NM Motorsports Report Summer edition 2018

Where’s Spencer? • Let’s go green! • off the chain @nmmotorsportsreport

summer edition 2018

Vol #3 issue #5

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summer edition 2018 volume 3 issue 05 Publisher RaDine William Media

FULL THROTTLE HOBBY & RACEWAY

Editor David Swope

Story & Photos by: David Swope

Design & Layout David Lansa DL Graphic Design,LLC @DLGraphicDesigns

Representing New Mexico in Washington Story & Photos By Dominic Aragon

Plus!

Where’s Spencer?

Alexander Rossi Making a name for himself

By John Haverlin

Off the Chain Luce Customs Dirt Diva!

Photographers Adam Mollenkopf w/ Dirt Racing Syndicate & Melons Photography Bill Robertson WJR Photography Daniel “Matt” Courson David Swope Dominic Aragon Drew Garcia Getty Images Luis Zaragoza Lyle Greenberg NMIADA Simon Cudby Scott Welch, Motor Sports Photojournalist, scottwelchphoto.com

Editorial Contributors Brooklyn Green Daniel “Matt” Courson Caleb Luce David Swope David Werth Dominic Aragon Geoff Bodine Jim Costa Jim Cowling John Haverlin Lyle Greenberg RJ Lees Scott Welch, Motor Sports Photojournalist, scottwelchphoto.com Spencer Hill

Publication Sponsors 4 Rivers Equipment ABQ Dragway Bobby J’s Yamaha NAPA Auto Parts NMIADA Unser Racing Museum Yearwood Performance Amsoil, Seductions Maverick Auto & Fabrication Cover Photo Photo by WJR Photography Bill Robertson

NM MotorSports Report copyright 2018®. All contents of this magazine are copyrighted

by NM Motorsports Report, alls rights reserved. Reproduction of any articles, advertisement or material from this issue is forbidden without permission of the publisher.

Publisher assumes no responsibility and is not to be held liable for errors beyond the cost of the space occupied by advertisers.

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Full Throttle

Hobby y & Racewa

by David Swope

W

ember out R/C Racing? I rem hat is all the talk ab as several tm ris Ch for r ca d ntrolle getting a remote-co hed to a ac att ed ain o. Some rem years (decades) ag with an anol ntr co ld -he nd ha da cord and others ha . Modern radio-confast or sophisticated ry ve t no re we y , monster trucks, tenna, the cks tru , ies n be off-road bugg d to n trolled (R/C) cars ca body ca be change d much more. The cars, street trucks an u want. hicles create whatever yo forms: “toy” style ve come in two basic rs ca ol ntr hicles that ve e typ Radio co t” “ki the d and toy stores, an sold at electronics s or mail-order comecialized hobby shop sp at inly ma are sold eady to Run”.

“R or lf a build-it-yourse panies, available as mote control”, en advertised as “re Toy-style cars are oft dio “ra as to kit-style cars while hobbyists refer control”. type specializes in the kitFull Throttle Hobby ially init les hic ve R/C the kit R/C vehicles. While ter fas d more durable an cost more, they are s type u can also repair thi Yo rs. ca R/C than toy ble ssi is not usually po of R/C vehicle, which de gra up o als n ca . You with toy R/C vehicles onger, more str , ter fas it ke ma an R/C vehicle to have table. R/C kits also durable, more adjus eet car today, str a ve ha y ma u optional bodies, yo ing coupe, ow, or a sedan, rac a street truck tomorr r you desire. ca of y any other type sports car, or nearl an Guthrie, a Se y. wa ce Ra a s also ha Full Throttle Hobby 1408 Eubank NE in at n tio bought the opera ve longtime R/C racer, cember 2017. “We ha opping Center in De ing good with go are the Princess Jean Sh s ing Th w. seven months no ck had Full Throttle for g, increasing the tra d upgraded carpetin an ck tra ed nd s without es sin an expa bu the w gro has allowed us to d size and inventory e Ozite carpeting an Guthrie chuckled. “Th ,” nk ba the breaking

wooden base we use is th e standard us R/C race tra ed around th cks.” e country at “Since my fu ll-scale racing stopped in 20 involved in th 09, I have be e R/C racing en heavily community in ally since 20 cluding trave 10,” Guthrie ling nationexplained. “T the number his year we of R/C racers kept track of that visited Fu ll Throttle an than 90 which d it is more doesn’t includ e the other tra I would estim cks, so ate that the racing comm is over 200.” unity The growth of I-Racing ha s impacted full-scale raci ng and the fa nbase for racing. Th e cost of raci ng a full-scale ca r can be in th e thousands, hund reds of thou sands and more. “R /C racing ca n star t as little as $2 00 but as yo u acquire mor e specialized parts, tires, batterie s and contro llers, you can get to $2,000 or more but some ite ms are mad e to wear out,” said Gut hrie. “R/C ra cing has not been as impa cted as full-sc I-Racing beca ale racing by use of it low er cost. R/C racing

