FULL OF SPORTSMAN RACER CONTENT RACER PROFILES, INTERVIEWS & HARDCORE TECH
JEGS’ HEIR APPARENT
TECH EXCLUSIVE
FUELING LARRY LARSON’S WORLD RECORD TRUCK
MEET TJ COUGHLIN
HOSTILE TAKEOVER THE LS ENGINE INVADES
VOL. 1, ISSUE 1 PUBLICATION OF XCELERATION MEDIA DRS2015-1
&
RACE FOR FUN WIN BIG JAY PAYNE SHARES HIS SECRETS
dragracingscene.com
FIRST-LOOK: HOT NEW RACE PRODUCTS
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In This Issue Drag Racing Scene Vol. 1, Issue 1
22
WIND BLOWN
We tag along to watch a Jet Dragster test in the wind tunnel
Features
36 54 TEARS OF THE SUN 76 DOING IT THE HARD WAY 82 BUILDING FOR THE FUTURE 92 FUN IS WHAT IT’S ALL ABOUT 106 NEVER GIVING UP PAID OFF WAY TO GO CHAMPS
The right people won this year’s NHRA titles
46
WE ARE FAMILY
The Tedescos define a drag racing family
Bracket racing spectacular ends on somber note Brad Plourd makes a living sportsman racing Ken Keir’s latest build stays in the family Jay Payne makes going to the track about fun Erica Enders-Stevens kept trying until she got it right
32 GROWING UP COUGHLIN TJ Coughlin talks about his new roles
2 Drag Racing Scene / Vol. 1, Issue 1
Tech
42 HISTORY IN THE MAKING 48 GRINDING IT OUT 56 RACEDAY PREPPERS 60 FASTENERS 101 64 IT’S ALMOST SPRING 78 FILTER PHILOSOPHY 88 STAGE FRIGHT 98 LUBRICATION EDUCATION 102 OUT OF THE FRYING PAN 104 THE RISE OF THE LS
Larry Larson’s challenging, unique fuel dilemma What goes in to choosing a camshaft
28
SHOCKING DEVELOPMENTS
Knowing your suspension will get you more wins
Keeping your automatic transmission humming A guide to selecting the right fastener for the job Valve spring selection for the new season
34 STAY CONNECTED
Fittings for those tight spaces
Throw away that cheap paper filter
An innovative way to stage your automatic car Understanding viscosity can save your engine FireAde is doing its part to keep you safe LS engines are the wave of the future
Vendor Midway
Departments
4 GOING DEEP 6 DRAG NEWS
Letter from the editor Things we think you should know about
10 DIGITAL GUIDE
Drag racing apps, sites, and social media
12
SOCIAL SHOUTOUTS
Your online comments on Drag Racing Scene topics
16 VIDEO REWIND Cool videos we found online
17 PEAK PERFORMER Drag racing high performer
18 REMEMBER WHEN The walls came tumbling down
20 TRACK TESTED 110 DIALED IN 112 LIFE AT 1320 Happy Jeg’s Year
Drag racing defined On to the next race
Spun Aluminum Bellhousing McLeod Racing........................... 68 Custom Titanium Valves Manley Performance........................... 69 Pro Terminator Shifter Aerospace Components........................ 69 Dual Conical Valve Springs COMP Cams.................................. 69 Power Grid Delay Timer MSD Performance............................... 70 Ultra-Torque Assembly Lube ARP............................................. 70 Floor Mount Chute Release & Cable Kit S&W Race Cars........ 70 Bolt-Together PG Gear Sets ATI Performance........................... 71 Phantom Fuel System Aeromotive............................................ 72 Crank Trigger Sensor Crane Cams............................................ 72 BR30 Driven Racing Oil............................................................ 72 Aerosol Fire Extinguisher FireAde............................................ 72 XFI Sportsman EFI System FAST.............................................. 73 Perimeter Plate Nitrous Systems for Dominator Carbs ZEX......................................................... 74 Bushing Style Roller Lifters Lunati.......................................... 74 2015 Catalog Strange Engineering........................................... 74 LS7 Style Cylinder Heads RHS................................................. 75 Vol. 1, Issue 1 / Drag Racing Scene 3
e: johnd@xcelerationmedia.com
Welcome to Drag Racing Scene
W
elcome to the first edition of Drag Racing Scene. It’s a new concept in the reporting of news, tech, and features in our world of drag racing. In addition to the printed word, we are very much Internet-prioritized (dragracingscene.com, Facebook, and Twitter) but the powers-that-be understand the need for the printed word as well — which you’re seeing in your hand now. Hopefully we can meet your needs. I believe it was singer Sheryl Crow who sang “A change will do you good.” Sorry Sheryl, but I’m just not always buying into that one. However, change is inevitable and while I believe drag racers still want to have a printed copy in their hands, the Internet is causing people to want their news and information as soon as it happens. So, we need to change right along with the world. Take our website as an example. It is what is referred to as a reactive site, which means it is designed to be viewed on a computer screen as well as smartphones and tablets. The actual look of the site changes when viewed on the various devices. The truth of the matter is that 50-percent of websites viewed today are done so on devices other than a normal computer. That’s a perfect example of “change, move or get out of the way.” We choose to change. The powers-that-be here at Xceleration Media have taken a long, hard look at the publishing industry as it relates to the automotive world. Their concept for all of their new magazines is quite a bit different than what’s been done in the past. Will it work? We’re betting on it. However, I have already been told, in a manner we can all relate to, “We have built the race car and we’ll do the tuning on it. We hired you to drive the car and if you feel a tuning change is necessary, then so be it, we’ll change it.” Right now, the No. 1 question I get asked is, “How can I get this new magazine?” The concept now is there will be no subscriptions — at least as far as this first issue is concerned — however, there is talk of changing that direction in the future. Printed copies will be available at a number of the early spring races. We also want you to visit the website and Like us on Facebook, which will allow us to interact with you on a much quicker basis. For now, keep glued to our website and follow the Print Mag headine for an online version. With only four issues per year, you’ll be seeing less race coverage and more tech subjects in print. The race coverage will be on our website, but it’s our belief the average racer would rather be able to hold a piece of paper in their hands for hard core tech subjects. When it comes to race coverage, the one thing that always bothers me is the lack of coverage for the backbones of the sport, the sportsman and bracket racers. Today that also includes the many heads-up categories which dot our landscape. Coming from a bracket racing background, I’ve always felt that portion of our sport never got its fair share of publicity, and it certainly deserves it. Naturally, the Ron Capps, John Forces, and others get the majority of the publicity — and truthfully there are some great behind-the-scenes stories as far as they’re concerned — but the Joe Bracket racers work just as hard and have as much passion for our sport as anyone. It’s a concept we always tried to deliver upon in my former magazine, Drag Racing Action, and it’s a concept we won’t change in Drag Racing Scene. The support we have from our parent company is paramount to our success. They have much of the same passion for our sport as we do as racers, and having that type of support can make all the difference in the world. However, more than anything else, we need you to tell us how “our car is running.” I can drive it. Xceleration Media can tune it. But as far as turning on win lights, that’s something you’re going to have to help us with. Go to our website, look us up on Facebook, e-mail me at johnd@xcelerationmedia.com or look me up at the races. So as I mentioned in my opening paragraph, welcome and I hope you enjoy the ride as much as I do “driving the car.”
Staff Group Publisher
Shawn Brereton
Editorial Director John DiBartolomeo Contributors Auto Imagery Richard Brady Dan Hodgdon Ron Lewis Gary Nastase Advertising Dave Ferrato
Jon Asher Joe Davanzo Dave Kommel Dave Milcarek Scott Woodruff Brett Underwood
For advertising inquiries call 901.260.5910.
Production Art
Hailey Douglas Jason Wommack Zach Tibbett
Drag Racing Scene is published quarterly to promote the growth of drag racing as well as recognize the parts and services from participating manufacturers. The magazine consists of dedicated information from partner companies with the mission of disseminating unfiltered editorial on companies, products and services directly to drag racing participants and fans. Editorial content and advertisements for each issue can originate from partner companies participating in the magazine. Drag Racing Scene is a hybrid of content that was originally published at DragRacingScene.com and original content that was created for this quarterly print magazine. Magazine distribution occurs through direct distribution from parent company Xceleration Media and partner companies. Drag Racing Scene is a property of Xceleration Media. No part of this magazine may be reproduced without written consent from Xceleration Media. All rights reserved. Printed in the USA.
Cover ON THE
TJ Coughlin Jr. gets ready for a pass in his Super Gas ’57 Corvette.
FULL OF SPORT
SMAN RACER CONTE RACER PROFILES, INTERVIE NT WS & HARDCORE TECH
JEGS’ HEIR APPARENT
TECH EXCLUSIVE
FUELING LARRY LARSON’ S WORLD RECORD TRUCK
MEET TJ COUGHLIN
HOSTILE TAKEOVER
THE LS ENGINE INVADES
VOL. 1, ISSUE 1 PUBLICATION OF XCELERATION MEDIA DRS2015-1
&
RACE FOR FUN WIN BIG JAY PAYNE SHARES HIS SECRETS
dragracingscene.com
FIRST-LOOK: HOT NEW RACE PRODU DSR Vol 1 Issue 1.indd
CTS
1
Drag News NEWS / HEADLINES / HOT TOPICS
Xceleration Media Group Floors It! Xceleration Media (the parent of Drag Racing Scene) has been busy lately! XM is expanding our footprint to include three new titles: Street Rod Life, Drag Racing Scene and GearHeads4Life. Like XM’s other properties (Power & Performance News and OneDirt), each title will be a multi-channel effort to get industry information to the masses. But the good news doesn’t stop there: Not only are we adding titles, we are adding talent to keep the content flowing and fresh. We brought in Jeff Smith as Senior Tech Editor for Power & Performance News, Todd Ryden as Editorial Director for Street Rod Life, Shawn Brereton as Editorial Director of Gearheads4Life and John DiBartolomeo as Editorial Director of Drag Racing Scene. These guys know the industry and are valuable additions to our expanding catalog of content. Now with properties in five major automotive or motorsports segments,
Xceleration Media is ensuring we are at the forefront of today’s changing media landscape by using a variety of innovative delivery channels to ensure that hard-hitting technical content
reaches high-value enthusiasts, racers and hobbyists. Visit us online at xcelerationmedia. com or on YouTube at youtube.com/ xcelerationmedia.
Three Inducted into the MPMC Hall of Fame
The Motorsports Parts Manufacturers Council — an arm of SEMA — inducted three new individuals into its Hall of Fame at the PRI Trade Show in Indianapolis this past December. Jim McFarland began his career in the industry as a racer but quickly established himself as an engineer and journalist who was able to put his ideas down on paper. A true ambassador for the world of drag racing and high performance, McFarland’s impeccable list of accomplishments pale in comparison to his ability to talk to industry giants as well as entry-level enthusiasts alike. As the vice president of engineering at Edelbrock, it was McFarland who pioneered the single-plane intake manifold, a concept which is still the cornerstone of performance engines today. Due to an illness McFarland was unable to attend the ceremonies; Auto Meter’s Jeep Worthan accepted the induction on his behalf. The founder of Total Seal Piston Rings, Joe Moriarty has always had the passion which has driven many a racer, although Moriarty used his knowledge of airplane engines to bring the 6 Drag Racing Scene / Vol. 1, Issue 1
gapless piston ring to market. Today, while still enjoying his love of flight, Moriarty’s company has become an icon in the world of piston rings thanks to a great family and equally passionate employees. Steve Lewis birthed the Performance Racing Industry Trade Show with only 169 vendors in 1988 in Louisville, Kentucky. It was a venture which has become “the place to be”
if you are part of the growing motorsports industry. McFarland, Moriarty, and Lewis join an elite list of past inductees which include Amy Faulk, Scooter Brothers, Jeep Worthan, John Menzler, Chuck Blum, Todd Gartsboro, Rick Rollins, Nate Shelton, Jim Cozzie, Keith Dorton, Ron Funfar, Chris Thomson, Earl Gaerte, Dennis Overholser, and Bob Ritzman.
Drag News NEWS / HEADLINES / HOT TOPICS
Roy Hill & FireAde Team Up for 2015 Roy Hill’s Drag Racing School and FireAde are once again joining forces for the 2015 race season. Roy Hill’s Drag Racing School provides programs to benefit any driver regardless of class. From Pro Stocks to Jr. Dragsters, the Roy Hill Drag Racing School has something for everyone no matter their level of experience on the track. Hill has schooled many a driver in both the pro and sportsman ranks, enabling them to turn on more win lights. Hill’s corporate programs allow for an outing that any employee would love to experience. “Every major corporation has golf outings, picnics, and whatnot,” Hill said. “What better way to reward employees and customers than to offer them something truly special, an experience they’ll never
forget — a ride in a true race car at 150 mph.” With more schools and events added almost daily, Hill’s schedule as of this writing will find him in Orlando, Florida in late February in addition
to zMax, Piedmont, and Rockingham Dragways in North Carolina in April, May, July, August, and October. For more information, visit www. royhillsdragracingschool.com, or call 336-498-7964.
