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OVER CENTER

BY PETE WARD

Giving Thanks

A

S I WRITE THIS, IT’S JUST A COUPLE OF DAYS BEFORE THANKSGIVING. I have much for which to be thankful, especially this job. Getting paid for what you love to do is truly a blessing.

But I most certainly could not cobble together a single issue of Drag Racer without those who contribute their talents to make it happen. In the spirit of Thanksgiving, I’d like to thank those who make this magazine possible: Doug Adams, Jere Alhadeff, Whit Bazemore, Bobby Bennett, Mike Bradford, Richard Brady, Jeff Burk, John DiBartolomeo, Steve Drennan, Dave Emanuel, Mike Galimi, Chris Graves, Chuck Green, Don Hale, Lou Hart, Al Heisley, Keith Hudak, Stephen Justice, Wayne Lederer, Ron Lewis, Brian Losness, Bob Johnson, Bob McClurg, Joe McHugh, Eddie Maloney, Tim Marshall, Dave Milcarek, Victor Moore, Gary Nastase, Kleet Norris, Dave Oakes, Alan Paradise, Marty Reger, Steve Reyes, Jim Riddiford, Roger

MARCH 2018

Volume 22 • Number 02

EDITORIAL

Richards, Wayne Scraba, John Shanks, Jamie Shores-Fraijo, Rod Short, Richard Shute, Tony Thacker, Ian Tocher, Susan Wade, Dave Wallace, Jim White, Andy Willsheer and Kenny Youngblood. If I’ve missed anyone, please let me know!

And of course, the folks at Engaged Media: Eric Knagg, Jason Mulroney, Eugene Pineda, Michelle Salcedo—and especially, The Mongoo$e. Thanks to each and every one of you.

Speaking of contributors, recently Doug Adams came in a close second in the prestigious Leslie Lovett Memorial Photo Contest, held annually in conjunction with the California Hot Rod Reunion. His photo captures Jimmy Nix’s Hemi sailing down the track in the aftermath of his T/F blow-over at the 1992 Winternationals.

Wait, I almost forgot! Thank you to all of the loyal readers/ subscribers out there.

By the time you’ve read this, Thanksgiving and Christmas will have passed. I hope you had a wonderful holiday season, and I wish you all the best for 2018.

Pete Ward Kelly Nomura Michelle Salcedo

Editor in Chief Executive Managing Editor Group Managing Editor

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CONTRIBUTORS

Doug Adams, Bobby Bennett, Mike Bradford, Chris Haverly, Bill Holland, Ron Lewis, Brian Losness, Eddie Maloney, Tim Marshall, Amanda Matusek, Kleet Norris, Marty Reger, Roger Richards, John Shanks, Jamie Shores-Fraijo, Rod Short, Dave Wallace, Jim White, Andy Willsheer

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COLUMNS

4 Over Center 74 RPM: Real Pro Mod 76 Behind the Scenes 80 Mostly Stock 82 Racer Tech 84 The Mongoo$e Journals

ON THE T COV COVER

David Barton B Factoryy Stock Showdown Sh d Champ h p Photo by Ron Lewiss

DEPARTMENTS

8 Quarter-Mile Update 13 Strange Engineering Quiz

Secondaryy photo Second p credit Skyline Rod Shortt Skyline: Team Force: Fo c Ron o Lewiss Havoc AA/FA: A Dougg Adamss

contents

MARCH 2018 VOL. 22 NO. 02

DRIVER PROFILES and FEATURED PERFORMERS

52

A NOBLE VINTAGE AMERICAN

210-PlusMPH Javelin Turns Heads Wherever it Goes

56

THE MISTRESS AND THE TEACHER

Don Kuramoto is a Quick Study

Visit Drag Racer online: Dragracermag.com | Follow us on Facebook: Facebook/Drag Racer Magazine

SPECIAL FEATURES

18

FACTORY STOCK: BACK TO THE FUTURE

Detroit Big 3 Back in Pro Racing

44

HIGH DRAMA AT POMONA

Auto Club NHRA Finals: Champs Crowned, Surprises Abound

TECHNICAL FEATURE

60

32 PAPER TRAILS, PART 14

DOUBLE YOUR PLEASURE, DOUBLE YOUR FUN The California Hot Rod Reunion Provides 2X the Excitement

Highlights From the Second Half of 1965

72

26

NITRO REVIVAL

Transported Back in Time to the Era of Peace, Love and Nitro

THINGS ABOUT ENGINE OIL YOUR DADDY NEVER TOLD YOU

Technology has Changed Concepts Regarding Lubrication

DRAG RACER (ISSN_1094-5547) Volume 22, Number 2 is a bimonthly publication published January, March, May, July, September and November by Engaged Media, Inc., 17890 Sky Park Circle #250, Irvine, CA 92614.

POSTMASTER Send address changes to: DRAG RACER c/o VSI, Inc., 905 Kent St., Liberty, MO, 64068. Return undeliverable Canadian addresses to: Drag Racer c/o Pitney Bowes, Inc., PO Box 25542, London, ON N6C 6B #855050365RT001. © 2017 by Engaged Media, Inc.. All rights reserved. Reproduction of any material from this issue in whole or in part is strictly prohibited.

QUARTER-MILE UPDATE

DRAGSTALGIA VII

NOSTALGIA RACING ON THE OTHER SIDE OF THE POND

Text and Photos by Andy Willsheer

S

ANTA POD RACEWAY’S ANNUAL HOMAGE TO RACING OF YESTERYEAR HAS BECOME ONE OF THE VENUE’S MOST POPULAR EVENTS AS WELL AS EUROPE’S PRIME NOSTALGIA EXPERIENCE SINCE ITS INCEPTION IN 2011.

This year’s event included the Slingshot Showdown, front-motor diggers running quicker that 8.5 seconds, and the wildly popular Gasser Circus, featuring the Gasser Wars: UK vs. Europe. The UK Nostalgia Superstock Association, which allows American-made cars up to 1980 with V-8 engines to be members, had 30 entries. It featured a dialin between 14.99 and 9.00 seconds. Supercharged Outlaws showcasing teams campaigned everything from altereds and doorslammers to slingshots. Furthering the Outlaw trend were groups of Anglias and Flat Fours (VWs).

The Willys Wars and the Wild Bunch Nostalgia Drag Racing Club also saw furious action.

Bikes, as always, were featured, with the National Sprint Association organizing a turnout of historic drag bikes for a shootout. John Hobbs, retired, renowned competitor of years gone by, saddled up a couple of bikes. The prime machine was his famed Hobbit 1,700cc Weslake blown twinengined entry. Seeing the eightsecond bike run was a treat for the crowd, and all credit to the team for bringing it along for demonstration passes.

This event chalked up another success at the home of British drag racing.

FUNNY CAR CHAOS REIGNS IN TEXAS

Text by Chris Graves Photos by Maxcacklephotos.com

O

NE OF THE MOST HIGHLY ANTICIPATED EVENTS IN THE SOUTHWEST WAS FUNNY CAR CHAOS PRESENTED BY RED LINE SHIRT CLUB. CONTESTED AT NORTH STAR DRAGWAY IN DENTON, TEXAS, THIS INAUGURAL RUN WELCOMED MORE THAN 20 F/C s TO A NORULES, RUN-WHAT-YA-BRUNG SHOWDOWN. THE FIELD INCLUDED NITRO, ALCOHOL, NOSTALGIA AND EVEN TOPLESS FUNNY CARS. THIS BIZZARO CONCEPT, DREAMT UP BY CHRIS GRAVES, WAS CLEARLY A SUCCESS, AS THE PITS OVERFLOWED WITH RACERS AND FANS FROM ACROSS THE COUNTRY. The Elite Eight A field was bested by “Mr. Explosive” Mark Sanders as he defeated final round competitor Keith Jackson, 4.12/141

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mph to 4.25/154 mph. Both nitrofueled pilots had their hands full in this pedal-fest.

The B field saw two alky floppers duke it out. In the closest race of the event, Andy Mears defeated Jordan Ballew, 4.76/144 mph to 4.77/145 mph.

Two events will be held in 2018: a spring race at Amarillo Dragway and a return to North Star Dragway in the fall. Check Funnycarchaos.com for updates.

MILLS BAGS THE BIG PRIZE AGAIN AT NO MERCY 8

Text by Bobby Bennett Photo by Roger Richards, Competitionplus.com

D

EWAYNE MILLS, A PIONEERING MEMBER OF THE RADIAL VS. THE WORLD DIVISION, SUCCESSFULLY DEFENDED HIS TITLE AT THE EIGHTH ANNUAL RUNNING OF THE NO MERCY EVENT HELD AT SOUTH GEORGIA MOTORSPORTS PARK BY OUTRUNNING STEVIE “FAST” JACKSON.

Mills worked his way through the 32-car field, winning in the shadows of the colorful Jackson, racing his Strange Engineering-backed Shadow 2.0.

But when they met in the final, Mills erased the shadow by driving around Jackson, whose engine expired late in the race.

Mills pocketed $50,000 in the top of the food chain eliminator for the Drag Radial cars.

HOT & WET IN ARIZONA

Photo by Marty Reger

T

HE LUCAS DRAG BOAT SERIES HELD ITS WORLD FINALS RECENTLY AT WILD HORSE PASS MOTORSPORTS PARK’S FIREBIRD LAKE IN CHANDLER, ARIZONA.

In Blown Fuel Hydro (Top Fuel to you landbubbers) Daryl Erlich, piloting Eddie Knox’s Problem Child, defeated Shockwave’s Tyler Speer 4.15/225.33 to 4.28/153.94.

