Edwards Air Force Base. As part of the HETHS Education Program, we have started sending out Hudson e-cards to HET Club members and other interested parties. The e-cards feature a variety of Hudson models and have been well received. And Dick Teeter has been reporting on the travels of Doc Hudsons. The appearances at the various stops are getting the Hudson message out. Bob Departments The Starting Line 2 Behind the Wheel 3 The World Tour 16 The Finish Line 20 History A Training Program - Part II 4 The Return of Hudson 8 Hudson and WW2 15 Historical Society Projects Doc Hudson Travels 7 HMCC Calendars 20 H Historical Society, Inc. Upcoming Events 14 New Director 17 Board of Directors 18 Archives From the Historical Society Library 17 Membership Jay Leno s 53 Dedicated to Preserving the History of Hudson Motor Cars New Members 14 How to Reach Us 18 Membership Application April/May 2013 Page 2

3 Behind the Wheel With Mike Ahh Spring. It has even come to the Rockies. Snow is almost all gone and it has been up to 60 degrees in the day time. Work progresses on the 1929, thanks to help from a good friend, known as Pix. The big news is the reception the Doc Hudson replica is receiving as it traverses the country. In Iowa, with Aaron Cooper, it was a big hit, including a stop at the Salisbury house. The same reception was received in Nebraska at a couple of stops. The Falk family and Tom Henry received all kinds of publicity including a television news story. Now the car is in Colorado where Bill and Todd Lentz have it booked non-stop. It is appearing at car dealers, health fairs, schools and more. From Colorado it will go to Utah where Brownie Petersen has it booked at car shows, museums, and schools. Indeed it is a busy time for the Fabulous Hudson Hornet. Our hats are off to all who envisioned or endorsed this project. Certainly it has become a real flag bearer for the HETHS and the Hudson Motor Car Company. From Utah the car will go to the international HET and HETHS meet in San Mateo. Dick Teeter, who is doing a marvelous job managing the project, has it booked into the California Auto Museum in Sacramento. If you haven t yet seen the car, be sure and visit it in San Mateo. If you have any items related to Hudson that you can donate to the auction at the San Mateo meet, don t forget because that will be here before we know it. The auction is our main fund raiser and we depend on it. Margrit Schumacher is busy planning the fashion show which takes place right before the auction so bring your vintage clothing. It is always fun and there is music and gifts galore. If you know Hudson Club members who are not a member of the Society (there are a lot of them) ask them to sign up. It is our best chance to see a Hudson museum. Take care and keep your Hudson-made products on the road! Mike Upcoming HETHS Events (Preliminary Schedule) At the th International HET Meet in San Mateo, CA Tuesday, July 23 - HETHS Board of Directors Meeting Wednesday, July 24 - HETHS General Membership Meeting Friday, July 26 - HETHS Auction & Fashion Show April/May 2013 Page 3

4 A Training Program - Part II by Dennis Flint The following is part 2 of the training material developed for docent training at the California Automobile Museum. April/May 2013 Page 4

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7 Travels with Doc Spring of 2013 found Doc snoozing in the wilds of Iowa. HET President Aaron woke Doc and drove him to his Army training location at Ft. Ashland NE. This is where Ron Falk and crew took over. Luckily, Ron and Doc beat the snow to N. Platt, NE. Tom Henry and the Dikeman s then guided Doc to Ft. Collins, CO where a couple of weeks of appearances exposed Doc and HET to many new fans. The Colorado activities were arranged by Bill Lentz. Doc is expected to hang around Colorado until early May when the westward Tom & Bill journey will continue toward San Mateo and the International Meet. Brownie Petersen and Mike Cherry will be planning Utah viewing and meets for Doc in the Bee Hive state. Aaron & Ron by Dick Teeter Warm & Dry in Ft. Collins The Historical Society is looking for suggestions for a winter route that will lead Doc toward French Lick, IN for Museum appearances along a southern route would be great. Please contact Dick Teeter for any suggestions. Dick can be reached at hudson49@ptd.net or April/May 2013 Page 7