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Drag News NEWS / HEADLINES / HOT TOPICS
IHRA Bringing Back Nitro Jam Series It looks like the International Hot Rod Association (IHRA) is looking to reward the backbone of the sport. The IHRA is excited to announce that it will be returning to national event-style drag racing for its sportsman competitors beginning in 2015 with increased payouts, contingency, and prestige at Nitro Jam Drag Racing Series events across North America. The 2015 edition of the IHRA Nitro Jam Drag Racing Series will return to the look and feel of traditional national event-style class racing for competitors in Top Sportsman, Top Dragster, Super Stock, Stock, Quick Rod, Super Rod, and Hot Rod. The national event class racing program will feature a single race contested during the weekend with an increase in purse and contingency, a welcome change for racers, sponsors, and fans. “We are getting very positive responses from our contingency sponsors when we tell them we are getting back to the old IHRA sportsman racing structure at most of the NJDRS events,” said Dan Driscoll, IHRA Contingency Director. “This is certainly an exciting time as the IHRA continues its journey back to its roots, while bringing racers back into the national spotlight at IHRA Nitro Jam events.” Qualifying for sportsman racers during Nitro Jam weekends will be held on Friday and Saturday, with eliminations immediately following final qualifying. Sunday will be reserved for completing the event if weather prevents competition from being concluded on Saturday. The new NJDRS national event payout structure has increased significantly across the board for the seven Summit Pro-Am classes and will be divided as follows: Top Sportsman and Top Dragster will receive $2,000 for an event win
and $1,000 for runner-up. Second round winners will receive $200, with each additional round winner receiving $100 per round win. Competitors in Super Stock, Stock, Quick Rod, Super Rod, and Hot Rod will receive $1,500 for an event win with $900 for runner-up. All classes will receive $150 starting with a second round win, with $50 increases for each remaining round won. “We hope that the increase in event payout will solidify our position to our Pro-Am competitors,” said Mike Baker, IHRA Senior Director of Racing Operations. “We are committed to doing everything within our control to make the racing at IHRA events a viable alternative when you are determining your racing plans for 2015.” For more information on the new IHRA sportsman national event structure, visit www.ihra.com.
BMRS & Kalitta Motorsports Form New Alliance Brown & Miller Racing Solutions (BMRS) has long been a leader in the hose and fitting business. Located in Concord, North Carolina, the company outfits a great many NASCAR and NHRA cars with not only fittings, but also electrical components. The company’s new line of ProBlack fittings has revolutionized the industry by creating a fitting that flows more than any other conventional AN fitting. They were developed through a working relationship with a number of Top Fuel and Funny Car teams over the past two years. Because of its manufacturing abilities, BMRS was able to begin with a clean sheet of paper and bar stock aluminum to design and build the highest-flowing fitting on the market. “Our only restriction was the 37-degree seat and the size of the fitting nut,” said Wade Brown of BMRS. “Because of this, we were able to come up 8 Drag Racing Scene / Vol. 1, Issue 1
with something that has never been accomplished before.” BMRS recently signed a technical alliance with Kalitta Motorsports to develop even more cutting-edge hose system components. “On behalf of our entire Kalitta Motorsports organization, we are ex-
cited to become partners with BMRS,” said Jim Oberhofer, VP, Director of Operations for the Kalitta team. “The quality and performance of their products are second to none and having an opportunity to be involved from a technical perspective will help us be more competitive.”
Drag News NEWS / HEADLINES / HOT TOPICS
VP Racing Fuels to Continue Supporting Sportsman VP Racing Fuels recently announced it will continue programs to support NHRA Sportsman racers in 2015. “VP Racing Fuels remains committed to actively supporting NHRA Sportsman racers and the wider drag racing market as we have for nearly 40 years,” said Steve Burns, VP’s Founder and Director of R&D. “While VP will no longer bear the title of Official Racing Fuel of NHRA beginning this season, we’ll never abandon the sportsman racers or forget our friends in the pro ranks whose longstanding support formed the foundation of VP’s success as a company. “Going forward, we’ll continue to post awards for NHRA divisional and national events through the NHRA contingency program as we always have,” Burns added. “We’ll also continue our ‘Top 10’ program including some enhancements, wherein racers who finished in the Top 10 in each class in 2014 will be entitled to free or
half-price fuel at each national event they attend in 2015. This program will be repeated for racers who finish in the Top 10 in 2015, after which they can redeem their fuel awards in 2016.” VP fuel trucks will be at a numerous NHRA divisional events to provide fuel service in 2015 and for those events where VP can’t be on site, its
extensive dealer network throughout the U.S. and Canada makes VP fuels easy to find. “As racers plan their programs for 2015, we encourage them to contact VP Racing Fuels to ensure they get the best fuel for their application where, when, and in the quantity they need it,” Burns said.
Head Studs & More! While ARP will once again be an NHRA Major Sponsor and posting in 2015 for head studs/bolts, there are many other premium grade ARP fasteners that can help improve the performance and reliability of your race car. They include:
• Rod bolts • Main studs/bolts • Valve train fasteners
• Driveline bolts/studs • Engine & Accessory fasteners • Chassis & Suspension bolts
Check out the new 2015 ARP catalog and see what’s available for your engine/chassis/driveline combination. It’s available for downloading at www.arp-bolts.com, and hard copies are available FREE upon request.
800-826-3045
www.ARP-bolts.com
Get a FREE copy of the new 2015 catalog online
From Stock to Top Fuel, NHRA World Champions Rely On ARP Fasteners! Tony Schumacher – T/F Matt Hagan – F/C Erica Enders-Stevens – Pro Chris Demke – TAD Steve Harker – TAFC David Rampy – Comp Austin Williams – Stock Edmond Richardson – S/C Luke Bogacki – S/G Peter Biondo – S/S
Digital Guide WEBSITES / FORUMS / APPS
HELPING RACERS CROSS THE
FINISH LINE
ONE CLICK @ A TIME
With all of today’s technology, the digital world can be overwhelming. Let’s face it, with so many websites, forums, apps, social media, and everything else out there, it can be pretty tough to navigate through it all to find the information you need. Here at Drag Racing Scene, we’ve waded through all of that nonsense and extra stuff for you to find some of the best sites, apps, and other resources to help you make it across the finish line.
Drag racing news at your fingertips Drag Racing Scene has made it as easy as possible for you to receive the information you seek in the format you feel most comfortable with. We have several avenues for you to get the latest drag racing information straight from the source. Our content is updated daily, so check often with Drag Racing Scene through any of the social media options on the right.
SOCIAL MEDIA FACEBOOK
facebook.com/DragRacingScene
@DragRacingScene
YOUTUBE
youtube.com/DragRacingScene
Video junkie? Are you a regular visitor to the Drag Racing Scene website and social media channels? Be sure you check out the Video Rewind section in this magazine for some “can’t miss” online video content.
See page 16 10 Drag Racing Scene / Vol. 1, Issue 1
@XcelerationMedia
pinterest.com/Xceleration/
OTHER WEBSITES WE’RE VISITING TO KEEP UP WITH ALL THE NEWS NHRARacer.com The official National Hot Rod Association competitor information site. You can get everything you need as a racer: points, stats, rules, schedules, tech, news, and of course — contingency information. IHRA.com The official International Hot Rod Association website. Schedules, track information, membership, stats, and contingency information. It’s your one stop shop for all things IHRA. DragRaceResults.com This site is chock-full of stuff: articles, forums, classifieds, news, etc. It has a handy directory of drag racing businesses — with links. On top of that, there is a listing of every track in every state so you can start crossing them off your bucket list! DragRacingOnline.com Online magazine that has all the stuff you have come to expect including features, tech, and a lot of race coverage.
YellowBullet.com “Where the weak are killed and eaten” is their motto and what makes it one of the best forums on the web, as well as the best place for you to buy and sell your stuff. MavTV.com With an unparalleled line-up of motorsports events and exclusive automotive reality shows, MAVTV is the answer for motor-heads from all walks of life. CompetitionPlus.com Updated on a daily basis, this is a free unlimited access drag racing publication. History, race coverage, photo galleries, and cool videos. ClassRacer.com A magazine that was created to fill the void for the “other” classes. ClassRacer only covers class racers — everything from Comp through Super Street. It is a very interactive site with a user forum.
ENTER YOUR VIDEO TO WIN $10,000 Racing isn’t just a hobby, it’s a way of life. It’s the will to win and the constant pursuit of perfection. It’s part of the very fabric of who you are. At Bell we understand your passion for this sport because it’s the same passion that has been driving us
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Social Shoutouts FACEBOOK / TWITTER / SOCIAL MEDIA
We recently posed the question below to the 76,000+ fans of the Drag Racing Scene Facebook page. Emotions run deep within the drag racing community on this issue and the responses were wide ranging as drag racers don’t hold back. Below is a hand-picked sampling of the best responses. Got an opinion on this matter? We want to hear it at www.facebook.com/dragracingscene or via any of our other social media channels listed below.
What do you think drag racing will look like in 20 years? Classes, types of cars, race events, sanctioning bodies, etc.
LENNY NYSTROM
I think kids of Top Fuel and Funny Cars will drive. Pro Stock will be too expensive and be gone. Stock and Super Stock will be much bigger! NHRA will be gone...they are just too expensive for families to go to....and are not racer friendly. IHRA is much more for the racers.
JERRY LASLEY
As speeds go up will it be 1/8 mile racing for top classes? Hope not. I would like to see quarter-mile back but understand safety first. Maybe NHRA could buy more land for shut down area.
FRANK BUCK
20 years? Cars that drive themselves? Cars like the Tesla Model S P85D? Under 12 seconds in the quarter. Yes. Buy more land for the shut down area. Be consistent. Everyone goes the quarter mile. Although, I must say, 300 mph plus in 1000 feet is pretty impressive.
DRAG RACING FAST TRIVIA 1. Who is the only person other than John Force to win a Funny Car Championship in the 1990s? 2. What is the name of the NHRA fire and safety crews at each national event? 3. Who ran the first 300 mph pass in Top Fuel? 4. Where did the first 4.8 second pass in NHRA history occur? 5. In what year did the first official NHRA race take place? 1. Cruz Pedregon 2. Safety Safari 3. Kenny Bernstein 4. Topeka, Kansas 5. 1953
QUESTION
#MUSTFOLLOW
CHRIS HAVERLY
Drag racing has become a rich man’s game. National events will be more like a booked-in show than an open race. Eighth-mile races will be more popular and turbo cars will rule the world. Doesn’t mean I like turbos, just the easiest speed per dollar out there right now.
STEVE SUMINSKI
NHRA already killed it with 1000ft racing. To me that’s not drag racing. Bring back quarter-mile drag racing.
These are some of our favorite Twitter personalities. They’ll keep you entertained & informed about all things drag racing.
@JFR_Racing John Force is an 18-Time NHRA Championship Funny Car driver who will keep you entertained on and off the strip.
@NapaRonCapps You should follow Ron Capps, driver of the NAPA Auto Parts Dodge Charger, if you want to see what it’s like to be a funny car racer.
@ADRnhra Funny Car driver Alexis DeJoria is a great follow to see racing history in the making. This past year she was only the fourth woman to win a U.S. Nationals event in its 60-year history.
FOLLOW US ON TWITTER
Stay connected to Drag Racing Scene between issues by following us on Twitter.
@ClayMillican If you are a fan of Top Fuel racing then start following Clay Millican, a 6-Time Top Fuel champion driver.
JOIN THE CONVERSATION FACEBOOK
facebook.com/DragRacingScene 12 Drag Racing Scene / Vol. 1, Issue 1
@DragRacingScene
YOUTUBE
youtube.com/DragRacingScene
pinterest.com/Xceleration
Night Lights
Your pulse quickens as the anticipation builds for that one split-second in time — there it is. Your foot presses down on the throttle and your seat rumbles as you focus on the finish line. Then just like that, it’s over... and you can’t wait to do it all again.
14 Drag Racing Scene / Vol. 1, Issue 1
Photo by John DiBartolomeo
Video Rewind
RACING / PRODUCT / ENTERTAINMENT
Video Rewind is where we point out interesting videos found on the internet — whether historical, funny, dramatic or technical. We like them and thought you might, too.
