[Stan Weiss]

Tom V,
Since I have been busy with car and house work I did not time to post in the original thread. Memory is not what it used to be. Trying to get a timeline for these 3. Gale Banks, Ken Duttweiler, Gary and Jerry Mallicoat.

Thanks,
Stan

[Tom Vaught]

First known Boost Guy (in California) was James Paxton McCulloch (see link below) but your question was about Gale Banks, Ken Duttweiler, Gary and Jerry Mallicoat and a timeline for them.

Here is the link for the Paxton History.
http://vs57.y-block.info/history.htm

The Paxton Supercharger was installed on some production Ford Vehicles in the 50s
but it was a belt driven Supercharger, not a Turbocharger and your question relates to Turbochargers.

1) The First Real Turbocharger Guy was Stanford Alexander Moss. (1872-1946)
I made a bunch of posts in the Turbo Forums website about him and his thoughts on Turbocharging. If you do a search in their Advanced Boost Forum you can probably find the Posts. here is a WIKI link to some of his personal info:
http://www.edisontechcenter.org/moss.html

He worked for G.E. and really moved the aircraft Engines out of Superchargers into Turbochargers or to compound systems using both Superchargers and Turbochargers on the same engine.

The Gentleman that you did not mention but mentioned his customers (The Mallicoat Brothers) was Barney Navarro. Barney was a Salt Flats Racer and early Engine Boost Guy. Here is some info on his 1927 Ford. Barney was the first RACE Turbo Guy.

https://www.kustomrama.com/index.php...%27s_1927_Ford

"1927 Ford Model T Roadster built by Barney Navarro. The grille was replaced by a cast grille. The hood sides were louvered and the hood was bubbled due to the Blower. The Ford was powered by a ported and relieved Ford flathead, featuring a 180 degrees crankshaft, a Winfield cam and Navarro heads and manifold offcourse! The engine bore was 3-1/16 and 3-1/16 stroke. It had no transmission, just a Dog Clutch and quick change rear end."

I will also attach a image of one of Barney Navarro's wastegate patents he held. See Below.

So Barney Navarro was the brains behind the Mallicoat Brothers and their turbo efforts.
Here is a link to their History and lots of pics.
http://mallicoat-brothers.com/PhotoArchive.html

They were involved with Barney Navarro and Ed Iskenderian on a Twin Turbocharged Chevy Engine in the 1964 time period. They did well with that combination and then went back to college. One of the brothers worked at one point for Chrysler Engineering.

Gale Banks was born in 1942, years after Barney Navarro had been racing on the lake beds. At age 12, Banks hot-rodded his mom's car. So that would have been 1954.
He eventually went to college and got his degree. Along the way he raced a Studebaker so he has a fondness for the 1953 cars. To pay for college he set up a race shop to pay for his tuition. He did Engine and Chassis work to pay the bills. By 1967, He had his own business and was selling Turbo parts for all forms of engines.

So Banks was after Barney Navarro and the Mallicoat Brothers.
Banks had a long history with Hugh Macinnis who did the Corvair Turbocharged Engine program. Hugh also wrote several Turbo Books.
The first time I met Banks and Hugh Macinnis together in person was about 1977-1978 at a presentation they put on. I had met Banks before that at Buick Engineering (when I was at Holley) where he advised on the old Draw-thru Turbo Regal Buick.
By then Banks was heavy into Draw-Thru Twin Turbo systems.

Ken Duttweiller opened his engine business in 1984 so he was the last guy in the timeline you wanted. He was big in the Turbo Buick programs at that time.
He originally made 600 HP with his Turbo Buicks. Now his customers make 1600 hp
with their Buicks.

Tom V.

I did not include Bob Keller, who owned Turbonetics for many years and did many Turbo products. He deserves a mention in this post.
I am friends with Banks, Bob Keller, Harry at Precision Turbo (he now works for Turbonetics), The Borg Warner VP for Turbocharging, Tom Grissom, and Jim Middlebrook, the owner of Vortech and Paxton superchargers. It is really a very very small community of friends, Stan.



I knew the basic History Stan, but PY Guys want stuff that they can read so I included links I was aware of on the people you requested.

[Stan Weiss]

Tom,
I do not know how I could have forgotten Barney. Has anyone else ever build a Rambler inline 6 cylinder turbocharger engine to run the Indy 500?

Stan

[Tom Vaught]

Not that I am aware of. Stan.

Since you know a bit about Indy Car racing, Quite sure you have heard of Ray Harroun.

