Dirt Empire - Issue 12 - 2022

2022

OWNER/PUBLISHER

Adam Cornell

EDITOR

Justin Zoch

SUBSCRIPTION COORDINATOR

Abigail Cornell

WEBSITE COORDINATOR

Shaun Cornell

WORDS

Ashley Allinson, Ashley Zimmerman, Bert Lehman, Bill Blumer Jr., Bob Mays, Brett Swanson, Chad Meyer, Chris Romano, Cyndi Stiffler, Danny Burton, David Sink, Doug Kennedy, Doug Seeger, Elizabeth Madley, Eric Arnold, Gary Costa, Greg Soukup, Jessica Jenkins, Joanne Cram, Joe Duvall, Kelley Carlton, Kevin Oldham, Larry Weeks, Lee Ackerman, Melissa Coker, Mike Spieker, Odell Suttle, Scott Erickson, TJ Buffenbarger, Todd Heintzelman, Vahok Hill

PICTURES

Adam Mollenkopf, Andy Newsome, Bill Miller, Bill Taylor, Bob Mays, Bob Yurko, Brad Plant, Brandon Anderson, Brendon Bauman, Brian Bouder, Bruce Palla, Buck Monson, Buzz Fisher, Carey Fox, Chad Wells, Chris McDill, Chris Pederson, Conrad Nelson, Dan DeMarco, Danny Howk, David Campbell, David Giles, David Hill, David Pratt, Dennis Krieger, Don Laidlaw, Donna Rosenstengel, Doug Burgess, Doug Vandeventer, Glen Starek, Gordy O’Field, Greg Stanek, Greg Teel, Heath Lawson, Jacy Norgaard, Jason Orth, Jason Spencer, Jason Wells, Jeff Bylsma, Jim Collum Jr., Jim DenHamer, Jim Zimmerline, Jimmy Jones, Joe Orth, Joe Secka, John Dadalt, John Lee, John Rothermel, Jon Holliday, Joseph Swann, Josh James, Ken Kelly, Lee Greenawalt, Leif Tillotson, Mark Funderburk, Mark Sublett, Matt Butcosk, Michael Diers, Michael Moats, Mike Campbell, Mike Damic, Mike Feltenberger, Mike Howard, Mike Musslin, Mike Ruefer, Millie Tanner, Patrick Miller, Paul Arch, Paul Gould, Quentin Young, Rich LaBrier, Richard Barnes, Rick Neff, Rick Sherer, Robert Wing, Rocky Ragusa, Ron Gilson, Ron Sloan, Ryan Northcote, Scott Swenson, Seth Stone, Steve Walters, Tara Chavez, Terry Page, Tim Aylwin, Tim Hunt, Todd Boyd, Tom Macht, Tony Hammett, Travis Branch, Troy Junkins, Tyler Carr, Tyler Rinkin, Zach Yost, Zakary

PAGE 32

IMCA Super Nationals roar into the pages of Dirt Empire Magazine

Check out the stunning images from our photographers.

16 BRANDON SHEPPARD – THE WINNINGEST OUTLAW

We catch up with Brandon Sheppard near the end of a season that will see him step out of the Rocket House Car and return to his family entry as the winningest driver in World of Outlaws Late Model Series history.

28 #DEASKS – GIOVANI SCELZI

You submitted some great questions for Gio Scelzi and we got the California sensation to answer questions about his relationship with his brother Dominic, his move to Iowa to race more at Knoxville and how he came to be known as Hot Sauce.

32 IMCA SUPER NATIONALS

Over 1000 cars converged on Boone, Iowa, on Labor Day for a six-day racing spectacle that culminated with Tom Berry Jr. going home as the winner of the IMCA Modified finale on Saturday night. We combed through a week’s worth of snapshots to find our favorites.

44 WORLD 100 AND THE DREAM

It was an outstanding four day stand at Eldora that saw the conclusion of The Dream from lap 15 on Wednesday night go to Brandon Overton and then Jonathan Davenport’s dominance continued Saturday night as he won his fifth World 100.

54 ONE LAST LOOK – KNOXVILLE NATIONALS

We just couldn’t resist. When the Knoxville Nationals are as great and memorable as they were this year, it’s worth a final look at what was an Instant Classic that will only grow in importance over time.

Photo: Buck Monson

fore WORD

A YEAR OF CHALLENGES

the country for a print provider who had paper and could print in a timely fashion. The situation demanded we pivot a bit from what we had been doing in order to continue forward.

We’ve been working to add more national retailers and in the last year we’ve added Tractor Supply Co. stores, Barnes & Noble stores and with the next issue we’ll be adding Books-A-Million stores as well. Despite the adversity, we continue to press ahead.

By Adam Cornell

THIS HAS BEEN quite a year. As I look back on the challenges and accomplishments, I’m amazed by how much we have been through. A year ago, I joked in this column about biting off more than I could chew. I didn’t realize I’d need the Heimlich maneuver performed on me.

This time last year I was recovering from a hospitalization with Covid. Probably the closest I’ve knowingly come to losing my life. (I’m sure there were other close calls I was oblivious to.)

Then we relocated the headquarters from Watertown, New York to Brunswick, Georgia, and things seemed to calm down. For about two months.

We were notified in January about a global paper shortage. Our print partner assured us we were fine, they had stock. Until they didn’t. We then had to hunt

We just faced down Hurricane Ian and were amazingly spared – saved by cold weather. (That’s a statement I never thought I’d say in my life.) The cold front pushed the storm off the Georgia coast enough to bring in only a moderate storm surge and not much wind and rain. The result was that our offices didn’t flood as predicted. It came pretty close as you can see by the picture of our flooded parking lot. We share a building with Southeast Adventure Outfitters, which means if the offices did flood, we at least had kayaks at our disposal. Instead, the water lapped at our threshold but never entered the building. Whew!

After seeing the devastation wrought on our neighbors in Florida, we were thankful for the reprieve, even while we ached in our hearts for those who were dealt a devastating hand and lost their homes or worse their lives or the lives of loved ones. When faced with catastrophe it puts every day problems firmly into perspective.

Even through the struggles there have been many moments of joy and laughter. Throughout this year we’ve gotten to observe and cheer for some of the greatest racing action we’ve ever seen. We’ve been fortunate to have the best photographers in the sport share their photos with us. In this issue, we threw caution to the wind and pumped it full of great photos from big races this summer. As you leaf through these pages, I hope you enjoy every photo and article presented. It’s a labor of love.

If this year has taught me anything, personally, it’s that nothing is guaranteed,

every day is a blessing to be cherished, and even when things seem darkest, a light may be just ahead to brighten your day. Between a global pandemic, a paper shortage or devastating hurricane, there’s always something just around the corner that could dramatically or catastrophically change my reality. Then too, just as I think I can’t take the stress anymore and that all of my efforts have been for naught, amazing things pop up like new distribution deals with the major magazine sellers in the nation.

I remember an analogy that was told to me when I was just a teenager. The goal is that mountain on the horizon. You’re always working towards getting to the peak of that mountain. Sometimes though, in order to continue that journey to the peak, you have to actually travel away from the mountain, in a different direction – maybe to traverse a river, maybe to go around a deep ravine – but in the end, the quest toward that mountain’s peak continues.

I’ve always liked that analogy. The point being, have in mind the big goal, but accomplish the small goals in front of you, even if it may seem that you’re going in the wrong direction for a time. Always have that big goal.

I feel like over the last year we’ve had to head in the wrong direction a few times to continue going in the right direction. There may be some subtle changes on the horizon for Dirt Empire Magazine as we start thinking about the new year. But one thing will never change – we love creating this publication and we love having you along for the ride. We’ll keep doing this as long as you keep enjoying it - come hell or highwater (literally!)

Let’s go racing!

The parking lot of our offices (which we share with Southeast Adventure Outfitters) flooded, but our offices themselves stayed dry during Hurricane Ian in late September.

Photo: Melissa Tousley

from the EDITOR

SPRINT CARS IN BOONE?

By Justin Zoch

YOU’LL NOTICE a decent portion of this issue features our popular Review in Pictures sections covering major events in the dirt track world. Now that everyone is watching everything via streaming and highlight packages are available with minutes of the final checkered, doing long form results coverage makes little sense in these pages. We can, however, give you lasting images from the best photographers in the country.

In just the brief time between issue 11 and this issue, there were so many giant events in the theater of dirt racing. We couldn’t cover them all but we had to dedicate space to The Dream, The World 100, The Knoxville Nationals and, finally, the IMCA Super Nationals. These events are all multiday destination events and all have great legacies associated with them. You can’t replace the history of these events – the youngest one is the Dream and it is nearly 30 years old – and each holds a special place in the sport’s history.

In recent years, it seems that every major event has been super-sized and certain events, like the Chili Bowl, have doubled in length this century. More money and more racing is the norm for the marquee events these days. The aforementioned IMCA Super Nationals was one of the original giant events when it was started 40 years ago and continues to be one of the largest spectacles our sport has to offer. While it has certainly grown, it has also subtracted one key ingredient – sprints.

Located in Boone, Iowa, just to the north of the Des Moines metro and just west of Ames, home to Iowa State University, the small town with the track just to the south of US Highway 30 drew a cool 1,000 entries to do battle on a beautiful little one third mile that features perfect banking and is generally well manicured despite the pounding the surface takes throughout the six-day extravaganza.

The Super Nationals are a blue collar racer’s dream and the organization’s rules package keeps things relatively even and features most of IMCA’s myriad divisions, including late models that kick off the week with a one-night program on Monday night. The track configuration allows for excellent racing in all divisions and a focus on keeping the track race ready and the program moving make it possible for some fans (open wheel snobs – I’m looking at you!) to thoroughly enjoy what may be unthinkable – a program with 1,000 cars that all have fenders!

It wasn’t always this way though. Monday is still late model night but Tuesday used to be sprint car night. The IMCA Sprint Car division was featured at the Super Nationals when Bob Thompson won the first edition in 1989 through 2008 when fellow Iowan Tim St. Arnold won the final edition. The race usually featured about 24 of the small winged 360 cars and typically had three heats and a feature sandwiched in between 30 heats of both hobby stocks and stock cars. The sprint feature was normally run about 9:30 at night in the middle of the program. Every time a car stalled and needed a push start, you could hear an audible groan in the stands filled with fendered faithful.

The field was always such a strange mix of cars that featured a handful from Iowa and South Dakota but the rest of the field was made up of cars from two IMCA Sprint hot spots –Minnesota and Texas. In 20 events, no other state outside of those four

produced a winner. It was also a great chance to see drivers that never raced each other but competed for the IMCA title on neutral ground for 30 laps or so. Curt Lund, a Minnesotan who was just as good in a modified as he was in the sprint car, was the only three time winner of the event. I loved it and made it a point to make it there – plus in those days, there were only a handful of open wheel shows anywhere in the country on a Tuesday night!

Eventually, the IMCA Sprint Car division transitioned into the IMCA RaceSaver division and has swept the country. They now have their very own RaceSaver Sprint Car Super Nationals at Eagle Raceway in Nebraska the weekend prior to Boone’s that has grown into a huge event in its own right and now draws IMCA Sprint Cars from all over the country – not just four states.

It’s amazing that after losing their slot at Boone that IMCA Sprint Cars have their very own Nationals but I still miss those Tuesday nights when something a little different – and a little faster! – briefly took to the track in Boone.

NOTES &

HOOSIER RACING TIRE, the world’s largest manufacturer of racing tires, proudly announces the introduction of the purpose built National Late Model Tire (NLMT), to encompass all dirt super late model racing commencing with the 2023 season.

The formation of the new NLMT program began as a consolidation of the expansive dirt super late model tire selections currently offered by Hoosier. Amending the existing complex tire program, new offerings will be reduced to just three (3) 90’ tires and three (3) 92” tires for 2023. Subsequently, the former 4-digit numbered compounds will now be simplified, represented by 1, 2, 3, or 4. With its inception, the NLMT tire is designed as a no-groove, no-sipe program and will be the only dirt super late model tire offered by Hoosier.