SIGN UP TO KEEP UP
Subscribe to our YouTube channel to keep up with our original and curated video content that is updated daily by the Drag Racing Scene editorial staff. youtube.com/DragRacingScene
“Nitro Nellie”
“Nitro” Nellie Goins drove a Funny Car in the early days of the class. Goins was inducted into the East Coast Drag Times Hall of Fame, class of 2014, and she had quite a message for those in attendance. “Remember that it’s not always your ability to do something, but your availability to get out there and try,” she said, “Live your dreams.” youtu.be/IZ1yRnm0dOk
Cacklefest
Our own John DiBartolomeo got a whiff of nitro fumes in his face while he sat behind the wheel of the Bilbow family’s Lynwood Welding Special nostalgia dragster during a Cacklefest session at the East Coast Drag Times Hall of Fame weekend. youtu.be/Z0r4HOSJfrs
Million Dollar Winner
Relatively unknown Rodney Phagan got the call of the lifetime from car owner Phillip Ridgeway on the Friday before the annual Million Dollar Drag Race. Phagan drove all the way to the winner’s circle at the famous race in Alabama. Listen to him tell the story in his own words. youtu.be/Z5ua0YCJYV0 16 Drag Racing Scene / Vol. 1, Issue 1
Tom “the Mongoose” McEwen
Our friends at CompetitionPlus.com recently posted their Legends series of interviews with the ‘Goose. As they note, “To truly understand Tom “the Mongoose” McEwen, you must walk a mile in his shoes.” This interview delves into his victories as well as his agonies. youtu.be/lSxWaczV3A4
Dyno Testing an ATI Performance Turbo 400
After two years of research, development, and manufacturing, ATI Performance built a new GM Turbo 400 transmission and ran it on the in-house dyno. While this took place back in 2012, it’s still an interesting video. youtu.be/Q5XpujFFTrM
Vic Wood
PRESENTED BY
The PEAK Performer Award is given to the individual who has proven him or herself as a High Performer in the sport of drag racing.
The dictionary defines the term mentor as: a wise and trusted counselor or teacher; an influential senior sponsor or supporter. We have all had someone in our lives in that capacity. For Vic Wood, that person was Officer 954. In their youth, Vic and his buddies would hang out at a gas station near their Whyalla, Australia homes. They’d pour brake fluid on the ground and perform John Force-type burnouts through the fluid. It wasn’t long before Officer 954 — otherwise known as Joe Kennedy — grabbed Vic Wood and steered him towards the right path. That path eventually found Wood behind the wheel of several different types of race cars, but it first meant having to wash all the police cars in the parking lot as penance for his evil ways. Besides his racing endeavors, Wood earned a Masters Degree in Business and Marketing from Monash University in Melbourne, finding himself in the marketing department for the Richmond Tigers, an Australian football team (Aussie Rules Football). From there, he met Chuck Blum of SEMA, signing on with that organization in a capacity which had him traveling to several other countries instructing SEMA member companies in the ways of exporting. It was about that time when a permanent move to the ’States ensued along with his meeting and eventual marriage to his wife Arlene. No longer employed at SEMA, Wood still remains a highly active member of the group, serving on numerous Committees and Task Forces under the SEMA banner. Presently, Wood is the vice president and general manager for Aeromotive Fuel Systems, a position he took up in late 2013. After his employment with SEMA, Wood held stints at McLeod Clutches and the Hedman Performance Group in the position as National Sales Manager. “Vic did a great job for us and I enjoyed him being here. I still miss being able to walk down the hall and swap stories with him,” Ron Funfar, vice president of Hedman said. But that’s just the professional side of Vic Wood. The personal side of him just compliments his day job, as his passion for motorsports is never in question. “As many of us know and have learned, this is a passion based industry and without it, it’s a tough hill to climb. None of us ever doubt Vic’s passion,” Jack Hylton, Aeromotive CEO said. That passion finds Wood attending all types of motorsports events ranging from drag racing, to sprint cars, to dirt tracks, as well as many nostalgia drag races. Wood has also built winning engines for the Bonneville Salt Flats, street rods, and drag cars. Off weekdays and weekends will find him restoring an old pickup truck, one that he intends to pass on to his best friend, grandson Jack Weatherbie. Jack is only six-years old now, so Wood has plenty of time to finish it up. As Hylton mentions, the motorsports industry was built on passion and there’s no one who has more of it for what he is doing than Wood. And for that reason alone, it is what makes Vic Wood a PEAK Performer. Vol. 1, Issue 1 / Drag Racing Scene 17
The Day the Walls Came Tumbling Down
I
’ve often heard it said that when a really unique photo is taken, the photographer was lucky to get the shot. That being said, I’m going to plead my case for a series of photos I shot back in early 1992. At the time I was employed by NHRA as one of the team of photographers for National Dragster, a position I had always wanted and certainly felt lucky to have. The track at Pomona Raceway in California was undergoing renovations, with a new tower under construction. This meant the old starting line tower we had all known for so long would be torn down. The tower only had three floors and a roof, which could be used for an overall photo or side-by-side car shots. It seemed every space was put to good use. Just inside the only door that allowed you in or out, was a stairway on the right. On the first floor, just past the stairway, the office of former NHRA Division 7 Director Bernie Partridge was the first doorway to your right. If you went past Bernie’s office there was another doorway straight ahead that took you into an electrical shop area where Art Hayward, the NHRA Electronics Technician, plied his craft. The second floor was devoted to the timing systems, computers, and the associated personnel to go with all that. The third floor was used for media and photographers. Of course, back in those days there weren’t as many coming to the races, so the space worked well for a few years. But as NHRA drag racing became more popular, the space became overcrowded. I remember getting a pass to shoot from the roof on more than one occasion and the shots from up there are now termed classic. This original tower — some call it a landmark part of the Raceway itself — was built in 1968 at a cost of roughly $3,000. What made this tower unique was that each floor had a restroom, unlike the four previous towers at the track. Like a lot of things National Dragster photographers are called on to do, the razing of the old tower was something that had to be shot, adding to the history of the building itself. The photo staff arrived in several cars, and as the appointed time approached, we all went in different directions to seek out an angle where we could shoot all the action as it happened. As luck would have it, I went up into the stands which looked north towards the tower and I started snapping pictures as the building started to fall, keeping my finger on the button until it was all down, and the dust and dirt had settled. Even Wally Parks had some reservations about that tower needing to be destroyed, but as the the old saying goes, things change. Wally lamented that the very first drag race at this track, held in 1953, had seats for 400 people and used hay bales as the walls to set off the track. I was sad to see that tower come down, but progress for the facility was happening in the background even as the old building fell. 18 Drag Racing Scene / Vol. 1, Issue 1
Photos courtesy of NHRA
In the background of my photos you can see the new tower in the process of going up, a three-story structure with luxury suites. The new tower, used to this day, was up and running for the 1993 NHRA Winternationals. While it is nice, the reality is it’s just about outgrown today due to the more modern media needs and influx of photographers covering the two national events held at Ponoma each year. I have been up on the new tower roof shooting photos, but it isn’t the same as the photography one could get from the old tower, which sat about 50 feet from the actual start line. The photos from the old roof were truly iconic images of the races held there, and for that reason I’m glad I got to Remember When. DRS
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New Year Brings New Faces, New Challenges
C
ongratulations to Drag Racing Scene for becoming the newest source of great drag racing news. It’s always exciting to see new players on the “scene” and I know from personal experience the crew assembled at Drag Racing Scene are more than capable of taking our sport to another level. Like this new web and publishing venture for the folks at Drag Racing Scene, Team JEGS also has some new challenges in 2015, and we are ready for the journey. Probably the biggest news out of the JEGS camp revolves around six-time world champion Jeg Coughlin Jr. and his wife, Samantha, welcoming a baby girl into the Coughlin clan. Personally, I’m tremendously excited about this development, as Jennifer and I have two little girls of our own, so I know first-hand the special bond dads and daughters have. My youngest, Chloe, has been texting and calling Samantha throughout her pregnancy to make sure everything is going okay and to offer some priceless advice from a 7-year-old perspective. She is definitely ready to help out with the new baby and is prepared to execute all “Auntie” duties. In order to spend more time with Samantha and the newborn, Jeg Jr. has elected to forego Pro Stock competition for the season. He’ll still be drag racing at numerous high-dollar bracket races, all three JEGS SPORTS national events and a couple of NHRA national events at the Sportsman level, but he wanted to make sure his schedule was flexible so he can take in all the joys of fatherhood for a second time. Having time off will also allow Jeg Jr. to attend many more golf tournaments where Jeg III will be playing. Jeg III has worked extremely hard on his game and already is considered one of the top prospects in the country. His senior year of high school will be a pivotal one in his young career. Although Jeg’s Pro Stock car will be parked for the time being, we will still have two pros competing in the NHRA ranks as T.J. Coughlin will join his father, Troy, in the Pro Mod class. T.J. has won a bunch of races at the Sportsman level and has proven he’s ready to move up to the pro ranks. There will be a lot of testing going on as T.J. and the team adjust to the new two-car configuration. I know T.J. is thrilled to have his world champion father helping him 20 Drag Racing Scene / Vol. 1, Issue 1
make the transition and we all expect the licensing upgrade process to be as seamless as possible. If all goes according to plan, T.J. will be ready to go at the Pro Mod Drag Racing Series season opener in midMarch at the Gatornationals in Gainesville, Florida. You can read an interview with T.J. about his ideas in this issue. I think it’s awesome for Troy and T.J. to be racing together. It reminds me of the days when Troy and Jeg both ran Pro Stock and when John and Mike were both running Pro Stock Trucks. Some of my fondest racing memories were made during those times. T.J. also plans to enter some bracket races with his uncle Jeg, while Troy will stay busy on his off weekends supporting daughters Paige and Kelly in their Jr. Dragsters. Meanwhile, Troy’s eldest daughter Meghan, who rediscovered her love of drag racing in 2014 in a Super Street car, will take some time off due to a very exciting pregnancy that has put giant smiles on the faces of her and her husband Dylan. Yet another baby on the way. This year also will mark Mike’s 30th year having an NHRA license and he plans to celebrate the landmark by making a run at the D3 Top Sportsman championship, and maybe even a NHRA national championship — if NHRA moves in that direction. There has been a lot of growth in the Top Sportsman and Top Dragster classes so it would be great to see them recognized as an official NHRA Lucas Oil Drag Racing Series category. Mike’s off weekends will once again be filled with Jr. Dragster racing with sons Jack and Clay. I’m sure he’ll be attending a lot of baseball, basketball, and golf matches as well. John and Di’s son Cody, is the family’s lone circle track star, and plans to compete in at least 10 ARCA events and a handful of NASCAR Camping World Truck Series events. John has been pretty busy overseeing Cody’s growth behind the wheel and is very committed to his son’s career. Cody remains as a developmental driver with Joe Gibbs Racing and all indications point to a bright future in that world. So things will be a little different this year but still very busy. I can’t wait to get started. DRS Scott “Woody” Woodruff is the Director of Motorsports and Media for the huge JEGS empire. His work to color the world yellow and black has been successful, judging from the looks of the sport.
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22  Drag Racing Scene / Vol. 1, Issue 1
I
Words/Photos John DiBartolomeo
Wind tunnel testing is all about air
n the world of motorsports, horsepower is perceived as everything. Plain and simple, people directly relate it to how fast your car goes. However, there are more ways to accomplish the high speeds we all like to feel than by simply using what’s under the hood. One way is with weight. The lighter the car, the less horsepower it takes to achieve a certain speed or elapsed time. Another way is in the form of aerodynamics. Simply defined, aerodynamics is the study of the motion of air, particularly when it interacts with a solid object. Looking at it from a drag racing perspective, it is about how smoothly the solid object — the car — moves through the air. As an example, hold your hand out a car window on the highway and you can feel the resistance as air pushes against your palm. Now hold your hand flat and parallel to the road. The resistance lessens. Simply, the swoopier your car is, the faster it will go given the same amount of horsepower.
Setting the car up on the wind tunnel’s table was a trick. The tunnel had never seen a car with this long of a wheelbase and it took a bit of fabrication to adapt the chassis to the tunnel’s sensors.
Prior to running, tunnel operator Geoff Eaker took many measurements to input them into the software which collected the data.
We were recently invited to the Aerodyn Wind Tunnel in Mooresville, North Carolina, to observe the test of aerodynamics on Al Hanna’s new Queen of Diamonds II Jet Dragster. Built unlike any other conventional dragster, driver Jill Canuso sits to the left of the frame in a completely enclosed cockpit, similar to the new generation of Top Fuel cars. “One of the secrets to the jet cars is direct ram air into the front of the engine,” says Al, the president of Hanna Motorsports. “In a traditional jet dragster, the driver sits in front of the engine which blocks a lot of that air. I was sitting in an airport in Atlanta one day and I drew this design on a napkin which allowed for direct ram air, but it placed the driver off to one side.” 24 Drag Racing Scene / Vol. 1, Issue 1
After a baseline test, Hanna vice president Rich Hanna mounted front canard wings to test their ability to add downforce.
