Totally different look than later images of the car.
Totally different look than later images of the car.
This article is from the August 1972 issue of ‘Speed and Supercar”
Greg and Drake Viscome stick by their injected Shotgun ’29 when it comes to Hemi huntin’
By Al Root
Carmel Ford is a small dealership in suburban Carmel, New York, but that doesn’t mean that owners Gre and Drake (father and son) Viscome aren’t interested in racing. They’re died-in-the-wool drag racers and their “vendetta” involves proving the Boss 429 Shotgun motor’s usefulness as a funny car engine.
“Vindicator” is only 429 fuel funny extant!
As members of the E.C.F.F.C.C – East Coast Fuel Funny Car Circuit (Smoker Smith’s entourage)– they’re obliged to run injectors and nitro; this complicates the already complicated Boss Shotgun engine, but the Carmel Ford boys have the combo down pat to the tune of 8-flat (at Fayetteville, N.C.).
Vindicator is a loyal member of the E.C.F.F.C.C.
The Vindicator Mustang A/FC is an unusual car, to say the least! It sports a Shedlick body, which is quite heavy by today’s mini-weight standards, an ancient Logghe chassis and, of course the rare ’29 Shotgun engine–with aluminum heads, yet. Ford engineering whiz, Wayne Gapp, has helped Greg and Drake, particularly with cylinder head work. Gapp has developed a method of removing the edges of the “Twisted Hemi’s” chamber, thus rendering it a true hemispherical chamber….Ets improved accordingly, and Gapp has picked up .2-second with this mod on his carburated, gas-burning Maverick Pro Stocker. Wayne Gapp assembles the short-blocks for the Vindicator A/FC, but Greg Viscome performs the daily wrench duties so necessary on a nitro-burning funny car.
Rare Boss 429 Ford Shotgun uses Gapp-prepped short block, H-M cam.
The cam selected is an Holman-Moody grind with 338 degrees duration and .620-inch lift. Forged True pistons and M/T aluminum rods represent pretty much ‘the standard’ arrangement on these cars, and the ForgedTrues are particularly necessary on the 429, because the stock ’29 pistons are really stones. Wayne Gapp engineered the crank assembly for the Vindicator. Wayne sent the crankshaft to Bill Coon’s Bill’s Speed Shop (in Detroit) where the journals were off-set ground to produce a slight “stroker” effect. The resultant cubic inches mike-out o 442. Gapp apparently knows his stuff, as the Carmel Ford funny car hasn’t blown an engine yet. Pieces, yes; but nothing major like those expensive aluminum heads, or block.
Drake and Greg Viscome’s Carmel Ford dealership is small, but definitely race-oriented. Although hampered by weight and old chassis, she moves!
The car’s uniqueness is enhanced by the use of a full three-speed auto trans: a Winters-beefed C6. JR fabricated special headers for this very special car and the power is passed on to a 4.30-cogged Detroit Locker rear that’s equipped with Summers Bros. “bend-proof” axles and Kelsey-Hayes disc brakes.
The E.C.F.F.C.C. takes its racers to some pretty rough strips back in the boonies, but the Carmel crew’s experience pays off. Drake has driven quite a few of his father’s race cars, including a ’62 Comet A/Gasser “that went nowhere,” according to Drake. They were learning at the time, but have always stuck with Ford products. They did manage to eek out respectable 10.60’s from a 3000-pound gas funny car in 1967 in the form of a Falcon with 427 wedge power. Then they bought Al Joniec’s Bat Car, which they ran locally and in the 9.90 range. Not bad with a carbureted wedge. Then they successfully competed in AHRA’s 2000-pound gas funny car circuit with the venerable 427 wedge. They still have plenty of ’27 wedge equipment for sale–and some of it is getting rare.
Not racers who live in the past, the Carmel Ford crew has whipped up a real tiger for the ’72 1/2 season in the form of a 1790-pound Pinto!! The car will bein the 7.8s and 7.9s, primarily because of its 480-inch Shotgun motor! Although a cast crank, the Lincoln crank offers a stroke advantage and Drake and Greg will trying ‘er out with Gapp’s blessing….It’ll be strong for a few dozen runs, anyway. The only way to run with today’s super-keen competition is to up the cubes and cut weight drastically.
“Vindicator’s” housed in an old, but beautiful Shedlick painted bod
Right now, Greg Viscome is in Jamaica on a Ford-sponsored dealer-trip. Greg works 10-12 hours a day and he won the trip for dealer participation. It’s a small dealership, but these small ones make the parent company big by plugging along–as most of us racers have to do.
Been awhile since I posted something to the site. I was able to get my hands on this image from the 1975 NHRA Fall Nationals so I thought I would post it.
Another shot of the 1976 Gapp & Roush Pinto. Originally posted to Facebook by Doug Schmitt, current owner of this car.
Here’s a pretty cool shot of Wayne Gapp working on the 1976 Ford Pinto. This image was posted by Doug Schmitt who is the current owner of the vehicle.
This car is pretty interesting because it was built in-house by Gapp & Roush. The chassis is essentially a clone of the 1973 Ford Pinto which was built by Wolverine.
It is my understanding that there were many small modifications made to the chassis design over the years they owned the 1973 Pinto and those changes were incorporated into this vehicle.
This image was originally posted on the Facebook page of Hatton’s House of Crazy paint. This is the 1967 Mercury Cougar of Wayne Gapp.
It’s hard to see how good this car looked in B/W but it was a pretty sharp looking ride if you ask me.
I attended the North American Auto Show in Detroit in January. Ford had an ‘Performance’ area within their booth. There was a small area there talking about Drag Racing. The content below was part of that presentation.
I have no idea why they don’t mention that Gapp & Roush won the 1973 NHRA Pro Stock World Championship.
I swung out to the Suburban Collection to take a look at this car that the Roush folks have restored.
Recently on eBay a seller put a intake up for sale. This intake was stamped ‘sample’ and included as part of the form the words ‘Gapp & Roush’.
A picture of the intake from the post is below.
The story of this intake is that while my Dad was building the ‘Country Shindig’ Maverick they needed an intake for the engine. He then asked Louis Wlosinski to modify an existing Edelbrock 351 intake to fit the engine since that intake worked pretty well on the 351.
If you now the story of the Country Shindig you know that the intake worked pretty well on the 302 in IHRA Super Modified class (as in the car was dominant). Jack Roush then took the manifold, had some samples cast (this example is one of those samples) and had a production lot made.
This is a fairly rare example as the ‘Gapp &’ part of the casting is still on the intake. After my Dad and Roush went their separate ways Roush still sold the intakes (why not?) but ground the ‘Gapp &’ portion of the casting off.
The bottom side of this intake has welding beads all around the ports…probably for fitment?
*Thanks to Tom Tate for passing along the eBay listing.
This shot was posted on the Nostalgia Pro Stock Facebook group by Rick Rusk. He noted that the image was probably taken @ Columbus in 1972.