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HOW WE ALMOST WON OUR FIRST AND ONLY DRAG RACE

I've never had much interest in drag racing. To me it's like being in an F1 race, accelerating flat-out at the start then quitting at the first corner. But I do appreciate the physical and emotional thrills of raw power when applied from a standing start. Thus, when I was invited to participate in a drag racing event, I accepted gladly. Only to end up looking like a fool.

This tale goes back to the 1960s. I was a part-time automobile journalist specialising in radio and television, with a full-time job as assistant public relations manager of Volkswagen Canada and with some minor league success road racing a modified Beetle. The producer of our TV show, Wheelspin, wanted to film a drag racing event and chose a weekend when I'd been loaned a Lotus Seven for road testing. When we arrived at the track, the competitions manager informed us that a special category had been created for imported cars and invited me to enter the Lotus. And so, with a loaner helmet on my head, I lined up beside a much-modified Volvo.

With my road racing background I obviously knew how to get away quickly and how to shift gears in split seconds. The Lotus and I finished first. This meant that I'd race again, now against another, faster, sedan. Once more I crossed the line ahead and found myself competing in the final run. My competitor was driving a sports car (I don't recall the make, nor that of the aforementioned sedan), which was definitely quicker than the cars in the first two heats. Nevertheless the lightweight Lotus edged ahead and as we approached the finish line I was sure to be the winner.

In the blink of an eye the engine quit. The guy in the sports car became the import class champion and I felt like an idiot as I coasted past the line and pulled off to clear the track for the next race. My producer was almost as embarassed as me, especially as the crowd, accustomed to growling V-8s, had been cheering this little British upstart. And because, as host of a TV show about motor racing, the spectators had expected a showy performance and up to then were getting one.

So what had caused the engine to stop running at such a critical moment? We'd run out of gas! And how could we let this happen? The Lotus Seven, being a bare-bones sports car, didn't have a fuel gauge and I'd assumed that the dealer who'd loaned it to us that very morning had filled the tank. We'd only driven about 70 miles to reach the track and there'd be plenty of fuel remaining. Wrong. No one at the dealership had topped it up and I, foolishly, hadn't used the measuring stick that substituted for a gauge. After a fellow racer had generously given us a few gallons and after we'd done the requisite shooting and interviews, I slunk away, hopefully unnoticed.

Thus ended my one-and-only attempt at drag racing. The track people generously invited me back for a repeat performance but as the Lotus wasn't mine I couldn't accept. My only regret is that I came so close to winning my first-ever drag race and even after all these years would love to have that trophy sitting on a shelf.

I'm still not a drag racing fan but I can understand the thrill, even in a topless, hapless Lotus Seven. Fortunately it loves corners.

[Photo: Tires2012.com]

CARROLL SHELBY, WE NEVER KNEW YOU

Character. Race Driver. Innovator. Place the adjective "extraordinary" in front of those words and you have a description of Carroll Shelby, who died last week at the age of 89. The Internet and the print and broadcast media are alive with news of his passing and I can add little of value, for in spite of a long association with motorsport I never met the man, nor was I privileged to be in his presence. So I won't attempt a personal eulogy here except to say a few words about the car I most associate with Carroll Shelby, the Cobra.

Shelby was first a race driver. He came from the era of Phil Hill, Richie Ginther, Roy Salvadori (with whom he teamed in 1954 to win LeMans in an Aston Martin), Dan Gurney, and Jim Hall. But the all-American, Texas-style chicken farmer had an idea, which was to wed a European chassis with an American V-8 to gain the ultimate combination of handling with power. Not an unusual pairing, however his choice of chassis was truly inspired: the very British AC Ace sports car.

Anyone who knows Cobra history is already aware of how Shelby and his team turned the svelte 6-cylinder Ace into a monster by substituting a Ford 289 V-8 and altering everything needed to make the car handle with all that power. My first exposure came at Mosport when Canadian sportsman Chuck Rathgeb entered two Cobras for Eppie Wietzes and Fred Hayes. Seeing and hearing those cars drifting through the turns, tail hanging out, and then accelerating onto the straights, was a delight to watch and hear. The Corvette had met its match and I acquired a new respect for a man named Shelby.