Consolidation of Hoosier’s current

CHECK YOUR REARVIEW!

If you’re driving around the Central Pennsylvania area, you could very well check your rearview mirror and see this beauty coming up from behind. The Budd Olsen “Lightning” 0 street legal modified has been attracting a lot of attention.

offerings is expected to significantly reduce both the time and labor costs typically associated with tire preparation. Teams will now be able to carry a lower inventory, due to reduced variety, and will decrease their supply of wheels kept on hand. Another key benefit of the NLMT program focuses on the less aggressive compounds utilized, which should allow teams to consume fewer tires. Hoosier firmly believes all of these factors will provide a winning experience for the teams, drivers and our valued partners.

“Creation of the NLMT program and beginning a consolidation, has been part of Hoosier’s vision and was accelerated with the help of our partners, including Lucas Oil and World Racing Group,” said Paul Menting, VP of Sales for Hoosier Racing Tire. “They saw the need for this type of program and really started the ball rolling for us.”

There was a press conference at Eldora to announce the new tire that featured, from left to right, Shannon Rush, Hooiser, Product Manager Dirt Oval; Brian Carter, CEO of World Racing Group; Rick Schwallie, Director of Lucas Oil Dirt Late Model Series; Paul Menting, Hoosier, Vice President; and Tony Stewart, owner of Eldora Speedway.

TRADE SHOW SEASON KICKS OFF IN THE NORTHEAST

The 2022-23 trade show season kicks off in the northeast in mid-November with the appropriately named Northeast Racing Products Auction · Trade Show Swap Meet.

DATE & TIME: Fri. - Sat. November 18 & 19, 2022

10:00am - 8:00pm

VENUE: Exposition Center

New York State Fairgrounds Syracuse, NY

ADMISSION: Daily $10, Weekend Pass $17

CONTACT INFO: 315.374.2839

jeremiecorcoran@rocketmail.com

www.northeastracingproducts.com

Photos: Paul Arch

Photo: Mike Feltenberger

PARK JEFFERSON SOLD TO WAYNE BECKER

IN MID-AUGUST, Adam Adamson and A to Z Promotions completed the sale of the Park Jefferson Speedway to Wayne Becker, effective immediately, and Becker has continued the 2022 season at the racetrack located just outside of Sioux City, Iowa.

Adamson was a first time racetrack owner when he took over Park Jefferson and penned a letter to the industry highlighting his time at the helm. “That first year was an adventure, as have all of the nine years since then. Through it all, I am incredibly proud to look back on all we accomplished at Park Jefferson Speedway. We brought racing back to the historic Park Jefferson. It could not have been accomplished without the tremendous support. To all of you that are the staff and former staff at Park Jefferson, from the great general managers, terrific track crew, ticket sellers and takers, concession workers, scorers & track officials, flagman, safety crews and security and so many others that helped make the last nine years

successful, thank you. Thank you for your time, your efforts for jumping in and filling a position that needed to be done.

To each of the current and former drivers, crews and families, thank you for your never ending support. We have always told you that you are the stars of Park Jefferson and that is more true today than ever. I wish each of you success on the track as the seasons go forward and look forward to watching you continue to entertain race fans wherever you race.

And finally, to the fans, thank you. Racing exists solely for you, to entertain, to cheer, to yell, boo and everything in between. The passion of fans in Siouxland is unsurpassed and it has been a pleasure to have you join us at Park Jefferson.

While my time at Park Jefferson has

GET A GRIP

come to an end, I know we are leaving you in great hands with Wayne Becker and his family taking over. He has some exciting and fresh new ideas which I am certain will continue the success of Park Jefferson.”

Check out the unique grip on the steering wheel of Pennsylvania sprint star Anthony Macri. It must work as Macri is one of the winningest open wheel drivers in the country for 2022.

CORRECTION!

In our article on MyRacePass on page 64 in Issue 11, we misspelled Zach Calmus’ name twice. We got it right once. Now although that’s not bad if we were playing baseball, it wasn’t good enough for our liking. Our apologies to Zach. We count it as a strikeout. Blame our boss, he wrote the article.

JJ Hickle took advantage of one of the big money sprint car shows that Adamson brought to a revamped Park Jefferson. Wayne Becker is the new promoter.

Photo: Jeff Bylsma

Photo: Paul Arch

the lighter side of DIRT

ASIDE FROM SPONSORSHIPS, racers use their cars to convey everything from politics to jokes and to express their personalities. Here are some of our favorites from the last couple of months.

Iowa’s sprint car racer Nick Guernsey served in Iraq and was awarded a purple heart for his service in September of 2005 and he continues to work with veteran’s group to raise money with his racing program. Guernsey proudly displays a purple heart on his top wing.

Jeff Metsger races his Sprint Car with the RUSH Sprint Cars and must be a fan of the getting his car up to the topside and going all Cookie Monster on cushions.

Why so serious? Blaze Meyers has a nice, charming image for anyone trying to get around him on the high side during any RUSH Sprint Car Series event. No joke. Photo: Paul Arch

Photo: Ashley Zimmerman

Photo: Paul Arch

SPOILER ALERTS!

We love it when someone is kind enough to put a funny thought or an interesting motto on the rear of the car to give the person they are currently beating something to think about other than how they can’t pass the car in front of them!

Duane Chamberlain brought this funny little guy hiding behind his race tire to the World 100 weekend in his late model.

Photo: Ken Kelly

skull CANDY

HOW DRIVERS PROTECT their noggins has always been a place for self expression and artistry.

We love checking out the helmets about as much as we love checking out the cars while strolling through the pits.

Every once in awhile, we see a few helmet designs that we think the rest of

Odds are that you won’t get every one of these pop culture references but Empire Super Sprint driver Sammy Reakes IV certainly has a little bit of everything on his helmet. Anything with Seinfeld and Simpsons references can’t be wrong. Photo Paul Arch.

Joey Amantea from Mount Pocono, Pennsylvania wore this nifty helmet during the USAC Eastern Storm series in his non-wing sprint car when the series rolled into Williams Grove. Amantea did indeed put his car into the Big Show against USAC on this night and finished 19th.

Photo: Paul Arch

Ryder Laplante’s brought the thunder to Red Dirt Raceway with this sweet tribute to Cole Trickle and his bigtime sponsor in the movie Days of Thunder. “I’m droppin’ the hammer!”

Photo: Ashley Allinson

Corey Eliason’s helmet at the Knoxville Nationals conjures up thoughts of the Mexican Día de los Muertos. Both beautiful and haunting at the same time.

Photo: Paul Arch

a main FEATURE

By Ashley Zimmerman

THERE NOW STANDS one man atop of the all-time wins list with the World of Outlaws late model series. With his win at Jacksonville Speedway at the end of June, Brandon Sheppard no longer stood tied in the history books and continues to stand alone in talent, skill, and consistency. Regardless of the racetrack, Brandon Sheppard has earned his place as a fan favorite as he continues to prove the quality of truly tough competition that comes from the state of Illinois. It would be remiss to overlook an opportunity to sit down with the Rocket Chassis driver to talk about his new place solo atop the wins list, his future and the skills he’s honed throughout his dirt track racing career that have catapulted him to success.

Dirt Empire: You currently sit at the top of the World of Outlaws all-time wins list. Did you ever anticipate as your career started to grow that you would reach a level like this?

Brandon Sheppard: I think from the beginning no, you know, we all have big dreams and big goals in life for whatever our adventures are. But I don’t think that was something I thought of, especially not at 29. I kind of had hopes that I would be competing at a top level at this point in my career but to sit here now and say that I’m the all-time leading winner with the World of Outlaws is pretty insane. But, like I said, starting out this was what I wanted to do, this was what my career was going to be, from the beginning I don’t think I ever wanted to do anything else. It is definitely something that I’m proud of and is a big accomplishment for me.

DE: You led me right into my next question, with a family whose racing roots run very deep, did you ever feel pressured to go one direction or

another with your racing career? Was there ever a time where you wavered on if late models are where you wanted to end up?

BS: Well, there’s always pressure at times to do things one way or another.

I think from my standpoint I put a lot of pressure on myself because my dad and grandpa were spending every dollar that

they were making first racing with my dad, and then when I started racing they were spending it all racing with me and my dad. When my dad really started to see me taking the reins and going above and beyond, I think he was like okay, it’s time for me to be done and concentrate on the family business and let me take over fully. Once we did that, I think that it kind of

Photo: Zach Yost

BRANDON SHEPPARD

THE WINNINGEST OUTLAW KEEPS CHURNING OUT WINS

turned at that point, and I was like, okay, my dad’s letting me take this deal over, I have to take it seriously because I want to prove myself in the industry. I worked on my dad’s car before I started driving myself, I was probably only thirteen. I worked on my dad’s car with one other guy, and my dad could see me putting my 100% effort into it and really learning

Photo: Matt Butcosk

about the car, how to work on them, and how to race. When he gave me the opportunity to go do it by myself with me and just one other guy with me at the time, it really lit a fire under me to go and try to make the most out of it possible.

DE: Let’s talk about late model racing as a whole for a moment. With the amount of larger purses, along with the unification of some late model rules, does it ever feel tempting to run a more outlaw-style schedule and cherry-pick the races that are the most appealing?

BS: Yeah, it does, it really does. Honestly, there’s a lot of good races that I could race probably 60-70 times a year and not go more than five hours from my house. But for me, I try to look at what kind of imprint I’m going to leave when I’m done racing. For me, one thing I’d really like to do before retiring is I’ve always wanted to win a Lucas Oil championship, and whether we do it this year or in the years coming, at some point in my career I want to win a Lucas Oil championship. I think until I do that, I’ll keep sticking to my

guns and plugging away trying to do that. But, there’s definitely a part of me that’s like man, I could make my life so much easier and just go to races that I know I can run good at and get rid of some of the struggles of going to new tracks and places that you don’t like that you have to go to when you run a tour. But, also the other side of that, you have to think whenever you’re racing for a living, if you’re doing that outlaw style schedule, say you go to a track one weekend and it’s $50,000 to win, and after qualifying on Friday night, Saturday night you miss the show. Well, what happens then? That’s a whole weekend that you just wasted when you could have been going somewhere making some money and you didn’t get any show up money doing this, you didn’t get anything because you aren’t running for the series. You don’t even get your provisional, you just have to load up and go home. But if you’re on the tour, and you miss the show after qualifying, well you have your show up money because you’re a dedicated points driver and you have the option to take your provisional. So, the point is if you

don’t run with a series, those are things you don’t get and have to think about. Week in and week out you’ll have that added pressure of it if I don’t do good, I’m screwed; running a series you always have a little bit of help if you have an off weekend, because those will happen in racing no matter what you do. So, I guess that’s how I look at it.

DE: Competition in the world of late model racing seems to be as close as it’s ever been, especially with the rise in purses drawing in even more teams to move up. Do you think there is anything that gives you or your team the edge to be on the tougher side of the competition with wins and consistency?

BS: I think the consistency shows that we have a good team, a solid baseline for the car and just a good overall balance of everything. If you go to a track and say you only have one helper, and then two new guys that come every other weekend, you really don’t realize how many little itty bitty things that can go wrong when you do it that way and hinder your program.

Photo: Mike Campbell

I think that us having the team that we have and the people we have in place, I think that’s a big key aspect to the overall consistency of our team. The baseline as far as our cars go, I feel like our cars are in a really good place right now. You know we all have our ups and downs, weeks where we have an off weekend or whatever the case may be, but I think as a whole, I think our cars are really good and that allows us, so long as we don’t mess it up too bad, to put ourselves in a position to be upfront. I say it all the time, if you can run consistently and stay in the top five, top three, or even top ten, as long as you can run consistently and keep it up front week in and week out, the wins are going to come. Whether you get lucky or whatever happens, you’re going to win a race any time you rattle off top-tens, top-fives, just back-to-back-to-back good runs, probably anybody will tell you the same thing, that there will probably be a win sprinkled in there somewhere just because consistency leads to that, and it leads to championships and everything else. So, that’s what we pride ourselves on, to be consistent week in and week out.

