Woodland Auto Display, Paso Robles, California

10/10/2026

1956 Continental Mark II
Finished in Fairmont Blue, this 1956 Continental Mark II represents one of the most ambitious American luxury automobiles of the postwar era. Conceived as a hand-built grand touring coupe, the Mark II was created to stand alongside the finest European coach-built cars of its time, including Rolls-Royce. With a price approaching $10,000 when new, it was the most expensive American-built automobile offered in 1956 and a powerful statement of Ford Motor Company’s design and engineering capability.
Historical Context
The Continental Mark II was produced for only two model years, 1956 and 1957, by Ford’s newly established Continental Division. During this brief period, Continental was marketed as a separate marque rather than as a Lincoln model, although it remained within the Ford corporate family. The car shared selected Lincoln mechanical components, including a carefully prepared Lincoln engine and suspension elements, but it rode on a unique Continental chassis and was assembled with an unusually high level of attention to fit, finish, and inspection.
Design and Craftsmanship
Unlike many American luxury cars of the mid-1950s, the Mark II relied on restraint rather than excess. Its long hood, formal roofline, subtle rear deck treatment, and minimal ornamentation gave it a refined presence that contrasted with the more flamboyant styling trends of the period. Most luxury features were included as standard equipment, reinforcing its position as a complete, carefully considered automobile rather than a model defined by optional accessories.
Each Mark II was hand-built and subjected to extensive quality checks, a process that contributed to both its prestige and its high cost. Weighing approximately 5,000 pounds, the car embodied a vision of American luxury centered on quiet elegance, craftsmanship, and exclusivity.
The Mark II’s rarity and status attracted prominent owners, including Elvis Presley, whose white Continental Mark II is displayed at the Elvis Presley Museum in Memphis, Tennessee. Today, surviving examples are valued by collectors for their limited production, understated design, and place in American automotive history.
Exhibit Highlights
• Manufacturer: Continental Division, Ford Motor Company.
• Model years: 1956–1957.
• Body style: Hand-built luxury coupe.
• Original price: approximately $9,500 to $10,000.
• Weight: approximately 5,000 pounds.
• Production: 2,556 built in 1956 and 444 built in 1957.
• Total production: 3,000 cars.
• Historical significance: one of the most exclusive and expensive American automobiles of the 1950s.

10/08/2026

roars into its 25th year in Las Vegas
Nearly 500 guests ignite a milestone celebration for the 23rd class and sixth Philanthropist of the Year

BAKERSFIELD, Calif. (October 6, 2026) – Dick Woodland and his family joined nearly 500 guests October 1 at South Point Hotel and Casino for a high-energy celebration welcoming the West Coast Stock Car/Motorsports Hall of Fame’s 23rd class and saluting its 25th anniversary.

Presented by Wide World Technology Raceway, the gala launched a blockbuster NASCAR weekend featuring the ARCA Menards Series West Kyle Busch Classic, O’Reilly Auto Parts Focused Health 302 and South Point 400.

The evening’s emotional centerpiece was the posthumous Knockin’ Doorz Down Philanthropist of the Year award, presented by 51FIFTY and Allied Packaging, honoring Greg Biffle’s heroic Hurricane Helene rescue efforts. Jason VanDusen presented the award to the Biffle Foundation’s Jeff Biffle.

Chairman and CEO Ken Clapp captured the moment: “What began 25 years ago has grown beyond our expectations, and we remain inspired by our achievements and future.”

He added: “Our sponsors have helped us support charities and major Western racing events with $1.5 million in recent contributions. We aim to reach $3 million by the end of 2030.”

The star-powered Class of 2026 features the late Kyle Busch; Ron Capps; John Force; Ernie Cope; Roger and Casey Mears; Brad Noffsinger; and Sean Woodside.

The celebrated 2026 Heritage Class features Chris Evans; Dave Fuge; the late Jim Michaelian; the late John and David Philpott; Chris Pook; and the Stockman family—Harry, Gary and Danny.

The third Pioneers of Speed class honors Clint Brawner, Jimmy Bryan, Al Dean, Bill Deschamps, Jim Dunn, Vic Edelbrock Sr., Joe and Walt James, the Morales Brothers, Ed Pink, and George and Harold “Hal” Robson. All but Dunn and members of the Morales family are deceased.