How Carroll Shelby made a deal with Ford to apply his magic to the Mustang is another tale oft told. I have nothing to add except that two of my friends own Shelby Mustangs. The only difference is that the cars are 44 years apart in age. I've been privileged to ride in Yale's 1968 Shelby Mustang (autographed by Shelby on the instrument panel) but my other friend Chris has yet to take me out in his 2009 Shelby Mustang 500 (also autographed though not in person). Yale keeps his as a classic show car, whereas Chris keeps adding performance and appearance options.

Even in his final years Carroll Shelby was breaking records. He reportedly holds the world record for longest living heart transplant recipient. According to the Los Angeles Times he had been married seven times. In a Facebook announcement he revealed that he had been hospitalized over the previous months with pneumonia. Over the last week, he reported that he had started to feel better and had been seeing a physical therapist. “I’m ready to get back to work,” he wrote. “My mind keeps racing with new ideas. I spend my time thinking about the next car I want to build while working on getting stronger. It’s hard for me to rest when there is so much I want to do.” Sadly, used hearts, like used cars, do not come with a guarantee and that long-lasting performance machine idled to a halt.

The prototype Cobra, CSX2000, has remained in Carroll Shelby’s possession since the day he had it delivered to Dean Moon’s shop in early 1962, but the first production Cobra, CSX2001, will appear at next month’s Dana Point Concours d’Elegance: Suddenly this concours takes on a special significance. Meanwhile Motorbooks, by fortunate co-incidence, has just published the only authorized biography of Carroll Shelby ever written: "Carroll Shelby: The Authorized Biography by Rinsey Mills." Priced at $35.00 it is available through Motorbooks.com, Amazon.com, Barnes & Noble and anywhere automotive books are sold.

Television, too has been quick in saluting Carroll Shelby. In honor of his recent passing, Velocity is presenting the world premiere mini-series King of the Road: Carroll Shelby, debuting Sunday May 20th at 8:00 PM (ET/PT). The three part series will follow Shelby’s exploits from a hard-working Texas farmer to the victory lane at LeMans and then, after his racing career came to an abrupt halt, his partnership with Ford to create two of the most iconic muscle cars to date. Unfortunately my cable company does not carry Velocity but I've no hesitation in recommending it to those more fortunate.

RECORD-BREAKING 84.1 MPG ECONOMY RUN BEATS OUR FUN RUNS

Looking back at the years when I was involved with import and sports car clubs, I realise I was fortunate to enjoy an era of plain and simple fun. The clubs organised amateur road races and hillclimbs for those of us interested in competition, but they also promoted rallies that weren't so serious and didn't involve speed. You could bring along a spouse or friend and let them participate in timekeeping or even search for clues in humble treasure hunts.

I particularly liked racing and hillclimbing yet also enjoyed what the clubs called "economy runs," contests to see who could achieve the best gas mileage. Judging was rather unsophisicated though effective. At the start of the run your car's fuel tank would be filled. At the end, under the watchful eye of a monitor, the tank would be filled again and the number of gallons noted. The car with the lowest number won, though only if it arrived within a specified time limit. Creeping along in slow motion wasn't allowed, nor was impeding traffic. Incidentally, the country routes rarely exceeded a couple of hundred miles. Long distance economy runs were left to the professionals.

Even (or especially) for someone accustomed to racing, the club-style economy runs weren't boring. It was a real challenge to find ways of using less fuel while maintaining a decent speed. I don't remember all the tricks we used but certainly coasting downhill was one, changing gears early was another, drifting up to red lights in order to avoid accelerating from a dead stop was yet another (I still do that), a very light throttle foot was a necessity, and so was looking far, far ahead while simultaneously scanning side-to-side to get the big picture. Being aware of traffic and possible hazards could avoid sudden stops and starts.

What caused me to recall those events was a press release from Volkswagen praising a man-and-wife team who set a world record for the longest distance on one tank of clean diesel. Mileage experts John and Helen Taylor completed a 1626-mile drive in a Chattanooga-built Volkswagen Passat TDI—without stopping to refuel. They drove a stock 2012 Passat TDI SE with six-speed manual transmission. The previous record for the most miles covered on a single tank of diesel was 1526.6 miles, achieved with a VW Passat 1.6 BlueMotion diesel in Europe.