I worked with his son at Holley & Ford, for several years until he retired. I see he lived to a ripe age of 96 in Florida. RIP.

Richard Harroun, 96, died Dec. 21, 2011, at Treasure Coast Hospice in Fort Pierce. Born in Detroit, MI, he came to Florida 26 years ago from Tawas City, MI.

Before retirement, he was an engineer for Holley Carburetor Co., working with Ford Motor Co. for 35 years in Warren, MI. He was the son of Ray Harroun, who won the first Indianapolis 500 in 1911. He also was a former racer, winning championships in midgets, boats, go carts, slot cars and even roller skates in the Detroit area. He was active with Indianapolis Motor Speedway and was honored at the Indianapolis Centennial, representing his father.

He was a great Holley Engineer and I learned a lot from him AFTER I had left Holley and came to Ford. He was located out of the Ford Research Center Like I was. He and I worked on one of the last Holley Carb production programs at Ford. I did the 'High Altitude Testing' at Ford's Carb Test Site in Denver Colorado. ... and then he retired.
Apparently he had a long and full life. RIP Dick Harroun.

Tom V.

Memories, people can't ever take those away from you and there are still a LOT of nice people out there still. Dick H was one of them.

[Stan Weiss]

While looking for some cam information for a post in the street section I found this and did not remember that I even had it.

Stan


Navarro Rambler Indy six camshaft specs
Specs generated by Randy Guynn of Performance American Style
http://www.performanceamstyle.com/

Randy ran the cam on a profiler and obtained these
numbers, selecting both solid and roller lifters, and 1.7
rocker ratio. I've since worked out that this engine ran
with solid lifters and stock 1.5:1 rocker ratio, and I've
adjusted the numbers accordingly.

SOLID FLAT TAPPET LIFTER

Lobe separation 111.600

Checking height 0.050
Valve overlap 20.900

Intake Exhaust
Centerline 111.400 ATDC 111.400 BTDC
Open 10.700 BTDC 53.300 BBDC
Close 53.400 ABDC 10.200 ATDC
Duration 244.100 crank deg. 243.500 crank deg.
Area 24.330 Inch deg. 24.210 inch deg.
Lash 0.014 inch 0.016 inch
Rocker Ratio 1.500 1.500
Peak cam lift 0.317 inch 0.317 inch
Peak valve lift 0.476 inch 0.475 inch
Lift at TDC 0.070 inch 0.069 inch

Checking height 0.150
Valve overlap -63.700

Intake Exhaust
Centerline 111.400 ATDC 111.400 BTDC
Open 31.300 ATDC 11.300 BBDC
Close 10.400 ABDC 32.400 ATDC
Duration 159.000 crank deg. 159.000 crank deg.
Area 20.120 Inch deg. 20.220 inch deg.
Lash 0.014 inch 0.016 inch
Rocker Ratio 1.500 1.500
Peak cam lift 0.317 inch 0.317 inch
Peak valve lift 0.476 inch 0.475 inch
Lift at TDC 0.070 inch 0.069 inch

Checking height 0.200
Valve overlap -96.800

Intake Exhaust
Centerline 111.400 ATDC 111.400 BTDC
Open 47.800 ATDC 5.200 ABDC
Close 6.100 BBDC 49.000 BTDC
Duration 126.100 crank deg. 125.800 crank deg.
Area 17.390 Inch deg. 17.330 inch deg.
Lash 0.014 inch 0.016 inch
Rocker Ratio 1.500 1.500
Peak cam lift 0.317 inch 0.317 inch
Peak valve lift 0.476 inch 0.475 inch
Lift at TDC 0.070 inch 0.069 inch




ROLLER LIFTER

Lobe separation 111.600


Checking height 0.050
Valve overlap 44.200

Intake Exhaust
Centerline 111.600 ATDC 111.600 BTDC
Open 22.400 BTDC 65.000 BBDC
Close 64.100 ABDC 21.800 ATDC
Duration 266.500 crank deg. 266.700 crank deg.
Area 28.360 Inch deg. 28.450 inch deg.
Lash 0.014 inch 0.016 inch
Rocker Ratio 1.500 1.500
Peak cam lift 0.317 inch 0.317 inch
Peak valve lift 0.476 inch 0.476 inch
Lift at TDC 0.106 inch 0.104 inch

