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Heartland Vintage Race - 2010 - Topeka, KS


Keith Files won the 2010 Kastner Cup and prepared this article for the TR Register Magazine. Congrats Keith!



Here's a couple posts from our participants


I would like to thank you all for making the event so special; the warmth and affection that you showed to me, Denise, my mad brother, Imelda and Simon was truly exceptional - we love coming over and racing with you guys and will continue to do so for many more years to come.

The real high point of the weekend was to receive the Kastner Cup from Kas himself; it was a humbling experience especially when I consider the high calibre of cars and fellow racers that were in the mix and all deserving of the trophy in your own special way. You should all know that the Cup hasn't actually left the US as there was enough trouble with US Immigration on the way in without looking for more trouble on the way out :-)

I would like to give a big shout out to Joe Alexander for not only making Heartland Park happen but for getting me away from my mighty TR6 and into the 4 pot camp; a plot that that was hatched after VIR in 2004 whilst we were driving back to Iowa via Memphis (Denise is a BIG Elvis fan), St Louis, the Mississippi and other parts of the mid-west.

A great weekend, so many special people (too many to mention individually) so a big thank you to you all once more.

See you at Laguna Seca in 2011.

Cheers, Keith & Denise


Just wanted to say thanks to you, Joe, and Bill Rinke, for inviting me down as a VIP (probably oughta be VUP, but they didn't have any passes printed up that way).

Fun to put my Spitfire on display even though I did not want to race it this close to the Solo Nationals, my key event each year (I'm one of eight drivers who've been to all of them -- this year is the 38th. And the Spitfire has driven in 37, more than any other single car).

So great to see that fleet of TR4s in the Kastner Cup race, with a few other Triumphs mixed in. I worked grid much of the weekend and grabbed the job to split the Kastner Cup race -- the idiot who stands in the middle of pit lane as the cars come off the grid; pointing "You go this side, you go that


Good to finally meet Kas in person, Joe too, and a few others.

Some may have noticed my team name Ikke se Hurtig Racing on the fender of the Spitfire. Sunday as I was loading up a lady with her two teen-agers stopped to take a picture, because her maiden name was Hurtig. They knew what Hurtig meant (fast, swift), but weren't sure of the Ikke part (not -- ergo, Not So Fast).

Good to see FOT at my home track.

--Rocky Entriken



Here is a link that anyone can use to see photos from the cup. As soon as Luke is finished I will upload the remainder of appproximately 1000 photos.


Very truly yours,

John Nikas

Cape Coventry Racing


Better slow than never. I took a bunch of photos, with the new camera that I'm still learning to use. These were shot with a telephoto and a wide field of view to capture the action. I then cropped every photo.

That's my excuse for why it took so long. Unfortunately, some are a bit fuzzy. Sorry, if there weren't very many of your car. I tend to favor my mates. I'll try to do better next year. -Larry Young


And finally from Greg "Lunker" Hilyer. Sure, it may have much racing content, but it shows what we go through to make it to these events! 


A few have asked for the whole Topeka saga. To my surprise because I'm never sure if anyone reads or wants to hear my drivel. For those that don't, start lookin' for the delete button.

The "inland freighter" is a 53' Haulmark enclosed car hauler. Picked it up in Tulsa this spring and brought it home to Albuquerque. Got a '91 Dodge 1 ton, turbo diesel, dually and outfitted it as a cab&chassis tow rig. A couple brief shake-down runs and Topeka was it's maiden voyage. Talk about "beaten by equipment"!! The first 50 miles from Albuquerque to Santa Fe goes from 5500 to 7200 feet.

Quickly obvious the cooling system is not happy with my 14,000 CGVW.

At Santa Fe I got on the 50 mph Old Percos Trail [route 66 prior to 1937] to try cooling things off for the pull up Glorietta pass.

Haven't driven that stretch for a few years but I knew where I was the moment I saw it - the last place to get on I-25 before the road dead-ends in a couple hundred yards. That's when I found out the trailer brakes were not set quite where they needed to be. There was one small sign about 150' from the downhill turn. Overshot it by 25'.

