Who is this guy and what are his creds. By name, I'm Robert 'Bob' 'Turk' 'BobO' 'Fast Bob' Tarozzi. By trade, I'm a creator of automotive performance vehicles and engines. By day and night, I am still seeking the answers.
It all started with a Hot Rod Magazine article long long ago, let's say 1952. I was reading an engine article and they were talking about camshafts and crankshafts. They both went around and seem to do the same thing. That seemingly confusing bit, and my early onset of anal retentiveness, lead me to where I am today.
It continued in the back yard fixing dads cars. Graduated from high school, barely. Immediately got a job as a automotive mechanic and apprentice machinist. Labored in the dealerships by day and build everybody else's hot rods by night. Made good money. But my abilities to get ahead of the game, racing that is, were limited. Finally decided to attend college, five years late I might add. Applied myself and graduated Magna Cum Laude. Went to the Chrysler Institute of Engineering for my Masters in Automotive Engineering, transferred immediately into the Race Group, designed built and was the test driver of the infamous 1968 Hemi 'A' Body drag car. Built, and was the test engineer, on the 1969 NASCAR Dodge Charger 500 test mule. Jumped ship and went to work for Hurst in Detroit; where I built and drove my personal Dodge NASCAR Baby Grand in the Southwest. Built, developed and test drove the AMX drag car. Next, designed, built and managed a Javelin NASCAR Baby Grand for Hurst/AMC. This turned out to be a massive undertaking which taught me much. Then on to Southern California, where I worked for AAR and accomplished the same triple threat move on the 1970 Chrysler Trans Am cars. Next move, contracted to Chrysler to do all their race engine development at Keith Black Racing Engines. While there I somehow found the time to design, build and develop the fuel version of the Hemi aluminum block for KBRE.
Meanwhile, back at the works, the Chrysler performance product planners decided that 'we' should take a look at this turbocharging business. Apparently the production people were not interested. To facilitate this expansion, I moved to Northern California and hooked up with Don Nichols of F1 Shadow fame. Our little secret was that we, I, were going to design and build an American F1 engine. Not to be--Man plans, God laughs. The turbocharging R&D went well, resulting in a six cylinder package, V8 package, and a four cylinder version for the Mitsubishi. As a consolation prize, I was 'allowed' to develop a 305 FI package for the Shadow F5000, and later for the 305 Can Am effort. But alas all good things must eventually come to their termination. It was now 1979, and Captain Lee Iacocca boards the battleship Chrysler. First order of the day is to terminate all outside contract work. Away I go.
I had no real desire to return to the dreaded LA area. After visiting a few friends in the general field of automotive whatever, I became involved in the up and coming field of automotive litigation as a so called 'expert witness'. I took to it, or maybe it took to me, anyways we clicked. I was on the fast track and didn't know how to get off--or if I wanted to. This little venture consumed the 1980s.
But not to fear, somewhere in all those whirlwind of activities I found the where-with-all to squeeze in a LeMans gig with the Group 44 GTP cars, as their engine program advisor.
There were numerous other endeavors, the Brad Anderson cast/billet Hemi block, a gigantic single cylinder diesel/electric generator that was meant to save the world, a jitney vehicle for the blokes in Bangladesh, of all places; all of which, and more, I will cover in my now published book "The Lives I've Lived".
All from reading and not understanding that fortuitous article in Hot Rod Magazine.
It all started with a Hot Rod Magazine article long long ago, let's say 1952. I was reading an engine article and they were talking about camshafts and crankshafts. They both went around and seem to do the same thing. That seemingly confusing bit, and my early onset of anal retentiveness, lead me to where I am today.
It continued in the back yard fixing dads cars. Graduated from high school, barely. Immediately got a job as a automotive mechanic and apprentice machinist. Labored in the dealerships by day and build everybody else's hot rods by night. Made good money. But my abilities to get ahead of the game, racing that is, were limited. Finally decided to attend college, five years late I might add. Applied myself and graduated Magna Cum Laude. Went to the Chrysler Institute of Engineering for my Masters in Automotive Engineering, transferred immediately into the Race Group, designed built and was the test driver of the infamous 1968 Hemi 'A' Body drag car. Built, and was the test engineer, on the 1969 NASCAR Dodge Charger 500 test mule. Jumped ship and went to work for Hurst in Detroit; where I built and drove my personal Dodge NASCAR Baby Grand in the Southwest. Built, developed and test drove the AMX drag car. Next, designed, built and managed a Javelin NASCAR Baby Grand for Hurst/AMC. This turned out to be a massive undertaking which taught me much. Then on to Southern California, where I worked for AAR and accomplished the same triple threat move on the 1970 Chrysler Trans Am cars. Next move, contracted to Chrysler to do all their race engine development at Keith Black Racing Engines. While there I somehow found the time to design, build and develop the fuel version of the Hemi aluminum block for KBRE.
Meanwhile, back at the works, the Chrysler performance product planners decided that 'we' should take a look at this turbocharging business. Apparently the production people were not interested. To facilitate this expansion, I moved to Northern California and hooked up with Don Nichols of F1 Shadow fame. Our little secret was that we, I, were going to design and build an American F1 engine. Not to be--Man plans, God laughs. The turbocharging R&D went well, resulting in a six cylinder package, V8 package, and a four cylinder version for the Mitsubishi. As a consolation prize, I was 'allowed' to develop a 305 FI package for the Shadow F5000, and later for the 305 Can Am effort. But alas all good things must eventually come to their termination. It was now 1979, and Captain Lee Iacocca boards the battleship Chrysler. First order of the day is to terminate all outside contract work. Away I go.
I had no real desire to return to the dreaded LA area. After visiting a few friends in the general field of automotive whatever, I became involved in the up and coming field of automotive litigation as a so called 'expert witness'. I took to it, or maybe it took to me, anyways we clicked. I was on the fast track and didn't know how to get off--or if I wanted to. This little venture consumed the 1980s.
But not to fear, somewhere in all those whirlwind of activities I found the where-with-all to squeeze in a LeMans gig with the Group 44 GTP cars, as their engine program advisor.
There were numerous other endeavors, the Brad Anderson cast/billet Hemi block, a gigantic single cylinder diesel/electric generator that was meant to save the world, a jitney vehicle for the blokes in Bangladesh, of all places; all of which, and more, I will cover in my now published book "The Lives I've Lived".
All from reading and not understanding that fortuitous article in Hot Rod Magazine.