Inside the Aerodyn Wind Tunnel Facility
How important are aerodynamics? Consider this: In past years, the majority of Formula 1 teams — which is the most expensive form of motorsports — had their own wind tunnel. Each of the car factories have their own tunnels in order to battle for every last ounce of gas mileage. Just one look at any Funny Car or Pro Stock tells you that they don’t resemble any car off the showroom floor. Aerodynamics are the reason. Gary Eaker designed the Aerodyn facility, which resides in Mooresville, North Carolina, to be an amazing complex that is able to meet the needs of a diverse group of test subjects. Because the original Aerodyn tunnel has the provisions to spin all four wheels of the car in order to test real life conditions, it is in nearly constant use. Due to the demand, Eaker built a second tunnel — aptly named A2 — in order to test a variety of different vehicles and wheelbase configurations, including bicycles and various prototype models. Both tunnels are of the Eiffel variety, named after Gustav Eiffel who came up with the design of an open-return type of wind tunnel, which pulls air from the rear of the tunnel and recirculates it in an open, unrestricted chamber rather than through a smaller enclosed tube. The Aerodyn tunnel sits inside a warehouse with fans that pull air from around the tunnel and direct it inside. Built in 2006, the A2 tunnel is housed in an 8,400-square-foot warehouse, while the larger Aerodyn tunnel rests in 20,000 square feet of space. Both facilities also include control rooms, offices, and fabrication rooms separate from the tunnel itself. In A2, four fans totaling 640 horsepower blow the air at 85 mph. Interestingly, the fans are just exhaust fans, for lack of a better term. They’re mounted at the rear of the car and pull the air back across the vehicle rather than blowing over it. In the larger Aerodyn tunnel, 22 fans accomplish the same approach, but blow at 130 mph. In both tunnels, the information gained is recorded and input into a Microsoft Excel spreadsheet. This way, teams are able to input any mph number and the software extrapolates the readings to match. For the Queen of Diamonds II, all testing was replicated to resemble 290 mph. Hanna team engineers, Rich and Scott Hanna, worked with the Aerodyn software to compile data they used to make body modifications. One of the first things to bear in mind when it comes to aerodynamics is the fact that air — technically a gas — acts like a liquid, but with one notable exception. With a liquid, when the temperature goes up, the viscosity, or thickness, goes down. The opposite is true with a gas. As the temperature goes up, the viscosity of a gas also goes up, making it thicker to travel through. The engineers, armed with this information, know the object is to increase downforce while removing aero drag. “Learning how the [car] body interacts with the air is key to providing answers,” Eaker said.
Hanna also campaigns two Jet Funny Cars in which he is aided by Gary Eaker, who was an aerodynamicist with General Motors in the ’90s. After GM, Eaker moved to North Carolina and built the Aerodyn complex to test the many NASCAR vehicles that call the area home. Built in 2003, and running some 17 hours a day, the facility is a popular spot for NASCAR Sprint Cup, Nationwide, and Camping World
The Aerodyn tunnel and its smaller counterpart, A2, where we tested, is an Eiffel-style tunnel which sits inside a huge warehouse.
The wind inside the A2 tunnel is controlled by a set of fans totaling 640 horsepower.
The larger and original Aerodyn tunnel, which is used primarily to test NASCAR vehicles, uses 22 100-horsepower fans to blow air at 130 mph.
Truck Series teams. Since they are very heavily regulated by rules, these teams understand that anything they can do to cut through the air is free horsepower. In the case of the Queen of Diamonds jet car, Hanna is always looking to go faster, hence the reason for the trip through the tunnel. The first Queen of Diamonds Jet Dragster was a conventional model, with the driver sitting in front of
the engine, that would regularly run over 300 mph. But this new design has only been as fast as 299, which team engineer Scott Hanna knows they can beat. “I just know that once we get it straightened out, it will be much faster than [299 mph],” Scott says. “300 [mph] seems to be the one indicator the fans understand.” The beauty of the wind tunnel is the ability to learn a lot in a very small Vol. 1, Issue 1 / Drag Racing Scene 25
Scan to see the Queen of Diamonds II wind tunnel test on YouTube: youtu.be/2KY47CZynWU A smoke wand is used during tests to visually locate suspect areas of air turbulence. Al Hanna (left) and Rich Hanna (center) stayed inside the tunnel to instruct Geoff Eaker as to the location of the smoke. Forty-mile-per-hour wind for the purpose of smoke evaluation means it takes quite a bit of effort to even stand up, making for a really bad hair day as Al can attest to.
window of time, without the time-consuming process of sending the car down the track to test a concept. The danger of testing a new configuration is also eliminated by testing in the wind tunnel. Thus, there is a tremendous amount of savings financially, time-wise, and safety-wise. In addition to measuring both direct downforce on the tires and the amount of aero drag — or horsepower — it takes to push the car through the air, the tunnel can also measure any lateral or side-to-side forces. During the baseline test, operator Geoff Eaker, Gary Eaker’s son, mentions how unstable the car seems to be as a measurement of side forces.
did more than 25 tests in the wind “We tunnel, as well as using the smoke wand in multiple areas, to learn how the air flows at speed on this car. It was a mind-boggling experience.
“The car does seem to want to drive right,” Canuso says. Eaker suggests using a stabilizer similar to what is used on the tail of planes. “I believe that if you were to add a vertical stabilizer straight up off of the rear of the car, it would have a tremendous effect on side-to-side stability,” Eaker says.
A wicker bill is nothing more than a straight-up piece of material which adds positive pressure ahead of it in certain areas of the car. Several wickers were tried and the team gained quite a bit of input on their uses. 26 Drag Racing Scene / Vol. 1, Issue 1
”
The addition of a simple wicker bill — a straight up piece of metal — to both sides of the body somewhat cured that issue. “A wicker bill can be added to any body component and can make a good deal of difference in force,” Eaker says. Several years ago, the NHRA mandated a wicker bill added to the flat spoiler on the rear of a Pro Stock car in an effort to create some downforce. “Even 1/4-inch of wicker bill height can make a huge difference,” Eaker notes. Scott added, “We put wickers here and there to monitor how the car responded to those changes and we got a ton of input on wickers. “One area of concern was the high canopy on one side versus the lower pod on the other side. By making several changes and testing, we got the best balance side-to-side and we found the canopy was not a deterrent, which answered many questions,” he says. Another test involved the mounting of canard wings in front of the tires. It increased downforce on the front tires,
A set of rear canard wings taught the team just how important the combination of the whole body is towards aerodynamics.
but like any other cause and effect, adding downforce to the front took downforce off of the rear, certainly not what the team was looking for. “We tested the front end of the car with two different styles of wings versus no wings,” Rich Hanna, vice president of Hanna Motorsports, says. “Jill gave us feedback in the past that she liked the feel best without [front] wings. We found a great deal of turbulence with the wings on — either style — and confirmed the best downforce and the
least drag is without any wing up front. That was very interesting.” Next came the addition of a set of canard wings directly in front of the rear tires. “These wings came off of our first Queen of Diamonds dragster and whenever we used them, they were good for losing more than a couple of mph,” Rich says. Amazingly, their addition to the Queen II increased downforce and lowered the aero drag numbers,
meaning it should go through the air faster. One important point the testing brought up is that every car is different. While the original Queen dragster resembled a conventional car, this new Queen II is radically different than anything else. Basically, what works on one style of vehicle might not work on another. “We did more than 25 tests in the wind tunnel, as well as using the smoke wand in multiple areas to learn how the air flows at speed on this car,” Al says. “To us, it was a mind-boggling experience. The bottom line is we found the best combination of left/ right balance, downforce, and drag by going through the day of testing.” Of course, the real test is always the time slip. There are dozens of times when we go to the dyno with a new engine and are thrilled to pick up 10 horsepower, only to find out it never relates on the time slip from the track. In this case though the results were evident as subsequent testing after the Aerodyn session proved the tunnel’s worth as the Queen of Diamonds II hit 303 mph, the fastest it had ever gone. “Going to the wind tunnel accomplished a ton of things and taught us a lot as well. I guarantee we’ll be back there in the near future,” Al said. DRS
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Adjustable shocks help maximize performance F rom the outset, drag racing wasn’t very complicated. Cut a perfect reaction time, run exactly on your dial-in, or have the faster car and you win. Seems simple enough. Even though there is no such thing as a perfect world, drag racers are constantly battling for that perfect setup. Faced with ever-changing track and weather conditions, racers risk going home early every time they stage their car. One of the key components of a proper setup — and an area more drag racers are coming to respect — are shocks and struts. Strange Engineering can help in this department. The company has been building driveline and suspension components for over 50 years. Strange offers two different shock/ strut styles, a single-adjustable and a double-adjustable model.
28 Drag Racing Scene / Vol. 1, Issue 1
In both cases the extension of the shock can be adjusted from loose to tight. Double-adjustable shocks benefit from the ability to change the tension on both compression and rebound. Back to that perfect world for a minute: If we had all of the traction we needed, a racer could direct all of the energy generated by the engine to moving the car forward. Any suspension movement would take away from that energy, thereby slowing the car down. But in reality a racer has to worry about traction, and suspension movement can help to achieve that balance. During a launch sequence, on a four-link car with a long instant center, as the rear axle receives power from the engine it first tries to separate from the body, forcing the rear
tire into the ground. This is the point where extension of the shock comes into play. When the engine’s torque begins to decrease and the tire shape goes back to normal, the tire can shake or rattle, affecting elapsed time. At this point, compression comes into the picture. The compression adjustment on a shock can be slowed down to keep the tire planted longer and eliminate tire shake. Shock compression also comes into play when the chassis moves over bumps or dips on the track. Some racers have the luxury of adjusting a rear fourlink or ladder-bar suspension system, but the same can be done to gain traction by shifting the vehicle’s weight during launch.
For vehicles with a heavier front weight balance than the rear, softening the extension of the front struts (or shocks) allows the front end to go up and transfer the weight rearward. This shifts the center of gravity toward the rear and applies extra force to the rear tires. In the front of the car, the story is similar in that a double-adjustable front strut or shock controls the extension and compression. Compression on front shocks/struts helps control how the front end settles back down (quick or slow). It also helps fine tune any bouncing or jumping in the front end. The rear shocks control the axle and body lift, whereas the front struts/shocks control weight transfer.
Four-link suspension systems give racers the ability to tune their suspension and adjustable shock absorbers take that one step further.
Manufacturers and racers alike are continually looking for that extra edge in both traction and consistency, which they’re finding as they perfect suspension systems using shock absorber technology.
Faster cars with a four-link suspension system can usually keep the front end somewhat planted, allowing them to achieve traction by adjusting the four-link and rear shock setup. A lower instant center means more squat; a higher instant center creates more rearend separation. Rearend separation is controlled with the rear shocks. “You want to run the front and rear shock extension as tight as possible without spinning the tires,” Strange Engineering’s J.C. Cascio says. “If you spin the tires right as you let the clutch out or release the transbrake, then the extension on the rear shocks is too stiff and you need to loosen it up. If the car hits the tire too aggressively, you can actually bounce the tire off the ground and unload the tire. That is wheel hop, and stiffening the compression will help to eliminate it. A softer extension will create more traction, and a stiffer one will reduce traction. “The softer the suspension setup you have, the more the body will roll over the tires. That isn’t necessarily the most ideal for performance,” Cascio adds. An NHRA Pro Stock car has a near-perfect launch, from its level body to the minimal wheelstand. The car is straight, true, and only offers enough transfer to get it to hook. Obviously, its entire package is optimized, from the clutch and suspension components to the stiff chassis and power application. 30 Drag Racing Scene / Vol. 1, Issue 1
The use of data-logging devices connected by way of a potentiometer on a shock absorber give racers and crew chiefs a better understanding of just exactly what takes place along with how adjustments affect the end result.
“A majority of our front shock/strut sales are single-adjustable, which controls extension,” Cascio says. “The double-adjustable shocks and struts add compression to the mix just like the rear shocks.” Cascio recommends the typical baseline setting for compression to be right in the middle with five clicks from loose.
In its never-ending quest for performance, Strange Engineering recently debuted its new line of shock absorbers that have much more adjustability, which allows the racer complete control of the suspension.
Strange shocks have a wide range of adjustment, but be sure to make one- or two-click moves at a time. “The shocks are just one aspect of a race car and everything needs to work together — tires, weight, springs, power level [and so on],” he says. Pro Stock, Pro Mod, and other racers with optimized tube-frame built cars look for a really tight front end with very little transfer. On the other side are most Sportsman racers with relatively stock-appearing vehicles who typically look for something very loose to get the front end up quickly. That not only helps plant the rear tires, but the quick transfer benefits reaction time. Strange recommends the same starting point on the rear shocks: compression set in the middle, and the extension toward the stiffer side. Then work toward a looser setting so it isn’t so aggressive immediately.