DE: With things like the Million, and the Flo Racing in America series in 2022, are there any major races that remain on your bucket list to win or anything you really want to be able to put down on your list as something you’ve accomplished?

BS: I’ve been really close at Knoxville quite a few times, with the Late Model Nationals. That’s one that is really big on my bucket list of ones to win because as far as big half mile race tracks go, that’s my favorite one. It’s always a good race it seems like, so that’s one I want to win really bad. Then of course, the World 100 at Eldora, that’s a big one, that I haven’t won that I’d really like to. I’m sure there’s a couple of other ones out there, like the North/South, I’d really like to win that race. We’ve had good runs at all of those places, just haven’t been able to get that win that counts, so those are a few that are on my bucket list.

DE: With a career as successful as yours, what racing moments stand out in your top five? Are they wins or even moments with fans or awards?

BS: There are a lot that stand out, over the years the people who have been

involved with and I’ve raced with, is what really means the most to me and what stands out the most. Of course, you know there’s a few wins that really stand out like the Dream and the Dirt Track World Championships that I’ve won, all that kind of stuff really means the world to me. It’s what I like the most about racing, is the camaraderie and the people.

DE: Speaking of the people involved in your racing career, this year, you returned to your home state and won at Jacksonville Speedway. Your Illinois fan base is always extremely supportive of you so what does it mean to you to win in front of a hometown crowd so to speak and experience that kind of support?

BS: It’s really awesome. The crowd at Jacksonville, every time we go there is just explosive and insane, honestly, I’ve never heard anything like it, and there’s not even 2,000 people in the stands, and it’s just insane to listen to them and be able to hear them when you’re getting out of the car, so to run good and to win in front of your hometown crowd, where your friends and family and people are, it’s huge for me, and huge for my dad and

Photo: Matt Butcosk

grandpa, that’s what they want to see. They want to see their car win races and run well, so for me, it’s about putting on a show for dad and grandpa, my friends, family, and it means the world.

DE: What were your goals going into this season, and where do you feel you stand in accomplishing them?

BS: There are definitely some races I’d like to get back and some things I could have, should have, would have, wish I could have done a little differently. We just have to get our consistency back, so we can get some solid points runs together to try to win that Lucas Oil title. Besides that, I think we’ve won a few races, but like I said, I wish we could have won some more so far, but over all I don’t think it’s been a bad year. We just have to get better at the big money races, and there’s quite a few of them coming here still this year, just have to capitalize on some of those and then we’ll be back on track.

DE: Not that any of your fans ever want to talk about this day, but is there anything you’re adamant about doing before you retire?

BS: Honestly, I think a lot of it is winning some of those races we haven’t won. I just really want to make a good living for me and my family, just be competitive for as long as I can be and win races. That’s all I can ask for is to just keep plugging away and keep doing what I’m doing and still be able to do it for a living while being able to support my family.

DE: We have just one closing question that remains, you are given a lot of opportunities to jump in cars to drive for other people, like Donny Schatz’s late model a time or two, and even more so just helping people out with advice and set ups all while still maintaining being competitive no matter whose car you’re behind the wheel of. What do you think has made you have this incredible feel and ability?

BS: There’s something that I feel that has helped me with that throughout the years, I’ve never been one to turn down a ride, if someone had ever brought me something to the Shepp’s Speedway and wanted me to drive it, I would drive it, no problem. Besides the fact of me just being openly willing to drive whatever for the most part,

I think I’ve gotten a pretty good feel for what I’m looking for in the race car. The time and effort that I’ve put into working on them, whether to be my cars or my dad’s cars, or anyone across the board, I’ve worked on so many cars throughout my years that I’ve got a pretty good idea of how to get myself close in [setup] most of them. I also have a pretty good feel behind the wheel, I think, so I can make my best guess to start and then it’s just one of those deals where you hot lap and try to process the best you can what you think the car felt like, then come in and make your adjustments to make up for that. I feel like I’ve got a pretty good feel for the car, so it doesn’t take me very long to figure out what I need or what I need to change. Back when I started, having the right people around me whether it be to watch the car or give me advice on my driving, or with shocks and springs, you name it, I’ve had a lot of great people either help me or teach me something throughout my career that has allowed me to be able to take.

Brandon Sheppard has been racing cars and signing autographs for a long time. For awhile he was running the B5 ride before getting the Rocket1 ride. Here he is with Mike Spatola at Cedar Lake in 2011.

Check out page 24 to read the statement from Sheppard regarding his return to the B5 machine.

Photos Tony Hammet

An afternoon show at the Big E can get the cushion right up and into the concrete as Sheppard gets very close in this one from early in 2022.

Photo: Mike Campbell

Earlier this year, Brandon Sheppard posted the graphic to the left on his social media page, announcing that he was leaving Rocket1 Racing and returning to the B5 machine.

The 2023 season cannot come soon enough.

Photo: Tony Hammett

Source: Brandon Sheppard Racing Facebook

Sheppard will be returning to the family B5, which he is shown here running a decade ago at Golden Isles Speedway in Georgia.

short track STARS

Sarver, Pennsylvania

MICHAEL NORRIS

WESTERN PA FAVORITE DOES FAMILY RACING RIGHT

By Doug Kennedy

“I TELL YOU WHAT, look out for that young driver, Michael Norris…he’s going to be a good one.” Those were the words of Lernerville employee, Helen Bauman, when talking about the then 20-year-old Michael Norris of Sarver, Pennsylvania.

Norris said that those words made him feel real good, but the fact of the matter is, it was and still is the truth. His father, Mike, handed over the steering wheel to his son Michael after his dad won the Latrobe Speedway championship in 2006. His dad also won the Limited Late model championship at Lernerville in 1991.

Michael attributes a lot of his early success to being part of the two-day Donnie Moran driving school. The first day dealt with Donnie sharing tips with his students on the proper way to do set-ups. The second day was reserved for driving on Moran’s Muskingum County Speedway. “He was not only a good guy, but a great teacher,” Norris said of Moran.

Besides the knowledge he received from Moran, Michael says that most of his racing knowledge regarding set-ups was received from his dad. “He (Moran) showed me a lot of pointers, but it was my dad who taught me more than anyone else.” He and his dad also rented out

Michael’s first competitive time spent behind the wheel of a late model came in 2008. By season’s end, Norris felt like that season was one to build on. The next year was his first full-time season at the wheel of a late model.

With his first win in hand on June 4th of 2011, Norris felt that he was on his way to becoming competitive. The following year was even better as Michael felt this was his breakout season. “We were competitive, and it made us feel that all the hard work was paying off,” Norris said. “We were consistently getting top ten finishes with quite a few top fives.” He also won the PPMS track championship that season as well as capturing his first ever feature win at Lernerville.

The Norris racing operation continues to be a family owned one as does their salvage yard(s). Since 1993, D&D Auto Salvage is owned and operated by Michael’s uncle Dave, Jr, his dad, his cousin, Dave III, and himself. The salvage yard is in two different locations (Tarentum and Lawrenceville). Dave, Sr., Michael’s grandfather, has pretty much retired from the operation. There is also a self-serve auto parts location in Millerstown called Millerstown Pic-A-Part. That is where Michael works as a high-lift

operator. “I’m a yard manager and I do whatever needs to be done,” said Norris.

People will come and pay a minimal fee and then venture out into the junkyard area. There are parts for all cars, whether they are old or new. “The people can come and pull their own parts, or we can do it for a fee,” said Norris. “We have over 1,500 cars ranging from standard American cars to foreign cars, to older cars from the 1940s.”

As for his racing program, his number 72 late model is family owned. He also houses and occasionally races the Todd Cerenza Super Late. “Todd only races about ten or so times so I take over and race it eight to 12 other times,” Norris said.

The family number 72 is Norris’ main car. Mike, his dad, oversees everything on that car, although he receives help from his brother-in-law, Dakota Bruggeman, who serves as his crew chief. “Dad takes care of the engine while Dakota takes care of the fuel, the tires, and most everything else,” Norris said. Another brother-in-law, Nico Dabecco also has a crate late model. “We drive that car at the bigger RUSH Series late model races.”

Mike and Nico help each other by sharing duties on both race cars. Another crew member who helps Mike is Kevin

Marion Center to practice.

Photo John Rothermel

Bittner, who serves as the tire and maintenance guy. When asked what the highlight to his career were, Norris was quick to say the two Outlaw races he won, both at Lernerville Speedway. They came in 2018 and 2019.

“The first one was maybe a little more special because it was my first Outlaw win,” said Norris. “It was at my home track with the family-owned car and then beating the Outlaws- that’s something you dream about when you’re growing up. We’ve always had a knack to show up and represent the local guys well,” Norris said. “We have a good engine program and good stuff underneath me so it’s not as hard to compete against these guys. To me it’s less stressful racing against the big boys. When you run locally and have success everybody expects you to be successful every week. When you run with stiff competition, they almost don’t expect you to run as well. There’s so much competition now regionally and nationally, and even the local guys like (Jared) Miley (Jared), (Gregg) Satterlee (Gregg), and Alex Feree.

In 2012, Norris won his first track championship, this one coming at PPMS. “We were competitive all season long,” Norris said. “We got the confidence going and we transferred that success at PPMS to Lernerville. It was the light at the end of the tunnel. We struggled for a few years and then moved forward with something a little more comfortable to drive, plus I was getting a little less green while gaining more experience.” He won back-to-back championships at Lernerville in 2017 and 2018.

His low light came in 2014 when he

destroyed two cars that year. “That was pretty low,” said Norris, “but racing is a roller coaster ride with the highs and the lows.”

One of his special moments came in 2019 when he was chosen to fill the seat of the Clint Bowyer owned late model. The opening came about when the regular driver Don O’Neal hurt his knee. “We were rolling pretty well that year and everyone joked that I should call Bowyer and see if he would be interested in me to temporarily fill that seat,” Norris said. “So, I called and spoke with his brother, Casey, who said they were actually looking at somebody like me to fill in. When they said yes, I packed my car with my driver’s seat and headed to North Carolina.”

In all, Norris raced 13 times for Bowyer. “We were racing the Lucas Oil Series and it was tough. We qualified well every night (top five) and got some top tens. We had some growing pains, but we were learning. Going from racing just two tracks exclusively to going to different tracks every night made it tough. We were actually rolling near the end, but Don came back from his injury and I was done.”

“I would like to get another shot at that, but you know what, I got my chance and I lived it, and that’s all I can look at now,” said Norris. “I would love to do it again, but I’m getting older and there’s a lot of talent out there. Besides being super competitive, we’re just trying to have fun as well. You want to win, that is the main goal, but you spend a lot of money and at the end of the day you need to have fun as well and that’s our goal.”

His off/on track support comes from

his wife, Jessi, their cocker spaniel, Pete and his grandparents Dave, Sr. and Marlene. He recalls when he got married in 2018. “The race (The World) was in September, but it got rained out and they moved it to October 13th, our wedding day. “I went through with the wedding and missed The World,” Norris related.

Norris likes both his super late model and his crate late model. “You have to take advantage of taking the big paying races in the Crate Series. It’s awesome to be able to do both and to be competitive in both as well.”

When asked what kind of driver he sees himself, Norris said, “I’m probably fairly aggressive, but I don’t want to tear anything up, but I would rather do it to myself as opposed to someone else. In other words, inflict more damage on myself as compared to others.”

Photo Zach Yost

Photo Paul Arch

This is home - busting a cushion at Lernerville Speedway.

GIOVANNI SCELZI

“HOT SAUCE” TURNS UP THE HEAT

By Ashley Zimmerman

WHEN IT COMES TO the younger generation of sprint car racing’s class of soon to be legends the name Gio Scelzi has been underlined, highlighted, and notated frequently as one to watch. From rehashing his unprecedented attempt at back to back 360 and 410 nationals wins during one race season in 2021, to pacing the field of the Knoxville Nationals, and even getting a little outside the box and inside the mind, Dirt Empire sat down with “Hot Sauce” for a round of #DEAsks with the most asked fan submitted questions.