8 DISCLAIMER: The following article was provided courtesy of Hot Rod Magazine, July 1965, p.82-85, Technical Editor Eric Dahlquist, Photography by Eric Rickman. The RETURN Of The HUDSON Forgotten by all but a few, a new swarm of Hornets from the '50's has descended on racing, once again stinging the competition... and on an ultra-low budget at that. There are few cases on record where automobiles out of production continue to dominate some phase of racing after being off the showroom floor for more than a decade. Singularly more impressive is the feat of improving stock performance to highs never considered when the car was new. To their everlasting credit, a small cadre of Hudson lovers have done just this, causing their unabashed enthusiasm to attract an ever-growing body of supporters all over the country. One of the espoused reasons why Hudson went under in the first place has supposedly been laid to the fact the company refused to switch over to the OHV-V8 persuasion when all their competition did. Even as the ship was going down, Hudson maintained to the end that their engines were as good as, or even better performers than, the high-revving bent eights of that day and the fantastic string of successes they racked up on the NASCAR banked ovals (a record by the way never approached by any other manufacturer) seemed mute evidence of the sentiment's validity. No matter what the cause, the marque faded away to become an all-butforgotten issue until a few years ago when drag rules were refined to give competitors a more equitable break and someone discovered that the Hornet's big 308 cubic inch mill's generous low-end torque was tailor-made for the quarter-mile. One thing led to another and before long the whole scene burst wide open with Hudson grabbing an ever growing number of class records. Perhaps the highest plateau so far attained was registered at Carlsbad Raceway when a Hornet-powered Jet business coupe, with a housewife driving, shut off the front-running World Points Champion '65 Ford Galaxie C/FX. With this incredulous accomplishment, we were sufficiently curious to seek out the builders and runners of these seemingly obsolete winners to learn what was new about this old car. Like any other type of racing enterprise, certain persons become synonymous with the general area in which they are involved, for the high calibre of their work, and the Hudson story seems to always involve Jack Clifford, Ike Smith and Chuck Parcell wherever tales of the inverted bathtubs are told. So we sought out these three for the inside dope; Ike and Chuck for the stocker story and Jack Clifford for the modifieds. Currently, Ike is the person responsible for the successes of Chuck Parcell's "Black Beauty," a '54 Hudson coupe that has never been beaten in competition over the last two years of steady weekend racing. Chuck broached the subject of Hudsons in general with the statement that the prospective runner should be familiar with the fact that because Hudson played the mum's-theword game about actual horsepower in their Twin-H series until 1954, only this one year of the two-carburetor jobs is eligible to run in any of the NHA stock categories. There are still plenty of '54's around, though, with AMA factory horsepower ratings so they are legal per NHRA rules. In addition, it helps to know that while Hudson was in the thick of winning on the circle tracks they developed some mildly exotic pieces to befuddle the rest of the herd and these are also fair game in drag strip hollow. Besides the obvious Twin-H manifold then, there is the stock April/May 2013 Page 8

9 ABOVE - Hunching low in the saddle, Ike Smith urges his Hudson Jet, replete with Ford hood scoop, on toward another record in the lower stock classes. '54 camshaft that provides.390-inch lift and 268 duration. And on manifold, the correct scheme is to run two WA-1 series Carter single throats. Finally, for those who don't desire the fabricated steel-tube header route, a neat cast iron, tuned, dual exhaust manifold originally designed my Marshall Teague is lurking under the hood of a few Hudsons resting in the nation's bone yards and can usually be had for a dollar or so. With these parts in mind, we got into the intricacies of building a trophy-winning engine similar to the one in Parcell's bomb, which also happens to be the basic unit for most of the dragging Hudsons. When Ike gets a Hornet mill to build up at his S&S Enterprises, Hudson Racing Team Shop, the first move is to strip the block to its basics and check for any possible cracks, especially around the valve seats. The lead surface is then cleaned up and the main and cam bearing journals align bored. Despite some rumors to the contrary, Hudson blocks are tough, being RIGHT - And here's what the torqueing Hudson six looks like. Aluminum foil wrapped around stock dual-pot manifold prevents exhaust header heat from perking gasoline in Carter single-throat float bowls. Mallory ignition components have been added for extra reliability. April/May 2013 Page 9