Strange Engineering also offers custom valving options for its shocks and struts. However, Cascio estimates that 80 percent of the shocks sold utilize the company’s standard shock valves. For the other 20 percent, the company does custom applications, working hand-in-hand with several race car builders and teams. One of the biggest growth areas in drag racing today has been the True 10.5 and Drag Radial markets. Strange engineers are continually working with the racers on custom valving, testing them on the company’s in-house shock dynos, as well as utilizing in-car testing to achieve the desired results. Regardless of the type of vehicle you compete with, adjustable shocks or struts give any racer the ability to maximize their particular combination and get superior performance each and every time down track no matter what the conditions are on race day. DRS Source: Strange Engineering, strangeengineering.net
TROY COUGHLIN JR. It was Christmas 1998 and the joy of opening presents was ratcheted up when Santa wheeled a new Jr. Dragster into the household of Troy Coughlin Jr., better known today as TJ (short for Troy Jr.). He was just eight years old then, but there’s little doubt he’ll ever forget the excitement of that day — nor will his sister Meghan, whom he shared the ride with at various events. While TJ only ran a couple of dozen races in the Jr. Dragster, that fateful day for the third generation of Coughlin’s set in motion the quest to earn fame and fortune on the quarter-mile. TJ, now 24, is a veteran racer who has that fire burning down deep for win lights — quite possibly a Coughlin gene inherited from a family with a rich history in the sport. Already a three-time national event winner with many divisional and bracket race final round appearances, young Troy understands his role in the family operation. The son of multiple-time Pro Stock and Pro Mod champion, Troy Coughlin Sr. — one of the four famous JEGS brothers (John, Troy, Jeg and Mike) — we recently sat down with TJ to get his take on racing, the family business, and his own future.
Did you know anything about the Jr. Dragster you got at Christmas? Nothing. My father wheeled it in the house that morning and I think I was in shock. I must have been knocked out to not know anything about it. Jr. Dragsters were big back then, but they weren’t really in my life. I didn’t like reading books in school, but I would read every National Dragster, as well as burning up our AOL account online looking at NHRA.com. With Dad out racing all the time on the pro circuit, it was tough to get any seat time in the car. 32 Drag Racing Scene / Vol. 1, Issue 1
At what point did you really get into a big car? Living close to National Trails Raceway in Ohio, we would go there and test quite a lot. I think I was 15 years old doing burnouts and launches there with the Corvette roadster we had at the time, which probably wasn’t even legal. When I turned 17, my Uncle John had a dragster which he won the division title with and I asked my dad, “If I get Uncle John’s permission, can I get my dragster license in his car?” Dad agreed and that’s how it happened.
We notice you always spend a lot of time on the starting line just watching. Where did you pick that up?
At about age 13, I started really paying attention to what was going on at the track. I spent time with my Uncle Mike when he was throttle stop racing. Then when Uncle Jeg took a year off from Pro Stock in 2006, he went to a lot of bracket races and I went with him. That’s where I got a respect for dialing. He kind of let me in on his thinking: where he processes the wind, the air, the racetrack, and what his gut feelings told him.
That was the first time I experienced it. But I still like to get up there on the line and just get a feel for where I need to be on the tree and so forth.
When did you start racing full time? I ran some local events and a couple of nationals and divisionals in 2007. I didn’t win anything, but I started going rounds. I specifically remember racing in Super Comp at the Virginia national event in 2008. I was running Billy Leber in the first round and I was .037 on the tree and lost. I remember reading my time slip and thinking, “I can’t let this happen to me again.” I needed to start learning how to smack the tree. I practiced all winter long on the practice tree and I still do today.
Did you ever attend college? No. But I had the best professors here at “JEGS University” as I like to call it. There are several employees that have been here for decades and I learned a lot from every one of them. It was a lot cheaper than going to school and more enlightening for what I wanted to do.
What is it that you do today at JEGS and how did you get your start there? I started by sweeping the floors in the race shop when I was 15, but recently I’ve gotten into more of a marketing and purchasing role with the company. I’ll edit and add products to the website. That takes quite a bit of thinking, because you can control how people find you on the Internet by the words you use, which is a big deal. As far as Google is concerned, it’s something called Search Engine Optimization (SEO). It’s something I just picked up by searching around the Internet and reading. My sister Meghan is working in phone sales and accounting now. I’m sort of learning this part while she learns that part and maybe we’ll switch off so we’ll learn the whole business. But we’re always bouncing ideas off of one another.
With your father and his brothers, does each one specialize in their own end of the business and do they collaborate often? Each one has their own specialty. Nothing is set in stone, but they work together very well. They each have their own forte. Mike is very good with the hot rods, and the race cars. Jeg is very good at IT and logistics. He’s very logical in his thinking. John is the people person, very good with our
suppliers, while Dad is big with numbers and the accounting portion of the business.
How has the business changed and what part of the JEGS business is derived from Internet sales today?
Today, probably at least half the JEGS business comes from Internet orders, which is where the business of the world is going. The vision that I see is becoming the high performance automotive Amazon[.com]. Something like a digital, graphical experience where a customer can learn how something works and buy that product at JEGS, along with a total suite of their own vehicle and what they have purchased and done to it. All of which is more than just like Amazon. I don’t know of anyone doing something like that, but I remember doing tech calls when I was 18 and I’ve never had to do something like change the brakes on a ’69 Camaro. So when the customer had a question, I had to go and find the answer to it. So how cool would it be to have a software program that would help me find the correct parts and tell me how to do the job? We’d also place it in his file and if he called back for another part, we could know if that new part was going to work. That would help to eliminate a lot of returns.
retail there for a while and it was a great experience. You get to interact directly with the customer and it teaches you good customer etiquette.
Why do you think there aren’t as many first-generation racers today?
What are the demographics of JEGS’ customers? Is there a way for you to track when you’re selling parts to a “new” racer?
I think they’re there but on more of a local level. They probably can’t afford to step up to national and divisional events, because it’s so costly. I wish the sanctioning bodies could help out in that regard — to show the first-gen people that you don’t necessarily have to have a million-dollar investment to run at a national event. In the Sportsman ranks, anyone has the ability to win.
That would be kind of hard to track. I wish there was because it might be helpful to us all. But our core customer base is probably in the 30- to 50-year-old range. Usually our older customers are not even concerned with the price. They know they’re getting a good price here and they have the money. But we understand that this is an expensive hobby.
What happened to the JEGS stores?
As far as your racing is concerned, where do you see yourself going?
We still have one store on 11th Avenue in Columbus. I actually worked
I really have a big interest in Pro Mod. My heart’s in Pro Stock, but I know how hard that is. With my father running the Pro Mod car, I think it would be really cool to run one of those. I’m excited about racing; I’m always looking for the opportunity to step up and it looks like I’ll be doing that in Pro Mod this year, running a second car with my father. As of right now though, I haven’t been behind the wheel yet, so I’m being cautious but looking forward to it. DRS Vol. 1, Issue 1 / Drag Racing Scene 33
MAKING the
Connection Jiffy-tite introduces a new line of compact, quick-connect fittings
S
ince 1963, Jiffy-tite has been the preferred manufacturer of fluid connectors for the industrial and original equipment manufacturing sectors of the automotive industry. Today, Jiffy-tite fluid fittings for transmission and engine oil cooling applications can be found on most Chrysler and GM vehicles that roll off their assembly lines. “Probably close to 95 percent of our business is derived from the OEM industry,” says Jiffy-tite Motorsports Sales Manager, Duane LaFleur. “We’ve really only gone after the motorsports market for the last ten years or so.” Jiffy-tite Quick-Connect fluid fittings are found on race cars in almost all divisions of motorsports, from drag racing to NASCAR, and even IndyCar. In the normal disassembly of race engines or 34 Drag Racing Scene / Vol. 1, Issue 1
other components, it’s not uncommon to have to unscrew fluid fittings several times. Once a fitting is unscrewed and disconnected, both the hose end and the opposing fitting are exposed to the atmosphere, which can cause fluid to leak out and make a mess. Harking back on past experience, Jiffy-tite utilized its industrial technology and developed a series of Quick-Connect fluid fittings. The fitting is a self-sealing unit — once disconnected, both ends are effectively sealed off by way of an o-ring and valve. When reconnected, there’s only a very minimal loss of flow. In today’s world of “oil-down policies,” having a fitting leak can earn you more than just harsh looks from fellow competitors or track personnel. To add to that, how much money do you have invested in aluminum fittings?
“Once you start throwing wrenches on them, the integrity of the threads and sealing surface goes away, which causes stripping, cross-threading, and sealing issues,” LaFleur says. Because no tools are needed to change Jiffy-tite Quick-Connect fluid fittings, users can avoid many common problems associated with fluid transfer. “After installation, you’ll never have a need to ever touch them with a wrench again,” LaFleur adds. “Once disconnected and with the internal valving, there will be no fluid loss out of either end of the fittings.” Jiffy-tite’s fittings have a distinct gold-and-black finish, but are also available in an all-black look. Recently the company introduced its new Pro-Compact series after realizing that some fittings and hoses don’t
Jiffy-tite’s quick-disconnect fittings have become the standard of the industry when it comes to fast disassembly. They have also eliminated the problems such as cross-threading and stripping generated when screwing together two fittings.
Each Jiffy-tite fitting houses an internal valve which seals off both sides of the fitting, preventing fluid loss when the line is disconnected.
Borrowing from its past experiences in the industrial technology line, Jiffy-tite fittings are of the highest quality, meeting standards set forth as a result of the company’s involvement with the OEM factories.
The company has recently introduced a new line of Pro-Compact fittings for use in applications where an internal valve is not necessary to seal off the fitting.
require valve technology to seal off once disconnected. Ideal for more compact applications, the new Pro-Compact series is perfect for applications that don’t require valve technology, but do benefit from the no-tools technology behind Jiffy-tite’s signature Quick-Connect fluid fittings. Comparable in size to AN-sized fittings on the market today, Jiffy-tite’s Pro-Compact Series is the perfect choice for when valved technology is not a requirement. The reduced size is paramount to bringing Jiffy-tite’s revolutionary quick-connect technology to smaller spaces.
Everything from fuel, to water, to vacuum lines can be fitted with Jiffy-tite fittings.
“We had people say to us they don’t need internal valving in every application and yet they want to use our product,” LaFluer says. “So we did what they asked, scaled it down and it fits in the same area as any other AN fitting.” Jiffy-tite’s Pro-Compact series fittings are available in straight, 45-degree and 90-degree options, from -4 to -20 sizes and can be ordered in either the black or gold anodized
finish. All of Jiffy-tite’s products are proudly made in the USA and are engineered to perform. Located in Lancaster, New York, the company boasts a state-of-the-art CNC machine center along with an extensive R&D department. The company manufactures, assembles, leak tests, packages, and ships out of its Lancaster location. DRS Source: Jiffy-tite, motorsports.jiffy-tite.com
Vol. 1, Issue 1 / Drag Racing Scene 35
Deserving
CHAMPI 36  Drag Racing Scene / Vol. 1, Issue 1
IONS Words/Photos Jon Asher
What hath the NHRA countdown wrought?
Emotionally crushed when he lost his championship opportunity in 2010 (above), Matt Hagan was a different man when he won his second title in 2014.
38 Drag Racing Scene / Vol. 1, Issue 1
T
here’s a difference in a race report written hours after the smoke has cleared and one penned 60-some days later. In the immediate aftermath of a race, one’s judgment might be influenced by the on-track excitement, or even by a misperception fostered by that excitement. Viewed through the prism of time that race may, and often does, take on a whole new meaning. Such was the case with the 2014 NHRA Mello Yello championships. There have been many developments since Sunday, November 16, 2014… some good, some bad, some momentous, and some merely humorous. Matt Hagan, who captured his second Funny Car title, is not the same man who won the same championship in 2011. And he’s light years removed from the man who lost his first brush with immortality the year before that. His maturity is evident in his every word, his every action. In some respects that newfound maturity may be seen by some as a negative.
