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Re: Pierson Coupe Story

To: land-speed@autox.team.net
Subject: Re: Pierson Coupe Story
From: "Thomas E. Bryant" <saltracer@awwwsome.com>
Date: Wed, 22 Jan 2003 17:02:11 -0800
The Pierson Coupe Story:    by Tom Bryant

I purchased the car from Dick Schell of Redding CA in early 1980. The car
came without engine or transmission. It still had the original closed
driveline and a mediocre roll cage, but otherwise was in decent
condition. Dick had sandblasted the car to remove several coats of paint, a
mistake which slightly damaged some of the aluminum panels, and applied a red
primer paint job. The original firewall had been remove to allow a 25% engine
setback. The grill opening had been covered with a piece of aluminum, it
still had the original type Ford shock absorbers, a Halibrand Quick Change
rear axle and Knock-off type Halibrand Magnesium rear wheels and spindle
mount Halibrand Magnesium front wheels. The steering was a Ross, which
steered a 1937 Ford "60" tube front axle and the driver was seated on the
original left side position. The cooling for the engine was provided by an
aluminum, twenty gallon water tank mounted in the rear of the car.

The changes I made were few. I went to an open driveline, installed an
aluminum Powerglide transmission, and a 302 cu. in. Chevrolet. We remove the
original roll cage, which appeared to be water pipe, and installed a new
one. Of course, safety equipment, fire extinguisher system, five point seat
belts, new lexan windshield and window coverings and necessary gauges were
installed.

Since we ran an automatic transmission, we started the engine with the
original type starter.  In the early years we ran a torque converter so it
was normally driven on and off the trailer under its own power.  Later, I
went to a direct drive setup, (no converter) which I still use today. We
start the engine, push the car up to about 40 MPH and drop the trans into low
gear and away we go. I like this setup because the speed is more predictable
by tach readings, and there is no worry about a converter exploding under my
feet.

Records Set with the Pierson Coupe:

Gasoline:
11/15/81                El Mirage               D/FCC           184.420 MPH
08/20/91                Bonneville              D/GCC   206.409 MPH


Fuel:
11/12/89                El Mirage               D/FCC           202.685 MPH
10/90                   Bonneville              D/FCC           221.898 MPH
(Set the record at 217.236 MPH, gaining entry into the Bonneville 200 
MPH Club, raised it two more times and ended the meet with 221.898 MPH, 
which stood until 1998.)

08/22/91 - Fastest one-way speed (Bonneville) - 224.679 MPH with a 227+ 
MPH exit speed

We made nearly 100 passes down the salt during the time that we campaigned
the car, it was really a joy to run. It handled well most of the time, but we
did have our moments, spinning at two separate meets.  The first time I was
running on the short course against a 205 MPH record. (Because the course was
a bit wet, it was determined to open only the short course.) I was one of the
first cars to run and was charging hard, running probably a little over the
record in the middle of the quarter mile traps (at the end of two miles) when
suddenly it lost traction and went around. It made six loops while traveling
through the traps, averaging 184 MPH for the quarter.

It wanted to wag its tail all week long and I gave the damp course conditions
the credit until at the World of Speed the next month. There we had a dry
course and at above 150 MPH I was experiencing the same conditions. After
some pondering and head scratching, I determined that maybe the roof rails
that had been installed that year could be the problem. I removed them and
presto good handling again. Evidently I had installed them off center. I did
carefully reinstall them at a later date and had no more problems. The second
time I lost it, I pulled it into reverse shutting off at 195 MPH causing it
to make a couple of rotations. In neither of the situations should the car be
blamed.

More Info...

In early 1980, I was approached by Dick Schell, a "Shade Tree Mechanic and
Street Rod Enthusiast" in the Redding area, who told me he had purchased an
old Bonneville Coupe that had been stored, for about fifteen years, in a barn
on "Old 44" highway east of Redding. He knew that I had a Bonneville roadster
and came to me for a copy of the rules, so he could properly prepare the
coupe for Bonneville. I am always thrilled when new people show an interest
in Bonneville, so naturally, I gave him the latest rule book and offered to
put an engine it, since I had a spare motor, when he got the car ready.

A few months passed and one day he came to our shop, telling me that he was
getting discouraged with the project (we all know how much work, and expense
is involved in preparing a car to run). There was a Street Rod Event in the
San Francisco area that he wanted to attend, needing to raise some money, he
asked if I knew anyone who wanted to buy it. I told him that I
didn't. However, after he left, I couldn't get the coupe idea out of my mind,
so I made a trip out to his place to see the car.

When I saw the car, it was really ugly, but I saw something different in my
mind's eye. I set out to convince my wife that I should purchase the
coupe. Unfortunately, she saw the same ugly car that I saw, but didn't have
my vision. It was difficult, but through convincing argument, and some
bribery, I suppose, I really don't remember, she relented. So, I called Dick
and made an offer. My offer was $600 less than he paid, but he finally
concurred, if he could keep the engine, (a basically stock Pontiac) and the
early Ford transmission. That suited me since I really had no need of those
items.