10 composed of a nick-silica iron alloy that requires precision grinding to accomplish a bore job. When performing the allowable overbore, Ike goes out to.058-inch, leaving a.002-inch margin for the tech inspectors in the inevitable teardown that is part of the ritual of national meets. All the stock, forged steel cranks are polished, ground, micro-finished and the con rod journals then grooved for oil. The factory bearings are 1-1/8 inch wide so a notch machined in the ABOVE - Latest word in proven header design are these steel jobs fabricated by Hooker. Experiments are moving ahead with efficient tuned cones. ABOVE - Most exotic new piece of equipment thus far has been this aluminum injector / exhaust header combination designed by longtime hot rodder Loran Sapp. unit provides metering control necessary for Hudson gasser's 11's! journal centers will get sufficient oil in providing a good cushion of lubricant. The bearings are Michigan soft alloy units and because of their relatively wide surface, function satisfactorily. Clearance for the mains and rods is held to.003-inch. Connecting rods are given.010 additional side clearance from factory recommendation, bringing the total to.027-inch. Pistons for the Hornet are 7.5-to-1 compression of either Jahns or Vutaloy manufacture, with wall clearance held at the range with zero deck height. Because of the previouslynoted block hardness, chrome compression rings wouldn't seat in two years of racing so softer Pedrick cast iron ones are chosen. Conversely, adequate oil distribution is desirable on the skirt so chrome rings are fitted. End gap for both is.012-inch. By this time you have probably noticed that tolerance in these engines is on the snug side and this is because they are set up to run lukewarm or as cool as possible, retaining gasoline's utmost efficiency. In the valve department, the word is stock size, inch on the intakes and inch exhausts, with one hot tip: Replacement manufacturers supply valves for Hudsons and, although they will function satisfactorily in street applications, Eaton original equipment units are lighter and of consistent quality demanded by constant racing. Stem clearance is maintained at.004. Cylinder heads undergo a whisker of a true-up mill job and all the combustion chambers are equalized at 95 ec's. Fitzgerald head gaskets, again a product chosen for its consistency of composition, handle head sealing chores because they don't shrink. The onehalf-inch main cap bolts are tightened to 110 psi cold, engine warmed, and torqued four more April/May 2013 Page 10

11 times. Final compression after all this is 140 pounds. Stock Hudson valve springs which have displayed excellent tension holding characteristics over the years are shimmed.060-inch with a spacer to bring pressure up to 77 pounds on the seat with the valve closed. Timing chains come in two categories, Morris for the street and the lighter Perfection for strip use where mileage is naturally quite limited. Hudson distributors have proven reliable in competition but a Mallory unit is usually chosen to supersede it if for no other reason than that of ensuring additional peace of mind. The curve that seems to have worked out best is 8 degrees initial advance, plus 8 degrees internal, yielding a total of 24 on the crank. It is possible to go as high as 32 degrees advance and still stay in the ball park but individual experience will have to select the final figure. One additional point is worth remembering. On Hudson the oil pump gear also drives the distributor so any slop or irregularity of motion will be transposed into erratic timing. The necessity of a remanufactured oil pump, then, cannot be overstressed. Lubricant is simply 20 W Pennzoil mixed with an additive. As described above, this combination enables Chuck's 3655-pound coupe to set and retain National L/S records of and mph, win the class on every outing, including the '64 Nationals, Winternationals and Cordova World Series, collect 300 trophies and grab $800 in prize money. All this, plus the satisfaction of dropping all those "modern" bent eights. But for those who desire something less conservative there are the small, and hence light, Jets, like Jim Bellovich's '54 that we inspected. Weighing in at a mere 2980 pounds ready to run, this little jewel represents one specimen out of a total body of 700 "personalized compacts, the FX cars of a decade ago," designed originally for NASCAR classes. Though Jim's engine is identical to the rest rebuilt by S&S, other touches like a pair of early Olds torque reaction arms, to control wheel hop and lower e.t.'s a good half-second, are adapted. The rear end uses a short 4.10 gear ratio with 7.60x15 Casler slicks for bite and a Positraction is legal if needed. To top off the suspension tricks, a pair of Up-Loc shocks is found in front and a lone air bag in the right rear (in addition to stock shocks) the pressure of which can be varied for different chassis jacking combinations. Almost all Hudsons utilize the reliable Hydra-Matic and Ike recommends the units beefed up by D&F Competition hydros in Inglewood which allow four-speed, standard-like shifts, at 4800 rpm in each gear. Most impressive of all is the set of Hooker collectors that look formidable and sound even meaner. Executing an occasional wheelie out of the gate, Jim buzzes the mill to about 4400 rpm through the lights, hitting a cool and for the records in J/S, again, usually at the expense of the V8's But if the Hudson revival was only a matter of restoration and rebuilding, it might well have earned little more than a footnote on the automotive scene. Jack Clifford, the man who had a hand in getting the stockers going, has now expanded the scope of interest through his Los Alamitos, California-based Research and Development Company to actual manufacture of Hudson Power Products that promise to make the Hornet's sting felt more severely than ever. April/May 2013 Page 11