The world championship title went to Tommy Thompson’s Nitrochondriac, Bryan Sanders at the helm.

QUARTER-MILE UPDATE

GOT TORQUE?

Text and Photo by Mike Bradford

M

AXIME LAPOINTE GOT SERIOUS HANG TIME WHILE LAUNCHING HIS KW AT THE RECENTLY HELD TRUCK PULLING AND ACCELERATION COMPETITION IN ST. JOSEPH DEBEAUCE, QUEBEC. At this event, racers hook up to a trailer containing 15 tons of sand, and at the green, they charge up the 9% incline of St. Catherine Street for 700 feet. These big rigs are developing well over 2,000 hp, and when running bobtail are knocking on the 100-mph barrier. For more info, go to Bigrigdragracing.com.

(L to R) John Coughlin,

Jeg Coughlin III, Mike Coughlin, Jeg Coughlin Sr., Dr. Michael A. Caligiuri director and CEO of The Ohio State University Comprehensive Cancer Center and James Cancer Hospital and Solove Research Institute (OSUCCC - James), Troy Coughlin, Paige Coughlin and Jeg Coughlin Jr.

JEGS DEMONSTRATES THERE’S MORE TO LIFE THAN SELLING PARTS AND RACING

T

EAM JEGS RACERS ONCE AGAIN WENT PINK FOR BREAST CANCER AWARENESS MONTH. TO KICK-OFF THE MONTH, JEG JR.’S JEGS.COM/ELITE PERFORMANCE CHEVROLET CAMARO, TROY'S TWIN-TURBO JEGS.COM CHEVROLET CORVETTE C7 AND MIKE’S JEGS.COM TOP DRAGSTER WERE UNVEILED AT THE JAMES CANCER HOSPITAL AND SOLOVE RESEARCH INSTITUTE IN COLUMBUS, OHIO. Additionally, the Coughlin family, owners of JEGS, recently made a $10 million gift to The Ohio State University Foundation for cancer treatment and research at The Ohio State University Comprehensive Cancer Center.

WWW.ROSSPISTONS.COM

310.536.0100

facebook.com/rosspistons @rosspistons sales@rosspistons.com

CONGRATULATIONS

TERRY MCMILLEN 2017 NHRA TOYOTA NATIONALS LAS VEGAS TOP FUEL CHAMPION Reset career elapsed time 3.723 Epping Reset career speed 327.19 mph Epping Career best 14 round wins Career best average starting position Remained in Top 10 for entire season Qualified for all 24 events Career Best 14-23 record

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#13 UNLUCKY? DON’T SAY THAT TO MIKE BOWMAN

T

HE 13 th EDITION OF THE STREET CAR SUPER NATIONALS (SCSN) WAS CONTESTED RECENTLY AT THE STRIP IN LAS VEGAS. SIZZLING DOORSLAMMERS FROM COAST TO COAST CHOKED THE PITS.

When the dust settled Sunday evening, the top dog (Outlaw Pro Mod) was Eric Dillard, driving the Q80 Race Team Mustang.

He defeated John Stanley with a 5.94/243.77 when Stanley’s lovely Cad couldn’t negotiate the course.

One might argue the real story of the race was Pro Mod Eliminator. Mike Bowman surprised the troops when he won the inaugural World Series of Pro Mod, pocketing a cool $100 thou. He failed to qualify at Indy, and then closed out the season by winning SCSN 13, defeating Carl Stevens Jr. 5.78/260.91 to 5.87/224.62.

TECH TIP THE IMPORTANCE OF PROPER ROD BOLT STRETCH The clamp force holding a rod together needs to be greater than the tension load pulling it apart.

To obtain the correct amount of clamping force a fastener should actually be stretched a measured amount. This is done with a stretch gauge not a torque wrench.

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Who is the owner/driver?

QUIZ ANSWER Owner/Driver: Mike Sullivan

SEND YOUR ENTRIES TO: Drag Racer Magazine Quiz 17890 Sky Park Circle, #250 Irvine, CA 92614

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Drag Racer January 2018

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/ DETROIT BIG 3 BATTLING AGAIN

Text by Jeff Burk Photos by Ron Lewis and Chris Haverly

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MARCH.2018

N

HRA MADE A DRAMATIC DECISION IN 2017 TO CHANGE THE FORMAT OF THE FACTORY STOCK CLASS (FORMAL TITLE, THE SCHOOL OF AUTOMOTIVE MACHINISTS AND TECHNOLOGY NHRA FACTORY STOCK SHOWDOWN). NHRA originally added the F/S class to the Stock Eliminator menu. The sanctioning body scheduled a few F/S races as part of Stock Eliminations at select events. For 2018, NHRA has given the class a boost by scheduling standalone F/S races at seven national events. Adding a championship, Sunday eliminations and possible TV exposure will only raise the class’s popularity. NHRA didn’t give the F/S cars professional status, but it has improved the class’s situation as a pointpaying Sunday eliminator in 2018, joining Top Fuel, Pro Stock, Funny Car, Pro Mod, Nitro Harley and Pro Stock Motorcycle.

The elevation of Factory Stock to a “featured category,” assuming its own place among the standard NHRA eliminators, can be directly credited to the invention of the class by longtime racer and announcer Bret Kepner, who wrote the rules, and then-ADRL President, Tim McAmis, who agreed to add a SuperCar Showdown to the ADRL in 2012. At the U.S Nationals that year. NHRA adopted the class and referred to it as the Factory Stock Showdown. (The Factory Stock classes were added to Stock and Super Stock Eliminators in 2014.)

The Factory Stock Showdown fills a gap in the NHRA lineup that requires a true factory hot rod doorslammer class. Once tube frames, fiberglass bodies and exotic engines became the norm in Pro Stock (Bill Jenkin’s tube-framed V-8-powered ’72 Vega comes to mind), it rapidly devolved from factorybuilt stock-bodied race cars with engines available from the local dealer into a class of purpose-built race cars with very little connection to factory cars. For example, the 1998 Dodge Neon Pro Stock entry was based on a four-door front-wheel-drive four-

cylinder car. The problem was the Pro Stock version was a two-door rear-wheeldrive car with a 500-ci Hemi.

Did the Mopar Pro Stock program produce a sales spike of the econo-box Neons to drag racing fans?

Detroit automakers started building highperformance 600-800-hp supercars almost a decade ago because the market demanded it. Those factory hot rods competed in NHRA’s Stock and Super Stock Eliminator, but those eliminators don’t have the audience that an automaker requires to sell cars. By that time in history, Detroit automakers had drastically reduced sponsorships of Pro Stock. Both Detroit and NHRA wanted a class that was attractive to automakers and potentially increased NHRA’s ticket-buying doorslammer fan base. The problem was that at the time no such class existed and there weren’t concrete plans to develop one.

NHRA’s Pro Stock class began in 1970 under similar auspices as the Factory Stock category almost 50 years later. It was a way to unleash the true potential of body style/ engine combinations the manufacturers were offering (in different forms) to the public. In the late-’60s and ’70s, car dealers like

� David Barton, 2017 Factory Stock Showdown Champ (far lane), faces

off against Carl Tasca.

19

Tasca, Mr. Norm and others advertised and sold a large volume of factory hot rods. A gearhead couldn’t walk into a Chevy dealership and buy a Camaro that ran as hard as Grumpy Jenkins’ machine, but he certainly could buy a big-block Camaro with a four-speed and imitate “Da Grump” at every stoplight.

Today a customer can order a Chevrolet COPO Camaro identical to those competing in the SAM Factory Stock Showdown.

The same scenario exists with the guy who sees Carl Tasca haul ass in his Cobra Jet and gets inspired to waltz into a Ford dealership and buy the same Super Cobra Jet Ford that Carl races.

These are the kind of sales that make Detroit invest in a drag class or eliminator.

HOW THE FACTORY STOCK CLASS CAME TO BE In 2012, Tim McAmis, who had replaced Kenny Nowling as president of the American Drag Racing League, came to the realization that the existing ADRL program didn’t generate enough income to be profitable.

He expressed his concerns to longtime friend and then ADRL announcer Bret Kepner, asking if he had any ideas. Turns out Kepner did.

His idea was to develop a heads-up pro production car class for high-horsepower

� Erica Enders-Stevens (far lane) has taken to racing an F/S in her

spare time. Here she’s racing Kevin Skinner.

DRAGRACERMAG.COM

sedans. McAmis liked the idea and told Kepner to develop rules for the class and he would add it to the schedule. Kepner contacted Mopar drag racing legend Jeff Teuton, a Louisiana Dodge dealer with deep ties to Detroit automakers plus the vast majority of Stock Eliminator racers nationally, and added him to the administrative team.

An amazing fact: the original rules Kepner wrote in 2012 remained unchanged, even when NHRA adopted them for its Factory Stock class.

Kepner spent the next six weeks developing the class rules. This involved hundreds of hours of phone calls to Ford, Chevy and Mopar high-performance brand managers, not to mention the days it took gathering info and gaining support necessary to include foreign automakers who were invited to compete. All eventually bought into the program.

At the time, one of the problems the class faced was that Ford and Mopar were heavily into the factory hot rod scene with Mustangs and Challengers, while Chevy’s COPO program was merely a racer’s dream. (Chevy hadn’t yet decided to officially produce the COPO).