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Havelin’s Hot Takes!

Alexander

Rossi making

NMMotorSportsReport.com

a name for

himself in IndyCar

H

e’ll always be known as the driver to win the 100th running of the Indianapolis 500 with a fortunate fuel mileage run, but Alexander Rossi is proving that the greatest triumph of his young IndyCar career wasn’t just a fluke.

Rossi, 26, spent a majority of his early racing career in Europe aiming to make it to Formula One. He competed and won in F1’s feeder series, including GP3, the Formula Renault 3.5 Series, and GP2.

In September 2015, his dream became a reality. Rossi made his F1 debut at the Singapore Grand Prix on the Marina Bay Street Circuit.

Competing for the now-defunct Manor Marussia F1 Team, he qualified 20th and finished 14th, two laps down.

“This is the greatest day of my life,” he said. “I have no idea how we pulled that off. … I’ll cherish the fact that at one point we were 29th and that we rolled the dice and we came through and we made it happen. It’s phenomenal. I’m at a loss for words but it will change my life, for sure.”

In the 101st Indy 500, he qualified the No. 98 NAPA Auto Parts Honda on the front row and led 23 laps. Performance-wise, he car was far superior to the one he brought to Victory Lane in 2016. Rossi finished seventh in his second race on the 2.5-mile Indianapolis Motor Speedway.

In the final six races of the year, Rossi was proving that he can contend with the best IndyCar drivers in the field. He earned three podiums and finished worse than sixth only once. The second victory of his career occurred during that span at the historic Watkins Glen International in upstate New York.

Rossi made four more starts in F1 that year, including the U.S. Grand Prix. His best result came at the Circuit of the Americas, where he finished 12th. It was the only Grand Prix that he finished on the lead lap.

Rossi started from the pole and led 32 of 60 laps.

Without question, the IndyCar Grand Prix at the Glen was his best race as an IndyCar driver. His NAPA machine had speed, and he outran former champions Scott Dixon and Hunter-Reay.

He was no longer a one-win wonder.

In 2016, he returned to the U.S. and signed with Andretti-Herta Autosport with Curb-Agajanian to pilot the No. 98 Honda for the entire IndyCar Series season.

The year started out slow for the California native.

In the first five races, Rossi’s best finish was 10th at the Grand Prix of Indianapolis. He was 17th in the standings and had not yet led a single lap at that point.

Next was the Indy 500 and Rossi started the from 11th. Throughout the day, he flirted with a top-10 run but he was under the radar and Ryan Hunter-Reay, James Hinchcliffe and Hélio Castroneves dominated much of the race.

Late in the running, contenders such as Hinchcliffe, Carlos Munoz, and Tony Kanaan had to pit for fuel. Rossi’s race strategist Bryan Herta gambled when he asked his driver to complete a 36-lap fuel run to the finish, but it paid off. Rossi, a rookie, pulled off one of the Indy 500’s greatest upsets.

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Entering 2018, Rossi was already being considered as a title contender. In the first three races, he scored three podiums and a victory at the Grand Prix of Long Beach from the pole. He had a 22-point lead over Josef Newgarden.

For the 102nd Indy 500, Rossi had his work cut out for him as he took the green flag from 32nd. But late in the running, his No. 27 NAPA Honda came to life, and he was passing cars through the middle of the turns on the outside. No one else seemed to have the handling or speed to pull it off, but he made it work and came home with a fourth-place finish.

The season just passed the halfway point and Rossi sits second in the standings 23 points behind Dixon. With eight events remaining, there’s no doubt he’ll be in title contention when the series visits Sonoma Raceway in September.

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NEW MEXICO in A S H I N G T O N

Representing

By: Dominic Aragon

On May 21, the White House honored NASCAR champion Martin Truex Jr., and I had a front-row seat to the celebration.