12 Since the Hudson is primarily a torque rather than an rpm engine, one of the first avenues he explored was a half-inch stroker that gets the swing out to a full 5 inches in contrast to the normal 4-1/2. Actually, you can slap on an additional 1/2-inch on the 5-incher and this will be about the practical limit for a "long arm." Combining the 5-inch throw with the stock 3-13/16 bore brings the cubic inch figure out to 346. An 1/8-inch overbore along with the crank gives an additional 20 inches. With the 5-1/2-inch crank and the stock bore you get a quick 366 right off the bat, while another 1/8-inch on the cylinder size brings things out to a respectable 386 inches. Crankshaft Company is Jack's supplier and all the units are finished to CSC's high-quality level. The cranks go the trueing route and a large fillet radius is welded on each throw. The journals are then microfinished and stress-relieved to eliminate the possibility of any cracks developing. The piston picture remains similar to Ike's techniques in that Jahns 3-ring buckets are used. The cam area on these slugs, by the way, has been specially designed so that much of the friction drag normally encountered in the bore is eliminated, contributing to more power and longer life. Because the previously mentioned cams are in limited supply, Jack has undertaken to make available identical units manufactured by a reputable grinder. And, due to the fact that these new cams duplicated factory specs, they are legal replacements in the '54 stocks. Should ABOVE - Clifford's new aluminum head with compression ratios all the way up to 11.5:1 solves chronic sealing problem with "O" ring provision around cylinders. Finning helps to radiate heat. the builder want something with additional hair, a.457-inch lift, 276-degree hard-face overlay model is ready for any anticipated modified competition. Chilled iron lifters originally intended for Plymouth and modified to fit the Hornet are used with this outfit, along with stock [late] Corvette valve springs, beefed an additional 20 pounds, which just happen to fit. Jack interjected here, while on the subject of the cam and related parts, that it is imperative for a two-piece valve with a 2:1 expansion factor to be used, due to the great amount of valve growth (.007) engineers allowed for. Clearances should be set cold at.011 and.019 on the intakes and exhausts respectively. Hudson was one of the few cars from the past that offered dual carburetion as a stock item and, although the twin assembly is the last word for the stockers, some operational areas demand other configurations. The occasional racer, for example, who uses his car for daily April/May 2013 Page 12

13 ABOVE - And here's the stroker by CrankShaft Company which, at 5 inches with the stock 3 13/16- inch bore, yields 346 cubes, plus generous torque increase. Closeup at right reveals throw detailing outlined in text; fillet radius, finishing. transportation and has long wanted more flexibility without two carburetors, will take heart from a new four-barrel setup that has been designed. At the other end of the scale, the full-bore drag artist will delight in a new tri-power ram log. Eclipsing both of these is an aluminum fuel-injector, exhaust-manifold combo, designed by Loran Sapp, that is tuned for max-torque at 4500 rpm. Driven by a Gilmer belt, a hilborn pump supplies fuel in adequate quantities. Performance with a combination of these heretofore unavailable parts produces some startling results. Loran, running a stock bore and stroke hornet powerplant in his Anglia G/Gasser, but with the cam, injector and a new 11.5:1 compression aluminum head that has built-in "O" ring seals, won his class at the Winter nationals at an almost unbelievable 12.5 seconds at 106 mph. Next on tap will be a bigger, more finely-tuned engine that is expected to yield elapsed times in the high 11's and speeds around 112 mph! If this wasn't enough, a rail is being designed to run in the 9's on gas and with only one gear! The new breed of Hudson followers is an outspoken lot who will be the first to point out that beauty of the idea is the low price of success. A complete car, ready to run right at the record of whatever class in which the machine falls, can be had for as little as $500, possibly less, depending on your ingenuity. And there are so many classes from which to choose: H-I-J-K-L- M-N/ Stock categories, (H-I/ Stock Automatic shift), G-H/Gas, E-F/ Modified Production, C/ Street Roadster and D/Dragster, not to mention the oval track groups. Even with a modified or gas classer, the cost of a winner doesn't have to put you in the poor house. In the last analysis, this simple law of economics will probably be the single most important factor in the Hudson's most important factor in the Hudson's return to popularity. The little low-budget guy April/May 2013 Page 13