In 2010 Hagan wore his heart on his sleeve, and while he might not see it that way, what first attracted many to his camp was that very obvious emotion. The finish line, or better put, the turnaround area at the end of the track, can be akin to that scene in a 1950s thriller in which the hero is sitting in a darkened police station’s interrogation room with bright lights shining in his face. There’s no escaping the lights, no evading the questions, and Hagan found that out after that emotionally devastating loss to John Force in 2010. In some respects it could be said that Force schooled the young man five years ago. Regardless of how you frame things, Hagan learned his lessons well and wasn’t to be denied in 2014. Proof of that can be seen in his having won the final Pomona race title along with the championship. On his way to victory, Hagan met and defeated two of his Don Schumacher Racing teammates, and therein lies one of those situations that become talking points after the fact. Without a shred of evidence, numerous fans took to the Internet to claim that either Ron Capps or Tommy Johnson, Jr. — or both — had taken one for the team and let Hagan win. Were their elapsed times something to wonder about? Possibly, but that’s the thing. “Possibly” isn’t stating unequivocally that we should be questioning those results. We prefer sticking to factual information we can prove, so we’ll leave the speculation to the Twitter trolls who have taken over the universe. In our collective view, Matt Hagan is a two-time NHRA champion, and deserves to be. When the AAA Finals in Pomona began, John Force had a chance to win a 17th championship, but it wasn’t to be. You can suggest anything from the stars failing to line up correctly for drag racing’s biggest star, to his almost-last-minute loss of tuner Jimmy Prock (who resigned to take a position with Schumacher Racing), but that’s probably a reach. If there’s one thing John Force Racing had in spades at the Finals it was quality tuners, so when Mike Neff stepped in only the naïve or uninformed believed Force was at a disadvantage. Yes, the steadiness of Hagan’s crew, led by master tuner Dickie Venables, played a role in the outcome, but to suggest Force was undermanned would be to unfairly shortchange Neff. If anything impacted the way Force was racing we’ll speculate it was his ex-
He may have missed out on the title, but John Force remains the sport’s favorite driver.
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John Force might have had a lot on his mind during the 2014 season with the loss of his long-time sponsors, but having PEAK as his new sponsor should ease those concerns.
haustive months-long search for sponsors to replace the departing Castrol and Ford. Despite his protests to the contrary, no one can go through the emotional turmoil Force faced without it somehow, even subliminally, impacting his efforts. Let’s not forget that while Force may be able to begin the 2015 season with less on his mind, that probably won’t be the case for Hagan and everyone else on the DSR team. Don Schumacher is battling throat cancer as this is being written, and our thoughts and prayers are with him for a complete and speedy recovery. Schumacher is very much a handson team owner, and while a family infrastructure of management appears to be in place, how it might function in the real world remains to be seen. We aren’t for a second suggesting that DSR is in disarray, but whenever there’s a change — even one that’s temporary — in the top management of any company, there’s undoubtedly a transitionary period during which small problems may become big ones. Since we’re on the top of all things Schumacher, it’s time to mention Tony’s eighth championship. For some unfathomable reason Schumacher’s outstanding record seems to be consistently ignored, and we know not why. For all intents and purposes, he’s been brilliant since the day he began competing full time in Top Fuel 40 Drag Racing Scene / Vol. 1, Issue 1
Photo by Auto Imagery
Don’t misinterpret the look on Hagan tuner Dickie Venables’ face. It’s not arrogance, it’s confidence based upon years of experience.
in 1999 — the year he won his first championship. First with Alan Johnson making the tuning calls, and more recently with the talented Mike Green handling things, Schumacher has amassed a collection of Wallys — over 70 of ’em — that now ranks fourth among all competitors. This is big stuff, yet rarely is Schumacher considered when it comes to speaking of the sport’s best drivers. He
should not only be in that conversation, he should be driving it. Schumacher almost did a “Hagan double,” but Morgan Lucas had other ideas, scoring the sport’s second quickest ever 1,000-foot time (3.704) as he sent the newly minted champion home. Like that proverbial bad penny though, Schumacher will be back for more in 2015. Although we’ve left our discussion of Pro Stock almost to the end of our story, the reality is that at the Finals this
Tony Schumacher’s Top Fuel championship and 77 overall victories make him one of the best-ever to drive a dragster.
was the class that generated the most media attention. The credit for that goes to the new champion, Mrs. Erica Enders-Stevens. From once being little more than a racing curiosity, the young lady has grown into an exceptional driver with almost unparalleled public relations skills and appeal. No matter how you look at it, right now Erica Enders-Stevens is Pro Stock, plain and simple.
Without her inclusion the class has no other drivers who elicit the kind of blind fan adoration that she enjoys. And what of our friends competing on two wheels? Despite rule changes instituted prior to the start of last season, the Harley-Davidson’s of Andrew Hines and Eddie Krawiec ended up first and second — only the Harley fans liked that. Steve Johnson was the only Suzuki
runner to crack the Top 10, and that needs to change. This is another class that desperately needs a shot in the arm, and other than an injection of nitromethane, we have no idea what that could or should be. Things aren’t all doom and gloom though. We’ll know for sure when the gates open for the Winternationals — and we wouldn’t miss it. DRS
Making
HISTO Aeromotive helps with Larry Larson’s unique fuel challenges
Words Joe Davanzo
42 Drag Racing Scene / Vol. 1, Issue 1
T
ORY Photo by Dyan Lover
he street car world stood still when Larry Larson and Larson Race Cars recently ran 5.95 seconds at 244.43 mph at Las Vegas Motor Speedway’s PSCA event last November. Piloting his new, street legal S-10 truck, the five-time champion of Hot Rod’s outrageous Drag Week competition threw down the gauntlet after sitting out the 2013 event to mastermind his fiendish plan for replacing his historic Chevy II that had served him so well. It was “Mission Accomplished” Sunday when, during eliminations, the S-10 charged right down the Boulevard, lighting the scoreboard with a stunning, world’s first 5-second ET in a street legal car. From day one Larson has exclusively relied on Aeromotive to fuel his championship efforts in Drag Week competition. So when he approached them with his plan for the new truck, the company was stoked to say the least. The goal was to design a fuel system that would support 3,000 horsepower on methanol at the track, but then convert to gasoline and drive flawlessly for hours at a time, allowing Larson to cover over a thousand miles in a week. “We understand the challenge of fueling a vehicle like this, as our systems are powering blown, methanol-guzzling Pro Mod engines all the way down to 350 horsepower gas-sipping street cars,” Aeromotive’s Bub Miller says. The first challenge for the street side of the system was how to feed the 620c.i. Proline, twin-turbocharged beast enough gasoline to allow in-your-face performance on the street, while avoiding the hot fuel handling problems that plague competitors’ systems and their customers cars. “With 20-years of pioneering EFI fuel delivery, no one understands the challenge of putting high horsepower on the street better than us,” Miller explains. “In fact, we had just completed the development of a new product that was begging for a ‘trial by fire.’ A test in the most unforgiving environment imaginable would be perfect. One that would prove its ability to support power — yet drive flawlessly — beyond the shadow of any doubt.” One of those new products was Aeromotive’s Phantom 340 Stealth in-tank fuel pump installation system. What makes the Phantom so attractive is the ability to easily capture the performance and reliability an in-tank fuel pump can provide. The Phantom eliminates disastrous plumbing mistakes — a problem in externally mounted fuel pumps — which can lead to fuel starvation, hot fuel handling problems, and vapor lock. With the Phantom System in the tank, OEM performance and reliability is combined with the flow capacity of Aeromotive’s 340 Stealth pump, allowing the best of both worlds. The Phantom is a simple, ingenious installation system that places a high-flow, quiet, continuous-duty fuel pump directly into any fuel tank. The installation requires no fabrication or welding and is adjustable for depth to accommodate virtually any size, stockstyle fuel tank or fuel cell. It has built in outlet, return, and vent ports in a single billet hat that is less than one-inch tall. One of the most remarkable features of the Phantom is the amazing foam and bladder baffle. Rolled up like a cigar and installed through a small, 3-1/4"-hole drilled into the top of the tank, the foam returns to form and gives structure to the bladder, creating an engineered reservoir that provides a critical supply for the pump to draw from. This ensures fuel is always at the pump inlet, regardless of how much fuel is left in the tank. As awareness of the Phantom technology expands across the motorsports world, the only complaint has been about Vol. 1, Issue 1 / Drag Racing Scene 43
Larry Larson stood by while Aeromotive’s Bub Miller unpacked the many components that would become part of the historic run.
Photos courtesy of Aeromotive
Shown here on a Pro Mod engine, this is the same pump which was fitted to Larson’s engine to feed copious amounts of methanol after the transition to race mode.
the size of the fuel pump. Some customers wanted a smaller pump, while others wanted larger pump options. The results of the market wanting more and better Phantom options led to additional products being developed. The Phantom 200 was created for milder combinations, followed by the Phantom Flex with a 420 LPH, E85-compatible pump, and finally to the current “mother of all systems” — the new Phantom Dual. Loaded with twin 340 Stealth Pumps, a new hat, and high-capacity baffle system, the Phantom Dual was a final, prototype form, with 1,400 hp capability for EFI-forced induction on gasoline.
“We determined this would be the heart of the street side of Larson’s all out Drag Week effort,” Miller says. The Phantom Dual opens the door to a whole new level of in-tank fuel system performance. With separate outlet ports in the hat there’s no internal restriction to reduce flow, which makes multiple plumbing configurations possible. Additionally, the hat profile remains under one-inch tall to ensure trouble-free installation in stock-style tanks. Dual electrical bulkheads can control the pumps individually, allowing the user to configure the Phantom Dual in either a staged or redundant activation. In other words,
An aluminum fuel tank in the back of the truck would carry gallons of pump gasoline to fuel Larson’s ride on the street, requiring a stout fuel system to push the fuel to the front of the truck. 44 Drag Racing Scene / Vol. 1, Issue 1
Aeromotive’s Phantom Dual Fuel System was called on for the pump gas system and includes twin 340 Stealth Pumps, enough to feed 1,400 hp of EFI forced induction on gasoline.
Photo by Power Automedia
After traversing over a thousand miles on the Hot Rod Drag Week tour, Larson and crew switched to race mode for their historic sub-six-second run.
you can run both pumps all the time, one pump as a primary and the second when high demand (boost) comes on, or run one pump alone and — if the filter clogs or the pump fails — activate the second pump as a backup with the flip of a switch. For the banzai side of Larson’s S-10 beast, copious amounts of methanol would be required to eclipse the quarter mile in less than six seconds — the ultimate goal for this effort. With fuel consumption skyrocketing to triple that of gasoline, methanol-burning engines require fuel pumps and injectors that are almost unbelievable in size. Factor in that the horsepower level will need to be 3,000+ to hit the goal and the Aeromotive mantra of “Feed The Beast” took on a whole new meaning.
It was decided to run with eight 225 lb./hr. Siemens injectors plus eight 550 lb./hr. Precision Turbo injectors, with total fuel delivery able to exceed 6,000 lbs./hr. This was no time to play “patty-cake” with fuel pumps. Instead it called for pulling out the big gun, The Aeromotive Terminator, 25 gallon-per-minute, Pro-Mod Mechanical Fuel Pump. With the system design nailed down, the clock was ticking on the project. Slipping out to the Larson Race Cars shop in sleepy Grain Valley, Missouri, the Aeromotive techs spied the patient lying quietly on the chassis jig, waiting for the Aeromotive equipment needed to provide a massive but controlled fuel transfusion that would bring it to life. It would be a life capable of quiet authority on public streets, and one that transforms into insane power in the privacy of a quarter-mile race track. Aeromotive technicians proceeded to install a devious combination of the new Dual Phantom system in the rear tank, for street cruising and 1,400 hp on gasoline. They then grafted the massive, 25 GPM Terminator pump onto the engine. They planned to give the twin 98mm Precision Turbos a river of fuel flow against their tornado of air flow. The Dual Phantom system performed perfectly, producing startling street power with no sign of hot fuel handling. The Terminator, Pro-Mod Pump fed all the methanol the Proline beast could drink and more. Together, these two fuel systems — and Larson’s superb craftsmanship — allowed the team to produce record-shattering performance and the world’s fastest street-driven vehicle. Utilizing aerospace tolerances and procedures, three generations of track experience, and a meticulous approach to engineering, Aeromotive Fuel Systems have become the absolute pinnacle of performance fuel delivery. DRS Source: Aeromotive Fuel Systems, aeromotiveinc.com
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Family ALL ABOUT
Q
uite possibly the neatest part about drag racing is the family atmosphere which permeates just about any track or event in the country, and even the world for that matter. One peek in the pits at a race is all the proof you’ll need. It’s really all about just that — family — and no one knows more about that than the Tedesco family from Western Pennsylvania. “We used to go out to what was then Keystone Raceway here in Pittsburgh to watch our Uncle Bobby race,” says Michael, the patriarch of the family. “When we got older, my brother Carmen began racing, and I dabbled with Dirt Modified cars at a local track. Carmen kept up with the racing more than I did as I sort of gave up on it to concentrate on family and business, although Carmen stayed involved.” Today, the Tedesco’s own the track where they got their start, renam46 Drag Racing Scene / Vol. 1, Issue 1
ing it Pittsburgh International Raceway, which plays host to a number of IHRA-sanctioned events. Michael Tedesco is also the CEO of CARS Protection Plus, a company specializing in used car warranties. But
(L to R) Michael and Cindy Tedesco, along with daughter Mia, are part of one big happy drag racing family. Natalie, their other daughter, is presently enlisted in the Army, but it seems like at each race, the Tedesco clan increases.