Well, it wasn’t front-and-center, but I was as close as the Secret Service would let me.

I was one of seven reporters from the NASCAR corps there to cover the event. I was covering the event initially for The Racing Experts and it was neat to have our managing editor, Matt Courson, and myself there on the White House’s South Lawn.

Our group of reporters and photographers stood on a riser, about a good 40 feet away from the Commander-in-Chief, Truex Jr. and Sherry Pollex.

President Trump spoke about a few topics including Truex Jr.’s efforts in 2017 that propelled him to the title and the personal battles his girlfriend Sherry had overcome with cancer.

OVERCOMING ADVERSITY After booking last-minute airfare to fly into Charlotte, North Carolina, an eight-hour drive awaited our crew en route to D.C. on Sunday night, May 20.

Matt and I carpooled with The Motorsports News Source’s Christian Koelle to the event. The last thing we expected was a bump in the road. Or in this case, a curb.

When Matt struck a curb in the Raleigh-Durham area Sunday night and punctured the sidewall on his right-front tire, our trip and destination became uncertain.

With locking lugnuts on all five studs and without the specific socket to loosen them, we were at the mercy of others to help us get back on the road.

Matt’s Ford Fusion sat crippled in a Walmart parking lot and we exhausted all avenues to try and get this problem remedied.

Thankfully, an on-call mechanic helped our crew and had the specific tools needed to remove the lugnuts.

We drove over 120 miles on a doughnut tire, but got a replacement Monday morning at a Discount Tire shop in Richmond, Virginia. And yes, they threw in not one, but TWO lug nut wheel keys.

Needless to say, this close call almost derailed the trip, but the clutch efforts of our mechanic at 1 A.M. saved the day.

OVERALL No matter one’s view on politics, it’s always an honor to be able to be in our nation’s capital and even more humbling to be in the presence of the leader of our country.

Plus, it was a great day for motorsports, to be given the stage and attention in D.C. It shows that our sport still has a large following, one that the White House acknowledges.

From my knowledge, I was the only New Mexican covering the event across all media who were there. As someone who hails from Grants, it was cool to think I was representing our state in Washington. It is something I do not take lightly.

Covering this event, to me, was just as big as covering a pinnacle race like the Daytona 500 or Ford Championship Weekend.

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SouthWest MotorSport is a non-profit organization dedicated to recreational Road-Racing based in Albuquerque, New Mexico. Originally formed as an outlet for Vintage and Gt racers, SWMS welcomes everyone who has an interest in recreational Road-Racing and karting.

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The New Mexico Motor Sports Report (NMMSR) on ESPN Radio 101.7 FM The TEAM, is hosted by David Swope every Saturday morning from 8am to 9am.

The NMMSR focuses on motorsports and related automobile activities around the state and on the national scene each and every week. The NMMSR is also on YouTube via the Proview Network (check your local listings for broadcast times). The NMMSR is on Twitter @NMMReport and you can like us on Facebook.

Join in the fun with your comments on the topics and questions. This is New Mexico’s only show devoted to motorsport related activities. Check out our website at NMMotorsportsreport.com.

Where’s

Spencer?

The Hardest to Spot

Track

By Spencer Hill

L

ast weekend the stars and cars of the Lucas Oil Modified Series rolled in to the Madera Speedway in Madera, California and I was back on the road as the spotter for the No. 9 car driven by Jason Irwin.

Located just north of Fresno, the one-third mile bullring is known to showcase some of the best racing on asphalt and the Lucas Oil Modified Series’ Spillvak 75 was no exception as 25 of the best modified drivers in the nation put on one hell of a show for a near-capacity crowd.

Traveling with the Jason Irwin Racing team this year on my off weekends has been a challenging but exciting experience as I have gotten the opportunity to help Jason from high above the race track as his spotter. Spotting is a role in racing that has always interested me because it is the closest thing to actually being behind the wheel driving. Naturally, with having to cut my own racing schedule back this year due to funding, it was a perfect role for me to fill.

For those who may not know exactly what a spotter does, it is my job to keep Jason out of trouble when he is on the track and feed him as much quick and concise information about the race around him as possible as the night rolls on. This is often a job that I believe doesn’t get the credit that is deserved because of how difficult it truly is. It is a mentally stressful job because of how alert you must stay during the entire race. As a spotter, there are no breaks because you are always looking for additional information to give to your driver that may help them secure a victory.