Eventually Kepner and McAmis convinced Chevy high-performance’s Dr. Jamie Meyer that the class was going to happen, and it would result in considerable free PR for Chevy, so GM went forward with its COPO Camaro program. One of the major reasons the Big Three approved participation in the class, according to Kepner, was because ADRL declared that it wouldn’t ask the manufacturers for funding. Yet, the category

� Even though F/Sers are plenty stout, how must Leah Pritchett feel stepping from a Top Fueler to

this Challenger?

was developed to combine an aggressive media campaign for the concept and the race results, which would range from industry insiders to mainstream publications, including Motor Trend, Road & Track and USA Today, all of which carried reports from the series. In return, the manufacturers would include news of the SuperCar Showdown in all in-house and outside media releases. The manufacturers also organized everything from dealership displays to publicity directed at dealerships throughout the scope of the ADRL’s national events, including the distribution of free event tickets. ADRL provided a SuperCar Showdown website and Facebook group plus video features and event coverage.

NOW WE’RE RACING, BUT NOT FOR THE MONEY One of the main reasons McAmis and the Detroit car makers embraced the class was it cost both parties virtually nothing. The program was unique in two ways: The teams weren’t required to pay entry fees or buy pit passes, and the ADRL wouldn’t post a purse for the class; the Factory Stock racers, under the guidance of Jeff Teuton, funded their own purse at each event. According to Kepner, the winner’s purse varied from nothing to $5,000. The ADRL did hire two technical officials whose only job was to police the series and work with all involved on new parts and engine combinations as they were developed.

The first race for the new class was the 2012 ADRL opener at Royal Purple Raceway in Houston, Texas. Five teams were entered: Chris Holbrook,’12 Super Cobra Jet Mustang; Bo Butner, ’12 Super Cobra Jet Mustang; Joseph Teuton, ’11 V-10 DragPak Challenger; Kevin Helms, ’11 V-10 DragPak Challenger; and David Buckner, ’09 360 V-8 Challenger.

Butner, current NHRA Pro Stock World Champion, was the winner of that first SuperCar Showdown. It was agreed upon by the racers that the first season of the program wouldn’t include a point series

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MARCH.2018

due to the potential of fluctuating minimum weight rules as competition was equalized. However, Butner won five of nine ADRL events and appeared in six final rounds.

Although no 2012 ADRL SCS race drew more than six competitors, a total of four different Ford and Dodge drivers won at least one national event and eight different competitors appeared in a final round.

Moreover, 20 different teams attended the nine-race series.

In mid-season, Chevrolet announced it would begin production of COPO Camaros and committed its resources to ADRL’s SuperCar Showdown program. In June of 2012, NHRA announced it would host a Factory Stock Showdown showcase race at its U.S. Nationals. The Factory Stock Showdown used nearly the exact rules and minimum weights the ADRL mandated. The program featured nine entries and was won by Butner.

WHAT HAPPENED TO THE ADRL SUPERCAR SHOWDOWN CLASS? In 2013 it appeared both the ADRL and NHRA versions of the Showdown could coexist and grow successfully. However, when Nowling returned as head of the ADRL in 2013, he dropped the class. I asked Kepner what prompted this decision.

He gave me some insight

into the story and referred me to an interview I did with Nowling for Drag Racing Online in 2013.

Nowling astounded those who were following the progress of the class in both associations by making it clear he was completely unfamiliar with any aspect of the category.

When Nowling was asked about his decision to drop the SuperCar Showdown he uttered a serious gaffe, “We’d like to develop a heads-up class for cars like the COPO Camaro, Ford Mustang and Mopar Challenger—none of this supercar stuff.” He ended any future with the manufacturers by stating, “We’ve talked to people at Ford and GM about a class like that,” apparently completely unaware of ADRL’s direct involvement with the Big Three for the past year in the creation of the class, which lead, in turn, to NHRA’s developing its own newest category.

Nowling’s statements stirred confusion and anger among racers, fans and manufacturers, and dropped the entire SuperCar Showdown squarely in the lap of NHRA. Kepner declined Nowling’s offer to continue his involvement in the ADRL and offered assistance to NHRA, which had already discussed an expansion of the Factory Stock Showdown for 2013. It was ironic that Nowling never understood the lack of participation by foreign cars in ADRL’s SCS program. Their inclusion was solely to allow Detroit to boast of its domination of a class that was open to any supercar in the automotive world.

The USA Today articles extolling Butner’s Mustang reaching 60 mph in 1.52 seconds and hitting 100 mph in 3.26 seconds, quicker than any other production car in history, were designed for just that purpose.

THE NHRA FACTORY STOCK STORY Although Kepner created the class for ADRL, with lobbying by the SuperCar Showdown

Butner, who had quite a season in Factory Stock racing. He won more than half the ADRL F/S races and the Factory Stock exhibition race at Indy.

At the 2017 U.S. Nationals there were 21 Factory Stock entries and a 16-car qualified field, half of them COPO Camaros.

David Barton, the #1 qualifier at 8.158/164.91 mph, was almost a second quicker and 15 mph faster than 2012’s #1 Paul Candies’ 9.049/149.70.

Of note, the National Muscle Car Association added the Factory Stock Showdown to its national event series.

Competing under the name Factory SuperCars Eliminator and utilizing NHRA rules, it has drawn fields of up to 17 cars in its first two seasons, attracting a total of 121 entries featuring all three manufacturers.

� These are examples of the types of

THE FUTURE OF THE NHRA FACTORY STOCK SHOWDOWN CLASS

racers and most likely Detroit automakers, NHRA management was persuaded to bring the cars in as an exhibition class at the U.S. Nationals. In researching this story I asked Kepner his thoughts regarding NHRA adopting the class. He said he considered the decision a tremendous compliment and a vindication of the class. His only concern was NHRA allowing wheelie bars. His rules specifically barred their use.

The SuperCar Showdown cars were famous for their spectacular sky-high launches.

A case could be made that the 2012 U.S. Nationals introduced the class and cars to the mainstream media and fans. NHRA titled the event The Factory Stock Shootout and named the class Factory Stock.

Nine teams participated, eight Mustangs and one Challenger (Camaros were not yet available).

The winner of that first race was

After six years of “specialty” races, NHRA expanded the scope of the FSS to four events a season as a featured event. Last year it elected to make Factory Stock a featured class in 2018. This is what Kepner and the Detroit factories envisioned all along.

During the 2018 NHRA season, F/S teams will race at seven national events, including class eliminations on Sunday, creating more exposure on the NHRA TV broadcasts. Give NHRA management credit for elevating F/S to premier status and securing a sponsor for the class.

NHRA sees its potential, and it’s likely the fact that F/S is the only NHRA class Detroit automakers are heavily involved in that helped secure its elevation to a more permanent position.

There will be considerable factory involvement and help for participants in the class. It will be interesting to see how the increasing focus and infusion of cash will impact the future of this new program.

Chevy, Ford and Mopar engines employed for F/S competition.

22

MARCH.2018

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ENGINE OIL

Things About Your Daddy Never Told You / ADVANCES IN TECHNOLOGY HAVE CHANGED CONCEPTS REGARDING LUBRICATION

Text by Rod Short Photos Courtesy of HPL Oil

26

MARCH.2018

M

ANY PEOPLE TAKE ENGINE OIL FOR GRANTED. They don’t change it until the engine light comes on, and then they go to the cheapest place to have it changed or look for the least expensive brand when they’re buying off the shelf.

That might be okay for many, but for race engines, it just won’t do. Spare us a few minutes and we’ll share what people (especially racers) should know about engine oils.

ALTERNATIVES TAILORED FOR YOU Not long ago, drag racers had to choose their engine oils from petroleum-based consumer products. These might have passed all of the API (American Petroleum Institute) standards, but they fell short once inside competition engines. The introduction of synthetics improved overall quality, but passenger car oils are still blended with emissions and fuel economy in mind.

As engines became more powerful, builders and crew chiefs faced the fact that race oil really needed to be different.

Stronger base films, different viscosities and higher quality additives were needed to support the higher loads and operating temperatures associated with racing.

Performance oils also began to evolve for different engine and fuel combinations ranging from street/strip cars to Top Fuel.

Today’s NHRA Pro Stocks, for instance, benefit from extreme lightweight oils such as a 0W3, while a Funny Car might run a straight 70-weight.

Today the racing world is blessed to have competition-proven lubrication products from companies such as HPL Oil. As such, many of the best available choices from the past have seen time pass them by. Successful racers need uncompromising products that mass marketers simply haven't provided.

FORMULATING AS A SCIENCE Race oils aren’t created equally, however.

Just as on-the-track performance can depend on a racer’s lubrication choice, a successful racing oil depends upon the blender’s skill. Molecular science, mechanical engineering and chemistry are all deployed to create an optimal balance of base oils and additives for a race oil to work.

Blenders take into consideration the problems that come with high rpms, extreme loads and quickly rising temperatures, while also assessing film versus boundary lubrication. Critical wear areas, including engine bearings, camshafts, cylinder bores

Just as on-the-track performance can depend on a racer’s lubrication choice, a successful racing oil depends upon the blender’s skill. Molecular science, mechanical engineering and chemistry are all deployed to create an optimal balance of base oils and additives for a race oil to work. and pushrod tips, need to be balanced against oxidation, contamination and fuel dilution issues while maintaining a low enough viscosity to minimize power losses.

Temperature range, viscosity and wear are all factors that not only blenders consider, but users should also. Engine oil can actually aid, not hinder, engine life and performance.

Additionally, some street/strip machines and even all-out competition cars aren’t run on a regular basis, so they can see long drain intervals. This can mean dry start-up, storage, oxidation and water contamination, so more than mere performance considerations should be evaluated.

Knowledge about the different kinds of oil, experience in different types of motorsports, as well as close relationships with the best engine builders shows up in the results you get. That carries over to distributors as well, and it’s important to ask questions to match the right oil to the correct race application.