Checking height 0.150
Valve overlap -31.100

Intake Exhaust
Centerline 111.600 ATDC 111.600 BTDC
Open 15.200 ATDC 27.600 BBDC
Close 26.500 ABDC 15.900 BTDC
Duration 191.300 crank deg. 191.700 crank deg.
Area 24.590 Inch deg. 24.650 inch deg.
Lash 0.014 inch 0.016 inch
Rocker Ratio 1.500 1.500
Peak cam lift 0.317 inch 0.313 inch
Peak valve lift 0.476 inch 0.469 inch
Lift at TDC 0.106 inch 0.104 inch

Checking height 0.200
Valve overlap -65.500

Intake Exhaust
Centerline 111.600 ATDC 111.600 BTDC
Open 32.500 ATDC 10.300 BBDC
Close 9.500 ABDC 33.000 BTDC
Duration 156.900 crank deg. 157.300 crank deg.
Area 21.530 Inch deg. 21.790 inch deg.
Lash 0.014 inch 0.016 inch
Rocker Ratio 1.500 1.500
Peak cam lift 0.317 inch 0.317 inch
Peak valve lift 0.476 inch 0.476 inch
Lift at TDC 0.106 inch 0.104 inch

[Tom Vaught]

Thanks Stan for the new info on Barney Navarro. He was WAY AHEAD of his time with Boost and Racing Camshaft Designs.

That being said and back to the current topic of Ken Duttweiler, I would say that Ken D is the Barney Navarro of today's engines as far as Boosting Goes.

Barney could work on ANY ENGINE and make it very fast, (as can Ken D today).

Thanks Again, Stan.

ps I talked to Barney N couple of times years ago, (Early HO Racing Days), and he was very sharp on the Boost Stuff and helped Gary and Jerry Mallicoat with their Boosted Engine when they were in college. One of the Mallicoat Brothers worked for Chrysler Engineering later in his life in the Detroit Area.

[Cruiser]

Tom speaking of Ray Haroon I taught school with his great granddaughter. I like to drive fast. However I do stop for stop signs & stoplights. Her name was Cindy & she inherited her great grandfathers need for speed. We had a teachers meeting & she drove me & two other teachers for lunch. She never stopped for one stop sign I'm not talking about rolling stops she just looked both ways & nailed it it was the same with redlights, if she didn't see any cars she just blew through the light. She's the worst driver I've ever been in the car with. Speaking of Indy cars my great grandma grew up in Columbus Ohio & Eddie Rickenbacker was her neighbor. He would always be driving a fast car my grandma made the mistake of taking a ride with him. I'm sure she needed to change her bloomers after that ride. She said she would never ride with him again. Mark

[Tom Vaught]

Pretty sure that this young lady was actually Ray's great granddaughter, looks very possible.

Richard Ray "Dick" Harroun, (the Son) 96, died Dec. 21, 2011, at Treasure Coast Hospice in Fort Pierce. Born in Detroit, MI, he came to Florida 26 years ago from Tawas City, MI.

Before retirement, he was an engineer for Holley Carburetor Co., working with Ford Motor Co. for 35 years in Warren, MI. He was the son of Ray Harroun, who won the first Indianapolis 500 in 1911. He also was a former racer, winning championships in midgets, boats,.......

He was buried in Madison County Indiana. Assume that was the family burial plot.

Only 3.5 hours from Madison County Indiana to your location.

She very well could be one of the 16 great grand kids.

Tom V.

[Cruiser]

Tom you are right her maiden name was Reynolds my dad played college football with her dad at Otterbein College in Westerville Ohio , her dad would later become the AD at Otterbein. I knew her in the 1980s. A sweet person but a terrible driver. Mark

[Tom Vaught]

I have been fortunate to have worked with a lot of "well known" people during my 39 years at my job. Dean Nicopolis, a famous Chrysler Ramcharger Drag Race guy was one of those guys. This was before he came to work for my company. I worked about 30 feet from him.) We were doing Truck work at the time.

He build a ton of Super Stock Hemi engines for the Racers at the time. His personal 426 Hemi Cuda is shown in the picture below.

And of course another guy who worked about the same distance away from me was the famous Kevin Byrd of TV "Two Guys Garage" TV fame. Kevin is a real Hardware Guy.
(Along with being a Face on the TV Channels.) Kevin did a lot of Lower Engine design work for our company .
This means Crankshaft, Connecting Rod, Piston, Bearing type engineering. Very smart guy and very laid back guy.
Here is a link to his BMW (he did all of the work.) https://www.hotrod.com/articles/kevi...ed-bmw-e30-m3/

Tom V.

Neither car was a POS thrown together vehicle and both were built by ENGINEERS.