DE: What about Knoxville makes you click so well with the track?

GS: Obviously it’s the pinnacle of sprint car racing, if you’re going to be good at one racetrack, Knoxville is the one you want to be good at but I’m not sure really, I’ve tended to be better on big race tracks for some reason. I just feel more comfortable and obviously that place being a half mile it fits the category. I feel like I’ve put so much time and so much energy into being fast there and trying to figure that place out. Danny Lasoski is a very close friend of mine and he obviously has won a million races there so he’s helped me a lot. I just feel like I’ve tried to focus there more than any other race track specifically.

DE: In 2019, you became the youngest driver in history to date to win a feature at Knoxville, what did that mean for you?

GS: It was awesome, I think it was only by a couple of days or weeks, too. So that was really cool. I didn’t know it at the time, but that was a pretty dominating win, too. I think I won by like seven or eight seconds. I think 2019, the time around the All Star race, the Capitani Classic, and the 410 Nationals, something really clicked there on figuring out how to run the bottom and that’s obviously everything at that place. Whatever I figured out, whether I figured out how to run my feet, or what it was, it seemed like that was kind of when everything fell into place for me. You know I had a good run there in 2018 but I still felt like I had no idea what I was doing, just got really lucky breaks, and it all worked out to have a really good nationals run in 2018. Then in 2019, I felt like I could kind of take charge, make things happen instead of just kind of having them fall into my lap.

DE: Do you feel it put any extra pressure on you to perform there going forward by getting such a substantial place in history on the win list?

GS: Yes and no. Obviously there are racetracks I really suck at and I’ve never won at and I still put just as much

pressure on myself to win at them. It is cool to be a favorite there even in weekly competitions when I show up and when the Outlaws show up, so that’s really cool. Our shop being in Des Moines being kind of a home car essentially, that’s our home track, so people seem to cheer for me more and you know they knew me when I drove Bernie [Steubgen]’s car there obviously, too. It just seems like the people are so friendly there, and I’ve come to know a lot of them on a pretty personal level so I just love going there.

DE: Do you think getting to run 360 Nationals and then going right into 410 Nationals offers you a bit of extra preparation?

GS: Yeah, I think it does, you know obviously running a 360 is a lot different than running a 410 but you’re still in a sprint car on the same racetrack. You do race the cars pretty similar, with some subtle differences between the two of them, but yeah, for sure, any time you can do the All Star race, the 360 Nationals, and then go into 410 Nationals in that three week span, is helpful. In my career, I think three out of the four years that I have ran Nationals I’ve tried to do those three weeks in a row because you just kind of get your mindset ready for where you’re going to be for the next three weeks, you try to just lock in there and get in that zone.

Photo: Matt Butcosk

DE: Let’s talk a bit more about the rest of your career and life in racing. Obviously it can be kind of nerve wracking talking to the media and not knowing what might be asked, but in 2021, with DIRTVision flying your brother Dominic in to do some on air interviews, you had the pleasure of being interviewed by your brother a few times. Who makes you more nervous, the general media or Dominic?

GS: [he laughs] I love talking to Dominic, we have so much fun. I really like when he’s around and obviously he flew in last year on the Saturday night of the Nationals to support me when he wasn’t initially planning on coming, so that was cool. But, anytime I can do an interview with him, it’s a lot of fun.

DE: With Dominic having gone viral for being the “Taco King ‘’, I think a lot of people might be under the assumption that your nickname Hot Sauce came after that, but what is the real story behind it?

GS: You know, my dad, he gave me all kinds of stupid nicknames when I was younger. When I was younger I had it on a couple of my fire suit belts and for a while it kind of went away. I don’t remember who brought it up again, but then Johnny

Gibson got a hold of it and started using it. It kind of blew up from there. I need to make up some kind of story behind it, because everyone asks and there’s not a whole lot behind it!

DE: What has been your favorite on track moment this year?

GS: Winning at Tulare was awesome. I’ve never won a national level race in front of a home crowd like that, obviously I’ve won local races in California and stuff, but the fans loved it. Obviously, when a hometown guy can beat the Outlaws they love that. So, that was really cool, to be in front of my family, with my mom and dad. It was obviously the same thing at Bakersfield, but Tulare was cool because that was one of the first race tracks I ever went to. I remember going there as a kid walking around the stands and stuff watching Tim Kaeding and Jonathan Allard and stuff. So, that was awesome for sure.

DE: I know you said you recently bought a home outside of Des Moines, so I’m sure you get to see home a bit more now being so close to the shop, but how do you manage the rest of your time on the road?

GS: So, my girlfriend moved in with me, and she does all of our PR and sells my t-shirts. I bought a t-shirt van, so the

last year I was just kind of bum in the lounge, you know riding around, not ever driving anywhere, just whenever the air brake went off I would get out and go to a truck stop and get back in and sleep essentially, but now we’re traveling to more races and driving the t-shirt van on our own which has been a lot of fun. Selling t-shirts is a lot of fun, too, it’s a little different, but I’ve been working on the t-shirt van constantly. That’s what

Photo: Matt Butcosk

Photo: Matt Butcosk

Gio made the A-main at the Knoxville Nationals again in 2022 but finished 18th, a bit disappointing after starting on the pole in 2021.

most of my week consists of or my days off, whether it’s stocking shirts or fixing something or cleaning it, it gives me something to do.

DE: So, when things do get tough, who do you go to for advice or to help lift you up?

GS: My brother for sure. It sucks that he’s growing up now, having a kid, engaged, so I don’t get him to myself very often, which sounds selfish, but I still talk to him every day essentially, whether it’s struggles in life or I need someone to talk to for racing or whatever it is, he’s always there for me. He’s my best friend essentially, he’s definitely the one I go to for anything and everything.

DE: Let’s look ahead about five years, how would you like to be able to summarize your career?

GS: I think as a race car driver you have two different goals, I think you either go one way and want to be the winningest driver ever and win a million Outlaw races and beat Steve Kinser, or you just kind of want to win the Crown Jewels and prove to yourself that you can beat the best in the world and then move onto something else in life. I think I’m the latter for sure, I’ve won some Outlaw races, and won some All Star races. But the National Open, the Kings Royal, the Knoxville Nationals, those are the ones I want to win. I’m not saying a championship doesn’t mean a lot to me, but it’s not something I’ve had on the top of my list to do for my whole life.

DE: Well, that leads right into our next question. You’ve tried your hand at NASCAR and asphalt racing, and you obviously came home to dirt track racing. Is this where you want to be? Or do you have any intentions of ever leaving again?

GS: Yeah, no, I hated it. Honestly. I hated every minute of running on pavement. I thought it would be something I wanted to do being in NASCAR, but it’s so political, don’t say the wrong things, don’t do this, don’t do that. As weird as it sounds, I truly didn’t feel like I was wanted in the program I was in at the time, if you leave there is someone else that can and will replace you immediately. It was refreshing when the KCP guys called me in 2020, I was obviously doing the ARCA thing, and to just be called and be asked to drive someone’s car was refreshing to not feel like I was just another guy in the program. Not the, can you win? Nope, okay you’re out of the deal.

DE: Now we know your brother has something pretty big coming up this off season, what does the off season look like for you?

GS: My brother gets married December 2nd, and I’m really looking forward to that. I turn 21 on November 28th, so just a few days before the wedding, and that’s going to be fun, too. I’m hoping to go back to Australia this off season, not sure if it’ll happen, but we’ve got some things in the works. But I’m looking forward to Dom’s

wedding, that is for sure on the top of the list.

DE: If you had to describe yourself as a driver, what would you say your fellow competitors have overlooked in the beginning?

GS: I always got this reputation for being only a big track guy, and only being good on big tracks. This year we won at Tulare, Bakersfield, and should have won at Merced, and won at Huset’s. I feel like sometimes I’m not as aggressive as I need to be, but I feel like when I’m comfortable and when I know I can make moves happen, I will be as aggressive as possible. I would say that’s probably number one.

DE: One final closing question, earlier you spoke about having purchased a home in Altoona, Iowa, and not only are you close to the KCP Racing shop, but you’re also now able to call the Knoxville Raceway your home track. What does it feel like to be able to call the Sprint Car Capital home?

GS: It’s awesome, you know, it’s my favorite race track. It’s been my favorite race track since before I ever got to race there. I love it. I love going there, whether it’s for a local show or for the nationals, it doesn’t matter, it still gives you the same feeling when you win there and you make the right turn onto victory lane. I’ve never been able to call it my home race track before, but I always kind of felt like it was, it’s always felt like home.

Photo: Ryan Northcote

Photo: Ryan Northcote

review in PICTURES

Tom Berry Jr. kept his hot streak going and snagged his first IMCA Super Nationals title in his

THE 40TH EDITION of the IMCA Super Nationals boasted an incredible entry list of over 1,000 racers for the weeklong smorgasbord of auto racing in Boone, Iowa, that brought racers from around the world. After a long process of winnowing the fields in every division, each one had its own finale throughout the week but the Saturday night modified feature is the ultimate event and is the final Big Dance. Tom Berry Jr. passed Nevada’s Kollin Hibdon at the midway point. Berry Jr. came in on a hot streak after winning his first Harris Clash at Deer Creek and winning the Dakota Classic Mod Tour and was the best in Boone and left with $10,000.

Photo: Buck Monson

Photo: Buck Monson

Photo: Buck Monson

Tightly bunched heat race action goes green on a perfectly farmed racetrack.

11x.

Todd Stinehart (7S) made his first feature since 2007 and won his heat and finished second in his qualifying feature. Here, he races with Jacob Hobscheidt (01) and Zane DeVilbiss (18z).

Photo: Jim Zimmerline

Photo: Jim Zimmerline

Veteran and Iowa legend Jeff Aikey (77) battles Bricen James (13t) and Jared Siefert (21j), who is way up on the cushion.

Photo: Buck Monson

Photo: Buck Monson

Man, that looks expensive! Arie Schouten drives the 99RE entry into the retaining wall in the finale of the SportMod division en route to a 20th place finish.

A five o’clock traffic jam - Boone style. The racing starts earlyfirst race most days is 2PM - and often goes late into the night.

Photo: Buck Monson

Photo: Buck Monson

Photo: Jim Zimmerline

Photo: Buck Monson

Former IMCA National SportMod champion Matthew Looft was a popular winner in this sweet Uncle Sam livery that he auctioned off to support Hunting With Heroes (a veteran’s charity) after winning the finale in the SportMods after coming from 13th.

Its always nice to get a big check and a trophy that’s taller than you are!

Taylor Kuehl won the qualifying feature to get into the Big Dance on Saturday for IMCA Sport Mods and was the highest finishing female of the entire week.

Your Super Nationals Champ - Tom Berry Jr.

Photo: Jim Zimmerline

Photo: Jim Zimmerline

Photo: Buck Monson

Last year, Dallon Murty became the youngest winner of the Stock Car feature. This year, he became the youngest two-time winner! Here, he passes Kaden Reynolds for the top spot.

Impressive rookie Kaden Reynolds is on the inside of Dylan Thornton and Damon Murty (99D) in the Stock Car A-main. Reynolds led the first few laps of the finale.

The traditional three wide salute to the Stock Car A-main.

Photo: Jim Zimmerline

Photo: Jim Zimmerline

Photo: Jim Zimmerline

Photo: Jim Zimmerline

The Hobby Stock A-main was marred by a big wreck battling for the lead coming down the front stretch that included Bradon Nielsen (t8), Jim Johnson (49) and Mike Smith in the number 22.

Shelby Williams races out of the turn during heat race action on Thursdayday four of the six night stretch.

Hooked up on a tacky surface for John Oliver Jr. (05) and Josh Foster in the 77.