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DRAGRACERMAG.COM

What makes

a good race oil? It all starts with science.

HPL’s synthetic lubricants use molecular structures engineered in a process called polymerization.

Source HPL OIL 540.525.4920 Hploil.com

It’s a safe bet that most off-the-shelf engine oil mass merchandisers and Internet jockeys can’t adequately address these concerns.

JUICING UP AN OIL Additives are important in that they also tailor an engine oil to racing’s unique environment. They can include viscosity improvers, dispersants, detergents, antiwear additives, extreme pressure additives, rust inhibitors and anti-foaming agents.

Simply said, viscosity improvers are added to help provide a balance between thickeners and shear stability agents in the oil. Polarized dispersants attract and envelope combustion soot, then keep it suspended so the oil filter can do its job of cleaning. Detergents help neutralize acids and control deposits. Anti-wear agents, such as ZDDP, provide anti-wear and antioxidation properties. Extreme pressure agents help prevent metal-to-metal welding

ABOVE. Two

different types of friction are sliding, as in an engine piston, or rolling, such as in a valve train. HPL Racing Oil is carefully formulated to handle both well.

RIGHT. Part

of HPL Oil’s laboratory is seen here where extensive research is validated on the track to provide the best formulations possible.

28

MARCH.2018

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and tearing. Because of the high solubility of water in alcohol-based fuels, rust inhibitors help combat water produced during engine operation.

Most additives, however, are sacrificial in nature, meaning they can be used up. Combine this with the gradual process of oil oxidation, contamination and viscosity change over time, and what’s in your wet or dry sump system can lose its lubricating qualities, even if the base oil itself is still in relatively good shape.

Some racers try to reverse this by adding aftermarket additives to their engine oil. Premier engine builders emphasize, however, that racers should never add aftermarket additives to their oil. Additives from different suppliers don’t always mix and can form

What’s a real-life engine oil

torture test? Drag Week 2017 might have been it. In 2017, Joe Barry drove 1,000 miles to five tracks, averaged 7.11 seconds at 197.72 mph, running at each one and finished second overall running HPL oil. Photo by Rod Short.

Aftermarket lubricant additives may not always meet specifications. There have been many cases when contaminated product, incorrect product labeling and damaged containers have been delivered.

30

globs of oil that can plug passageways and filters. Different additives can also work against each other. Even if solubility isn’t a problem, the intricate chemical balances that blenders spend careers to perfect can be trashed easily by adding other chemicals.

Aftermarket lubricant additives may not always meet specifications. There have been many cases when contaminated product, incorrect product labeling and damaged containers have been delivered. That’s exactly why many formulators keep samples of their oil stocks from each batch to compare against any complaints, warranty issues or lawsuits. Besides, if you must buy an aftermarket additive for your race engine’s oil, are you really buying the correct oil in the first place?

TOPPING IT OFF There’s much to know about engine oil, and even more about racing oil, which is why even time-honored choices are worth reevaluating from time to time. Space limitations kept us from exploring this as much as we’d like to here, but visit us on the web, call or drop in on us at Facebook for racing updates, product information and more.

MARCH.2018

/ THE CALIFORNIA HOT ROD REUNION PROVIDES 2X THE EXCITEMENT

Photos by Doug Adams, Tim Marshall, Kleet Norris and Jim White

 The King, Loaring & Davies Havoc team, with Nick Davies driving, came all the way from England, and it was well worth the trip. Nick defeated Vince Generaleo, driving the fabled Nanook, for the CHRR AA/FA title, 6.11/231.36 to 6.13/232.51.

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MARCH.2018

W

ITH APOLOGIES TO WRIGLEY’S DOUBLEMINT GUM, THE 26TH EDITION OF THE CHRR OFFERED UP A DOUBLE DOSE OF EXCITEMENT: NOT ONLY DID YOU EXPERIENCE THE NHRA HOT ROD HERITAGE SERIES’ FINAL EVENT OF THE SEASON, FEATURING MORE THAN 50 NITROBURNING ENTRIES, YOU WERE ALSO TREATED TO DOZENS OF CLASSIC NITRO CACKLE CARS, AND MOST ESPECIALLY SATURDAY NIGHT’S FAMOUS, FABLED, FABULOUS CACKLEFEST. Traditionally, not only does the prestigious CHRR race win go down to the final round, but so does the Heritage Series championship, and this year was no exception.

With perennial N/TF terminator Tony Bartone MIA this year, the Top Fuel competition was fierce.

Going into the Reunion, Jim Murphy had an ohso-slight advantage over Mendy Fry and Adam Sorokin. Murphy, not noted for experiencing an abundance of good fortune, was able to cash in during eliminations. In the semis, his nemesis, Fry, fell to Jim Young and he defeated Sorokin. In that bout he murdered an engine and pranged off the guardrail, damaging the dragster.

Though out of competition, his win and their loss provided enough cushion to secure him the Heritage Series championship.

Sorokin displayed a ton of sportsmanship in the final Top Fuel go. Instead of the fans witnessing a Young single pass for the event win, Sorokin faced off against him.

Ryan Hodgson and Jason Rupert had been battling hammer and tong

for the Heritage Series N/FC championship, but Rupert failed to qualify at the Reunion, handing the title to Hodgson. He made it to the third round before bowing out to eventual CHRR winner Bobby Cottrell. In the final, Cottrell defeated Matt Bynum, 5.67/253.61 to 5.74/256.62. Additionally, he was the Heritage Series 7.0 Pro champ.

The battle for A/Fuel supremacy between Kin Bates and Drew Austin continued to the final round of the final race. Bates prevailed, 5.86/233.68 to 5.93/236.64, for the event win and his ninth Heritage Series crown.

Other CHRR winners included: Nick Davies AA/ Fuel Altered, John Marottek Jr. Fuel, Pete Peterson 7.0 Pro, Lloyd Harder NE1, Terry Newton A/Gas, Jeremy Hanger Pro Mod, Gary Reiner AA/Gas, Bob Moreland iA/FX and Bob Tingler Super Stock.

NHRA Hot Rod Heritage champions were: Murphy in Nostalgia Top Fuel, Ryan Hodgson in Nostalgia Funny Car, Bates in A/Fuel, Don Enriquez in Jr. Fuel and Cottrell in 7.0 Pro. Thanks to Auto Club of Southern California for your continuing support of a doubly delicious event.

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DRAGRACERMAG.COM

 Bobby Cottrell shoeing the Austin/O’Brien droop snoot Camaro claimed the N/FC title over Matt Bynum, 5.67/253.61 to 5.74/258.62.

 Jim Young basically singled in the final in the N/TF final when the newly crowned Heritage Series winner, Jim Murphy, couldn’t answer the final bell.

 Kin Bates vanquished his A/Fuel nemesis, Drew Austin, for the event win and Heritage Series crown, his ninth. Final round numbers: 5.86/233.68 to 5.93/231.64.

 In Jr. Fuel, John Marottek (near) defeated a red-lighting Jon Enriquez.

Though losing the CHRR event, Don scored his fourth Heritage Series title.

 Pete Peterson captured the 7.0 Pro title with his win over Eily Stafford, 7.05/186.74 to Eily’s a bit too hasty 6.96/190.43.

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MARCH.2018

 Lloyd Harder scored the NE1 championship when opponent Pete Krona faltered.  The Pro Mod title went to Jeremy Hanger with his win over Tony Jurado, 5.85/243.06 to 6.77/227.96.

 Fomosa regular Gary Reinero defeated Mike Molena for the Reunion AA/GS crown 6.73/205.01 to 6.97/193.43.

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MARCH.2018

 Terry Newton dispatched Roy Castagnetto for the A/Gas title, 7/64/176.86 to 7.85/173.03.

 Jerry “The King” Ruth fired up his fabled Northwest Terror one more time during the ever-popular Saturday night Cacklefest.

 (L to R) Frank Baney, Jerry Bivens and “The Snake” discuss the tune on the Bivens and Fisher’s Checkmate Top Fueler while prepping for the Cacklefest.

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MARCH.2018

Text by Pete Ward Photos by Ron Lewis and Auto Imagery

T

HERE ARE RACES AND THEN THERE ARE RACES. The Auto Club Finals was one of those Races, with an added shot of adrenalin, just for good measure. It’s gonna be difficult for the NHRA to top this one.

The pro component of the 2017 season was dominated

by Funny Car. Blazing speeds and mind-numbing ETs dominated the headlines.

But at Pomona, Top Fuel stole the show. Brittany Force progressed steadily throughout the regular season, scoring one event win, and began the countdown in sixth place. Once the playoffs

started, she really showed her mettle, winning three races.

Going into eliminations, she trailed Steve Torrence by only nine points.

Torrence was having a monster year, having won eight races out of 11 finalround appearances, but once the countdown begins, all bets are off. Both racers advanced to the second round, but there Torrence’s season went sideways.

Force won her match, while Torrence fell to Antron Brown, giving her the Top Fuel championship. Adding insult to injury, Force went on to win the race.

 Brittany Force, NHRA Top Fuel World Champ: she’s the first woman to claim that title since Shirley Muldowney’s third championship in 1982.

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MARCH.2018

/ AUTO CLUB NHRA FINALS: CHAMPS CROWNED, SURPRISES ABOUND

 Robert Hight torched the record books in 2017 with Top Speed and Low ET heroics, but his performance was inconsistent. He came into Pomona with a slim lead over reigning champ Ron Capps, who was superior for most of the season.

Qualifying for Hight was nearly disastrous, making it into the field at 15th on his final effort. The first round of elims witnessed Capps falter and Hight win, giving the 2009 F/C champ his second world title.