That's when I found out that the engine/transmission mounts were not up to the task of backing uphill. Dead-end road, no turn around [how New Mexico] and no reverse. That was the first time I questioned if this was going to work. Barley and I scouted around for about 20 minutes on foot looking for some way to reverse course. One driveway looked promising so we gave it a try. Tight but just up-hill enough it didn't take much clutch to go backwards. By the third or fourth jack-knife maneuver I'm thinking I'm going to make it. Then comes the first wife on her way down the drive in her way to work. Explain myself, she backs up 100' feet and we're doing good. Than comes the second wife driving down. Followed by hubby on foot. With hubby's guidance I clear the mailbox by inches and the trees on the other side of the road by a few feet. Probably took a hour and a half and on the road again. Cooling system is a issue but find how directly I can control the temp with my right foot. As the terrain flattens out, the trip seems to smooth out. Stop for fuel somewhere in Oklahoma and do a light check. They're not doing as well as the last time I checked. Typical ground problem. Put a jumper on ground side and go in for [another] Red Bull. Come out ready to go, give everything a final check and the inside of the trailer is filled with that acrid smell that only comes from burning wires. Go to pull the jumper and get a good burn. How it did what it did without burning a fuse I don't even want to know. Turns out the wiring is the damnedest array of mis-wired backfeeding I've ever seen. A couple hours, a complete re-wire and a spare light later, we're on the road again. Keep in mind that WE is me and Barley - we're due to pick Connie up at the Kansas City Airport at what is now TODAY at 9:45 p.m.. 100 miles down the road and we find a road sign that had so many options it looked to be from the Japanese alphabet. Missed the turn. 12 miles in the wrong direction to find a "almost' turnaround. I say "almost" because the landing gear on the trailer bottomed out about half-way around... totally smoked the dually's to get it horsed around with the trailer jacks grinding their way into the pavement. Another 12 miles back and headed east again. It's about 11:30, we're doing about 60 on two lane highway 56. With a KAWAMM- BANG!!! I thought the frame had broken in half. We're headed for the other shoulder/ditch.

Correct a bit and we're now tracing the centerline but 53' of trailer wants to pass. Hit the hand control on the trailer brakes and get it straightened out. But now we're about to be parked and disabled in the middle of a two lane highway. Actually had the presence of mind to downshift, give a bit of throttle and get it parked on the grass on my side of the road with maybe 4" of the rear over the line. Took about 1/4 mile to get it stopped and at the end I could see the sparks coming off right next to the fuel tank. Had plenty of time to grab the fire extinguisher from under the seat and think A: There goes Topeka. And B: How am I going to get this thing fixed and out of here? Jumped out and the good news was that we weren't on fire. Next clue is that we didn't have either wheel on the drivers rear of the truck. Flashlight revealed that we had one sheared lug stud and a mangled drum. Took Barley for a little walk and within 100' he found one wheel. Another 25' and we found the other!. Back to the truck for lots of jacking and blocking. Beat the brake drum back on, started the truck and put it in gear with the wheels off. The drum make some bad noises and required a few more whacks but was soon running fairly true. Then to discover that a Dodge with a Dana 70 uses different lugs from front to rear. Only thing to do is to rob 4 [half] off the other rear and see what happens. It was durring this swap process that I saw the 140 Ft Lbs on the face of the nuts - I had them at 75. 53' of trailer on 4 lug nuts is not very confidence inspiring...

100 yards and check them. 1/4 mile and check them again. 1 mile and another check. After they hadn't budged in 5 miles I started to get up to speed - maybe 45mph. By this time of the morning the truck traffic started up. Talk about jumpy! Had a pebble got stuck in a tire I was ready to pitch the whole thing in the ditch.

Needless to say, but we weren't there to pick Connie up at the airport. She had to get a room, rent a car, and meet us at the track.

By the time I got there about 1pm Friday, it had taken 28 hours to drive 736 miles straight thru and I was hardly in a condition to unload the car much less drive. First race of Saturday was Connie's first time on the track. After lunch was my first outing - though I did take the TR3 out for the lunchtime lapping to figure which way the track went. Funny thing was at the drivers meeting Sunday - Jim Grey was explaining how I was apexing too early to get set up for the bridge. I told him that the bridge looked like there was plenty of room to keep going after the crest. He looked at me with a kind of puzzled look and explained that the turn before going down to the bridge had to be entered from far drivers right. My response was "we go UNDER a bridge?"!!! I just don't see those kind of things. Reminds me of when Chuck met the wall in Portland - after he told me what happened I said "there's a wall out there?" Really glad I don't seem to see those scary things.

So that's the "rest of the story" I know this is over max but please send it thru Mark.

Would really like to hear about others engine longevity.

Greg "Lunker" Hilyer

TR4 #314