14 is almost out of contention in today's racing scheme as it is and we're 100 per cent behind anything that will get him back in. A New HETHS Director Richard R. Esparza has joined the HETHS Board of Directors and is working on the museum project. Richard was born in Washington, DC and at the age of 8, the family moved to Topanga Canyon, Los Angeles County where he lived until college. He earned a BA in Philosophy & Religion from CA State University, Hayward. Richard also came close to a 2 nd BA in Physical Anthropology, which eventually earned him honest work in the museum field. He spent thirty years in museums mostly as an executive director of museums of history & art. He retired in 2002 from the Riverside Municipal Museum in Riverside. Richard s Hudson habit developed late. In 1992, while at the Nevada Museum of Art in Reno, he spied a great looking 30 s era car in a backyard in Carson City. It was a 36 Terraplane. He had never heard of a Terraplane, but did know about Hudson, so a week later he owned it. Richard also joined the HET Club and met folks like Bill Albright, Buzz Stahl, Pete Booz and whole gang of great people who introduced him to the great cars of the Hudson Motor Car Co. Richard is married to Lauraine, a wonderful woman who agreed to drive 8,000 miles last summer in their 1950 C6 sedan, the Queen of the Road. They travelled to 23 States and one province in Canada. They live in Escondido, are both retired and enjoy travelling. Land Bragging A wealthy Texas rancher was touring the world and was currently in Scotland where he was talking to a Scottish farmer. The farmer was telling him that all the land from where they were standing all the way to those mountains was his and all the land clear to the ocean was too. He said " I am one of the largest landowners in Scotland." "That's pretty impressive for Scotland" said the Texan, "But in Texas where my ranch is, I can get up in the morning before daylight, get in my pickup and drive all day. When the sun goes down, I'm still on my own property." The Scott thought for a few seconds and said "I had a pickup like that once." April/May 2013 Page 14

15 Hudson and WW2 from war effort were decidedly not automotive and mostly related to the air war. Hudson s first military contract was to produce 20mm Oerlikon anti-aircraft guns. Hudson built a million square foot factory in Center Line, Michigan, that employed 4,000 workers making those guns, which Hudson assembled from 1941 to 1943, when the Navy suddenly canceled the contract, awarding it to Westinghouse. Hudson would struggle to meet production quotas on most of their wartime products. The transition from civilian to military production was not always smooth. Though Martin and Curtiss-Wright were relatively happy with the work that Hudson did for them, the Navy felt that Hudson was slow in getting production up to speed. Eventually Hudson found its niche making airplane parts, and parts of airplanes. Hudson supplied pistons to Wright, B-26 Marauder fuselage sections for Martin, wings for the Curtiss-Wright SB2C...Though original equipment on PT boats was the Packard Liberty V12, in war you have to make do with what you have, so in service some of those Packard engines were replaced with the Invader 168, a 998 cubic inch 265 HP inline six made by Hudson Motors under license from Hall-Scott. The Invader was primarily used as a landing craft engine. Unlike GM, Ford & Chrysler, who made trucks, jeeps and reconnaissance cars, Hudson s contributions to the April/May 2013 Page 15

16 Helldiver dive-bomber and the Lockheed P-38 fighter, and armored cockpits for Bell s P-63 King Cobra fighter. The last major wartime contract for Hudson was to make wings and fuselage sections for Boeing s B-29 heavy bomber. In addition, before they moved the Hudson Naval Arsenal into Westinghouse control, the Navy had Hudson produce small runs of specialty products like catapults for launching airplanes. One interesting factoid about Hudson s wartime production was their use of female plant guards. Though like many other military suppliers Hudson hired women for most production and inspection positions, using women in security positions was a novel thing and the company publicized it. Hudson also hired blacks, but in June 1942, when they tried to place African-Americans in production work at the Hudson Naval Arsenal, white workers in a number of departments walked off the job in protest, apparently instigated by elements of the Ku Klux Klan. Remember that many southern whites and blacks had moved north to work in the auto plants. Racial animus would explode in Detroit a year later when a riot that started on Belle Isle eventually led to the deaths of 43 people. In the case of the hate strike, though, the secretary of the Navy told the UAW that not only would the Navy fire any strikers, they d make sure that the strikers would not be able to find work at other munitions plants. Four ringleaders of the strike were fired, with the blessing of UAW leadership. That was not the only labor problem Hudson faced. There were a number of strikes and work stoppages in 1944 and That may go against the narrative that everyone pulled together for the war effort, but facts are facts. Welcome to Our Newest Members Life Membership: Bill and Jane Lentz, and Brian VanBuskirk Contributing Membership: Lee and Carol Pontius Active Membership: Todd and Jenn Lentz Keep spreading the word about the goals and achievements of the HETHS and making the invitation to join us. Remember to renew your annual donation to HETHS and help the advancement of our goals April/May 2013 Page 16