This would mark my second race spotting for the No. 9 and it was what I would consider to be the ultimate test to see if I was cut out to be on the radio. Madera Speedway is a very short track, but the progressive banking along with PJ1-like resin that was laid on the track prior to the race weekend makes it similar to a miniature Bristol Motor Speedway with multiple grooves as options for the drivers. The racing is always close and it is sometimes difficult to gauge the runs that cars get while running two different lines around the speedway.

We had a solid car throughout practice and qualifying but unfortunately missed the set up for the main event and soon found ourselves dropped to seventh after starting from the second position in the 75-lap race. This was a dangerous spot for restarts because it seems like the trouble always seems to occur most for mid-pack cars. Content with a clean car, we were ready to take our mediocre seventh place finish and move on to the next show when out of nowhere the yellow flag flew with five laps to go after race leader Dylan Cappello blew a motor which ended his dominating performance for the evening.

This set up for exactly what we did not want, a restart with hungry drivers and just a handful of laps to go. Knowing that things had the potential to get wild, I came over the radio and reminded Jason to be cautious and keep his watch for trouble when the field came back to life. At first, everyone fired off well and I said “Green, green. All rolling,” which indicated to Jason that all of the cars around him were restarting without issue and picking up speed together.

Then, in the blink of an eye, the second place driver was turned right into the outside wall by the third place driver and smoke blanketed the front straightaway. As soon as I saw the first car get out of shape, I told Jason “Check up, check up,” but the track was completely blocked and we were spun into the wreck which collected all but five cars. During the mayhem, an additional driver slammed into the left side of Jason’s No. 9 and damaged the suspension on the left front of the car, as well as mangled some body panels.

A lengthy red flag stopped the field while clean up occurred on the track and we went to work to determine how much damage we had just encountered.

The steering wheel was clocked about 90 degrees to the right, a sure indication that the tow was knocked out of alignment, but all of the parts and pieces were still connected and we made the decision to keep the car on the track to attempt to gain points on the drivers who would be unable to continue.

12 NMMotorSportsReport.com

Miraculously, we restarted the final five lap shootout in third and Jason was able to nurse the car home for a respectable fourth place finish.

It was definitely a tough day both behind the wheel and on the radio, but the team never gave up and I know that is the type of attitude that will bring Jason Irwin Racing their first Lucas Oil Modified Series victory very soon.

Jason’s father, Randy, will fill in as spotter for their next race on June 30th at Kern County Raceway in Bakersfield, California as I will be right up the road that week for California Speedweek back behind the wheel of our Spencer Hill Racing No. 4s Micro Sprint. This is an event that I am beyond excited to return to, this time as the only driver registered from New Mexico.

ODR Veterans 150 Recap by Drew Garcia ODR Veterans 150 Recap by Drew Garcia

Veterans

150

Recap

by Drew Garcia

T

he Veterans 150 desert race went off as planned Saturday May 24th. The day had perfect weather and the slight overcast made it even better. The event brought out the whole town of Truth or Consequences and people from all over New Mexico out to spectate.

Spectators said they had a “great time.” Views – both of the course and the environment, food. drinks, bathrooms and easy parking highlighted the event. Racers said “they loved venue and can’t wait to come back.”

Trucks, buggies utvs, atvs and dirt bikes raced in several classes throughout the day. Outlaw Desert Racing (ODR) reports that there was only one accident in atv class (rider flew off and hit shoulder). Bruised but ok. No major injuries all day.

tions (BSI), Hotshots Secret, Daylight Electric, Bobby Js Yamaha, Los Lunas Motorsports, TAK Graphics, Sunstate Rentals, Rio Rancho Tire, ESPN Radio and the NM Motor Sports Report. The Veterans 150 could never have happened without land owners Bob Ingram and Rand Ashbaugh with special coordination and support from the City Manager and Commission including electricity, solid waste, roads and both the Police and Sherriff’s Departments.

Commercial supporters included; Bartoo Sand and Gravel, DGI (Don Herd) Off-road and Design, EB VFW Tech Night, Franklin Tire, Homestead Realty, Old Brick Café, Lynn’s Landscaping & Swan Tile. Then, of course, the local fans and supporters! We couldn’t have done it without all these great people!

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Chain!

By David Werth

More like off the TV this year!

