Pep Hubbell

Randolph “Pep” Hubbell Jr.

by Karl Williams, John Toprahanian, and Ron Hill, with Ralph DeSilva, Fred Truntz, Alan Ishii and others
Photo credits go to Ron Hill and the Bill Hosler collection.

From Karl Williams: Randolph Howard (Pep) Hubbell Jr. (March 21, 1909 – December 11, 1982) was born in Pennsylvania to Randolph H Hubbell and Rose A Schrum, but lived in California much of his life.  He was married to Elizabeth (Bettie) Jane Ore and they had two children. Pep Hubbell was the leader in providing aftermarket parts for the Johnson and Evinrude racing engines. We have a story from John Toprahanian written January 18, 1983, and the second by Ron Hill, April 30, 2024. You may see differences in the stories as seen through the authors’ eyes 41 years apart. However, the bottom line is that Randolph (Pep) Hubbell deserves to be remembered, and that is the reason for the “a little history” series.

My first experience with Pep started in the fall prior to 1986 when I needed two new pistons for my C-Service Speeditwin. I had the cylinders ground at Sandray Precision Grinding in Rockford, Illinois, and gave Pep the new bore sizes. The following spring arrived, and I had not heard from Pep. I called to inquire about the pistons and his reply was, “Guys like you that bother me all the time have to wait longer.”

After talking to John T. about my phone call to Pep, I learned he was into fishing. At the time we were selling a lot of Ryobi printing presses and would receive gifts from their other divisions—one being fishing equipment. I sent Pep a Ryobi fishing reel; the pistons arrived shortly afterward and our phone conversations after were much better. He never got to use the new reel before he passed away.

1949 Hubbell catalog front cover

John Toprahanian and Ralph DeSilva both told about Pep having a lunch/dinner meeting with those involved in the OMC record-setting endeavor. Pep sketched the overdrive lower unit on a brown paper grocery bag.

From Fred Truntz: Pep Hubbell was a track and field athlete and competed in senior events into his 70s. He was a shotput and discus competitor.

From Alan Ishii: He was in great shape. He biked to regularly and may also have run marathons. He kind of left boat racing for track and field.

From John Toprahanian (1983)

With the recent passing of Randolph (Pep) Hubbell Jr. at 74, it seems only fitting to note a few of his many contributions to outboard racing.

He is probably noted most for all his efforts following WW II, when OMC had discontinued racing model outboards. With OMC’s many surplus Handy Billy pumping units for Class A, the P500 emergency fire pumps and the Storm Boat Outboards for Class F, many basic motors were available to the now PRO Division. The so-called “average guy” could easily go racing with Pep’s help. Hubbell could make all parts needed to convert those units to Johnson KRs and Evinrude 4-60s.

“F” Hubbell lower unit with overdrive owned by Danny Alever, Saginaw, Michigan

For B and C class motors, it was quite a different problem and a much greater accomplishment for Pep to design and make all the necessary parts—from the flywheel nut to the prop nut, except for the magneto and carburetor. When one considers all the metallurgy involved in so many parts, this was a major undertaking for one person.

Also, it was likely through Pep’s efforts that Johnson’s famous PR-65 was able to run a lifespan parallel to auto racing’s Offenhauser engine. As to the quality of the parts, Dale Drake and his son John, of Meyer-Drake Offy, used to buy their weekend toys from Pep. Dale once said, “I wouldn’t know how to make them any better.” All of this was during the time when Orlando Torigiani, Bill Tenney, Bud Wiget, and Chuck Parsons were the ones to be reckoned with.

Pep’s philosophy was concern was for all the contestants. As he said of his personal racing, “I’d rather run 4th or 5th and know what the average guy’s problems are; the frontrunners know how to take care of themselves.” Pep did see to it that one of his daughters, Mary, would race one of his replica Evinrude Midgets and go on to win a N.O.A. Championship.

BOAT SPORT racing reporter Blake Gilpin congratulates Hubbell and his daughter Mary—
Mary for her M Hydro championship win, and Hub for his Wildcat’s performance at the N.O.A. 1955 Nationals.

In the early days of the up-and-coming 2-cylinder Mercury, Pep made some modifications and developed an open exhaust. With its new howl, it only seemed natural to coin the name “Hubbell Hurricane” for it. He even had decals made. However, the name was to be short-lived, as the Mercury factory was also using the “Hurricane” name on the latest version of the very same model.

Pep was always in there fighting the unending battle for more cheap speed through the water from faster lower units. In the early 1960s, Doc Jones, Hu Entrop and Evinrude teamed up to start OMC back into racing. Pep set up perhaps the first 96-degree shaft angle lower unit that also incorporated an overdrive. Entrop had desired a 6-degree shaft and a prop-riding boat with the weight of the engine as far forward as possible. With Pep’s and the team’s work, and Entrop’s attention to detail, several records were set. Entrop seemed to set records easily, but they were longstanding and not to be broken easily.