Kelly Shryock messes around on the stage of the Stock Car finale and lets Dallon Murty know what he thinks about him winning the $5,000 for the second straight season.

short track STARS

Kutztown, Pennsylvania

DENNIS “CHICO” BAILEY A CONSTANT FIVE-DECADE PRESENCE

BY RANDY KANE

SO MUCH HAS CHANGED through the past five decades of local racing. Body styles, chassis ideas, various rules and even some racing divisions. Race tracks have come and gone, too. Still, one constant remains. Kutztown, Pennsylvania-based racer Dennis Bailey, a longtime fixture at the local tracks who’s been around the sport, basically, his entire life.

Known throughout the local pit areas simply as “Chico,” Bailey, now 72-yearsold, celebrated 53-years in the sport this season. He has shown no signs of slowing down, working in his highlysuccessful Bailey Fabrications business, working on the track crew at the Kutztown Fairgrounds Action Track, plus putting in time with his self-owned 358 modified racing team, which runs religiously every Saturday night at Grandview Speedway in Bechtelsville, Pennsylvania.

As a young man fresh out of high

school, Bailey began his racing career in 1970 as a pavement track racer at the long since-closed Dorney Park Speedway, chauffeuring a late model that he owned for roughly half of that season, finding his racing legs. His car was numbered 81 after many years of following his childhood racing hero, the late Freddy Adam, who always raced a car numbered 8 out of Kutztown, PA.

“Freddy was my man when we traveled to the Reading Fairgrounds,” Bailey said. “We took his number 8 and I just added a number one to it. Eventually, we carried his orange colored race car colors, too.”

In 1971, Bailey, easily identified by his trademark cigar, wheeled a green colored number 81 late model at the track fulltime and in 1972, Bailey finished solidly as the third-place points finisher in his Late model at Dorney Park.

In 1973, younger brother Randy Bailey joined his brother as the late model owner at Dorney Park, sporting Bailey’s yellow, orange and white color scheme.

The next season, Bailey finished as the Mahoning Valley Speedway late model

division champion. The following season Bailey climbed up to the Sportsman division at “The Park” with his 81, while his younger brother Randy began his driving career wheeling a car numbered 80, which formed the popular “Bailey Bunch” cheering section and fan club in the main grandstand area.

In 1976, the Bailey brothers each made the switch over to dirt track racing, campaigning every Friday night in Forestville, Pennsylvania, at Big Diamond Speedway. The following season they added competition on Sunday nights at the long since-shuttered Penn National Speedway in Grantville, Pennsylvania.

In 1978, Dennis was crowned as the Big Diamond Speedway 358 modified track champion and in 1979, Dennis had a difference of opinion with track officials at Big Diamond, which resulted in Dennis loading up his equipment and heading to Grandview Speedway as his new stomping grounds to finish out the season.

By 1981, Dennis saw many of his longtime race team sponsorships retire

Photos: Mike Feltenberger

from the sport, so, Bailey teamed up with a longtime friend and both, together, became the race team owners. That season, Bailey captured the Grandview 358 modified track championship without the benefit of a single feature win.

Bailey went on and continued racing weekly at Grandview, making visits to victory lane here-and-there throughout the years that followed. Once the calendar pages flipped to 2000, Bailey felt, as a 51-year-old driver, his best days were behind him and he made a decision to step away. “I just decided I’d get out and let someone else do the driving,” offered Bailey. “I was getting too fat to drive,” said Bailey as he smiled and took a puff on his cigar.

Randy Bailey wheeled the Bailey 81 a handful of times, plus his son-inlaw Jason Smythe and Kevin Hartnett followed for a few seasons before Kutztown native Terry Meitzler, a former track champion at Grandview, took over as the full-time chauffeur. Dennis enjoyed twisting the wrenches as much as the steering wheel. Meitzler and Bailey put several strong seasons together before Meitzler decided to retire.

After Meitzler left the team, fellow Kutztown resident Kenny Gilmore climbed aboard and later it was John Willman and Bailey’s nephew (the son of Randy) Mike Bailey. Mike Bailey passed away during this time of a heart attack at Grandview on a hot, very muggy night and, eventually, Dennis called on his teenaged grandson Dylan Swinehart, a racer out of Fleetwood, Pennsylvania. Dylan joins his other grandfather 358 Modified racer Ray Swinehart at Grandview and both uncles, Kevin and Brian Hirthler in weekly competition in the 358 Modified action.

“I’ve always been okay with not driving,” Bailey suggested, recently. “I’d rather just watch. It isn’t as strenuous. When the high-dollar teams race against

us and can’t pass us, that’s when I get excited. We don’t spend as much as a lot of the other teams do.”

Bailey basically is self-taught when it comes to welding and fabrication skills. His wife, Joanne, works Saturday nights at the Grandview pit entrance and helps promote the Outlaw Vintage Racing and Enduro Series along with Dave Dissinger, plus handles the annual end of the season flea market at the track. “She has supported me through all of it. I’ve been very lucky,” said Bailey.

This season the Bailey/Swinehart team has gone through a horrible bad luck streak. Suffering with four blown engines, a broken rear and transmission ills hasn’t been easy. Add in flat tires, spin outs and just plain off nights where nothing seemed to work, it has been a nightmare. Last season, they switched from torsion bars to coils and the all-new set up had the team struggling, as well. They have shown signs of turning things around, however.

“I drove bar cars and a coil set up back

when I was driving,” explained Bailey. “Today, the technology is a different animal. Now, it’s left and right side panhard bars, which we never had. All your engine work is done on the dyno and it’s just different. We are always learning. Every time we go racing. Over the winter, I built 13 race car bodies. I just love doing it. It’s great to wake up in the morning and enjoy going to work in the shop because I enjoy it. I love working in the shop doing my work. It’s different when you actually enjoy going to work each day at my age,” said Bailey.

“You’d think after five decades I’d grow tired of it all, but I just enjoy being involved. My grandson is a good driver but we just haven’t had the luck this year. That’s racing. It is what it is and it humbles you so easily. I don’t know what I’d do if I gave up racing,” Bailey said.

After some five decades of racing, Bailey remains as one constant, throughout local racing for all those years.

Photo: Mike Feltenberger

Bailey racing at Reading during the 1977 season.

Photo: Mike Feltenberger

Bailey’s grandson, Dylan Swinehart, at Grandview.

Photo: Scott Bender

action CAPTURE

Photo: Mark Funderburk

No, you don’t have to be worried that ARCA coverage is going to start filling every page of Dirt Empire but when they do have the good sense to race on dirt, we’ve got you covered!

The Springfield Mile at the Illinois State Fairgrounds saw this massive impact just as the white flag flew. Bryce Haugeberg (12) went for a huge ride on the frontstretch after slowing and being hit by second running Buddy Kofoid. No one was injured in this crazy impact. Use the QR code to jump to the ARCA video of the wreck using your smart phone or mobile device. Simply go to camera mode and point the live camera at the QR code and press the link to check it out.

the lighter side of DIRT

& PICTURES BY RON SLOAN

A WHIMSICAL, family-friendly event. That was the chalk outline that owner and promoter Reid Millard had in mind for the second editions of the Wiener Nationals at the Randolph County Raceway in Moberly, Missouri. He wanted the community to have a good time, hang out at his racetrack, see some good racing and, best of all, he wanted to benefit a local charity. This year, he chose local first responders in honor of Gary Evans, a long-time safety crew member at the racetrack.

If you want whimsical fun, what could be better than a giant hot dog pacing the field? Oscar Meyer has a plant located in central Missouri and the Wienermobile was out in full force and Millard also hosted a $1,000-to-win hot dog eating contest during the pre-race festivities. Throughout the night, the raceway also hosted food trucks, live music and a fireworks display.

On track, Tony Jackson Jr bested Billy Moyer Jr. and a field of 37 MLRA late models that included former NASCAR racer and home state star Mike Wallace in his throwback number 6 entry. The win paid Jackson $10,000. On the

WIENER NATIONALS 2022

WORDS

Tony Jackson Jr.

Clint Young

Photo: Paul Arch

Photo: Tyler Carr

Photo: Tyler Carr

Photos: Tyler Carr

Photos: Paul Arch

Tim McCreadie races hard during the finale and managed to go 13th to fourth in the 100-lapper.

Hudson O’Neal raced to victory in the 71 car on Thursday night and then hugged his father Don after scoring the $12,000 victory.

He didn’t build Eldora but Tony Stewart has certainly taken the reins and made it one of the greatest tracks in the world. He obviously deserves one of the best seats in the house.

Scott Bloomquist had interesting week as he was late to staging for the running of the rescheduled Dream on Wednesday night and missed the feature, which was originally started in June!

Photo: Tyler Carr

Photo: Paul Arch

Photo: Tyler Carr

The Mac Daddy had a nearly perfect preliminary night as he was quick time in group B and then passed Josh Rice late in the going to score the victory. Dale McDowell was 8th from 25th in the World 100 the next night.

Photo: Paul Arch

Chris Madden never made it to victory lane during the four night extravaganza but he was always right there and made podiums in both final features, including second in the Dream and third in the World.

It’s always a crowded field full of talent when big money is on the line. It’s what makes Eldora Speedway the dirt track mecca that it has become - big names, big money, big time racing!

Photo: Paul Arch

Photo: Tyler Carr

Lazer Chassis

in PICTURES

ELDORA DREAM 28th VICTORY POSTPONED

Back in June, rain came rolling through western Ohio and brought the Dream to a stop after 14 laps in the A Main Feature. The remaining 86 laps were scheduled to run on September 7th as an opening to the World 100. Brandon Overton scored the win in the 28th Dirt Late Model Eldora Dream, netting a cool $128,000. Overton came close to doubling up on the week, finishing second to Jonathan Davenport in the World 100.

Photo: Tyler Carr

Photo: Tyler Carr

TECH

Photos & Text

by Vahok Hill

YOU HAVE TO ASK THE RIGHT QUESTIONS

FIRST, WE NEED to define Critical Thinking from a higher altitude. We need a working definition that will help crystalize just what Critical Thinking is and how we should apply this process to racing. It is simply the process of actively applying information as a guide to action. Using and analyzing data to assist in making decisions. In our case, its using empirical data to make decisions or guide adjustments and actions on the tuning of a racecar. As opposed to relying solely on memory or guess work.

We need to understand that the process of Critical Thinking is a key component of the tuning process. We should avoid making “kitchen sink” decisions as it applies to our race car. Making changes haphazardly is not tuning, it is guessing. Yes, there may be times when this “may” be acceptable, but it is not, nor should it be the norm. Guess work leads to variation and more often than not, poor results and unrepeatable, unreliable setups. Throwing everything at the car makes for good TV but, in the real world, it is just not a good thing.

The process of Critical Thinking has some steps we can define that will

help you or guide you to making Critical Thinking a seamless process. Let’s work through a real problem one that I was involved in several years ago. The problem was that a racer was having a very difficult time with rolling starts and restarts during the race.

Identification of a problem or a condition that is causing performance issues

The problem was identified as poor restarts. At this point we are not looking for solutions, we need to define the problem. In this case we were getting poor restarts. The team had lot of potential solutions but no data to support the problem. Identification of the problem is the first step.

Brain storm potential causes of the problem is the next step. Capture a variety of potential causes of the problem. Everybody on the team had a solution to what they thought was the problem but no actionable plan for solution. Here is a list of potential causes:

Excessive wheel spin on restarts was resulting in the poor restarts.

The issue is being caused by an

overzealous driver. While this is or was a possibility, I have always been cautious to just blame the person in a process for the problem. It may in fact be the source of a problem, but we need to work to from a solution(s). Always pointing to the driver always being the source of the problem is probably the least clever method to fix a problem.

Tires are worn to the point where they are not providing sufficient grip. Our observation did note that the driver had less issues with starting the race than subsequent restarts during the race.

The engine has too much power and is upsetting the chassis.

The suspension is not able to handle the torque generated at the point of the restart.

There is an issue or issues with the car, mechanical reasons that are causing this problem.

The restarts are too slow and the sudden application of power is upsetting the chassis and the car is not transferring sufficient load to the rear of the car.