 Troy Coughlin and Mike Castellana were vying for the Pro Mod championship coming into the Vegas national event prior to Pomona. The final showdown between the two came in the second round with Coughlin taking the win and securing his third world title.

 Eddie Krawiec needed only to qualify at the finals to secure his fourth championship. His four playoff wins plus several others, including Indy, propelled him to the season’s crown.

 RIGHT. “Bob Utner,” Bo Butner’s evil twin, trailed Greg Anderson by a seemingly insurmountable 52 points coming into Pomona. Taking matters into his own hands, he defeated Anderson in the semis, but needed an event victory to secure the Pro Stock crown. In the finals, he faced rookie terror Tanner Gray. Per usual, Gray leaped to an early lead, but rattled the tires, and Butner roared by to capture his first Pro Stock crown.

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DRAGRACERMAG.COM

 Joey Severance came into Pomona with the TAD championship Wally firmly in hand, his third in a row. This achievement was made possible by his win over Shawn Cowie in the final round at the Vegas national event preceding the finals.

 Shane Westerfield cruised into the Pomona pits, grinning ear to ear, because he, too, had claimed his Eliminator championship (TAFC) at Vegas.

 David Rampy added yet another world champ Wally to his burgeoning collection. This makes three for Comp Eliminator and a total of five.

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MARCH.2018

 Justin Lamb joined an elite group having won world titles in two categories in the same season. He secured the Super Stock crown at The Strip in Vegas, his home track. Two weeks later, he drove the four hours to Pomona and won Stock. This feat brings his championship count to four.

 With the Super Comp World Championship secured, Austin Williams hauled his ’72 Duster to Pomona and proceeded to win the event’s Stock Eliminator.

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MARCH.2018

 LEFT. In S/G, John Labbous Jr. entered Pomona with a mere three-point edge over Chris Cannon. In the second round of elims, Labbous won the hardfought championship battle, taking a win, while Cannon came up short.

 RIGHT. Lynn Ellison was another racer who held a hot hand in Vegas, which netted him the Top Dragster World Champ Wally.

 BELOW. Top Sportsman’s premiere World Champ, Jeffrey Barker, claimed his second crown in mid-October with a Division 2 Lucas Series victory.

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MARCH.2018

� With the snoot removed, more of Sonneborn’s race-carbuilding skills are visible.

2009 when he won a Pinks All Out event at Martin, Michigan.

The Javelin was once again shelved when Goldstone constructed a 1970 Chevelle with an F-3 ProCharger. Built to compete in Hot Rod’s annual Drag Week, he found spending time behind the wheel of a street-driven, seven-second car brought him the most joy.

That’s when he returned his attention to his trusty Javelin. With the help of friend Bob Sonneborn, the all-steel body and stock glass were removed and tucked away while a new Bob Sonneborn custom chassis and cage were fabricated and a new twin turbo engine combo was built.

Ultra Tech assembled a 572-cid engine combination with a Sonny Bryant billet crank, Diamond 9:1 pistons and MGP aluminum connecting rods. Race Flow Development in Virginia Beach, Virginia, provided the Edelbrock cylinder heads that contain a Crane roller cam with T&D rockers, Crower lifters, Manley valves and Trend 7/16-inch pushrods. Profiler provided its Sniper intake manifold with a Wilson 105mm throttle body with Billet Atomizer 235 lb-hr injectors. It’s backed by dual Fuel Lab electric pumps and a Big Stuff three-speed density ECU. Precision Turbo in Hebron, Indiana, provided the twin 88mm turbochargers which dispense a healthy 35 pounds of boost in conjunction with a Chiseled Performance liquid-to-air intercooler. Supporting the engine combination is a Rossler Pro Mod transmission with a Pro Torque 5,500 rpm stall converter.

“We had a big learning curve with the turbos the first year,” Goldstone said. “However, with

Brian Robbins of Robbins Racecraft in St. Joseph, Michigan, Brent Baker from Baker Prototype in Elkhardt, Indiana, and Joe McNamara, we got it together.”

That might be a bit of an understatement. Goldstone won the Ultimate Iron class, finishing second overall during the prestigious Hot Rod Drag Week in both 2015 and 2016. In 2017, he made the final round in two of the three Lane Automotive No Prep events at Martin, and won Pro Street at Shakedown at The Summit

in Norwalk. Weighing in at 3,300 pounds with 34.5x15 Hoosiers on the rear, Goldstone ran a best of 6.73/214 mph last year with a best 1/8-mile pass of 4.30/179 mph. Not bad for a street car.

Running numbers like this while still surviving 1,000mile endurance runs is a pretty serious testament to the build quality and tune-up of this vintage American.

Whether it’s on the track or on a street cruise that’s making America(n Motors) great again!

� The Jav features two fuel tanks, 6 gallons for race fuel and 13 for “street” gas. To compete at Drag Week, you've got to drive your racer to and from the track.

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MARCH.2018

Over 70 different “Doorslammer” and Truck body kits, 35 different Altered, Dragsters and Roadster bodies (1923-2012) “NEW” as well as compoChallenger nents for many other body styles including our “Cheater”line of Outlaw 10.5 front ends and body parts (‘68 Camaro, Mustangs, etc)

FROM THIS...

2018 SCHEDULE NHRA Winternationals Feb. 8-11 • Pomona, Calif.

....TO THIS

Mike Ballew’s 04 Mustang is now a

NHRA Arizona Nationals Feb. 23-25 • Phoenix

‘67 Nova with an “Outlaw 10.5” Front End and raised quarters

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DENSO Spark Plugs NHRA Nationals April 6-8 • Las Vegas NHRA SpringNationals April 20-22 • Houston

This old, tired Beretta is now a “brand new” 2010 Camaro

NHRA Four-Wide Nationals April 27-29 • Charlotte, N.C.

Want to make your current car better and worth thousands of dollars more? Then update it with a “RE-BODY” like these (and many more) “smart racers” have done !!

It Looks like a “new” car, but still Works like your old car and you didn’t spend a fortune!!

NHRA Southern Nationals May 4-6 • Atlanta Menards NHRA Heartland Nationals May 18-20 • Topeka, Kan. Route 66 NHRA Nationals May 31-June 3 • Chicago NHRA Summernationals June 7-10 • Englishtown, N.J. NHRA Thunder Valley Nationals June 15-17 • Bristol, Tenn.

Was a blown Probe now it’s an 08 Mustang

LJ Wood

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NHRA New England Nationals July 6-8 • Epping, N.H.

Was a Twin Turbo Monte Carlo, now is a 2010 Camaro

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Former Div 2 Champ

was a Suncoast 27T, now it’s a 63 Vette

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NHRA MELLO YELLO DRAG RACING SERIES COUNTDOWN TO THE CHAMPIONSHIP NHRA Carolina Nationals Sept. 14-16 • Charlotte, N.C. Dodge NHRA Nationals Sept. 20-23 • Reading, Pa. AAA Insurance NHRA Midwest Nationals Sept. 28-30 • St. Louis AAA Texas NHRA Fall Nationals Oct. 11-14 • Dallas NHRA Toyota Nationals Oct. 25-28 • Las Vegas

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FOR COMPLETE SCHEDULE AND TICKETS GO TO NHRA.COM

� The justifiably

proud trio (L to R): Don and Sharon Kuramoto and Joe Landavazo.

Learning is not attained by chance, it must be sought for with ardor, and attended to with diligence. —Abigail Adams

D

ON KURAMOTO WAS DESTINED TO BE A TEACHER. In 1976, Don began his career as an automotive technician. After nearly 20 years of working on cars, he made the first of many life-changing decisions.

In 1994, he moved from San Jose, California, to Phoenix, feeling like Jimmy Buffet: “Changes in latitudes, changes in attitudes.” According to Don, “I just like the weather in Phoenix.”

Then in 2011, Don made another major decision and became an instructor at Glendale Community College’s Automotive Repair Program.

Coincidentally, about this same time, Don decided to get back into drag racing.

He’d raced in his younger days, but “retired” in order to focus on his career. He blames this decision on his friend, Joe Landavazo.

“Joe had a car he was racing and asked if I wanted to come out to Firebird and watch one Saturday. I did, and the rest is history.

“I always wanted to have fast door cars,” Don said, so he bought an F-Body Mustang,

with a long-range plan to compete in Pro Mod. Although the Mustang was more of a Top Sportsman car, Don needed a place to start. A string of cars followed, including a Dodge Dart, a dragster, a Camaro and his latest, a McCoy-built ’63 splitwindow Corvette modified

by Jerry Bickel.

“The Corvette was built as a Top Sportsman car, then it was sent to Bickel for updates so it could run in Pro Mod,” Don told Drag Racer. Don was also drawn to the McCoy-built Corvette because of its removable body. “It takes us about 10 minutes to take the body completely off the car, which makes working on it so much more efficient.”

Observing Don and driver Joe Landavazo quickly and efficiently remove the body from the chassis, it’s a wonder other car builders

� The McCoy/Bickel ’Vette in its deconstructed

mode. It makes maintenance so much simpler.

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don’t apply the same design concept.

Don also had a plan to run Pro Mod with a different slant to his program. He reached out to Sonny’s Racing Engines and purchased the K-2 of mountain motors, 959-ci of Sonny Leonard artwork.

The plan was to run the car “all motor” with a Powerglide trans.

After initial testing and consultation with crew chief Mike Dever and Pro Mod standout Dennis Radford, a six-stage Speedtech nitrous system was added to the combination. This was done with great care because the amount of power produced by Sonny’s engine is not always kind to Powerglide transmissions.