Over the course of three days and driving through nine states, the couple averaged 84.1 miles per gallon, spending only 4.65 cents per mile. The three-day drive commenced on May 3, 2012 in Houston, TX and ended on May 5, 2012 in Sterling, Virginia. To make the drive as realistic as possible, the couple included 120 pounds of luggage and drove during daylight hours to experience normal traffic situations. Additionally, they took turns driving and didn’t travel more than 14 hours per day.

I don't know what tricks they used (certainly more than we did in our club runs) but that's a phenomenal accomplishment and proves what many automobile journalists, and some car companies with products to promote, have been saying for several years: clean diesel engines are capable of providing equal or better mileage than most hybrids.

I congratulate John and Helen Taylor, and Volkswagen, but in time electricity will dominate, for diesel fuel still comes out of the ground and needs to be transported to the pumps. Makes me wonder if, some day, car clubs will hold economy runs for battery-powered cars. Don't know how they'd calculate who wins but I'd enjoy being a competitor. Consider that a plug for the future. (Bad joke. Sorry, couldn't resist.)

THE BEST CLASSIC FORD AUCTION, EVER

'Tis a most unusual sale, especially if you like Fords. Michael Dingman, a Ford director for 21 years, obviously liked them a lot and being a genuine car guy he collected classic Fords. They're being auctioned along with one of the world’s most impressive automotive sign collections; in all, nearly 50 vehicles and 1400 signs. RM will be offering the Dingman collection on June 9–10 in Hampton, New Hampshire.

My favorite among the cars is the 1936 Ford Model 48 Gläser Cabriolet seen above. A choice partly motivated by the fact that I have a liking for Fords from the 30s, itself influenced by my second-ever automobile purchase, a 1935 5-window Ford coupe, complete with rumble seat. The Gläser Cabriolet was designed and built in Germany and added a unique touch to the Detroit factory styling. You don't have to be a Ford fan to appreciate the beauty of this vehicle.

Michael Dingman's taste, however, went far beyond the traditional classics. The sale includes a limited production 1986 AC Cobra, one of a select few specially built by Roush Racing’s top technicians for a handful of top Ford Motor Company automotive executives, and the first 2005 Ford GT, chassis number 2, built for him by the Ford Motor Company as a token of their appreciation for his 21 year tenure on the company’s board.

When it came to speed Mr. Dingman didn't limit his collection to Fords. The auction includes a pair of Porsches; a 1992 Porsche 911 Carrera Cabriolet and a 1989 Porsche 911 Speedster, both custom built by leading Porsche racing specialists to full 930 Turbo specifications, and heavily modified with extra performance equipment.

The sign collection features more than 1,400 rare and desirable neon, tin and porcelain signs, predominately automotive, spanning the 1930s through 1950s, and is joined by a selection of other memorabilia. Click here for a wonderful video interview with Michael Dingman as he explains his enthusiasm for historic Neon signs and classic Fords.

[Photos: RM Auctions]

ADVICE TO CLASSIC CAR GUYS: ADD A LITTLE STYLE TO YOUR CORPORATE JET

Like many dreamers, I sometimes fantasize about winning a lottery. I ask myself what I would do with the money, aside from handing a few million to family and charity. Reality causes me to forget about starting an F1 team. Reality, however, does not prevent me from thinking that my first purchase would be a corporate jet, like the one featured in this blog. Except that I'd need to be very, very rich just to buy the aircraft, let alone hire a design team to customise the interior. The Gulfstream G550 is the Rolls-Royce of corporate jets.

The folks who own this aircraft are obviously among the super-rich. But they have their needs, just like you and me. Quoted in a fascinating Architectural Digest magazine article they said "we take long flights to Europe and South America frequently," noting that the G550 can fly almost 7,800 miles without refueling. "We sleep mostly. When you travel as much as we do, you want to arrive refreshed at your destination." I can certainly sympathise with that, having several times flown back and forth across the Atlantic in economy, but I can't help but wonder how, if the Gulfstream is a flying bedroom, they have time to appreciate what architects Lee F. Mindel and Peter Shelton of Shelton, Mindel & Associates, have done to the interior.

It features unfinished oak, a matte nickel finish on control panels and cupholders, a sofa (that converts into a twin bed) upholstered in a gray wool flannel that matches the V’Soske custom-made carpet woven in five shades of gray. AD reports that "Mindel covered the seats with a Spinneybeck leather in a color he describes as that of an Hermès saddle. He specified topstitched seams, a reference to sporty driving gloves and the steering wheels of 'vintage motorcars'." Ah... I knew there was a reason I was drawn to this aircraft.