The gear ratio in the transmission is too low for the restarts.

Discussion and data review are the start of Critical Thinking. Developing good communication pathways are critical to understanding and defining problems that can cause a disruption to the tuning process. Without the use of data and the development of Critical Thinking skills your racing program will suffer.

is key to a successful racing program. Tires provide the only contact to the track and are critical to managing the behavior car on the track. Every change and characteristic of the tire needs to be monitored, tire pressure, the gas used to fill the tires, the age of the tire, the manufacturing date, the lot numbers, the durometer of the rubber (it will change over the course of the life of the tire and any other relevant measurements should be tracked.

The track does not have enough grip for the car to hook up to the track. Restarts take place at a point on the track where the car is still turning slightly.

After we have developed a series of potential causes we need to review and analyze the potential causes of our poor restarts. Some questions need to be asked and answered at this point.

Time management is key to a successful racing program. Tires provide the only contact to the track and are critical to managing the behavior car on the track. Every change and characteristic of the tire needs to be monitored, tire pressure, the gas used to fill the tires, the age of the tire, the manufacturing date, the lot numbers, the durometer of the rubber (it will change over the course of the life of the tire and any other relevant measurements should be tracked.

Do we have any data? At this point very little.

Gather Data

Do we have any data that supports our restart history? Again, we need to define data. Data come in two basic types - Qualitative or Quantitative. Qualitive is data that is non-numerical. From a racing perspective, it may be a

tire is as out of round or a spring that is bent. Quantitative data is expressed as a number, weight, force or lap time, are all expressed as a number. Both of this type of data should be in your notebook. You do you have a notebook, right? Even if you do not have a notebook, you have some data. Observation is still data; the problem is that many times observation is not always something that has 100% accurate or accurately recallable. Difficulty with recalling data really is the issue.

It is at this point I re-tell a comment that a lawyer friend of mine once told me. “He loves eye witnesses, as they are the most unreliable witnesses”. They often have a hard time recalling events that happened right in front of them. Often, they are not able to recall events at the scene and more often than not the more time that passed the details become more and more unclear. So, relying on memory is sometimes less than accurate. That is why we keep written records. (I have covered the importance of keeping written records many times in the past, we don’t need a rehash at this time.)

It is becoming more and more and common that many teams have data recorders on the car that will help us to see what is going on while the car is on the track. Some of the more advanced data recorders keep track of wheel speed and MPH, which is not always the same. Many times, data for speed

Time management

in MPH is recorded of the right front wheel and not the rear wheels as tire spin can cause errors in the data set. It is entirely possible that the rear tires are traveling at a greater rate of speed than the car is traveling. Slip is entirely possible, if the rear tires are spinning the actual MPH will be slower than that of the rear tires. In fact, depending on the stagger, you may have in the car both of the rear tires will be traveling at a different speed. This can cause a loose condition due to one tire being dragged due to excessive stagger. If you have a throttle position sensor you can monitor when and how far, the driver is moving the throttle at any given time. I have been in many test sessions where the driver was telling us he was going into the corners without lifting but the throttle position sensor was telling a different story. Not that the driver was consciously lying, but he was lifting and did not even realize it was happening. Again, eye witnesses can be less that accurate.

Data Reduction, Sorting, Analysis, Review and Comparison

The act of reviewing the data and putting it into a form that you can easily review at a later date is key to the Critical Thinking process. Just having random columns of numbers without some form of rigor to help you

use the data is just as useful as no notes at all. Unless, you are good at gleaning information from a column of numbers. Data arranged in charts and graphs or simple text form in a logical presentation so you can glean the message is always more helpful. The point is that the data needs to be in a form that it is understandable and recallable. Remember if the data is in a form that does not make sense the data will not be helping you and the team.

You should be able to define the car and how it is adjusted, what was on the car from an equipment perspective, this includes the engine for example, how many laps are on it, general condition, engine setup. This is all useful data. Tires are another thing that you should be able to define numerically, from how old they are the date of manufacture, date of purchase and number of laps on each tire. Your data should be this exacting. If you are using new tires each race this should be an easy data point to collect. If you run multiple races on your tires; it will require a better more exacting set of records. No matter what your tire options you should be measuring tire condition (s) continuously.

Develop Some Options for Potential Fixes to the Problem

You have data, you have reviewed the data now it is time to start developing some solutions based on the gathered data. You may have determined based on your data, that excessive wheel spin is a significant contributor to your poor restart performance. So how did we come to this realization. First it may have been just observing the car and watching your car as judged by other cars on the track. You have through a process of elimination and subsequent testing, found that the tires were in good condition and were capable of getting good traction and the condition of the track is or was not a contributing factor as your restarts were poor on both dry and tacky conditions, based on our data. The data is pointing towards a reduction in wheel spin would improve your restarts. Again, what can we do to minimize wheel spin? We could coach the driver to be less aggressive on the starts and make every effort to gently apply the throttle. We could vary our air pressures to possibly develop more grip but that may impact the cars performance over the longer term. We could do some engine adjustments to kill some low-end power but this may also have some impact on the overall power of the engine and we are not willing to take power away. We could look at suspension and chassis weights and tire pressures to optimize these factors.

Which Solutions Worked and Which Did Not

The engine having to much power was ruled out as was the tires losing grip. Track surface played a bit into the data as the track changed throughout the race. Tire pressures were spot on and after many debriefs with our driver post heats, mains and review of the nights racing immeately yielded a good nugget of information. Our driver was telling us that the throttle pedal was difficult to move through the full range of travel. And, that the total amount of travel of the gas pedal was very short. From his perspective the throttle was more of a on and off switch than a smooth acting pedal. This caused the engine to spool up quickly and consequently upset the chassis and the result was wheel spin. The pedal travel coupled with the mental pressure of the nights racing

Tires are key to performance. This racer is keeping his tires covered in plastic wrap and away from the environment. Many racers use black plastic to protect tires from the light. Sunlight can degrade the tire. We must take all necessary precautions to protect our tires from the ravages of the environment.

and subsequent level of concentration made the car more difficult to drive. The input from the driver, the data we received from the driver, helped in making the next decision. We needed to adjust the pedal to have a greater amount of travel and remove any potential mechanical (binding) issues with the pedal. Subsequent inspection revealed that the throw on the gas pedal did more closely resembled a switch, while there were no mechanical binds the amount of force required to move the pedal through its full range of travel was very low. All of our other data did not really point to why we were getting excessive wheel spin, they were potential causes, but the data we had gathered, although good information, was not really characterizing the cars problem.

Improve the Solution(s)

The next steps were to improve the pedal feel for the driver. We changed the linkage to yield a greater amount of pedal travel than the car previously had and we changed the throttle return spring to a stronger spring, these

changes gave the driver a greater level of feel and subsequently a greater level of control. The engine was not going from pace lap speeds to full throttle in an instant. These changes gave the driver a greater range of motion to help him control the amount of throttle the car was given based on the current needs. This single change made a huge difference in restarts and the driver had an easier time controlling the car into and out of the corners. While this seems like a very simple change the impact to the car’s performance was significant. During our use of Critical Thinking the team started to ask more and better questions. They learned that asking the right questions in a learning process and developing better processes really could help them make the car as fast as possible

Critical Thinking is not magic, it is not going to solve all of your problems. But it will help you to drive down to solutions to your problems in a more expedient way. The gathering and use of data is critical to making your racecar as competitive as possible. It really is that simple.

review in PICTURES

61ST KNOXVILLE NATIONALS

PART II

MORE KNOXVILLE NATIONALS

Last issue, just as we were going to press, we got photos we wanted to share from the 61st Knoxville Nationals. We had so many great shots and not enough space that we carved out a few more pages in this issue to share even more stunning shots. Enjoy!

Rico Abreu celebrates in victory lane after a late-lap pass netted him $8,000.

Photo Mark Funderburk

Photo David Pratt

Shark Racing had an unbelievable week and swept the preliminary features with Logan Schuchart winning Wednesday (at left) and Jacob Allen scoring his first Knoxville feature on Thursday night. The boys were just as good Saturday night and finished 3rd and 5th in the finale.

Texan Aaron Reutzel had a strong week that started with a 360 Nationals win and ended as the Jesse Hockett Mr. Sprint Car Award winner for best overall throughout the entire week.

Photo Mark Funderburk

Photo Mark Funderburk

Photo Paul Arch

Photo Paul Arch

Is that a yawn Sammy? He could be excused for being a bit bored - this was his 47th freaking Knoxville Nationals!!

Sam Hafertepe Jr.’s slick looking helmet would feel right at home in our Skull Candy section on page 14.

Photos Paul Arch

Photos Paul Arch

Donny Schatz absolutely brought down the house during an emotional win shortly after losing his father and mentor Danny Schatz. “This one feels like the first time, really… There are no words for this. I could hear my dad telling me to gather it up and settle down and it worked,” said Schatz. It’s hard to be a sentimental favorite when you’re winning the event for the 11th time but the crowd was definitely in Schatz’s corner all week.

Defending champion Kyle Larson (57) races with Brian Brown (21) in the A-main. Larson scored the Front Row Challenge on Monday night in Oskaloosa for $21,000 while Brown won the Knoxville track title two weeks from this moment.

Photos Paul Arch

Photo Mark Funderburk

Photo Mark Funderburk

Thursday night winner Jacob Allen holds off Brad Sweet in a throwback to his father’s 1990 Knoxville Nationals winning entry.

engine builder SPOTLIGHT

By JAY

DICKENS ENGINES

JAY DICKENS HAS been building engines for a long time. What started as a small company with a few local customers has grown into a large-scale business with customers all across the country.

“I probably started when I was twelve years old,” Dickens said. “That’s about the time I built my first engine. That was a long time ago. But this business here, I started 28 years ago in 1994.”

It’s been a good 28 years. Jay Dickens Racing Engines has powered drivers to victory lane in just about every major event including the Eldora Dream, the World 100, Lucas Oil Late Model points champion, and too numerous of track championships to even list.

In the early years, Jay Dickens Racing Engines built for just about every level of racing competition, from dirt to drag, from asphalt all the way up to NASCAR.

“Over the last ten or twelve years we’ve dialed it back a bit and left asphalt and NASCAR behind,” Dickens said. “Our primary focus is now on the

dirt circuit and mostly late models.”

What does it take to stay on top? You have to keep staying at the cutting edge of technology.

“That’s why things have gotten more and more expensive for racing,” Dickens said. “Just keeping up with the technology gets pricey. Everything we’re building now is closer to what we were doing for NASCAR just a few years ago. For dirt track racing, back when we started, you’d put together an engine using whatever parts you could get. It would be like a box of used parts and scrounging around for whatever you could put your hands on. Now what we’re building is all custom made and specifically engineered.”

The Jay Dickens Racing Engine shop in Aberdeen, Mississippi boasts all of the newest technology necessary to build the best engines available. But they also rely on production partners like Jones Racing Products to help churn out up to 150 new and rebuilt engines every year.

“It’s been probably 15 years since

I started working with Jones, and I can’t imagine going back to anything else,” Dickens said. “Compared to anything else out there, they are just far superior. They make the best stuff. And not only that, they’re good people too. Everything they make is top notch.”

Utilizing their relationship with Jones, Jay Dickens Racing Engines has been able to continue to innovate and squeeze every ounce of performance out of each build.

“Whatever we need, we can get it from Jones,” Dickens said. “I know some of our custom products they’ve built for us have their own item numbers so they know exactly what we need and can get it for us when we need it.”

Jay Dickens Racing Engines has six full-time employees and they stay busy with building, rebuilding, testing and freshening engines for the racing industry. The company offers standard engine packages, all-aluminum late model engines, and built-to-spec engines for IMCA, WISSOTA and SAS. Jay Dickens Racing Engines also offers parts and complete engines for limited late models, open-wheel modifieds, street stocks, drag racing, as well as street rods.