17 From the HET Historical Society Library For more information, contact Bob Ross, Media Library April/May 2013 Page 17

18 How to Reach Us Officers President: Mike Cherry 3 Silver Queen Court Park City, Utah (435) fairmontw@fiber.net Vice President: David Stevens P.O. Box 309 Whitehall, MI (231) (cell) davenstevens@msn.com Assistant Vice President: Larry Kennedy 9350 Vandergriff Road Indianapolis, IN (317) indyhudson@comcast.net Secretary: Laurie Fromm 132 Creighton Lane Rochester, NY (585) LaurieF@Wyble.org Treasurer: Dick Burgdorf 3456 Judith Ridge Rd. Imperial, MO (636) rpburgdorf@att.net Support Team Membership: Carmen LaFlamme 111 Besaw Road Richmond, Vermont (802) cwlaf@gmavt.net Communications Manager: Bob Ross 150 South Michillinda Ave. Sierra Madre, CA (626) heths@elkay.org Legal Counsel: Sue Figert Kennedy 9350 Vandergriff Road Indianapolis, IN (317) SueFigert@comcast.net Events & Fashion Show Director: Margrit Schumacher Woodcrest Harper Woods, MI (248) MSchumacer@ringsidecreative.com Internet Manager: Matt Royer 1366 Pleasant Ridge Avenue Henderson, NV (702) hudsonroyer@gmail.com Board of Directors HET Historical Society Lew Bird (term ) 1513 Treehouse Lane South (817) Roanoke, TX lewbirdtx@aol.com Aaron Cooper President HET Club 7115 Franklin Ave. (515) (cell) Windsor Heights, Iowa ankcoop@gmail.com Richard R Esparza (term ) Stonington Way (760) Escondido, CA richardlauraine@cox.net Steve Holz (term ) Mckanna Road (815) Minooka, Ill hudsonholz@gmail.com Alan Jones (term ) 13th St. Johns Ave Purbrook Waterlooville, Hampshire PO7 5PJ United Kingdom ash52jones@aol.co.uk Larry Kennedy (term ) 9350 Vandergriff Road (317) Indianapolis, IN indyhudson@comcast.net Charlie Nau (term ) 8605 Pheasant Drive (406) Missoula, MT cnau@bresnan.net Bruce Smith (term ) 42 Gilligan Road (518) East Greenbush, NY Bsmith4777@aol.com Dick Teeter (term ) 330 Prospect Street (570) Hawley, PA hudson49@ptd.net Park Waldrop (term ) 1404 Ridgewood Dr. (803) Rock Hill, SC pwald@comporium.net Past Presidents Ken Poynter Sue Figert Kennedy Today I asked my wife if she wanted to go shopping; if she did, I would take her. She looked at me and smiled. She told me shopping with your husband is like hunting with the Game Warden. She went alone. April/May 2013 Page 18

19 MEMBERSHIP APPLICATION Hudson Essex Terraplane Historical Society The Hudson Essex Terraplane Historical Society offers four types of voting memberships along with the ability to accept other donations and bequests of any amount. All Donations are tax deductible. They are most welcome and very much appreciated. LIFE Membership - A onetime tax-deductible contribution of $1,000 or more. Recognition will be by Certificate, Gold Lapel Pin and membership card. CONTRIBUTING Membership - A tax-deductible contribution of $100 or more per year for ten (10) consecutive years will result in a full LIFE membership. Member will receive Silver Lapel Pin for initial membership and membership card. (Only one pin will be issued until LIFE membership is attained.) ACTIVE Membership A tax-deductible contribution of $40 for one year. This may be renewed as many times as one wishes and will be used to accumulate credit towards Life membership. Yes, I would like to become a member of the Hudson-Essex-Terraplane Historical Society as indicated: $ LIFE Membership $1,000 or more $ CONTRIBUTING Membership $100 or more per year $ ACTIVE Membership $40 per year $ GIFT in Honor or in Memory of $ General Donation $ TOTAL funds enclosed. The Hudson Triangle Preference: 6 Electronic (pdf) or 2 Paper Issues Name: Address: Phone: Please make payment by cash, check, or money order payable to HET Historical Society, Inc., in US Dollars, and mail to: Carmen LaFlamme, 111 Besaw Road, Richmond, VT Thanks for your Support! April/May 2013 Page 19

20 NASCAR Hall of Fame A few 2013 HMCC Calendars are still available. See Australia Sydney Cahill Expressway 5 France Nogent-le-Roi The Finish Line April/May 2013 Page 20