If this engine/transmission combination doesn’t perform as anticipated, Don will switch to a Lenco trans and a Bruno drive unit.

The silent force behind Don’s racing career is his wife of more than two decades, Sharon. She is supportive, and as is true of many racers’ wives, she’s the voice of reason. Sharon has the ability to see things both from the 30,000-foot level and from the hand-tohand fighting perspective.

She is also the one who gave the car its very catchy name, The Mistress.

This Mistress has many suitors vying for her affection. Besides Landavazo, Dave Armstrong and Dennis Radford are scheduled to drive the car for the Kuramotos at various events in 2018.

Don is also planning to succeed in legal Pro Mod competition, starting with investing in one of Sonny’s 903 cubic inchers. The 959 will see action on the Outlaw circuit.

Safety always comes first, so the Corvette features ISP pads and a poured seat, along with RJS safety belts and Simpson Race Product ’chutes. Racepak equipment is installed throughout.

A Waterman Racing Components fuel pump feeds the 959, and Racing Electronics radios keep the team in contact on the track.

The Sonny’s power passes through a Powerglide transmission (Reid case, Geker internals), connecting to a Mark Williams rearend. American Racing wheels hold on to Hoosier rear tires, and steering is the responsibility of MT front-runners.

Don is now a willing pupil, The Mistress his teacher—and class is definitely in session.

� The well-engineered interior features

an ISP poured seat and pads, Racepak gauges and a Reid/Geker Powerglide.

� Sonny Leonard’s finest 959-ci aluminum features a

six-stage Speedtech nitrous system and Waterman fuel pump.

� A Mark Williams rearend easily

handles the ample Sonny power.

� In spite of its take-apart properties, the ’63 ’Vette’s body lines remain straight and true.

59

DRAGRACERMAG.COM

/ HIGHLIGHTS FROM THE SECOND HALF OF 1965 Text by Dave Wallace

I

F YOU WERE LUCKY ENOUGH TO BE ALIVE IN ’65 AND PAYING ATTENTION, YOU MAY WELL HAVE EXPERIENCED THE GOLDENEST SINGLE SEASON OF DRAG RACING’S GOLDEN AGE. It was also among the deadliest ever, particularly for dragster drivers: among the fatalities reported in the weekly drag rags were Denny Miliani, Lou Cangelose, Tex Randall, “Q-Ball” Wale, Charles Minor, Leon Hamel, Dave Dangerfield and Gary Taylor. Unknown numbers of lesser-knowns also perished at the many obscure tracks operating under the media’s radar. (See Dragstripdeaths.com for examples.)

Not coincidentally, quartermile performance improved at a rate never seen before, and rarely since. Stocker fans amazed in January by alteredwheelbase, carbureted Dodges and Plymouths smashing the 10-second barrier saw elapsed times plunge to 8.63

by November when Gary Dyer and “Mr. Norm” Kraus stormed Lions Drag Strip with the former Color Me Gone factory car, now sporting a blower and nitro.

This type of vehicle was still so fresh and transformative that the sport had not yet settled on a common name; in print, the new term “funny car” was still expressed in lower case and inside quotation marks. At the NHRA Nationals,

some sponsored Factory Experimentals disrupted traditional sportsman racing by intentionally moving into altered and dragster classes.

Also this November, Top Fuel fans who’d cheered the first believable double-century speeds only last summer watched the clocks climb all the way up to Paul Sutherland's 219.50—a full 10% increase that Drag World’s Terry Cook attributed to a combination of Crower port nozzles, “sticky Goodyears” and B&M’s Torkmaster replacing the clutch in some of the fastest fuelers. Drag Sport Illustrated’s year-end review further credited the “Flexy-Flyer” chassis from Woody Gilmore’s Race Car Engineering.

However, the world's winningest wire-wheeled car was Roland Leong’s Hawaiian, a nearduplicate of Kent Fuller’s feared Greer, Black & Prudhomme rail.

The reunited combination of chassis-builder Fuller, enginebuilder Keith Black and pilot Don Prudhomme prevailed at both of NHRA’s biggest, oldest national events, the Winternationals and Nationals. In between Pomona and Indy, the Hawaiian also won more than its share of open events and was practically unbeatable in nationwide match races. The final Drag World of 1965 broke the shocking news that the Snake would quit Roland

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to take over the B&M shop car from Kenny Safford, retaining Dave Zeuschel as tuner and tutor.

The United Drag Racers Association, the most effective drivers’ union in history, grew to 1,200 dues-paying members, but suffered from class warfare and irreparable damage from a failed wildcat strike called by individual members Frank Cannon and Woody Gilmore at Lions. At issue was manager C.J. Hart’s lowering of the usual $500 winner’s purse to $300 on Dec. 4, a night when Chris Karamesines and Tom McEwen were each guaranteed $1,000 to match race. (After all but a few of his Top Fuel competitors decided to race, boycott leader Cannon called them “finks” to reporters.)

Additional highlights and lowlights are illustrated by the clippings on these pages. Of the three national weeklies, Drag World is getting the lion’s share of space for delivering consistently excellent reporting throughout 1965, and because the controversial tabloid would all too soon be sold and become AHRA’s house organ, as we’ll see in future episodes.

Moreover, while this installment of “Paper Trails” was taking shape, founding Drag World Associate Editor Terry Cook coughed up cherry copies of 53-year-old issues suitable for scanning and sharing with Drag Racer readers.

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 BELOW. This Drag World ad, signed by Fred Stone but likely produced and paid for by camgrinder Jack Engle, evidently inspired Pete Millar to create the memorable Drag CARtoons comic strip that follows.

 ABOVE. Citing wife Pat’s safety worries, the deaths of fellow drivers Lou Cangelose and Tex Randall, and a back injury from his own recent crash into the rear of Ronnie Goodsell’s slingshot, Don Garlits announced the second retirement of his career in the July 2 Drag World.

It lasted for all of two runs by rookie replacement Carl Schiefer, 22, son of clutch manufacturer Paul Schiefer. The kid made two respectable passes, but licensing issues plus pressure from fans and promoters put the old man back in the seat that same day, and again the next weekend at a strip whose operator threatened to withhold payment otherwise. The two drivers alternated in match races this summer before Garlits regained the butterfly for good.

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 No other artist of any era

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came close to Pete Millar’s realistic illustrations of major players such as Tim Woods (in hat), Ed Iskenderian (with cigar), John Mazmanian (wearing Isky Cams jacket), Jack Engle (in eyeglasses), Doug Cook (in Engle shirt) and another driver we believe is Dick Bourgeois (briefly Big June’s pilot this season). The comic strip ran in the Dec. 1965 issue of Millar’s satirical Drag CARtoons magazine. Note the subtle allegation that Drag World writer Terry Cook was secretly working both sides of the Gasser Wars. (See the following page for the rest of the comic.)

3 4 64

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 BELOW. Shortly after this photo appeared in the Aug. 20 Drag World, the long-disbanded Dodge Chargers team’s backup/show car dropped out of sight for good. Unlike the ex-Jim Johnson car, which became the GuZler Charger that Doc Halladay tipped over and Jerry Caudle totaled; or Jimmy Nix’s car, which was discovered and restored, this one’s fate remains unknown. What a barn find it would be 54 years after the Dragmaster-built trio’s national tour popularized the concept of supercharged factory hot rods.

 ABOVE. The absence of a photo credit leads us to guess that the scene with the former Mouseketeer and the former Dobie Gillis was staged by Kaye Trapp, the Hollywood photographer who partnered with Ronnie Winkel in the MagiCar AA/Fueler.

 LEFT. Prior to printing mug shots, Drag News publisher Doris Herbert was known to obscure the T-shirt logo of any display or classified advertiser who dared not pay a bill on time by either scraping dots from the photographic half-tone with an Xacto blade or painting over the area.

Some unknown sponsor received such a message in the Sept. 18 paper.

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Champions

Brittany Force – T/F

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 RIGHT. Bill Thomas Race Cars served as a backdoor skunkworks for Chevrolet during the industrywide American Automobile Association (AMA) ban against factory racing support. Among many successful NASCAR, road-race and drag-racing projects, Thomas and a team, led by Indy racer Don Edmunds, produced the Cheetah sports car primarily for SCCA production classes from late 1962 until 1964, when SCCA suddenly increased its homologation minimum tenfold from the 100 units secretly ordered by GM to an impossible 1,000 cars. The supply of free Corvette parts dried up, existing Cheetahs were forced into unlimited road-race classes against faster cars, and this fire finished off the business—though not Dickie Harrell’s BTRC-built 427 Chevy II and tow rig, which left the shop that very morning.

 Anyone previously unaware of NHRA’s close—some said incestuous—relationship with Petersen Publishing Company since Robert E. Petersen peddled the Jan. 1948 Hot Rod magazine at Wally Parks’s L.A. hot-rod show was enlightened by this exclusive report of AHRA President Jim Tice’s “million-dollar” lawsuit accusing HRM staffer Dick Wells of libel and unfair business practices, and demanding “proper retraction and restitution.” At issue were rights to operate an Anaheim Stadium drag strip that never materialized. Tice retained celebrity attorney Melvin Belli, known for defending (unsuccessfully) Lee Harvey Oswald’s murderer, Jack Ruby. Whether the case ever proceeded beyond this initial burst of publicity is unknown.

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 RIGHT & BELOW. The former Orange County Metal Processing (OCMP) Special ran out of shutdown space in West Palm Beach and plunged Val LaPorte into 12 feet of water. Both the Kent Fuller car and its driver eventually dried out and raced again.