Over the years Jay Dickens Racing Engines has developed specific tuning protocols that allow for better build combinations that produce faster acceleration, increased horsepower and torque all while being smoother and easier to drive. By utilizing the best parts, they’ve also worked to increase durability and life cycles of the engines they build.

“With things getting more and more expensive, they better be built to last,” Dickens said. Built to last and built to win - Jay Dickens Racing Engines are both.

As long as there’s racing, Jay Dickens Racing Engines will be building championship-caliber powerplants to take their customers to victory lane.

All photos provided by Jay Dickens

series SPOTLIGHT

RUSH SPRINT CARS

BY DOUG KENNEDY

ALL GOOD THINGS come to those that wait; that statement certainly fits the Hovis Auto & Truck Supply non-wing RUSH Sprint Car Series presented by Born2Run Lubricants. Since its inception just a short five years ago in 2018, the class has proven it’s here to stay garnering great fields of cars and showcasing exciting, traditional Sprint Car racing.

The RUSH Sprint Car division falls under the RUSH Racing Series banner, which also features Late Models, Sportsman Modifieds, Pro Mods and Stock Cars, all utilizing the Chevrolet Performance crate engine package. An estimated $300,000 in championship points funds and actual product will be awarded to RUSH racers throughout the Northeast and Mid-Atlantic for their efforts in 2022.

Because of its affordability, the series has attracted a wide array of drivers ranging from their teens into their early sixties. “We couldn’t be happier with the growth and development of the RUSH Sprint Car division,” said Vicki Emig, codirector of the RUSH Racing Series. “All of our RUSH divisions took approximately five years to really hit their stride and we’ve now reached that target with our Sprints. We’re consistently seeing strong fields of cars as well as great racing. It is one of the most, if not the, most cost contained racing divisions in the country

and has done exactly as we intended; allow racers to compete in a full size Sprint Car at an extremely affordable cost.”

The combination of the Chevrolet Performance RUSH sealed 602 engine, spec Hoosier Tires, sealed/spec RUSH Bilstein Shocks, and methanol fuel has definitely leveled the playing field for competing drivers. Gale Ruth, Jr., who led the chase in late August for the $5,000-to-win championship with seven feature wins campaigned throughout the season in a 2006 JEI Chassis with one of the original RUSH-sealed engines that was in the initial test session in 2017. It’s been said that $15,000 to $22,000 will get you an extremely competitive race ready RUSH Sprint Car.

“It’s awesome to watch veteran 410 racers mixing it up with the up and coming young racers, many coming right out of karting,” Emig continued. “The quality of the racing is outstanding and most important is that the racers will tell you how much fun they’re having.”

The combination of the $20,000+ Equipment Rental Options RUSH Championship program that awards $5,000 to the champion, $2,500 to the second place finisher and all the way down to 20th position as well as a strong schedule of $600-$1000 to-win events have proven to be a very successful

balance between the driver’s investment in his/her car to purse/point funds available to him for his racing efforts. The class has also been great for the promoters, as the the same equation works for them- a strong field of cars with an affordable purse.

Member drivers accumulate their best 12 point finishes throughout the season at all RUSH-sanctioned events. The Futures Cup is a separate points fund for eligible teenage racers. Membership not only allows drivers to be eligible for the point fund(s), but also includes a $100,000 excess participant accident insurance policy when competing in RUSH events. All drivers are also eligible for valuable product at the annual “Manufacturers Night” presented by MSD Performance that this year saw a record $14,500 in product, ranging from a $950 Holley Methanol Carburetor to a minimum package value of $350, distributed.

The “Manufacturers Night” that took place at the renowned Lernerville Speedway on August 12 produced a record car count of 28, but more interesting had drivers competing that had previously raced in 13 different divisions; 410/360/305 Sprint Cars, Super/Crate Late Models, Big-Block/ Small-Block/Sportsman Modifieds, E-Mods, Econo Mod, Mod Lites, Super Sportsman, and Karting; a true testament

VETERANS VS. NEWBIES PUSH SERIES TO NEW HEIGHTS

Photo Rick Rarer

to the overall appeal of the division. This season featured 30 plus scheduled events at eight different speedways throughout western Pennsylvania, eastern Ohio and northern West Virginia at tracks including Sharon Speedway, Lernerville Speedway, Pittsburgh’s Pennsylvania Motor Speedway, Knox Raceway, Marion Center Raceway, Tri-City Raceway Park, Tyler County Speedway, and Dog Hollow Speedway.

In 2017, veteran 410 racers Gale Ruth, Jr. and Arnie Kent tested their non-wing Sprint Cars for RUSH at Lernerville Speedway. Ruth Jr., began his Sprint Car career in 1997 when he hot lapped a car for his dad before driving a “410” Sprint full-time in 1998. Overall, he has six “410” feature wins and 22 RUSH Series wins.

“To be competitive every night is what most drivers want,” said Ruth, who lives in Pleasantville, Pennsylvania. “Vicki (Emig) has done a lot for the RUSH Series. We have nice tracks to race on and Vicki keeps thing going well. I think the RUSH Sprint Series is going to continue to grow. We have young guys and old pros. There are probably 15 different guys that can win on any given night. My last two seasons have been very productive,” said Ruth, Jr., who has been the man to beat leading the points with seven wins driving for the McConnell Family.

The family tradition is very strong with the Ruth family. Gale, Sr., raced for a number of years in a modified and

a sprint since the late ‘70s. Now at 71 years of age, he has also raced a RUSH Sprint Car competing against his son, too. “It was nice being on the track with him,” said Ruth, Jr. Ruth, Junior’s cousin, Ricky Tucker, Jr., who’s having his best season yet also races in the Series. “It’s a great family thing,” said Ruth, Jr.

Arnie Kent of New Castle, Pennsylvania, is one of the leading veterans of the group at age 58. Kent didn’t begin his racing career until he was 30. He began with circle track bikes in 1988 before moving to a Micro Sprint in 1990. Five years later, he raced a 360 sprint and

by 1997, he was in a 410. In 2001, Kent won the “Triathlon” Championship for 410s in Western PA.

“There are a lot of good racers in the division - it’s tough,” said Kent of the RUSH Sprint Car Series. “If you start in the back, it’s hard to come up through the pack because the cars are so equal. “There’s a lot of younger guys who keep coming into the division, which is great for the sport. At this point I really don’t want anything but to be a local weekend racer and the RUSH Sprints have been a perfect fit me.”

When he’s not racing, Kent is the

Photo Rick Rarer

Photo Zach Yost

Three-time RUSH champion Chad Ruhlman (68) leads RUSH newcomer Andy Priest (41), who owns 119 wins in his storied career.

Tyler Newhart is in his 2nd full season of RUSH sprint car racing and has steadily improved. He’s on the gas at West Virginia’s Tyler County Speedway.

co-owner of Equipment Rental Options, a company that deals with the rental of various equipment for residential, commercial and industrial use, ERO has been the presenting sponsor of the RUSH Sprint Car Weekly Series Championship since 2020.

Ted Hull, now 61 years old, has been owning race cars since 1979 and his father Cal has over 500 feature wins to his credit throughout his 50+ year career, mainly as a Modified driver. Hull owned the car driven by Jeremy Weaver that captured the 2020 RUSH Sprint Car Championship. Ted’s current driver is Andy Priest, who previously drove modifieds and sprint cars for Hull for over 20 years; Priest, who has 119 wins to his resume including his first in a RUSH Sprint Car on August 21 at Knox.

“This past winter Andy said let’s go racing again so we put him in this car,” said Hull after a brief pause with Priest behind the wheel. “I really enjoy it,” said Hull of the RUSH series. “It’s so much more affordable. You can do one of these full-fledged RUSH Sprints cheaper than you can for say a good pro stock as well as many other divisons, in fact way cheaper. There are some outfits that are not policed very well, but with the RUSH Series, it is spot on with regards to the teching.”

Fifty-year-old Brian Hartzell is having his best year in RUSH. “I really enjoy it. It’s a way to race a Sprint Car economically. The class is super competitive. Eight to ten cars can win on any given night. Vicki (Emig) and Mike (Leone) have done a super job in giving us great economical packages.”

Another grizzled veteran is 51-year-old

John Mollick of Toronto, Ohio. Mollick began racing in 1984 and has done so ever since, competing in everything from three-wheelers, street stocks, mod lites, late models, big block modifieds and finally a sprint car. “It’s definitely a different type of car than I’ve ever raced before,” said Mollick of the RUSH Sprint Car. “As the class continues to evolve, the competition is getting stiffer. Everybody is on equal footing. It keeps the costs of the cars within a reasonable amount of money.”

Zack Wilson, who works as a recruiting manager for McClymonds Supply and Transit, is a very close friend of World of Outlaw Late Model driver Max Blair and his father Rob. “I’ve learned so much from them,” said Wilson, who has a top five, 10 top 10 and sits ninth in overall Weekly points in his rookie RUSH season. “Max has helped me with mechanical knowledge and information about the different tracks. I love it. If it wasn’t for the RUSH Series I wouldn’t be able to race. The rules package keeps the costs down to where we don’t have to have crazy money to find speed. Besides the strict rules I like the travel to the different tracks. I’m very thrilled how things have worked out for me this year and would like to get more consistent and hopefully get a win next year!”

Tyler Newhart of New Franklin, Ohio, has four top fives and ten top for the 2022 season. This is the 32-year-old’s second full year in a Sprint Car and has steadily improved becoming very competitive. On a scale of 1 to 10 he rates his season as an eight. Before racing, Newhart played college baseball at Wright State, but got injured and

Andy Priest gets suited up and gets ready to go racing at Knox Raceway in Pennsylvania. Photo Gary Thayer

finished his collegiate career at Malone University in Canton, Ohio. “We figured the set-up on the cars and also the new tracks we were going,” said Newhart. “We were out two weeks after an accident and missed six races during that time period. However, it’s been a great year for the team. Next year, I want to build on the momentum from what we had this year. RUSH is an awesome series where anyone can go out and race a sprint car at an affordable cost.”

At 17 years old, Brian Cressley of Corry, Pennsylvania, is already in his tenth year of racing. Most of that time was spent racing karts. In 2021, he was the RUSH Sprint Car “Futures Cup” Champion. “So far this year, we’ve been doing good when we don’t have stuff breaking. This Series is a lot of fun! Everybody in the class is very nice and helpful and the competition is so even.”

Brandon Shughart is 13th in points with two top 10s this year. So far his racing career has been three years in a kart and three in a RUSH Sprint Car. “If it wasn’t for Vicki (Emig) and Mike (Leone) I wouldn’t be racing,” said the 35-year-old who hails from Weirton, West Virginia. “I can’t afford to go out and race a 410. It’s a growing series and I’m looking forward to how far it can go. It allows me to run competitively on a low budget every night.”

At 23 years old, Charlie Utsinger of Boardman, Ohio, is in his very first year of racing, a raw rookie. Charlie’s late father Buzzy owned and sponsored race cars for many years and was a very good friend of Emig and Leone. The Utsinger name was well known for many years throughout western Pennsylvania and eastern Ohio for fielding winning Sprint Cars and Modifieds. Charlie’s Uncle Arlie, who currently helps him on his race car, was also a successful 360 sprint car racer in the ‘90s.“This year has been a learning experience for me,” explained Utsinger. “Next year I want to be more competitive. Everything is still in one piece. RUSH is so much more affordable than anything else out there; the cost of the motor is the big thing. I also really like going to the different tracks.”

“I’m really excited about the future and the continued success of the RUSH Sprint Car Series,” said Vicki Emig. “The RUSH Sprint Cars have really showed there is a benefit and place for an affordable ‘cost containment’ package in the world of sprint car racing as each year we’ve seen an increase in the number of cars competing. I’m betting we’ve just scratched the surface of the possibilities for the division’s future.”

Photo Zach Yost

Arnie Kent is one of the biggest names in the RUSH Series and brings lots of experience and credibility.