The architects even worked on the jet’s exterior graphics, which follow the datum line from the nose of the plane and emphasize its aerodynamics. "You see other planes at the airport and their graphics look like roadkill," says the owner in this article. "Sure, you can find them easily on the tarmac, but they are not beautiful and subtle like Lee’s design." I'll agree with that. I like my aircraft to look elegant and speedy.

But much as I admire the customised Gulfstream, both inside and out, I probably wouldn't spend my lottery winnings on a corporate jet of this class. Something simple and affordable would do. For example, Cessna's new Mustang, a six-place twinjet (2 crew + 4 passengers) available for a mere $2.55 million USD. The range might be limited but we could enjoy hopping from airport to airport, even on those long flights to the Monaco Grand Prix.

[Gulfstream Photos for Architectural Digest: Michael Moran. Mustang Photo: Cessna]

AUBURN AUCTION OPPORTUNITY FOR MODEL COLLECTORS

Much as I like my little gang of 1/43 scale models (and two of 1/18 scale) I've long wanted to sell them in order to switch to an exclusively 1/24 or 1/18 collection. Why would I do this? Because I need reading glasses to appreciate the details in smaller scales. The bigger the model, the more I can admire. To a point, that is. Living in a 1-bedroom condo, there isn't room for anything larger than 1/18. The place where someone sharing a similar problem should be on June 1-3 is the auctions at Auburn Indiana.

RM's Auction America is holding its spring sale there, which this year features hundreds of scale model cars, a huge selection of vintage mascots, neon dealer signs from a glorious past, original Tom Hale and Ken Eberts art, a stunning selection of scale model aircraft, and many more examples of automobilia, all from one collector. And at no reserve. Gee, with a little luck I might return with the nucleus of an all-new, 1/18 scale collection!

I won't be there, regretably. Can't afford the trip. And besides, the journey from Victoria BC to Indiana requires multiple flight segments, as I painfully learned a few years ago when attending the Model T 100 anniversary celebrations. But you, my friend, assuming you enjoy collecting automobilia, should be there, as this is a rare opportunity. Oh... and Auctions America will also be auctioning some great examples of the real thing. Full scale, drive it home.

The gorgeous model in our headline photo is a 1/8 scale, hand-built 1930's Duesenberg Dual Cowl Phaeton. Its estimated sale price is $500-1500. Next down are five 1/24 Scale Franklin Mint Cars: a 1955 Bentley S1, 1951 Citroen 2CV, Mercedes-Benz 450SL, 1955 Porsche 356 Speedster, 1957 Mercedes-Benz 300SC. The "no reserve" estimate for this group is $150-350. The Chevrolet OK Neon Sign is 42" x 58" and is expected to attract from $3000 to $5000. Judging by the wide divergence in estimates there's a real opportunity for the shrewd buyer.

Here's the link to the complete catalog. Fascinating stuff. Have fun in Auburn.

HOW TO TRAVEL FROM MILAN TO ROME IN A QUICK RED FERRARI

Imagine driving from Milan to Rome in a red Ferrari. Thrill of a lifetime, right? Wrong. With so many vehicles on the Autostrada, you'd be in a high speed traffic jam. Assuming you could even get up to speed. Ah, but soon there will be a way to make the trip in a Ferrari that will be faster than its F1 cars and a whole lot more comfortable. The "Italo," an Alstom AGV, is a train with a Ferrari soul, the company having customised the internal layout and furnishings. And yes, the train is red.

Nuovo Transporto Viaggiatori (NTV) was founded by a group of entrepreneurs headed by the president of Ferrari, Luca Cordero di Montezemolo. With Ferrari backing, it will be building twenty-five high speed trains for use in Italy. Not unexpectedly the Italo makes use of some very advanced railway technology. It is said to be 70 tons lighter than competitor's trains, using less power and, with lightweight composite materials, reducing energy consumption by 30 percent. Cruising speed is 360 km/h (223 mph).

According to the company it features a system of locomotion distributed throughout the different cars of the train, rather than being concentrated in power units at the front and back. The space made available by the elimination of those two locomotives provides an increase of 20-percent passenger  capacity.