I don’t know what happened this year with the

Granted the technology is cool, but it would be really nice to have just a cheap watch only option.

The WorldSBK race 2 was quite the nail biter. I really thought Van er Mark was gonna make a move in those last few laps but he just couldn’t quite get a leg up on Lowes. It was a great race all the way through and Lowes took his first WorldSBK win.

televising of Road Racing, but it’s getting ridiculous! Fortunately I HAD to get be IN because it came with my fast internet “bundle” but a lot of people don’t get that channel with their basic cable package. I

‘m not even sure what motorcycle racing is doing on a “soccer” channel anyway, other than being the red-headed step child to their whole programming. Sometimes they show the GP’s and sometimes they don’t.

We need to collectively participate in getting this stuff back on ESPN2 or whatever main stream channels we can get them on. I know I’m biased for the two wheels, and I do love all racing, but maaaaybe we could balance it out with NASCAR a LITTLE BIT? I know that’s like fighting words here, but come on, it’s only two wheels, we don’t even need as much space!

Fortunately they did have the Isle of Man TT which never disappoints. It’s one of the scariest things besides wingsuit racing that I’ve ever seen.... and that’s why I can’t wait to do it someday!! Both of them actually.

I will give props to be IN for putting up the MotoAmerica series on Youtube. Now if they’d just put up the world Superbike and MotoGP....but that would cut into the subscription services for both those series, which is not cheap.

MotoGP saw Marquez crash out and lose his championship standing. In my opinion, he had that one coming. I used to like his ballsy approach and pushing the limits of riding in ways very few have yet to push. But it seems like lately he’s just gotten cocky, sloppy and dangerous. Maybe that will be the ego punch he needs to settle into real technical racing as opposed to just dangerous racing.

For some local two wheel excitement, head out to Sandia Raceway on June 17 and watch the Beck boys battle Gibson and Coriz in what is sure to be an exciting race! And if you’re wanting to get your bike on the track, the track day is June 16 and sponsored by Bobby J’s. So stop in or register online to get your track day ticket and go have a great time.

If you got that itch to try your hand at racing, the SMRI race school is also that weekend and starts with the classroom portion on Friday, June 15.

To register, point your mouse to SMRI-Racing.org and go to events to sign up.

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NMMotorSportsReport.com 15

Getting Custom ENGINE SWAPS with Caleb:

By Caleb Luce, Owner of Luce Customs / Jay Walton Automotive

E

nthusiasts have been modifying cars since the very beginning—cutting, chopping and swapping anything they can get their hands on.

At the center of these custom beasts is the engine and in the spirit of custom cars they are never left alone. In fact, they are rarely left with the engine the factory provided, and that’s where the engine swap comes in.

At this time, it was in fact an easy swap, especially in Chevrolet’s platform considering almost everything was interchangeable. But things changed as we moved into the modern era making, these swaps quite tricky. As engines became computerized, most enthusiasts ignored the trend and tended to put carbureted motors back into their factory-injected vehicle.

Engine swaps really took off in the 60’s and 70’s as the muscle-car era was in full swing. Big blocks took the place of small blocks making easy power increases for everyone’s racing needs.

At the time, this was understandable as the injection systems were primitive considering what we see today, but this would soon change. Manufacturers perfected injection and we began to see the benefits.

Vapor locking was no longer an issue and even more inspiring was the fact that with a push of a button, we could see more power, better gas mileage and better response.

This was the innovation we needed and it pushed the custom world to go injected.

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Today, we see some of the most insane engine swaps that were once considered impossible.

The most common engines we see today are the GM LS platform and, of course, the Ford Coyote.

These two engines have become the benchmark for custom cars for a few reasons, you can find them anywhere, and of course, the research has already been done.

Both platforms have a massive following and you can buy the equipment to make these engines run in whatever car you want. Engine harnesses no longer need to be cut up and modified; factory computers are rarely used and the tuning possibilities are endless.

The first engine we will talk about is one of the most hated and loved engines ever made, and that’s the LS. This engine has found its home in thousands of hotrods all over the world, making their owners grin ear-to-ear as they stab the throttle and it has brought shame to many others as they watch its taillights leaving in a cloud of tire smoke.

