In the top speed department there is some question. Garlits claims to have run 210 mph at Alton, Illinois and backed it up. However, he has yet to run over 230 anywhere else, so you can draw your own conclusions. Beebe and Mulligan have run over 230 at 15 different race tracks, with their best being 233.85. They hold the NHRA record at 229. ran 231 three times at the Indianapolis Nationals, and on and on.
   There is no doubt in the racers minds that the Beebe and Mulligan machine is the strongest of all . . . and they don't want any part of it, until the last round, that is. On the technical side the car is the same machine built by Tim Beebe and Lee Sixt back in '66'. The superiority of the 392-inch or early-type hemi Chrysler is almost legend.
   Designed and produced first in 1953, its supremacy in the fuel dragster ranks is uncontested even by the famous SOHC Ford. The good breathing characteristics, comparative strength, and top-end power output have made it the engine to use in a fueler. There are probably a 100 or more of this type Chrysler running in the country with basically the same equipment as used in Tim's engine. His record-setting performance, however, is due primarily to his ability to "make it operate". The engine combination is almost universal: 8:1 compression, .030-inch overbore, stock stroke, 23% overdrive on the blower, 27 degree lead and 80% nitro. (How many times have you read that?)

   Tim's use of the fuel Injector is probably his biggest secret. He runs 80% nitro as previously mentioned, but that's where the similarity to others ends. While most modern fuel racers run 50% of the fuel through the blower and 50% through the port nozzles. Tim deviates from this practice. He prefers In run 70% of the fuel through the top and 30% of the fuel through the port nozzles. Instead of tuning with nozzle or drill sizes, i.e. thousandths of an inch diameter, he knows the precise flow rate of each nozzle and can dial a cylinder to the exact temperature desired. To determine these flow rates. Tim has spent countless hours on the fuel injector flow bench.
   After a run he determines the condition of each Cylinder by reading both the cylinder and the plug. A good running "hole" will develop a brown kidney shaped soot formation on the top of the piston, hold the valve adjustment in its preset lash and draw three threads of heat on the spark plug. This, of course, is for an individual cylinder. If the entire engine reads either "rich" or "lean" Tim adjusts to the condition by adding or subtracting a few percentage points of nitro.
   Though the rails have been retired in favor of a new Race Car Engineering frame, the combination remains basically the same . . . tough.

Photos and story by Don Prieto, 1968
Reprinted from the 8th Annual Edition of Hot Rod Magazine Yearbook

Engine to rear end position in a tueler is very important. This combination is 30
inches from engine flange to the centerline of the axle.


Flexible tubing duct vent just under the seat is to release heat generated by
clutch, to the rear.

This potent '58 Chrysler is fed with a Hilborn fuel injector. The blower is overdriven 23% crank speed.
Magneto setting on a fueler deter mines how much power is produced. Tim gets his best results with a 27-deg. lead.

Mulligan is seen doing the thing he likes best . . . "makin' it."

The Top Rail - Page 1

The Top Rail - Page 2

The Top Rail - Page 3

Always a Bridesmaid  ||  AA Fabulous  || The Fleeting Irish 
 Salute to the Top Rail  ||  Baddest of the Bad  ||  Wounded Elephant 
Beebe & Mulligan 1968  ||  Beebe & Mulligan 1969 
Mulligan - Early Years  ||  Mulligan - NHRA  ||  Tim Beebe
Lubriplate Ad  ||  Blast from the Past

Reproduction  ||  2000 Debut  ||  First Fire-up  ||  2001 Paint & Present 
Oldies Honored  ||  2004 CHRR  ||  2005 CHRR  ||  2006 CHRR  ||  Fan Mail
Beebe & Mulligan 2007 CHRR Video

Beebe & Mulligan at 2008 Goodwood Festival of Speed

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