The Italo is designed to lure travelers away from the airlines, offering comfortable leather seats, tunnel-proof wireless internet, personal media centers and power supplies, plus entertainment cars where movies can be enjoyed on proper big screens. And passengers can feel safe on board thanks to cars that won't fold up like an accordian in the event of a crash. That long nose, for example, is more than about aerodynamics. It includes crash modules and energy absorbers totalling nearly 20 feet (6 m) in length and, in case of a frontal collision, allowing the train to absorb a massive shock without compromising the driver’s cabin.

I would love to be a passenger in a Ferrari-inspired train, having once been privileged to drive a Ferrari 400 on the Autostrada. But I'd be just as happy to turn the clock back to a night in the 70s when I traveled from Milan to Rome by rail, not at speed but in style, thanks to a private sleeping compartment. It was paneled in rare woods, featured a mini-washroom with designer-quality fittings, had a superbly comfortable bed, and allowed me to leave the window blind partly open so I could be lulled to sleep by watching the world pass by in semi-darkness.

(Note to NTV public relations: A photo simulation showing a girl and her dog admiring the passing train in an open field without guard fencing is a very bad idea.)

WHY THE SUN NEEDS TO SHINE IN VANCOUVER

Here in the Pacific Northwest (or Pacific Southwest if you're north of the border) we've had a long, wet, cool spring, certainly the worst in my memory. Even as I write this, on the last day of April, it is grey and overcast with temperatures in the mid-50s. I went for my usual "walkercise" but didn't enjoy it much, the only highlights being when a vintage amphibian took off, to be followed a few minutes later by a vintage Russian-designed, Chinese-built fighter-trainer. So if the classic car guys were keeping their beauties in the garage, at least the classic plane pilots weren't.

My concern about the weather, however, has nothing to do with me. It has everything to do with the upcoming All British Field Meet at Vancouver's VanDusen Gardens on May 19th. This is a huge show, one of the best in North America, and although it will go, rain or shine, it's always more fun when the sun's shining. So, Mister Weatherman, you've got just under three weeks to chase those rain clouds away.

The colours and floral beauty of the host venue, VanDusen Botanical Garden, provide a magnificent setting. With more than 600 classics on display and over 6,000 enthusiasts in attendance this event is the largest of its kind in the PNW. There's a huge variety of cars and motorcycles in 60 separate classes from tiny Austins and Minis to stately Rolls-Royce and Bentleys, in addition to a large showing of classic sports cars. This year's featured marques will honour 60 years of Lotus, 50 years of MGB, and 110 years of Norton motorcycles.

The celebration begins on Friday May 18, with a Noggin 'n Natter-style reception and silent auction plus wine tasting held in the stunning new VanDusen Visitor Center from 6.00 pm to 9.00 pm, a great opportunity to relax and connect with fellow classic car enthusiasts, enjoy the food and wine, and pick up registration packs and a possible bargain bid at the 100 item silent auction. The show continues Saturday on the lawns of VanDusen with brass band music, a pipe band, concessions, swap meet sellers, artist's gallery, classic car seminars and vendors booths, plus future classic models, all complementing the display of classic British machinery.

There are prizes to be won by entrants and the public, featuring draws for a trip for two to Britain with Virgin Atlantic, a trip to the Yukon with Air North, a set of Yokohama tires, or a garage floor make-over worth $2,000.00. Now can you see why I'm hoping the rain stays away? Year-by-year averages suggest the odds favour sunshine so if you're living nearby in Washington State or Oregon, it's worth the trip to Vancouver.

I'D ROLL OVER TO OWN THIS CABRIOLET. IN FACT, I DID

My association with the French Simca was peculiar, amusing, and rather frustrating. I'd just been sacked as assistant public relations manager of Volkswagen Canada for the sin of taking my wife and baby son with me on a business trip to the Maritimes. The trip was successful and the VW dealers agreed that bringing my family along was a nice touch but VW Canada's Managing Director Werner Jansen was old school and fired me the moment he found out. I needed work and Simca, which was launching the Simca 1000, hired me temporarily to assist with pr and create a brochure.

One of my suggestions was to prepare a 1000 for sedan racing. I'd won a CRDA class championship with a modified VW and since both cars had their engines in the rear, the dreaded oversteer was well within my capabilities as a driver. Simca's management agreed, the suspension was altered and suitable tires were fitted. But someone in the group suddenly objected to spending money on engine modifications and with no time to argue the point the car was entered in its first race with an absolutely stock powerplant. Qualifying found me on the back row for the first time in my life, next to a BMW 700.

