Diesel land-speed record on Daytona Beach grabbed headlines in 1935.

Diesel power grew in popularity at an exponential rate in the early to mid-1930s, buoyed by reports of astounding mileage and of the cheap price of diesel fuel versus gasoline – important factors when there’s a Depression going on. Heavy haulers – trucks, locomotives, and tractors – accounted for most of that rise, and there were multiple attempts to power passenger cars with diesel engines, but at the same time, diesels became more visible in racing as well. Clessie Cummins first ran a diesel engine in the Indianapolis 500 in 1931, returning in 1934, and as we see from a set of R. H. LeSesne photos on Charles Beesley’s motor life.blog, the competition for the diesel land-speed record on Daytona Beach grabbed headlines in 1935.

The competition involved two former Indy drivers: Dave Evans, who piloted the No. 8 Duesenberg that Cummins entered at Indy in 1931 as well as one of Cummins’s two entries in the 1934 race (the one that dropped out with transmission troubles), and “Wild Bill” Cummings, who DNF’d the 1931 race, but won the 1934 race (driving a gasoline-fueled four-cylinder Miller Special). According to a Los Angeles Times article from February of 1935, the two men worked together in the early development of diesel engines, and Evans already held more than 20 diesel speed records. Their goal: to break the existing diesel land-speed record, set by Captain George Eyston at 120.33 MPH in June 1934 at Montlhéry. Evans, however, wouldn’t be driving for Cummins. Rather, he would pilot the Waukesha Silver Comet, a car sponsored by Hemphill Schools, a group of diesel trade schools, and fitted with a Waukesha-built six-cylinder diesel. Not much seems to be known about the Silver Comet; from what Evans told The Los Angeles Times, it appears Evans bought the specially built racing chassis for the record attempt and that it had to be rebuilt before the attempt. He also made claims that it would be good for 150 MPH.

Cummings, on the other hand, would drive for Cummins, piloting the other of the diesel magnate’s 1934 Indy 500 entries, the 364-cu.in. supercharged two-stroke six-cylinder that finished the race in 12th place. Weather conditions didn’t look promising: Though Malcolm Campbell showed up with his Bluebird to make an assault on the world’s land speed record, rain and shifting winds led to sands too rough for Campbell to risk a run right away. As the St. Petersburg Times reported in its February 16 issue,

Rain drummed down on the beach most of last night, the wind was from the west and south, and there were gullies and trenches all down the length of the implacable 11-1/2 mile racing stretch.

“I’ve never seen it quite so bad,” (Campbell) said despairingly. “The beach is miserable, simply miserable. At this rate there’s no telling when we can try for the record. I’m disconsolate.”

Evans, however, didn’t feel the same. Regardless of the rough beach conditions, he took the Silver Comet out the day before and ran 119.08 MPH – southward and against the wind. Turning around to put the wind at his back, he ran 130.813 MPH for an average of 125.065 MPH – not the speed he envisioned, but still good enough for the record. With Evans apparently satisfied, Cummings made his first run a day later, though to less spectacular results.

But Cummings had a bad time of it, and failed to complete his runs. On the south run his oil pressure failed, and coming back he bumped around a great deal and was forced to cut his motors as the car belched smoke and fire going into the measured mile. He failed to approach the record.

Not until March 1, with an easing of the weather at the beach, did Cummings finally succeed in breaking Evans’s record, running a two-way average of 133.023 MPH. Later that month, he upped the record to 137.195 MPH, a mark that would stand for another year or so, before Eyston traveled to the Bonneville Salt Flats in April 1936 with his Flying Spray to recapture the record for the British at 158.87 MPH.