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16 THE SHOP FEBRUARY 2017 THESHOPMAG.COM Iskenderian said that he found out where a fellow lived who owned one of the cars. That hot rodder told him that if he really wanted to see a lot of them, he should come up to California's dry lakes. He hitched a ride and found hundreds of hot rods. They came from different parts of California and everyone who owned one of them had their own ideas. At the dry lakes, Iskenderian and his friends watched the cars run time trials, with some of them hit- ting speeds of 140 mph. Despite the long drive to the lakes, Isky, as he was known, got involved in the sport. Iskenderian attended Polytechnic High School in Los Angeles, where his pet project was building a Model T roadster. He learned the basics of auto mechanics while working on Model T Fords. He became familiar with early speed equip- ment, which was largely centered on racing cylinder heads with overhead valve Fron- tenac and Riley conversions. "If you really wanted to know about engines in those days you found your way to Ed Winfield," Iskenderian said at the 2012 Hot Rod & Restoration show. "Ed was probably one of the foremost authorities on racing cams in 1933-1934. He raced right at Indianapolis. Well, he brought his cams and carburetors to the racing cars here. He would come here on testing days before the big race. If a car wasn't going fast enough and he could fit in the car, he could get it around the track faster than anyone else." Iskenderian stressed the fact that car magazines or websites didn't yet exist in those days. "We had to learn from older fellows," he said. "When people went to buy a cam or carburetor from Ed Winfield, they came back with a little more knowledge, too. I bought my first cam from him and he showed me the machine he had built. I was fascinated by it, because you had to build your own stuff in those days." Read more about Ed "Isky" Iskenderian by visiting http://shopmag.biz/EdIsky the car's fenders and install parts like the Slingshot manifold to determine how they would work under real-world conditions. Three weeks before Pearl Harbor and the start of World War II, he was clocked at 121.42 mph in his 1932 Ford at Rosamond Dry Lake. Edelbrock Sr. worked as a machinist during the war. At the end of the conflict, he purchased a building in Hollywood and designed his first aluminum cylinder heads for Ford flathead V-8s. They proved very popular and Edelbrock transitioned into more of a performance parts shop than a repair shop. In 1946, the first Edelbrock Power and Speed Equipment mail- order catalog was printed. Its availability greatly expanded the market for Edelbrock's cylinder heads, intake manifolds, pistons, crankshafts and steering wheels. In 1948, Edelbrock relocated to his first all-new facility on Jefferson Boulevard. The 5,000-square-foot building had a small machine shop, repair bays, an engine dynamometer, a small stock room and office space. With this 200-horsepower Clayton dynamometer, Edelbrock Sr. had actual data to prove that his parts not only helped racing cars win, but also produced measurable performance gains. Read more about the Edelbrocks by visiting http://shopmag.biz/EdelbrockFam. EDELBROCK FAMILY Meet the Edelbrock family—a clan with members who participated in the first SEMA Show in 1967 and members who were at this year's 50th anniversary SEMA Show as well. Edelbrock family members have also served as high-ranking officers in the SEMA organization. Vic Edelbrock Sr. started making Edelbrock speed equipment in 1938. Vic Edelbrock Jr., who was born two years earlier, grew up in the company as it grew. Vic Edelbrock Jr.'s daughter Christi Edelbrock also works for the company as vice president of purchasing. She road-races a Camaro and supports a variety of educational programs aimed at keeping future generations of enthusiasts involved in the automo- tive hobbies. Edelbrock Equipment Co. was one of 96 exhibitors at the first SEMA Show in Los Angeles. Today, Edelbrock has seven locations with over 500,000 square feet of floor space in Torrance and San Jacinto, California. Less than a mile away from its headquarters is Russell Perfor- mance, a distribution center, as well as Vic Edelbrock Jr.'s garage. The garage houses the Edelbrock Collection of street rods and classic cars and the company archives. Edelbrock remains com- mitted to U.S.-made products. The same spirit that drives that commitment existed 79 years ago, when all-American boy Vic Edelbrock Sr. designed his own aluminum Slingshot intake manifold for the flathead V-8 in his 1932 Ford roadster. He had grown up near Wichita, Kansas, and moved to California in 1931. Since he had a natural talent for mechanics, Edelbrock became an auto mechanic. He met and married his wife Katie in 1933 and ran a repair shop with her brother. In 1934, he moved into his own shop on the corner of Venice and Hoover in Los Angeles. The roadster that he built for everyday use and weekend racing was his speed products' test bed. Edelbrock Sr. raced at Muroc Dry Lake, 80-miles northeast of Los Angeles. He would head there after a week of work, remove Racing runs in the blood of the Edelbrock family.