This engine gained popularity as it made its way into the Chevy Corvette and the Camaro as the LS1. It quickly gained popularity as people realized its potential, and it soon became the industry standard when Chevy released it in their trucks and SUVs as the iron block 5.3. When the iron block LS came out, it was finally an affordable option, fans began stripping them out as fast as the trucks were scrapped and this began the craze.

Every custom car builder began installing them and every media company did there how to videos hoping for a piece of the action.

Overnight, the LS craze was born and honestly it was born for good reason, the motor works. In fact the motor works so well we are still swapping them to this day over 20 years since the LS made its debut.

Most people will dog on you and say it’s just an LS or they may even tell you that it’s a played out concept, which yes it is but that doesn’t change the fact that it has been the number one fear inducing, power making, boost taking engine swaps ever done.

So my last thought on the LS, it’s incredible; not original. If you want easy power and the sound of a healthy V8 then just swap it, don’t let anyone affect your decision.

Second, we have the Coyote. It was born out of necessity as Chevrolet and Chrysler were investing in their own performance line. Ford had run their modular motors for years and frankly they were not all that impressive, it began in 1990 with the original 4.6 which eventually made its way into the mustang in 1996.

They were massive motors that put out very little power and were difficult to modify. Ford enthusiasts persisted though and they were swapped as often as possible. In 2010, with pressure on both sides, Ford decided to beef up the mod motor and they released the 5.0 Coyote mod motor.

This was the breath of fresh air that Ford needed, it was new and improved with a bigger displacement putting out similar power to Chevy and Chrysler with their much bigger 6.2L and 6.4L. This was a milestone and the custom industry was watching.

Aftermarket manufacturers quickly built prototypes and made the engine a swapping sensation. Since the engines debut in 2010, the engine has been swapped into thousands of cars, giving the LS a run for its money.

Although the engine still has its drawbacks, it is still the second most swapped engines in the hot rod industry, they are easily modified now as performance parts are in abundance.

The Coyote hit the industry hard and it has succeeded, big power is easily pulled out of them with turbos, superchargers and nitrous making them one of the leaders in aftermarket performance.

There are many other motors that have been swapped over the years, even a few big named motors like the 2JZ, RB25 and the Viper motors.

These are all legendary swaps that will make tons of power and have an aftermarket following that will make the swap attainable. They just have not made it as mainstream as the two swaps I talked about today.

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In conclusion, swap whatever you want. There will always be haters and there will always be someone to tell you how you should have built the car.

Chances are those people have never truly wrenched on a car, meaning they have no real world knowledge of just how much time goes into every good ls swap. I personally have swapped many motors including the Coyote, LS motors, old school mod motors and of course carbureted motors.

Each time I dive into one of these projects, I enjoy it and each time you get behind the wheel of a car you built you feel alive. The most fun I have ever had in a car was an LS swapped Thunderbird.

People will always tell you their opinion, just remember the only opinion that matter is your own.

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“TRICKS of the TRADE”

By David Swope

new mexico’s own

turbo

pig

T

“The name came from the weight requirement. These cars are heavy as pigs.”

he local drag racing scene has some big stars. I am sure if I named a few of them the natural response is, “what about .. insert name here.” Of course, last month I attempted to highlight Clint Satterfield and the Turbo Pig. While trying to get information, all I could find was some outdated stats. So, I did what I do best and got him on the radio (listen to the podcast from June 23rd).

On the day of the interview, Satterfield was racing in the Pro Mod series at the NHRA Nationals in Norfolk, Ohio, just off Lake Erie with heat and humidity to make you question a fire suit and a helmet. Born into the sport by watching his Dad race at Albuquerque Dragway, Satterfield had no choice but to give it a try. “I raced there for years before I wanted to go faster and went to Texas and the Outlaw Pro Mod series,” said Satterfield.

As if that wasn’t fast enough, “Then we went to a full out Pro Mod twin turbo hemi and started campaigning on the NHRA series,” Satterfield recounted.

He and his crew chief, Bob Gardner, have been campaigning the Turbo Pig for over 7 full years in the NHRA Pro Mod series. “We race about 12 races per year and 3 specialty races. I have only been home 10 days since February 11th,” Satterfield said to illustrate how much time is involved.

The Pro Mod series might be the only series in which pure innovation still exits. “We test constantly. The keys to our turbo motor are cam shafts and torque converters, the blown engines depend on how efficient the blowers are, then you go to nitrous engines and see how efficient they are, this is all very high-tech stuff,” said Satterfield. “We went to Xtreme Racing Engines this season. Our biggest change was Mo TeC Electronic Systems.”