 LEFT. Larry Tadlock might’ve set the all-time low ET for blowing up a brand-new race car on San Fernando’s fireup road. His push car was barely underway when Larry flipped the mag switch for the first time at a track and “hydraulicked” the Junior Fueler’s nitro-fueled 301 Chevy. Note the considerable collateral damage to the chassis and body.

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HERE’S A TALE OF “JUNGLE JIM” LIBERMAN ROLLING INTO ONE OF BILL DONER’S NORTHWEST F/C EXTRAVAGANZAS WITH BASICALLY A BODY, CHASSIS AND HEMI SHORTBLOCK, HAVING BLOWN UP ALL HIS S**T AT A PREVIOUS RACE. Jungle’s fellow racers cheerfully chipped in enough parts, allowing him to compete—simpler, happier times.

/ TRANSPORTED BACK IN TIME TO THE ERA OF PEACE, LOVE AND NITRO! Text by Pete Ward Photos by Doug Adams and Jim White

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Recently, Steve Gibbs and stalwart associates, daughter Cindy, Ron Johnson (who regrettably passed away shortly after the event), Don Ewald and Connie Johnson Braun created the raucous Nitro Revival, a way-back machine transporting fortunate fans and participants to those happier times.

The event, billed as a “salute to the golden age of drag racing,” was held at Barona Dragway, an 1/8-mile drag strip nested in the hills east of San Diego. Attendees were greeted by rows of vintage drag cars, the majority being nitroburning dragsters, close to 60 cars in all. In addition to the race cars, dozens of former owners, drivers and crew members took part in some serious bench racing with the fans.

The Revival was a free-wheeling affair, featuring static starts whenever a team felt like blasting one off, side-by-side push starts and plenty of smokey, Christmas-tree-to-finish-line burnouts. Festivities were brought to a close in the evening with the Line of Fire, a strip-long multi-car cackle. If that didn’t get your heart pounding, you need to visit a cardiologist!

Steve and troops are making plans for Nitro Revival’s return to Barona around the same time later this year, so mark your calendars and visit the Nitrorevival.com website for updates.

One final note: Steve made it very clear that none of this would have been possible without all of the volunteers who worked tirelessly to make it happen. Until next time, keep ’em cacklin’.

 (L to R) The Mongoo$e, Richard Tharp, Tom Prock,

“Rab” Kirchner and Ed McCulloch

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RPM: REAL PRO MOD

BY AMANDA MATUSEK

Gearing up for 2018 A

LOT HAPPENED AT THE END OF THE 2017 SEASON, BUT FIRST, THE WINNERS OF THE LAST RACES:

Louis, putting two rounds between them. Coughlin officially secured the 2017 Pro Mod Championship with a win over Castellana in the second round in Vegas.

An exciting piece of news for 2018 is E3 Spark Plugs has stepped up as the title sponsor for the year, with J&A Service staying on as a presenting sponsor. The NHRA coupled this news with an announcement explaining 2018 schedule changes for Pro Mod.

• Indy: Sidnei Frigo • Charlotte 2: Jonathan Gray • St. Louis: Troy Coughlin • Vegas: Stevie Jackson

PHOTO BY JIM RIDDIFORD

Indy marked the first win by Brazil native Sidnei Frigo, which was exciting for all of us. Also, Troy Coughlin surpassed Mike Castellana in the points with his win in St.

Eric Latino walked away from this

heart-stopping mishap during the final race of the year in Las Vegas.

First, the Pro Mod Association will make a second trip to the Texas Motorplex for the AAA Texas NHRA Fall Nationals. The 12-race schedule will be maintained, and in order to do so, the Atlanta race has been dropped.

The second change regards race scheduling. Pro Mod will now receive four qualifying sessions: two on Friday and two on Saturday, with the first round of eliminations on Sunday.

We’ve enjoyed 2017 and believe it has treated us well. We’re looking forward to what 2018 and these changes will bring.

Below is the official 2018 Pro Mod schedule. Be sure to come out and see us!

2018 E3 SPARK PLUGS NHRA PRO MOD SERIES PRESENTED BY J&A SERVICE SCHEDULE MARCH 15-18

AMALIE MOTOR OIL NHRA GATORNATIONALS

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MAY 18-20

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JUNE 21-24

SUMMIT RACING EQUIPMENT NHRA NATIONALS

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AUG. 29-SEPT. 3

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SEPT. 21-23

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OCT. 4-7

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OCT. 12-14

NHRA CAROLINA NATIONALS

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OCT. 26-29

NHRA TOYOTA NATIONALS

LAS VEGAS, NV

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MARCH.2018

PHOTO BY RON LEWIS

Troy Coughlin is once again the reigning Pro Mod Champ.

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BEHIND THE SCENES

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Terry McMillen

S

OME OF THE WORDS THAT HAVE BEEN USED TO DESCRIBE JOURNEYMAN TOP FUEL DRIVER TERRY MCMILLEN INCLUDE “DETERMINED,” “TENACIOUS” AND “PERSEVERING.” And after participating for many years and almost 200 races in drag racing’s premiere category, you can add “winner” to the list. As a result of a strong performance at the NHRA Toyota Nationals at Las Vegas Motor Speedway, the distinctive alligator-themed Amalie Extermigator dragster earned Terry his firstever NHRA Wally.

If that isn’t enough, just prior to the race Terry tied the knot with his long-time girlfriend, Cori; so, the win was a wedding present most can only dream about.

For McMillen, who was born in Chicago but grew up in northern Indiana, the long (and hard) road to the NHRA winner’s circle began when he saved up his earnings as a paperboy and bought a ’32 Ford at the tender age of 15. With help from his dad, the McMillenprepped, Chrysler-powered Deuce made its debut at the fabled U.S. 30 drag strip in Gary, Indiana, with young Terry behind the wheel.

Needless to say, he was hooked.

After matriculating at two of Indiana’s best-known institutions of higher learning, Purdue and Notre Dame Universities, Terry entered the workforce as an electrical engineer. However, the lure of the 1320 never waned.

In the ’70s he raced a small-block Chevy-powered front-engine dragster that eventually got him into the low eights, but he wanted more. So in 1978, he jumped into a Chrysler-powered nitro-burning Corvette Funny Car and hit the IHRA circuit.

Early on Terry recognized the importance of bringing marketing partners to the sport, and he devoted every minute he could spare to the pursuit of sponsorships. In fact, he sat things out for several years, only occasionally racing the flopper—now on alcohol—to maintain his racing fix.

After an abbreviated return to the sport with support from Canadian telco Mitel (which was sold), Terry finally found the

During the final round win at Vegas, Brittany was leading because she left early.

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BEHIND THE SCENES marketing partner he’d long sought in Amalie Oil. The company had earlier success in drag racing with its name emblazoned on the flanks of Texan Gene Snow’s cars, but in Terry they found someone who’d give them 110% effort from the promotional side.

Terry adopted the gator graphic theme early on, and his Alcohol Funny Car became a solid winner and fan favorite. In fact, he was named IHRA’s Sportsman of the Year in 2005. Subsequently, Terry teamed up with Paul Noakes, and in 2007, they doubled-up with Terry winning T/F and Paul the alcohol F/C title at IHRA’s Great Bend race.

This brings us to Terry’s arduous journey on the NHRA circuit, which began in earnest in 2010. After years of steady improvement, he has become a solid contender, qualifying for every race, making it to the final round three times, winning Las Vegas, and finishing in the Top Ten in 2017 Mello Yello points.

Terry’s win in Vegas, at age 63, provided another highlight: becoming the oldest driver to win an NHRA national event in Top Fuel, supplanting Texas legend Eddie Hill, who was a mere 57 at his last win.

Terry, Cori and crew look happy as clams following their Vegas victory.

When asked what has made him a genuine threat, Terry told us, “surrounding myself with the right people.” He added, “For the first years I raced with NHRA, most everyone on the crew was part time. But now that Rob Wendland’s come aboard full-time as crew chief, we also have a full-time crew to back him up.” Terry hastened to say, “Success didn’t happen overnight. We have grown

together. I believe in them.”

What’s in the future for the Hoosier Thunder team?

Terry allowed that, “As great as 2017 was, our goal is to improve upon it, go more rounds and try and win more races.”

And then there’s the matter of Terry and Cori’s young son, Cameron, who’s being groomed for his first ride in a Jr. Dragster next season. The McMillen cycle can start all over again.

Then and now: Terry’s NHRA T/F ride in 2009 and his current mount.

This is one of Terry’s earliest racing ventures from the ’70s.

Terry’s first nitro ride harkens back to 1990.

78

MARCH.2018

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MOSTLY STOCK

BY ROD SHORT

Troublemaker

/ GREG VISCOME’S ’89 ’STANG IS ABOUT AS STOCK AS THEY GET

W

HEN MANY ENTHUSIASTS DAYDREAM ABOUT WHEELING A DRAG CAR, VISIONS OF PRO MODS OR FUNNY CARS SWIRL IN THEIR HEAD. Yet, some racers find success with a lot less horsepower and smaller budgets than people might think. Greg Viscome of Minneapolis might be one of those guys with this M/Stock Automatic Fox-body Mustang.

Strip off the lettering, bolt on some stock mufflers and wheels and this would easily pass for any other Mustang you might see at a local cruise-in. The name Vindicator over the rear wheel well shows this car goes out looking for justice, while a tiny “47” in the lettering shows this is but one in a long line of family race cars.

Greg’s grandfather was a racer, and his father, Drake, was one of the original Ford Thunderbolt Super Stock drivers back in 1964. A long procession of other Fords followed, including Super Stockers, an A/FX machine, Funny Car, Pro Stock, Super Gas and more. Greg himself has raced several cars with his dad, but this has become his favorite.