10/06/2026

1975 Pavement Sprint Car
Built by: Grant King (per Gary Bettenhausen specifications)
Specifications
Suspension: 4-bar cross torsion with coil-over shocks
Engine: Small-block Chevy V-8 with an aluminum block and heads, fuel injection, and methanol fuel; displacement ranged from 430 cu in. to unlimited, depending on association rules.
History
This sprint car was designed specifically for paved tracks. It is believed to be one of only two cars Grant King built to these specifications, making it exceptionally rare. Its design was also highly versatile: it could compete as a non-wing sprint car, or be fitted with wings to race in Super Modified or Unlimited events.
Notable drivers of the #10 pavement car included Brent Kaeding, a 2008 National Sprint Car Hall of Fame inductee, as well as Wally Pankratz, John Ryals, and Anthony Simone.
In 1987, Anthony Simone, driving the #10, shattered the sprint car track record on the one-mile oval at Phoenix International Raceway during the prestigious Copper Classic.
A 1/25 scale model kit is now available buy
https://scalespeedworksresin.bigcartel.com

10/05/2026

10/05/2026

The Roar of Kearney Bowl
Long before engines thundered and grandstands shook, the story of Kearney Bowl began in 1928 as the Italian Amusement Park, tucked along the north side of Kearney Boulevard beside Chandler Airfield.
From Amusement Park to Racing Powerhouse
• 1930: After the city took over the airport for expansion, the Italian Amusement Park moved to the south side of Kearney Boulevard.
• 1947: The venue was renamed Airport Speedway.
• 1956: It became Fresno Recreation Park.
• 1959: It was renamed Kearney Bowl.
• September 18, 1970: The engines roared for the final time. Demolition soon erased the legendary track, and housing later rose on the site.
A Rivalry That Packed the Grandstands
When Fresno’s Al Pombo and San Jose’s Marshall Sargent charged onto the track, fans knew they were about to witness something extraordinary. Their rivalry became one of the fiercest in West Coast auto-racing history, packing grandstands wherever the two battled in the hard-fought NASCAR Modified Series—the roaring machines fans simply called “Hardtops.”
The tension peaked at their home tracks—Pombo’s Kearney Bowl and Sargent’s San Jose Speedway—and flared just as fiercely at Clovis Speedway. From Friday through Sunday, the chase continued: roaring engines, flying dirt, and two rivals pushing their cars to the limit. Even then, neither driver stayed close to home; both raced at tracks and with associations across the western United States.

Two Drivers. Two Styles. One Burning Question.
Who was the better driver? The argument still sparks debate. Each man attacked the track in his own unforgettable way:
• Al Pombo was pure precision—smooth, controlled, and remarkably skilled at tuning a car’s handling to match his approach.
• Marshall Sargent was raw command—a fearless competitor who could wrestle almost anything on four wheels around a racetrack.
Both men piled up victories and championships. Their feats were so astonishing that a completely truthful account can sound like fiction; by today’s standards, some of what they accomplished seems almost impossible. Fans chose sides, the grandstands filled week after week, and every meeting carried the promise of another unforgettable showdown.

Beyond the Checkered Flag
Pombo was friendly, composed, and confidently aware of his ability. Sargent was his opposite: outgoing, theatrical, and at times seemingly on the edge of control—a spectacle that made his fans cheer even louder.
Their lives away from the speedway were just as different. Pombo balanced racing with work as a diesel mechanic and owner of his own business. For Sargent, racing was the job. When winter quieted American tracks, he headed to Australia—another hotbed of competition—and tested his skill against the local stars.

Legends Who Still Echo
From the late 1950s through the 1960s, Pombo and Sargent stood among the finest NASCAR drivers on the West Coast. Their courage, versatility, and relentless rivalry gave Kearney Bowl its pulse—and proved they had the talent to challenge the best drivers of any era.

10/03/2026

The Ken Clapp Annex in the Woodland Auto Display
The Ken Clapp Annex features rotating tributes to the people whose passion shaped vintage racing and to the vehicles that played major roles in motorsports history. The annex honors Ken Clapp, a longtime NASCAR executive who devoted his career to promoting West Coast stock car racing and had a lasting impact on motorsports throughout California.

Featured Historic Race Cars
The annex’s first two featured vehicles are a 1937 midget known as Old Ironsides and the No. 88 sprint car. Bill Vukovich drove Old Ironsides before advancing to the Indianapolis 500. Art “Shorty” Scovil originally built the No. 88 in 1930, and it was updated in 1947. Cars of this type were originally called “Big Cars.” Over the years, numerous owners and drivers raced the No. 88 successfully at tracks throughout Northern California. Among its standout drivers, three went on to compete in the Indianapolis 500.

Memorabilia, Research, and the Johnny Boyd Collection
The Ken Clapp Annex is also home to the West Coast Stock Car Hall of Fame Memorabilia Gallery, an extensive print and digital reference library, and a photo archive documenting the annals of West Coast racing history.