There are many drivers that travel in and out of state. “I always run into 4 or 5 fans, no matter where I am at, they say I am from Albuquerque, I grew-up there or they saw my license plate in from New Mexico,” Satterfield explained about representing New Mexico. When traveling in the east, “Some don’t know where New Mexico is or even what green chile is. I travel with green chile,” assuming that keeps him close to home.

Follow the Turbo Pig on Facebook or at TurboPig.com. “The name came from the weight requirement. These cars are heavy as pigs. This version in #4.” #turbopig

18 NMMotorSportsReport.com

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The

Historic

By RJ Lees

There are a lot of acceptable nicknames that are given to this fixture of American automatic history—The Mother Road, The Will Rogers Highway, America’s road, and The Main Street of America are all recognized as U.S. Route 66.

From Chicago, Illinois to Santa Monica, California, this highway was originally 2,448 miles going through Illinois, Missouri, Kansas, Oklahoma, Texas, New Mexico, Arizona, and finally California, eight states in total.

Originally, the roads were used for the transportation of goods from major cities to the smaller towns in between to keep up with the ever growing United States at the time. Going on roads was a much more convenient way for delivery of commerce to small farms and remote and rural towns in between the major states of Illinois and California.

It was decommissioned in 1984 due to new advanced federal highways being added to bypass Route 66 with faster-moving newer roads while the infamous Route 66 was slowly dissipating and wasting away.

Even though Route 66 is out of its glory days that gave birth to the American road trip, the allure of the open roads still draws interest from people exploring the history of the American West to Midwest. For Route 66 is remembered as a symbol of the American dream of freedom that can be seen on the open roads exploring the vast lands and new opportunities over the horizon.

This can best be seen from a quote provided from the National Parks Service: “Route 66… a symbol of the American people’s heritage of travel and their legacy of seeking a better life.”

To this day, Route 66 is still a spectacle where thousands of people travel far and wide to come and visit to pay respects to the history of America. 85 percent of the original roads can still be driven on.

People make plans to explore the past with driving tour guides, annual scavenger hunts, bike trails, and even people wanting to walk the voyage people had to take in the early 20th century.

Route 66 is much more than the old road of New Mexico with diners, motels, and casinos named after it, for it’s an extremely important part of transportation history for the entire United States that we should cherish and be a proud to be a part of its pathway to the American Dream.

NMMotorSportsReport.com 21

Dirt diva Some may say racing is a man’s sport.

Well, driver of the No. 01 Cruiser, “The Racing Diva,” is here to tell you different.

Suezanna Bonesteel, a local dirt track driver, wheels a Cruiser almost every weekend of the race season.

“Cruisers are raced the way they are bought,” Bonesteel said. “We knock out the dash, the glass, throw in a roll cage, slap some paint and a number on it and we go race it.”

The No. 01 Cruiser is a 350 small block with a 4412 two-barrel Holley on it.

B y

B r o o k l y n

G r e e n

Bonesteel is a woman of many talents. Not only does she race, she runs eight different businesses. She has five here in Albuquerque, two in El Paseo, Texas and one in Santa Fe. In addition to that, she is a mother of two.

Her daughter Ariel and her son Nick are also local Cruiser drivers. Talk about some friendly competition!

“Some people have called me crazy because my daughter started racing when she was 15 or 16 years old,” said Bonesteel. “People were like, ‘How could you let your daughter do that?’ I know we put them in safe cars. Both my kids are in very, very safe cars. They are actually safer in these race cars than I believe in any street legal cars that they are in.

“You know, it’s a contact sport. Are they going to get bumps and bruises? Yes. Are they going to sometimes take hard hits?

Yes. But you know, I know where my kids are on Saturday nights.”

With racing comes a tremendous amount of work. Any racer knows, it is impossible to just jump in a car on Saturday with no prior preparation. It takes hours of hard work and dedication.

“It teaches my kids a little bit of responsibility,” she said. “With three cars, they have to help. They have to do their oil changes, they have to go bang out dents.

“I’ve said it before, I’ll say it again, racing is a family sport.

Whether or not you start your racing journey with your immediate family or gain a family at the track, there are always people around that have your back.”

Follow Suezanna and her racing career by following her on Facebook at Sezanna Bonesteel.

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