The Michelotti-designed coupe was no dragster but when modified, as my competitor's was, it could be quick. Not quick enough in the class in which we were racing, though; consequently he and I would compete for last place. I don't recall his name but this gentleman, a German immigrant, was an accomplished racer. I suspect he was as embarrassed as me while lining up on the grid. When the starting flag fell, however, we were both determined and gave it our best. It was fun for us and possibly the spectators, cut-and-thrust on every corner, and I won. No trophies for finishing second-to-last, though.

A few weeks later I was invited to drive a Simca of a different kind at Mosport. The Aronde had been raced by a CBC radio producer with poor results, and so dealer-owner Bruce McFarlane invited me to try it during race practise to determine if there was a problem with the car. There certainly was. I was accustomed to oversteer with my VW and Porsche, but this Simca's suspension had been modified to the extreme in the opposite direction. It understeered so badly that the only way to get through a corner was to enter slowly and add throttle (gingerly) on the way out.

On the third lap of open practise I entered a fast right-hander with a gaggle of competitors following. Normally I'd take the inside line and let them pass on the left but I could barely keep it on track. So I took the outside line, leaving plenty of room. The following drivers stayed to the right except for one eager-beaver in an Austin-Healey who was determined to pass me on the left. His fender tapped mine and the Simca, already on the edge of adhesion, traveled up a grassy bank and rolled over, ending on its side. I quickly shut off the engine and crawled out, with no worse injury than a bloodied knee.

Owner McFarlane was quite offended that his car had been damaged (albeit lightly) and refused to believe my complaint about understeer. I showed him the patch of blue paint and went off to find the offending Healey which, sure enough, had a matching scrape. The driver, Paul Muir, was nowhere to be found. Meanwhile the dealer repaired the Simca and raced it with its regular driver who, as usual, brought up the back of the pack.

All that is ancient history. Now I look on Simcas with a certain affection, and so I was attracted by this rather rare 1960 Aronde Cabrio. It has been properly restored and is offered by Dutch dealer Joop Stolze Classic Cars "at a price to be agreed on by buyer and seller." Joop Stolze is a classic sports car enthusiast who, 36 years ago, imported his first TR3A from London. Today his collection consists of hundreds of extraordinary cars. Everything has been imported by Joop himself, which he says causes prices to remain low and histories to be more reliable.

HOW A 1953 AUSTIN-HEALEY HELPS DRIVE AWAY CANCER

This has got to be one of the most poignant, most heartwarming stories from the classic car world that I've ever read. It comes from David LaChance on the Hemmings Blog and because any rewrites I might attempt won't do him credit I'm going to quote directly here:

"One year ago, a man named John Nikas drove a tatty and tired 1953 Austin-Healey 100 from coast to coast, hoping that the drive would encourage the car’s owner, a friend who had recently been diagnosed with multiple myeloma, to keep fighting. He named his effort Drive Away Cancer. Improbably, incredibly, the Healey – named Grace – made it from the West Coast to the East Coast and back again. Though it was never part of the plan, passersby he met along the way inscribed the names of their friends and loved ones whose lives had been affected by cancer. Grace had become both a rolling memorial and a symbol of hope and defiance for those living with the disease. A few weeks ago, John called to tell us that he was undertaking yet another trip in Grace, a 50,000-mile odyssey touching all 50 states. It’s called 'One Lap for America' ."

The article itself was written by John Nikas, owner and driver of the Austin-Healey 100 (he's an experienced vintage racer who has campaigned a Sebring Triumph TR4, Austin-Healey 3000, and a Jaguar XK120). I sincerely recommend clicking on this link to the Hemmings Blog, and reading the article in its entirety. If you ever had doubts about the logic of the collector car hobby (and some of us have, from time-to-time, due to the massive amount of dollars spent at the auctions) this will dispel those concerns.

It's a lovely article (thanks, David, for sharing it with us) and as John Nikas makes his way through those 50 states I hope he comes close to the BC border. Better still, I think we should invite him to cross that border for a visit. (Are you listening, Nigel and Hagerty?) The schedule can be found at DriveAwayCancerNow.org and their adventures followed on the Drive Away Cancer fan page on Facebook.

[Photos: John Nikas]