“Miss Mia” also competes in the Super Gas and Super Comp classes at NHRA events.
was always sort of “Iinto cars, but once At 21 years old, Mia Tedesco has experienced quite a lot, watching and learning from championship racer Jason Lynch.
Words/Photos John DiBartolomeo that’s just the business side. The other part of this family is racing. “Around 13 years ago, the track was for sale and we purchased it,” Tedesco says. “I took my two daughters, Mia and Natalie, [we] looked around and Mia noticed the Jr. Dragsters.” That was all it took Mia says, “I was always sort of into cars, but once I saw kids my age driving Jr. Dragsters and racing, I just had to do it.” Only eight years old at the time, Mia was at the perfect point to start competing, which she did, earning several wins along the way. Today, Mia has added to her win total and has graduated into driving the Hirata family’s Top Alcohol A/Fuel Dragster. In addition, she still competes at several other races behind the wheel of a Super Gas door car and Super Comp dragster, the latter with which she has won a number of high-dollar bracket races.
With coaching from notable bracket and sportsman champion racer Jason Lynch, Mia has taken to her education well. “I had started working for the Tedesco’s in their company several years ago, and Michael had sent Mia to race with her own car at the winter series races in Georgia and Florida,” Lynch says. “The first day in Georgia, she crashed and destroyed the car. It was just one of those accidents where she did nothing wrong and was just in the wrong place at the wrong time. But she was pretty bummed out about it. “When she came out of the motorhome the next day,” Lynch adds, “she told me she just wanted to race. I told her she could run my car, but I had to hear it from her dad. He had to miss that race due to business, but was planning on coming down for the rest of the series. We talked on the phone and he left it up to me as to whether I thought she was ready to get back in a car.” Lynch agreed, and at the last race on the last day in Palm Beach, she outlasted John Labbous Jr. for her first big win in a big car. “Mia and Jason hit it off pretty good. He’s a great teacher and mentor to Mia and that’s what we were looking for,” Michael says. Lynch adds, “Mia really is an amazing young person. She is determined
I saw kids my age driving Jr. Dragsters and racing, I just had to do it.
”
to move up through the drag racing ranks, even though she still wants to continue racing in the sportsman and bracket ranks.” Last year, Mia ran just a handful of races with the A/Fuel car but still managed a win at the Bowling Green NHRA Lucas Oil Regional Series event. Car owner Ken Hirata has been impressed so far. “Mia has done a great job. She has made a lot of runs in her Super Comp car and she has been doing a good job in our car too because of her experience,” he says. For 2015, the Tedescos have signed up to compete at a full schedule of 18 events with the Hirata’s A/Fuel car. At most events Mia will also be doing double duty, driving her Super Gas car along with her dragster at select big bracket races. “Now that I have a year with the A/ Fuel car,” Mia says, “I feel a lot more comfortable and am really looking forward to going after the championship in both classes.” Lynch will also continue to be a part of Team Tedesco, competing for the championship with the team’s Super Gas and Super Comp machines, in addition to adding to his list of high-dollar bracket race wins. DRS Vol. 1, Issue 1 / Drag Racing Scene 47
GRIND
No Longer a
Selecting a camshaft is a science all its own
C
hosing a new camshaft for your engine can be one of the more fascinating — or excruciating — parts of a build. You must be prepared to supply the correct answers to a multitude of questions in order to obtain good results. “There are no ‘magic camshafts’ that will make a winner out of an engine that contains a poorly selected variety of components,” says Chase Knight of Crane Cams. “Try to plan ahead with your build, and not use just whatever’s available.” Knight says that by spending some time — and possibly money — doing research to determine your goals will help you get the correct camshaft and a proper engine combination. If you are working with an existing setup, and you’re looking for a recommendation for a new camshaft, have the specs of the previous cam available if possible. You also want to be able to convey what changes and improve48 Drag Racing Scene / Vol. 1, Issue 1
ments in engine performance characteristics you desire. Following are a few questions a tech is most likely to ask you:
First, and most obvious, exactly what engine do you have? Most engines evolved throughout their production runs, which may affect the cam core and valvetrain components that are required. If you have an aftermarket block many changes from stock are possible, so be sure that you know what’s different. If you have a block that might have been set up for a serious racing application, check the inside diameters of each cam bearing in the block to be sure what you have.
What’s the bore and stroke?
Larger displacement engines can generally tolerate camshafts having a bit more duration and wider lobe separation than smaller cubic inch versions.
Short-stroke engines favor upper-rpm ranges and may lack torque (and they are usually difficult to achieve high compression ratios with), so a comparatively shorter duration camshaft may be advised. Connecting rod length can also influence the torque band that’s produced. Shorter rods usually favor lowend power, but can be more stressful on cranks, pistons, and cylinder walls. Longer rods are helpful in higher-rpm applications, and can benefit from camshafts having shorter durations, since cylinder fill improves, and cylinder pressures can be increased.
What type of camshaft are you interested in? According to Knight, hydraulic roller camshafts are preferred in a great number of Super Gas and Super
Comp race cars because they provide a reduction in maintenance and offer good consistency. For high rpm levels, and for all-out unlimited racing, mechanical roller camshafts are preferred. Valve adjustment will be required, with the stability of your valvetrain determining the frequency of re-adjustment. If you’re looking for a roller camshaft and already have the lifters, the wheel diameter of the lifter should be provided for proper grind selection.
What’s the compression ratio?
This variable is closely related to the “What cylinder heads are you using?” question, and is a very important factor in your camshaft decision.
This is also the primary input that customers tend to exaggerate. Be realistic. Generally, as your compression ratio increases, you can use a longer-duration camshaft, moving the power band higher. As far as your vehicle is concerned, the type and class you intend to run along with knowing your specific class rules are helpful. Vehicle weight plays a role as well. A 2000-pound vehicle won’t usually require as much low-end torque as a 4500-pound one, and it can normally use a more radical camshaft. Rear end ratio and tire size should also be a consideration. One major point that must be discussed is that too many people are caught up in the “I must have the max-
imum horsepower” fixation. Bragging rights from the dyno may not produce the desired real world results. In the case of a bracket car, not everyone is looking for the fastest, quickest, baddest engine possible. In some cases, knowing your elapsed time limits can be of great assistance when choosing a camshaft, or any other engine component. Cranking compression (also referred to as cylinder pressure) can be checked and compared by using a compression gauge. A leakdown test is great for checking ring and valve seal, and for showing where you might have a deficiency. However, it does not tell you a thing about the compression of the engine. These readings are produced by the volume of air in each cylinder that’s compressed from the intake valve’s closing to Top Dead Center. This provides a relationship between the valve motion Vol. 1, Issue 1 / Drag Racing Scene 49
Despite a camshaft being the “heart of an engine,” it must work with the whole combination of engine components.
Proper installation of the camshaft is important but first the correct “stick” with all the right “bumps” must be ordered.
and compression ratio. Regular monitoring can provide many clues here.
What about piston-to-valve clearance?
Let’s also explain that valve lift is not really a factor in piston-to-valve clearance, because when the valves are at full lift, the pistons are substantially away from Top Dead Center. However, your valve spring travel, and the dimension from the bottom of the retainer to the top of the valve guide, will control the maximum lift that can be available. Piston-to-valve clearance is determined by the duration and lobe separation of the camshaft. In most cases, piston-to-valve clearance will always be the closest when the piston is roughly 10-15 degrees before (intake) and after (exhaust) TDC. “Generally, the longer the duration, the less piston-to-valve clearance,” Knight says. “The narrower the lobe separation, the less piston-to-valve clearance. Advancing the camshaft will reduce the intake piston-to-valve clearance. Retarding the camshaft will reduce the exhaust piston-to-valve clearance.” The inherent designs of the heads and port configurations will often dictate lobe profiles. Valve sizes will also have an effect as some heads with excessively flowing exhaust ports should require exhaust duration shorter than the intake duration. “The 1970s Donovan 417 V8 Hemi aluminum heads responded to an exhaust duration about 20 to 25 degrees shorter than the intake,” Knight says. Some LS1 engines (LS3–L92) will frequently use exhaust lobes that have 15-to-20 degrees longer duration than the intake.” Various aftermarket cylinder heads may have a different valve layout than stock, requiring a different camshaft 50 Drag Racing Scene / Vol. 1, Issue 1
Installation of any camshaft used in a performance application begins with degreeing in the cam, so that it is in proper correlation to the crankshaft and Top Dead Center.
core. Port flow and volume also enter into the process. “We see a number of builders installing heads that are intended for much larger displacement and higher-rpm applications than their actual use,” Knight says. “Yes, you can try to go with a milder cam to compensate, but again, overall results will probably suffer. “If your heads achieve maximum flow at .600" valve lift, don’t believe that’s all the lift you need. The valves will only be at full lift for an instant each cycle, so you need to go past the maximum flow lift point to take advantage of your heads’ flow characteristics.” The material of the cylinder heads is also a factor in camshaft selection, as is the weight of the valves, springs, and retainers. If you have some lightweight stainless or titanium components, that can also influence the types of applicable cam lobe profiles.
When special ordering a camshaft, your intake and exhaust valve sizes will be just one of the many questions asked.
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What are your rocker arm ratios and styles of rockers (shaft- or stud-mounted)? Increasing the rocker arm ratio will generally increase power throughout the existing power range, and may actually add a few hundred more usable rpm at the upper end. Piston-to-valve clearance will be affected, along with spring travel, so be sure to check for mechanical interference in these areas. Rocker arm stiffness and stability is also very important. The more accurately you can transmit the cam lobe shape into valve motion, the better the results. This is also a good time to mention pushrods. We highly advise that you use heavy-wall, heat-treated pushrods in any application. Pushrod flex prohibits the cam profile from being accurately transmitted to the valves, reducing the positive effects of all the other valvetrain upgrades you’ve performed. It’s an area which has seen a lot of performance improvements over the years. The size and type of the carburetors, or throttle bodies being used, along with the configuration of the intake manifold, should be properly matched to your application.
Supercharged, turbocharged, and nitrous combinations can require their own camshaft grind that is different from a normally aspirated engine.
Do you have a boosted application?
Are you are going to use nitrous?
Camshafts for supercharged applications will generally be a bit milder than for normally aspirated applications, and have wider lobe separations — reducing overlap, to build boost more quickly and efficiently. Turbocharged engines generally require a fairly mild camshaft, having lit-
tle overlap, and possibly exhaust durations that are shorter than the intake duration. The turbochargers are driven by heat, so capturing greater heat in the cylinder and exhaust will provide better efficiency.
What fuel do you use?
Straight methanol will usually require less duration on both intake and exhaust to help generate greater heat and pressures, since the possibilities of detonation are reduced. As the horsepower potential from your nitrous system increases, you will usually require a wider lobe separation and a longer-duration exhaust lobe. As more heat is produced, it must be dispensed with accordingly. Header diameters, primary tube length, and collector size also play a
role in cam selection, as does transmission type. Vehicles with manual gearboxes can often tolerate a bit more radical camshaft than those with automatics, as a narrower power band can be applied. Converter stall is important to know, but frequently the supplier of that component wants to know what cam you’re using, so you should have your combination decided on by this point. One of the newer choices of custom features available for many of the popular V8 engines today is a firing order swap. In the case of a Chevrolet, swapping cylinders 4 and 7 has been a popular move for a potential horsepower increase. Hopefully, we haven’t overloaded your senses too severely, and that you’ll be able to put this information to good use when it’s time to consider obtaining a new camshaft and its associated components. DRS Source: Crane Cams, cranecams.com
Your particular class and type of car is extremely important when it comes to choosing a camshaft. If there is one piece of advice, it is to be realistic in your expectations. 52 Drag Racing Scene / Vol. 1, Issue 1
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FUN SUN in the
Words John DiBartolomeo/Photos Bryan Epps & Chris Simmons
I
t started out as “Fun in the Sun,” but it surely didn’t end up that way. Naturally, the racing was everything it could be at Bradenton Motorsports Park in Florida for the inaugural event held November 14-18, 2014. Run at the 1,000-foot distance, it was supported by a number of aftermarket companies with Best Losing Packages and other product giveaways. Over 160 racers flocked to Bradenton to enjoy the first Fun in the Sun event, which is destined to grow in stature in the next couple of years. It was a “Racer’s Race,” run by two champions who wanted to provide an event racers could enjoy. Scott Richardson and Scott Weney wanted to bring back that old “Florida racing in November” feeling that had seemingly diminished over the years. The weather was typical for Florida in November: sun, warm temperatures, and of course a little rain. Racers enjoyed an event which paid homage to earlier days: It was 1982 when aftermarket parts pioneer Dick Moroso began his Moroso 5-Day Bracket Championships. Held in November at the facility in West Palm Beach which carried his name, Moroso’s event was the place to be for fun … and of course sun. The 5-Day was created by Moroso as a showcase for the grassroots racer. The
54 Drag Racing Scene / Vol. 1, Issue 1
Overshadowed by tragedy
Day 3 winner, Gary Williams
racing took center stage, but it was Moroso’s penchant for fun which took the form of fishing trips along with beforeand after-the-event parties that made many a racer look forward to the event for more than just the racing. Moroso lost his battle with cancer in 1998, so his daughter continued the tradition of the race, as did others, but by then the economy — as well as other big-money bracket events — stole some of the luster of the 5-Day. In the early days, two side events also were held at Orlando Speed World and Bradenton Motorsports Park, making for
a three-week-long celebration to close out the year of racing, and there was no better place to be in November than Florida. Weney and Richardson were both there in those earlier days and remembered it well. That was the basis for the 2014 Fun in the Sun race. “We’ve also teamed up with Palm Beach International Raceway (formally Moroso Motorsports Park) and aligned our two events with one another as an added bonus to racers who wish to escape the winter weather, race for ten days, and go home with some money even if it’s not a race win,” said Weney.