Recent donations include numerous items associated with race car driver Johnny Boyd. A Fresno, California, native, Boyd made his mark in midget racing after World War II and later competed in the Indianapolis 500 alongside his close friend Bill Vukovich Sr. The collection includes his Bay Cities Racing Association (BCRA) championship ring, trophies, scrapbooks, and other memorabilia.

The Earl Stubbs Photo Collection
Another major addition is the lifetime collection of prolific Southern California racing photographer Earl Stubbs. It contains thousands of 35 mm negatives documenting many forms of auto racing at tracks throughout Southern California from the 1970s to approximately 2010. The collection will be available to the public for scanning and copying.

Library and Periodical Archives
The library archives include the Bruce Bromme collection of Ascot programs; complete collections of Circle Track, Open Wheel, and Speed Age; the Shannon and Bob Schmitt collection of Competition Press and Autoweek; and Gary Fisk’s donations of Vintage Motorsport, Cavallino, Christophorus, Sports Car Market, and Octane. The holdings also include a bound collection of Road & Track spanning 1948–2017.
Additional Displays
Visitors can also explore a large display of drivers’ helmets, a variety of wall exhibits, and the Jim Naylor die-cast car collection.

Archives and Contact Information
The Racing History Project manages the archives. For more information, contact Executive Director Dave Wolin.

10/01/2026

The “Barker Engine” was a purpose-built, high-performance four-cylinder racing engine developed by Robert Roy “Bob” Barker and B&B Automotive in Burbank, California, during the late 1940s. Created specifically for midget car competition, it was intended to offer racers a less expensive alternative to the Offenhauser (“Offy”), the era’s dominant midget engine, while delivering comparable performance.
History and Design
• Development: B&B Automotive of Burbank, California, developed and built the Barker as a dedicated competition engine rather than adapting a production-car design.
• Competitive goal: Barker intended the engine to challenge the Offenhauser, whose advanced four-cylinder engines dominated American midget racing. The design targeted strong performance with simpler, potentially less costly construction.
• Valve train: Two camshafts mounted in the crankcase operated inclined overhead valves through external pushrods approximately eight inches long. This arrangement avoided the Offenhauser’s expensive and mechanically complex overhead-cam gear towers.
• Materials and internal components: The cylinder block used a Meehanite iron casting, while the crankcase was cast from aluminum alloy. High-dome Jahns pistons and fully machined chrome-moly steel connecting rods and crankshaft were chosen for strength under racing loads.
• Fuel and ignition: The intake manifold accommodated two Riley “S” 1½-inch side-draft carburetors. Four spark plugs were mounted at the top of the cylinder head and fired by a Barker magneto driven from the right camshaft gear.
• Operating specifications: The engine reportedly used a compression ratio of about 14:1 and maintained approximately 80 pounds per square inch of oil pressure—figures consistent with an engine designed for sustained racing use.
• Performance: Dynamometer testing reportedly produced 118 horsepower at 5,600 rpm. Contemporary comparisons placed the Offenhauser at roughly 130 horsepower at 6,500 rpm, suggesting that the Barker approached its rival’s output at a lower engine speed.
• Price: Barker’s shop marketed the engine for about $1,755, positioning it as a more affordable alternative to costlier racing setups.
• Publicity: The engine appeared in the inaugural issue of Motor Trend in September 1949, where Barker described its specialized design. Speed Age also presented it as a potential threat to the established Offenhauser.
• Use and legacy: Barker installed one of the engines in his own midget race car, and an example was also fitted to a Siata sports car. Although the design attracted considerable attention, it never displaced the Offenhauser or achieved broad production. Its prospects diminished further after Barker died in a 1951 plane crash.