WORLD OF OUTLAWS LATE MODEL DRIVER RYAN GUSTIN

By Cyndi Stiffler

Dirt Empire is hitting the asphalt with driver Ryan Gustin as our contributing writer, Cyndi Stiffler, tracks what it is really like spending a racing season in the World of Outlaws Late Model Series as she chronicles Gustin and his team.

WHEN THE REAPER decided he was going late model racing and set his sights on the World of Outlaws Championship his first move was to assemble his team. He didn’t put out press releases and shuffle through impressive resumes of qualified available help, but simply went to two of his friends, and said, “we are going on the road, are you in?”

Brett Ladeoff was a longtime friend that went back to the days when eightyear-old Ryan and his family moved into the neighborhood. That friendship quickly resulted in the Ladeoff family dragging Gustin along with them to the kart track. Ryan had a race ready kart but he had

been unable to get it to the track to race it, so they took him along with them, and the rest is history. That childhood friendship carried over the years through B-mod racing together and even into the A-mods, something Ladeoff still misses and says he might do again someday. When the late model deal was offered to Gustin, he asked, but according to Brett, really didn’t give him a choice, to go on the road as part of the team.

Ladeoff went on to explain that life on the road is a whole different animal than what he knew. It was hundreds of miles on the road driving, and more truck stop food than one could imagine. It’s looking for an empty parking lot between shows to rebuild the car. And no matter what happened or how the last race ended, you have to as a team keep your attitude positive and move on to the next show. This level of racing is serious, with many highs and lows. “There’s a lot of times, I just miss the weekly aspect of racing just for fun like we did in the mods, it just wasn’t as serious,” said Ladeoff.

Noah Bushman’s story was one

every fan will appreciate because in the beginning Noah was just that - a fan. Noah had a friend that invited him to go to the races at Winston, Missouri, one night. They met Gustin and Noah began going to the races and would hang around Gustin’s pit. Finally, they began giving Noah jobs to do and then he just became a crew regular. As Gustin was transitioning into late model racing, he proposed to Noah that he thought he would be good at tires. Noah, who likes to perfect any project he does, gave up his current job and agreed to be part of the team. He became obsessed with ins and outs of tire technology and worked hard to become good at his craft.

Regardless of the fact that these two had zero late model experience, Ryan was content with what they knew and the team owner Dave Steine of Tri Star Engines and Transmissions was more than willing to let them grow and learn together. Ironically, the new, inexperienced team won their first night out in their late model début but in 2021 when they set their sights on World of

Photo Jacy Norgaard

Outlaw Rookie of the Year, the road got a lot harder, as they climbed and learned together.

The young team splits their time maintaining the car, cleaning the hauler and motor coach, truck maintenance, and getting inventory loaded. “Organization is the first step to winning” Bushman said, “It’s a responsibility I take very seriously.”

One thing that looks to change for Noah next season is possibly the amount of time he spends on tires with the newly released LM tire rules and the forbiddance of grooving and siping. Grinding will still be allowed, but if the new rule sticks as it is, it will give him more time to work on the other aspects of the car. Of course, there are concerns by all that the new tire maintains good sidewalls and block stability and it will definitely be a new learning curve for everyone as teams adjust their chassis to try to find more traction.

This crew, in addition to their salary, has enjoyed extra bonuses this year as Ryan has found himself in victory lane four times already, including his

first World of Outlaws win at Sharon Speedway. As they roll into their last dozen races they are sitting fourth spot in the World of Outlaw points. They are hoping with a little luck and few more competitive runs, they can finish in that third place position, which either way

is very impressive for this young team learning the ropes together in the highest level of late model racing.

To keep updated you can follow Gustin’s journey on Facebook, Instagram, Twitter, and his website www.ryangustin. com.

Photo Cyndi Stiffler

Photo Jacy Norgaard

Photo Jacy Norgaard

Everyone gets to hold something! Bushman, Gustin and Ladeoff share Sharon’s victory lane.

Gustin’s crew works well together. Brett Ladeoff, below, has been with Gustin since the two raced karts as kids and Noah Bushman, at left, joined as a tire specialist.

shooter at LARGE PATRICK GRANT

MAYBE YOU’VE NOTICED, but we here at Dirt Empire Magazine love us some racing pictures. This is our opportunity to honor the great photographers of our sport who are on the road throughout the season shooting race cars and drivers and chronicalling history. They are our shooters at large. Lone gunslingers who have choosen to wield a camera as their weapon. Ride on, shooters. Ride on.

Bryan Clauson at I-30 Speedway during USAC qualifying on 9/6/2013

Steve Kinser waiting to push off at Calistoga on 4/5/2014

GET TO KNOW PATRICK GRANT

Hometown: Columbia, Missouri

Age: 60

Year Started Shooting: 2010

First Publication to Print Your Work: Car & Driver Magazine of Carl Edwards

Favorite Track to Shoot: Turn one during hot laps at XX Speedway in California, Missouri

Favorite Division to Shoot: World of Outlaws, ASCS, POWRi and USAC

Remaining Bucket List Tracks: Angell Park Speedway, Santa Maria Raceway, Terre Haute Action Track

Favorite Thing About Racing Photography: The camaraderie among fellow photographers, racers, crew and track workers.

Outside of race cars, what do you like to photograph: Landscapes and weather

Kyle Larson in turn 3 at Cocopah, Arizona during the inaugural “Winter Heat” event on 1/2/2015

Steve Kinser at Salina Highbanks on 5/1/2015

After the rainout at the Knoxville Nationals on 8/13/2010

Thomas Meseraull qualifying at Kokomo during Indiana Sprint Week on 7/9/2016

Shane Cockrum feeding Dave Darland a nerf bar at Putnamville, Indiana during heat race action on 7/14/2016

Tanner Thorson putting a move on Ricky Stenhouse Jr at the 2022 Chili Bowl Midget Nationals

CAGELESS WARRIORS

dirt CHRONICLES

By: Bob Mays

Mark Light drove in a whole array of disciplines, including sprint cars, stock cars and midgets, predominantly in the Pennsylvania area. He started racing in 1932 and in 1938 was the AAA Eastern Circuit Class B Big Car Champion. He also won the 1936 Central Pennsylvania Racing club title. Mark started promoting his local circuit at Lebanon Fairgrounds from 1936. When he stopped his driving career in the early 1950s, he carried on this role. (Frank Smith photo)

Joe Sostillio piloted “Old Rusty” owned by John Bagley to many wins across the Eastern seaboard in the 1940s. “Rusty” was a veteran with the likes of Doc MacKenzie, Sam Hoffman and Frankie Beeder in the cockpit during her long career. (Bruce Craig photo)

Few people have had such a sudden and significant impact on URC as did driver Bert Brooks. The Canadian born resident of Connecticut came to URC as an unheralded midget driver on opening day April 24, 1954, at Manassas, Virginia. Although Brooks had never sat in a sprint car, he went out and dominated the feature event. Bert proved it was not a fluke as he won again at the same track three weeks later. Brooks destroyed the URC competition over the next five years, winning four championships and 37 career feature wins. (Walt Imlay photo)

Larry Dickson had his eye on making it to the USAC and got a ride in George Nesler’s toprunning Sprint Car in the United Racing Club. He won five URC races in this car, the 1965 URC Championship and he was named “Rookie of the Year.” He then took Nesler’s No. 29 and won his first USAC Sprint Car race on April 17, 1966, at the famed half-miledirt Eldora Speedway in Rossburg, Ohio. (Walt Imlay photo)

DIRT

By Dan Demarco

CHEVY VEGA

PHOTOGRAPHER DAN DEMARCO grew up loving modifieds and has been digging through his collection to document the different body styles that took over the tracks in the 1960s and 1970s. We’ve since featured Gremlins,

Pintos, Mustangs and now the Chevy Vega. As Demarco noted, although the Vega was maligned for its melting engine problems on the streets, on the track, “The Chevy Vega was another popular and widely used body style

during the era. The sharp body lines and the ease with which it conformed to the chassis styles of the day made it a popular choice among the car builders of the 1970s.”

43 Bob Schonenberger (Nazareth)

2a Carl “Fuzzy” VanHorn (Nazareth)

1a Bobby “Scruffy” Allen (Reading)

2a Carl “Fuzzy” VanHorn (Nazareth)

121 Mike Grbac 121 (Nazareth)

new & featured PRODUCTS

SUMMIT RACING PRODUCTS NECKSGEN REV HEAD RESTRAINT SYSTEMS

The head and neck restraint systems available on the market all provide excellent protection in the event of an accident, but some can limit freedom of movement and make it difficult to get in and out of the race car.

NecksGen addressed that issue with the REV Head Restraint System. It replaced the heavy yoke used in similar systems with a patented tethering system. This makes the NecksGen REV more ergonomically correct, minimizing interference between the seat and the helmet while improving comfort and reducing weight. That makes it easier

to get out of the race car during an emergency situation.

The NecksGen REV features Nomex shoulder padding that rests on the trapezius muscle rather than the clavicles (collarbones) so the load of an impact is evenly diffused among the multiple load paths designed into the tension helmet tether system. The NecksGen REV system also reduces the chance of injury to the chest or collarbones under impact.

The NecksGen REV Head Restraint Systems are SFI 38.1-rated and come with a quick release helmet anchor and integrated harness belt guides. They are available in three versions: The standard REV Head Restraint comes with a fixed-

KING RACING PRODUCTS ALUMINUM ROLLER SET UP BLOCKS

Are you tired of your blocks sliding out when you turn your axle over? Well, here is the fix to the problem. The aluminum roller style is designed for the shop when squaring your rear end up or when you’re just doing every day maintenance. The rollers are Delran plastic and ultra-smooth and won’t scratch the axle. They are machined to perfection and anodized for added protection and feature the famous King Racing Products look. They are sold as a pair.

King Racing Products

559-739-1515

www.kingracingproducts.com

length helmet tether. The medium size restraint (the most common size for adults) weighs approximately 1.3 pounds. The REV2 Lite Head Restraint has an adjustable-length helmet tether and higher belt guides to better secure you in the seat. The medium size REV2 weighs 1.2 pounds. The REV2 Carbon Head Restraint has the same features as the REV2 Lite but weighs less than one pound in medium size.

Summit Racing Equipment

800-230-3030

www.summitracing.com

BLUDLINE PRO-TECTION PRE-RACE SPRAY

Bludline™ PRO-Tection is a rinsable spray oil formulated to easily wash off the mud, crud and gunk accu mulated during a race or after the use of a vehicle.

Order your Blud Lubricants online at bludlubricants.com.

Blud Lubricants

833.BLUD123

info@bludlubricants.com

White Knuckle Clothing

e3 Spark Plugs & Batteries E3 Spark Plugs/Batteries

support these FOLKS

SUPPORT OUR CONTRIBUTORS

Dirt Empire Magazine is proud to have assembled a crack staff of freelance photographers and writers who blend their passion for the sport with their talent and artistry to make these pages pop. If you see an image that you’d like to own or need a great image for your shop, drop them a line and support them.

Ashley Allinson - imerald@gmail.com

Bob Mays - catsracin@yahoo.com

Buck Monson – buckmonson@gmail.com

Dan Demarco - deacon39@me.com

David Pratt – dspphotoz@aol.com

Jacy Norgaard - jacy@jacynorgaardphotography.com

Jeff Bylsma - randrplumbing@mtcnet.net

John Rothermel - jcizzybu@ptd.net

Ken Kelly – kota360@hotmail.com

Matt Butcosk – mbutcosk@gmail.com

Mark Funderburk - funderburkracnfoto@gmail.com

Mike Campbell - mikecampbellphotos@gmail.com

Mike Feltenberger – starterone@aol.com

Patrick Grant – patrickgrant1313@gmail.com

Paul Arch - peanumber10@comcast.net

Ron Sloan – ronsloan66@gmail.com

Ryan Northcote - ryannorthcote@gmail.com

Tony Hammett - tony.hammett@charter.net

Tyler Carr - tcarr95vc@gmail.com

Zach Yost - zyost11@yahoo.com

Vahok Hill – vahok.hill@cox.net

Let’s Talk Racing Podcast