Classed in NHRA M/Stock Automatic and IHRA G/FIA, Greg’s Mustang runs a very stock 5.0L engine. To stay within class rules, minimal work was done inside the engine.

On the outside, Greg went to solid engine mounts, an electric fan, slightly larger than stock 24 lb-hr injectors, Stahl headers, and he dumped the emissions equipment.

The trick stuff can be found within the car’s transmission and suspension. Greg runs a lightweight C4 tranny benefitting from expert work by Joel’s on Joy in South Lyon, Minnesota, and Brewer’s Automotive in Bennett, North Carolina. Greg usually launches the car at 3,000 rpm and shifts at 5,800 in running the 1/8-mile.

The suspension uses Strange struts on the front with QA-1 shocks and Maximum Motorsports upper/lower control arms on the rear. Sub-frame connectors and a roll bar help remove body flex while

also providing necessary protection. The beefed-up stock rearend runs a 5.13 gear. Weld Magnums shod with Hoosier rubber makes up the rolling stock.

Passersby at his pit always have questions and comments regarding how hard the car launches, which Greg attributes to the tall first gear in the tranny, fourcylinder springs and careful shock tuning. With a race weight of 3,180 pounds, he’s

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MARCH.2018

recorded a 12.09/106 mph in the quarter and a 7.60/88 mph in the eighth.

While others may footbrake or bracket race, Greg has found that class racing in the Carolina Class Racer Association and IHRA provides an atmosphere blending serious competition with camaraderie and fun, without breaking the bank. Focusing on twoday events with separate eliminations each day helps reduce travel expenses, while 1/8-mile events help extend the life of some parts. It also provides meaningful family time with his dad, mom Laura and twin brother Drake.

Many chassis and engine builders might be disappointed by all of the things Greg doesn’t need to go racing at this level, but making a little trouble can sometimes be a lot of fun.

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RACER TECH

NOS Sniper 250 Nitrous Kits I

F YOU THINK ADDING MORE HORSEPOWER TO YOUR RIDE IS TOO EXPENSIVE OR TOO COMPLICATED TO DO YOURSELF, NITROUS OXIDE SYSTEMS, THE LEADER IN INNOVATIVE NITROUS KITS AND COMPONENTS FOR A THIRD OF A CENTURY, HAS EXACTLY WHAT YOU’VE BEEN WAITING FOR: THE BUDGET-FRIENDLY SNIPER LINE OF NITROUS KITS. Sniper has been around for years, but until now only kits with power levels up to 175 hp were available. NOS’s newly released Sniper 250 kits give you the option of adding up to 250 hp to any engine that uses a Holley 4150, 4500 or spread-bore carburetor.

NOS Sniper 250 nitrous kits have everything you need in one easy-to-use package for less than $500 (that's less than two dollars per horsepower). They’re available in three different configurations: P/N 07002NOS for the square-flange 4150, P/N 07003NOS for the 4500 Dominator and P/N 07007NOS for the spread-bore Quadrajet.

“It’s everything you need in one box,” said NOS Product Manager Jamie Wagner.

“This isn’t just a plate, bottle and a couple of solenoids. It’s the gaskets, fittings, fuel and nitrous filters, hose barbs, T-fittings— everything you need to put the whole thing on your car with a few basic hand tools.”

Sniper 250 kits are a traditional wet-plate nitrous system: Nitrous and additional fuel are added to the engine through a ½-inch-thick aluminum plate that mounts

 Numerous individual components that comprise Sniper 250 kits are available separately, including DOTapproved 10-pound bottles and lowprofile,½-inch-thick nitrous plates.

 For a lot less money than you’d think, NOS’s Sniper 250 nitrous kits come with everything you need to add 150, 175, 200 or 250 hp, and are available for any engine that uses a Holley 4150, 4500 or a spread-bore carburetor.

between the carburetor and the manifold with a pair of stainless steel tubes designed to maximize flow and balance distribution.

Included in every kit is a Sniper Orange 10-pound nitrous bottle, brackets to mount it just about anywhere in your car, a pre-made 14-foot -4AN supply line, plus fuel and nitrous jetting combinations for power levels of 150, 175, 200 and 250 hp (other power levels can be achieved with additional jets available at Nosnitrous. com). Also included is everything needed, such as longer studs to mount the carburetor, hoses, fittings, electrical connections and

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switches for a fast, hasslefree installation.

These popular, budgetfriendly kits are not intended to turn your hot rod into a 250-mph Pro Mod. “They’re something the average car guy can install on his hot rod in one weekend without having to make any engine modifications or go from place to place trying to chase down all the parts to make it work,” Wagner said.

“These haven’t been out for that long—most people probably don’t even know these kits are available—but all the feedback we’ve received has been positive. I think it’s because they’re so straightforward; everything you need is right there.”

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CONGRATS TO ATI’S RECENT WINNERS!

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David Barton took #1 qualifier and the win in Factory Stock using an ATI damper and converter, over fellow ATI racer Stephen Bell!

THE MONGOO$E JOURNALS

BY TOM “THE MONGOO$E” McEWEN

What a Season …

What a Final Race!

A

S I SIT HERE, WORKING ON MY FINAL COLUMN OF THE YEAR, I CAN’T HELP BUT THINK ABOUT THE 2017 NHRA RACE SEASON AND THE AUTO CLUB FINALS.

After all of the years I’ve raced, I’m not the best spectator, but the NHRA Finals really held my attention. Talk about action and drama, a Hollywood scriptwriter couldn’t have dreamed up a better ending for this season.

I’m happy for John Force Racing (JFR).

He and his teams had one heck of a year.

John’s daughter, Brittany, did a great job in 2017. Unless you’ve been living in a cave, you know she won the Top Fuel World Championship—the first woman to do so since Shirley Muldowney’s third title in 1982. Her driving steadily improved throughout the year. Prior to the countdown, she’d won a race and was low qualifier at several races, but once the playoffs started, she really came into her own: She won three and runnered-up once. Going into elims at the finals, she was down nine points to Steve Torrence, who had one hell of a season himself with eight wins. Talk about pressure, especially all she was putting on herself. I know firsthand that you don’t want to disappoint your team, sponsors, fans or family. There’s so much on the line, but she really stepped up. She and Torrence won their first rounds, and in the second, she beat Crampton, and Torrence lost a crusher to Antron Brown. The championship was hers. Some thought once the pressure was off she’d slack off a bit, but no. Brittany kept her focus and won the race. It was a heck of a season. Congrats also to Alan Johnson and Brittany’s crew chief, Brian Husan.

Talk about drama, Brittany’s teammate Robert Hight really kept everybody guessing. After an up-and-down season that saw him, Jimmy Prock and Chris Cunningham reel off record-breaking speeds and ETs, going into the finals,

he had a 20-point lead over Ron Capps. Capps, like Torrence, had a great season, leading in the points by a large margin for most of the year.

Well, Hight couldn’t get down the track and just barely qualified 15th on his final pass. Whatever the problem was, the crew found it and Hight ran a 3.83 first round to win. Capps and Rahn Tobler had been steady all season, but came up short and Hight won his second championship.

His first, with Jimmy Prock, was in 2009.

Congratulations to Triple A and Tom McKernan.

On paper, you’d have thought it would be Courtney Force winning a championship. She went to five final rounds (three in the countdown) and qualified #1 seven times.

But all of the necessary pieces didn’t fall into place for her this season.

I can’t forget John Force.

Winning the Gators this year marked the 30th season he’s won at least one race. In Funny Car, JFR finished 1 (Hight), 3 (Courtney) and 7 (John) in final points totals. The two championships bring the team's total to 20.

Congrats to all involved.

And how about Pro Stock champ Bo Butner— what a nail-biter—winning the championship in the

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final round of the final race? He was 53 points down to Greg Anderson going into Pomona. I wouldn’t have given him a chance, but he ended up beating Anderson in the semis. In the finals, he met that kid Tanner Gray who’s been leaving on everybody this season.

He did it again, but Butner caught up and beat him.

He took the championship by seven points.

It was also a great year for Terry McMillen and Clay Millican. Millican had been a killer in IHRA T/F racing, he’d won six straight world championships, but in NHRA, he’d run very well, but never broke into the winner’s circle. In Bristol, he finally scored his first NHRA win. McMillen had been battling for eight or nine years for his first NHRA win and finally got one at Vegas. They both have developed strong programs and should see more wins in 2018.

Once again, unfortunately, I close on a dark note. Recently, we lost Gas Ronda and Bett Henry. They will be missed. We also lost this magazine’s first editor, Scott Cochran. To those who knew him, Cochran was quite a character.

Current and long-time Managing Editor Michelle Salcedo also worked with him for many years and remembers a lot of crazy and hilarious times around the office. Cochran was good people, and he’ll be missed.

I hope you all had a great Thanksgiving and a Merry Christmas. May the New Year bring you all good things. Thanks for riding along for another year.

800-826-3045 www.arp-bolts.com 1863 Eastman Ave. Ventura, CA 93003 Local: 805-339-2200 • Fax: 805-650-0742

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NHRA Motorsports Museum

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(909) 622-2133 Open: Wed. - Sun. 10 a.m. - 5 p.m.

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866-615-9169

DRAG RACING • NASCAR• INDY• SCCA•F1

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Two Championships, One Team.

Congratulations to everyone at John Force Racing from your teammates at the Auto Club.

Brittany Force, 2017 NHRA Mello Yello Top Fuel World Champion.

Robert Hight, 2-time NHRA Mello Yello Funny Car World Champion (2009, 2017).