09/30/2026

09/29/2026

Kaleb Montgomery Charges Through a High-Intensity World of Outlaws California Swing
It was a fast, demanding, and valuable two weeks for Kaleb Montgomery and the family race team. The World of Outlaws’ California swing delivered four major tests—Stockton, Hanford, Kern, and Ventura—and each night brought a fresh challenge, a hard-earned lesson, and another opportunity to compete against some of the best sprint car drivers in the country.
Stockton: A Strong Start Under the Friday-Night Lights
Kaleb opened the swing Friday night at Stockton with a statement. After a solid qualifying effort, he made the most of the heat race and raced his way into his first World of Outlaws Dash. Starting eighth in the feature, he held his own against an elite field and powered home to an impressive 10th-place finish.
Saturday began with similar promise, but the team did not have quite the same strength in the heat race and narrowly missed the Dash. Kaleb advanced into the feature from mid-pack, then the team made the calculated call to pull in early and protect the equipment for Tuesday’s showdown at Hanford.
Hanford: A Quick Fix Sparks a Dramatic Turnaround
At Hanford, the team discovered after qualifying that the wrong gear had been installed. Once they corrected it, the car came alive. Kaleb charged from seventh to fourth in the heat race, showing immediate speed and progress. The feature brought a completely different battle on a rough, technical track, so the mission shifted to surviving all 30 laps with the car intact. Kaleb stayed composed and brought home a hard-fought 12th-place finish.
Kern: Speed, Momentum, and a Tough Break
Friday at Kern marked another major step forward. Armed with everything they had learned about what the car wanted, the team began putting the pieces together. Kaleb moved up from mid-pack and was battling near the top 10 when contact among several cars swept him into the incident. The car tipped over, bringing a promising night to an abrupt end with a DNF—but the speed and progress were unmistakable.
Ventura: One Final Charge at the Battle at the Beach
The swing concluded Saturday at Ventura with the Battle at the Beach. A difficult qualifying effort and a challenging heat race put the team on the back foot, so they made a bold choice for the feature: apply everything they had learned, make aggressive adjustments, and see how far they could climb.
The gamble paid off in both speed and knowledge. Starting 22nd, Kaleb surged forward and had worked his way to roughly 13th or 14th when a car changed lanes directly ahead of him. He spun while trying to avoid contact, triggering a pileup that ended both the night and the team’s World of Outlaws California swing.
Stronger, Smarter, and Ready for What’s Next
The final results did not tell the whole story. Across every race, the team gained invaluable insight into the car, the competition, and the precision required to race with the World of Outlaws. Every lap added knowledge. Every challenge sharpened the program.
By the end of the swing, Kaleb and the crew had become a smarter, stronger, and more confident race team—ready to turn hard-earned lessons into bigger results.
“We’re excited to take everything we learned and turn it into the results we know we’re capable of.” — Kaleb Montgomery
A huge thank-you to Woodland Auto Display Museum and everyone who continues to stand behind our family race team. Opportunities like this are possible because of your support—and we cannot wait to show you what comes next.

09/28/2026

1951 Child’s Midget: Small Car, Big Story
Year Built: 1951
Vehicle Type: Child’s Midget
Builder: Bruce Bromme Sr.
Suspension: Front cross-leaf spring and parallel rear torsion bars
Engine: ½-hp Briggs & Stratton
Built Small. Dreamed Big.
This pint-sized racer was no toy-store special. Bruce Bromme Sr.—a 1997 inductee into the National Sprint Car Hall of Fame—hand-built it for his son, Bruce Bromme Jr., who joined the Hall of Fame in 2011. Racing, it seems, ran in the family long before Bruce Jr. could reach the pedals.

A Racer Before Day One
When Bruce learned that his wife, Marge, was expecting, the second-generation racer decided their child needed something special. This was an era before parents routinely knew a baby’s s*x in advance—but Bruce did know one thing: the newest Bromme would need a race car.

From Aircraft Shop to Tiny Track
Working at Hughes Aircraft gave Bruce the perfect workshop—and the skills to match. He handcrafted virtually everything except the tires and upholstery. The hand-formed aluminum body doubles as the chassis, making this little machine an early example of monocoque construction. For the suspension, Bruce borrowed the latest short-track thinking: parallel rear torsion bars paired with a front cross-leaf spring. Small scale, serious engineering.

No Detail Too Small—Literally
Bruce made the wheels and their knock-off wing nuts, the wooden steering wheel, the front spring, and the torsion bars by hand. A ½-hp engine supplied the muscle—modest by race-car standards, but plenty for a driver this size. And what did all this one-of-a-kind craftsmanship cost Howard Hughes? Your guess is as good as ours.

When the Driver Outgrew the Car
Bruce Bromme Jr. arrived in 1951, and his father was ready. The car fit—for a while. When the young driver began to outgrow it, Bruce Sr. simply re-engineered the ride: he moved the throttle pedal outside the body and added a foot peg on the left. Bruce Jr. could then straddle the car, settle in, and get right back to racing.

Tiny Car, Hall-of-Fame Footprints
Bruce Jr. was not the only future racing notable to take the wheel. California sprint-car great Dean “Deano” Thompson also rode in this miniature machine. He later drove the famous Bromme sprint cars, collected a then-record 103 main-event victories, and entered the National Sprint Car Hall of Fame in 1998. Not bad company for a car powered by half a horsepower.