It was mid-June. Speedweek was only about two months in the future and I had
lots of work to do if I would make the meet. You have to remember that I was
only fifty years young and had considerable more energy than I do at
present. Dick had sandblasted the car and painted it with red
primer. Overall, the car was really in reasonably good condition, however, it
was in need of a better roll cage (the cage in it looked like water pipe),
and it still had a stock enclosed driveline. I got busy building a new roll
cage and put in an order for parts needed to convert the quick-change to an
open driveline. Most everything else was just "grunt work."

We did get the car ready, I borrowed a trailer, and we headed to Bonneville
with two cars, a D/FR and a D/GCC. Since I had been unable to come up with a
rear drive shaft yoke that I needed, I manufactured one.  Unfortunately,
after a couple of runs, which yielded times in the mid-170's, I was up to the
starting line just at dusk, when I put the car in gear and found that I had
lost connection to the rear axle. As we were pushing it off to the side, a
photographer came up and wanted to take a picture of us, the coupe and an
enormous moon that was just rising. Naturally, as all other racers, I have an
giant ego, so gladly agreed to be photographed. The picture appeared in
Sports Illustrated a couple of years later, along with a short story about
the Salt. This was my first indication that I had purchased a car that would
draw lots of attention over the next eleven years.  Through the rest of the
week, while the car was residing in the pits, people were constantly stopping
to take pictures of the car. A few asked, "Is this the Pierson Coupe?" I had
no idea since I had not yet become aware of the Pierson Coupe. Phil
Fruediger, while walking through the pits, stopped and looked the car over
and said, "This is the Pierson Coupe, I recognize the clutch and brake
assembly I made while partners with and driving for Tom Cobb." They were the
last to run the car at Bonneville before I brought it to the Salt in 1980.

Over the next several years, just about ever time I appeared at an event,
some one would give me more information about the car. The history of the car
as best I can recount is as follows: August 1949 it made its first appearance
at the Russetta Lakes meet.  Owners, Bob & Dick Pierson were also running a
1936 coupe at that time.  The First time at Bonneville was 1950, and then
1951 under the same ownership. Dick went into the military service and in
1952 Dawson Hadley and ____ Evans (I'm not sure of his first name) purchased
the car. (I have talked to Mr. . Evans at the Muroc events). They ran the car
for a year or two, then George Bentley (of Sadd, Bentley, & Teague) bought
the car. Tom Cobb then borrowed (or bought) the car from George and ran at
Bonneville setting the record in C/CC at 187.987 in 1956, using a blown Chevy
for power. Eventually his best one-way time was 196+ MPH, last running the
car in 1958.

Bob Joehnck purchased the car from Cobb in 1959 and installed a Chrysler
engine with plans to take it to Bonneville, but decided to scrap the idea
after attending the Bakersfield National < mile meet where he experienced
handling problems. He then sold the car to one of his employees.

A gentleman was in our shop for some service one day when I was working on
the car, I don't remember his name, however he told me that he was driving
down the street in Santa Barbara, several years ago, and saw the coupe parked
at the curb, he stopped and inquired about the possibility of purchasing it
and was successful. He told me that he brought the car to Redding and put in
storage. After many years, his son sold it to Dick Schell without his
knowledge! He said that although he was terribly upset with his son, he was
glad to see that it was in good hands.

I met Dick Pierson at the Lakes in 1984, I believe, and spent some time
discussing the car and its history. I met Bob a couple of years later when he
stopped by our shop and spent a few hours with me, catching up on what the
car had been doing. Both Bob and Dick and their wives have become dear
friends, following the car just about every where we ran until I sold the car
the end of 1991. Bob says that I made him famous, which really isn't too far
from the truth.

Both Bob and Dick have capitalized on the fame of the car and I am happy for
them, they certainly are entitled, since they conceived and built the car,
but very likely the car would have been forgotten by most of those who
remember it, if we hadn't given it the exposure. Certainly, the younger
generations would not have known of the car if it hadn't been for the press
it received while we campaigned it. The car has appeared in most USA hot rod
publications, and in at least two overseas (Italy and New Zealand) magazines.

I am very thankful to the Piersons for having built such a great car. I am
proud to have been a part of its history. The only regret I have is, it was
never MY car, it was always, and always will be, the Pierson Coupe. Although,
I do occasionally get a mention as being the last owner before the
restoration. I guess that is the main reason for staying with the '34 coupe
when I built the new car. When I look at it, I see the Pierson Coupe with
streamlining and it is known as Tom Bryant's car!

The Pierson Coupe is now safely in good hands. If I had continued to run the
coupe, it is likely that it would have eventually been destroyed, resulting
in possible serious injury or death to the driver. The car was going too fast
for its age and the quality of its construction. After all the car had been a
race car for forty-two years when I sold it.  The new owner, Bruce Meyer, is
a super person and his joy is received from restoring and preserving various
vintage vehicles and race cars for future generations. The Pierson Coupe is
one of his most prized possessions. A real tribute when you see his
collection of cars, several race cars of various venues, the Agajanian #98
Indy car, the Greer, Black, and Purdhomme Dragster, the So-Cal Speed Shop
Belly Tank, some motorcycles, and various Classic Cars, including a Dusenberg
touring car that is said to be valued at more than million dollars.

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