Although Pep never perfected his Looper cylinder kit for the PR, it seems to be more than a coincidence that the transfer port technique is found in the OMC 3-cylinder loop engine. The first brochure mentions having “borrowed from our forefathers!”

In later years Pep was more into specialized repairs. He helped with the gearing for Lon and John Steven’s recent 1100 Hydro record run that was made after Pep’s passing.

Hubbell one-piece steel flywheel (per information to date, this was a first)

Of course there were others furnishing parts and equipment in the 1940s-60s era, but one might say that Pep was the one who really carried the now PRO Division, in that he made just about everything everyone wanted.

Throughout Pep’s career, almost everybody who ever cranked up anything with a sash cord was to visit 2411 North Rosemead Boulevard at one time or another, seeking something to help solve their problems.

His passing marks the end of an era in racing, as we now have lost an understanding link to the vast Los Angeles industrial complex, where almost any metallurgical problem can easily be resolved to our liking.

Although Pep Hubbell was not active in APBA politics, his achievements surely merit consideration for nomination to the Honor Squadron. In fact, Pep was inducted into the APBA Honor Squadron in 1984. However, his unfortunate passing in 1983 meant the honor must remain unknown to him.

From Ron Hill (2024)

I knew John Toprahanian from about 1949 until his passing. He did some amazing 4-60 work, then with Yamaha cylinders he made the Yamarude famous. He raced A Hydro in 1949, and later went to F. I read his article about Pep and have some slightly different recollections.

Hubbell F lower unit without overdrive

Orlando did all his own engine work and I don’t think he ever used any Hubbell parts. My dad made his gearcase before he sold his patterns to Pep.

Dale Drake’s son John and my brother Russ Jr. raced A and C hydros against each other. My dad never liked dynos; he said, “We are racing boats, not horses.” I think Dale helped Pep build his dyno. Dale used to run John’s “A” on the Ofy dyno. But the castor oil would go up into the mufflers and the dyno would catch fire. Louie Meyer made Dale quit using the dyno. Soon after that, Pep had a dyno. My dad never liked dynos; he said, “We are racing boats, not horses.”

When my brother worked for Pep, I am pretty sure he was the first one to machine a one-piece flywheel for the PR 65.

When Doc Jones approached Pep about a gearcase for the Evinrude, the first ones did not have an overdrive. I’m pretty sure you gave me Pep’s pattern for the first Evinrude speed record run. Other than my brother consulting with Pep, the overdrive unit was totally Pep’s deal.

Later, when McCullough wanted a gearcase, that was a deal that my brother and Jack Oxley put together. Later Chrysler modified the Hubbell gearcase. The McCullough gearcase came from the Evinrude pattern.

About 1962, Quincy four-cylinder Mercs were running fast. We had a lot of them in California, but Quincys seemed expensive and a long way away.

My dad and Pep built me a D Merc. I did buy Quincy twin pipes. Pep machined the head out and welded a head in. Lon Stevens later made improved copies of the pistons; pistons and heads were in all Lon’s F.

Jeff Lewis from Grants Pass, Oregon went 149 MPH for an ON Kilo record. Jeff also drove Lon’s F Hydro to a kilo record. Jeff built both boats. Fred Hauenstein supplied the Merc motors for the ON Record, and Ron Anderson built it. Jeff ran a Hubbell Overdrive gearcase that he bought from Jack Oxley (I put that deal together).

As far as Pep and OMC ports: my 1966 Quincy A was a Looper, as were all my 1967-69 Konigs were loopers. The first three-cylinder 49-inch OMC came out in 1969 or 70. Edgar Rose, then Chief Engineer at OMC, sent my dad a 49.9-inch three-cylinder and my dad put it on a Konig gear case. It didn’t run well; the ignition would only rev to about 6,000. I know for a fact my dad and Pep never talked about that motor.

I think my Hubbell four-cylinder was the only one ever built. M y dad shaped the gearcase, and made floatless Carter carbs. I was never beat by a Quincy. In fact, in October 1963, Fred Hauenstein (the 1963 DRR National Champion) came to Parker to pick up some end-of-the-year points. And I beat him four straight heats. I would probably never tell that story, except that Fred told it at Old Fred’s Celebration of Life. He said, “I came in the second heat and my dad and brother had left the pit area and gone to the bar…”

That gearcase is one my dad made, but never ran. We went with the “D” Quickie.

Doc Ingalls, Tommy Ingalls, and Dale Drake in background around 1956

Orlando Torigiani