Scott Weney: Gone, But Not Forgotten In racing, as in life, unfortunate things happen when we least expect it. Such was the case during the Fun in the Sun event held November 14-18, 2014, in Bradenton, Florida. The promoters, Scott Richardson and Scott Weney, started the weekend by dealing with bad weather and rescheduling issues, but looking back those problems seem minor. “After we made the announcement [to postpone] on Monday, I had left the track to get cleaned up and was going to go to dinner with Scott [Weney] and his wife, Candi,” Richardson remembers. “I wasn’t more than ten minutes away when I got a phone call to return immediately back to the track.” Sometime shortly after closing his trailer, Scott Weney collapsed and was given CPR for quite some time before he was transferred to the hospital and placed in an induced coma. To make matters worse, Candi Weney also had to be admitted for heart problems of her own, no doubt brought on by the events surrounding Scott. On Wednesday, Scott passed on to the great drag strip in the sky leaving behind a legacy that will not be forgotten. Well-known in the industry, Weney was the face behind the race car business at S&W Race Cars in Pennsylvania. He was responsible for building a large number of cars over the years. Weney, along with his brothers and sister, took over the business from their father Walt, who began building cars in 1959. Starting out as a floor sweeper, Scott took to racing and the business immediately. A former champion in a number of classes from Funny Cars on down, Scott thoroughly enjoyed just spending time at the races when he wasn’t having a behind-the-wheel adventure in one of his
Photo by Dave Milcarek
Scott Weney (center), his wife, Candi, and son, Rory (left).
own dragsters. His support of the bracket programs at numerous tracks, as well as his assistance to the media, led him to partner with Richardson to promote the Fun in the Sun series. His absence at future races will leave a void that cannot be filled. Candi, while still trying to cope with the loss of her husband and best friend, has recovered from her heart procedure. In 2015, the Fun in the Sun series will include a Scott Weney Memorial race which is sure to be well attended. On behalf of Drag Racing Scene and the entire racing community, our condolences go out to the Weney family.
RESULTS FUN IN THE SUN Bradenton, Florida Day 1 W – Nick Folk R/U – Jeff Strickland Day 2 W – Lane Dickens R/U – Timmy Smith Day 3 winner, Day winner, Gary4Williams Brian Folk
Richardson and Weney guaranteed the payout of $10,000 to the winner each day in addition to paying 32 places — door cars would run separately until the ladder round of 16. Additionally, the promoters established a points fund that paid an additional $2,500 to the leader, free entry into the following week’s five-day race at Palm Beach, and a trip to Aruba. The plan was perfect. The first three days went according to the plan, yet what eventually transpired on Day Four (Monday) of the event greatly overshadowed all of the festivities (see above). Monday morning started much like the previous three days, but Mother Nature had other plans. Impending weather forced the promoters to try to speed up the day’s activities. One time trial
was to be provided to all competitors, immediately followed by eliminations. “We got about 30 pairs of cars run and it began to rain,” Richardson said. “The rain didn’t look like it was going to let up.” Rather than have racers sitting around waiting, Weney, Richardson, and the track management felt it in the best interest to postpone any more racing for the day. This would allow racers to leave and do other things, rather than play the waiting game in the rain. “The plan at that point was to give everyone another time shot on Tuesday morning, then continue where we had left off on Monday,” Richardson said. “The intention was to complete Monday’s race and then go right into the Day Five race. That was the plan.” The saying is true: The best laid plans of mice and men often go awry.
Day 3 W – Gary Williams R/U – Jason Hoff Day 4 W – Brain Folk R/U – Gary Carbone
Top Ten Overall Points 1. Gary Williams 2. Jeremy West 3. Nick Folk 4. Timmy Smith 5. Bug McCarty 6. Alan Glatt 7. Lane Dickens 8. Peeps Pennington 9. Jason Lynch 10. Jeff Strickland
As it turned out, the continuation of Day Four eliminations on Tuesday went off without a hitch, but chilly temperatures and darkness forced officials to make the decision to cancel Day Five and return a portion of the entry money to the racers. However, by that time, there probably weren’t too many racers who even wanted to finish Day Four, let alone start another race due to the events which took place after Monday’s postponement. Though it ended on a somber note, the event successfully brought back some of the luster of the 5-Day races and it is sure to be well attended in the future. The 2015 Fun in the Sun event is scheduled for November 13-16 again at Bradenton Motorsports Park. DRS Vol. 1, Issue 1 / Drag Racing Scene 55
READY TO
RACE Prepping your transmission for the new season 56  Drag Racing Scene / Vol. 1, Issue 1
I
t’s that time of year when eyes glisten at the sound of open headers, while win lights bring a joy to our lives. Being able to enjoy the latter means being prepared. In most cases, from a transmission standpoint there really isn’t a lot to prepare for. But TCI’s Kevin Winstead points out that there are a couple of things you should do to make sure your transmission is in “tip-top shape” for a whole year’s worth of racing. If you’re like most, you didn’t have any issues with your transmission last year which would have required a rebuild over the winter. Usually, transmissions will only need rebuilding when an issue begins to surface. There really is no hard-and-fast rule when it comes to exactly when to rebuild your transmission. But a couple of things could point you in the direction of a rebuild. Your transmission will usually be good for several hundred runs, but if it no longer seems to shift hard and crisp… maybe it’s time to rebuild.
If the oil is starting to smell rather burnt… maybe it’s time to rebuild. And naturally should you hear any clunking, grinding, etc., then it’s definitely time to rebuild. Before you go out at the beginning of the year, there are a couple of things that should be done to ensure you’ll make it through the whole year without any issues. “The most obvious thing is to change the fluid and internal filter,” Winstead says. “Doing this requires dropping the transmission pan which will also mean replacing the pan gasket.” Heat is the big killer of transmissions and a more powerful engine and/or looser converter will cause a lot of heat. The transmission oil is designed for two basic purposes: to lubricate and cool the transmission components. Because of this, the oil will suffer the most, which causes the fluid to burn. That pretty red color and smell of new fluid will usually turn brown and stink. This is all pretty normal, so don’t be alarmed should your oil turn that way.
Preparing your transmission for the race season ahead starts with draining the fluid from the pan in order to change the trans filter.
Don’t be alarmed with a certain amount of “sludge” at the bottom of the pan. Naturally though, any big chunks might indicate a larger problem looming ahead and should be looked into.
The same goes for any residual debris on the trans filter. Small pieces are normal, but should you notice any significant metal, then it requires further inspection.
Some trans filters, such as a stock Powerglide unit, are merely fine screens and can be cleaned easily. Some though are cloth or paper and should be discarded.
There is also no hard-and-fast rule to tell you just what is normal and what is not. If your gut tells you something doesn’t seem right — or if you have any questions — be sure to ask a transmission professional. It is always better to be safe than sorry. Often times you’re going to see a certain amount of clutch or metallic particles on the filter itself. This is usually a normal occurrence, but if you happen to see more than what you would think is normal it’s a good time to dig deeper. Draining the transmission oil from the pan just removes what is in the transmission itself. It does not remove any oil left in the torque converter or the transmission cooler. To get oil left in those areas, you can remove the transmission cooler line and use compressed air to blow out the remaining fluid. For an even better way, TCI offers its Max Shift High Pressure Transmission Cooler Cleaner & Flush, which utilizes a cleaning agent to flush the cooler of any metal contaminants and old fluid. “While you’re under the car, this is also a good time to check the torque on the fasteners that can be easily reached with the transmission in the car,” Winstead says. “These are
It’s also a good idea to flush your trans cooler while you’re at it, as simply draining the fluid from the pan doesn’t drain any oil left in the trans cooler.
58 Drag Racing Scene / Vol. 1, Issue 1
things like the Servo cover, pan bolts, tailhousing bolts, converter bolts, and so on.” With new fluid installed, you’ll need to start the engine to circulate the oil and check the fluid level. Also, it is a good time to check the oil pressure. For a transmission — just like your engine — oil pressure is everything. It’s never a bad idea to know just how much oil pressure your trans has and to periodically check it in order to get ahead on any problems which might be creeping up. Different transmissions, as well as various combinations, require varying pressures. A 500-horsepower engine doesn’t require as much pressure as a 1,000-horsepower power plant would, but they are similar. Transmission pressure can easily be checked by attaching a 0-300 psi gauge to the appropriate port. Each transmission is different, but two of the more popular units used today are the two-speed Powerglide and GM Turbo 400. Pressure for the Powerglide can be attained by accessing the 1/8"-npt port on the right side of the transmission in the servo cover. The TH400 has a line pressure port on the left side in roughly the middle of the transmission case. Line pressure is what you’re looking for and should be in the 150-220 psi range. Check with your transmission professional for the correct number for your application. TCI has a handy pressure guide for various transmissions on its website. Should your transmission require rebuilding, check the pressure and let your rebuilder know the number prior to removing. It could be helpful in allowing him to diagnose an issue. Finally, knowing your converter’s stall speed can clue you in to any potential problems. However, checking the stall speed is not recommended to be done often as it could potentially do more harm than good. “For a transbrake-equipped car, you can remove the two-step chip, and then see where the converter stalls at wide open throt-
Once you’ve refilled the transmission to the proper level, it’s a wise move to check your transmission line pressure. Prior to rebuilding the unit, a re-check of the pressure can help to diagnose a multitude of problems.
tle on the brake,” Winstead says. “A quick warning here though: Be sure the car is jacked up and the rear end is on a set of jack stands. If the stall speed changes very much (assuming you haven’t made any changes to the engine that would affect the torque output), then you should consider sending the torque converter back to the manufacturer to have it freshened up.” DRS Source: TCI, tciauto.com
FASTENERS&
Furious
Quick guide to the selection and installation of fasteners
F
asteners play an important role in a race car’s engine, driveline, chassis, and suspension. Accordingly, it’s crucial to select the correct fastener for each application — and install it properly. Naturally, we turned to the fastener experts, Automotive Racing Products, Inc. (ARP) for their input. ARP has been manufacturing high performance fasteners for almost 50 years, and has strong working relationships with leading race teams and engine builders the world over. There are a number of parameters that come into play when you select a bolt: material and strength, thread 60 Drag Racing Scene / Vol. 1, Issue 1
diameter and number of threads per inch, grip diameter, underhead, grip and thread lengths, head design, wrenching size, head height, and collar diameter. The strength of a bolt obviously plays an important part in the selection process, as the stronger the bolt the more clamping force can be achieved. Most ordinary bolts are made of lowor medium-grade carbon alloy steel that’s been tempered to varying degrees. They are identified by markings on the head: plain indicates SAE Grade 1 or 2 (nominally rated at 60,000 psi tensile strength), three marks are used for SAE Grade 5 (120,000 psi), and
six hash marks are employed for SAE Grade 8 (150,000 psi). ARP’s polished stainless steel or black-oxide-finished 8740 chrome moly accessory bolts are both nominally rated at 170,000 psi — substantially stronger than Grade 8. The added benefit of the stainless steel (a proprietary alloy) is that it won’t chip, peel, or rust, which is often the case with ordinary steel bolts (especially chrome-plated ones). From there we have bolts made of heat-treated 8740 chrome moly and more exotic alloys. These are nominally rated from 200,000 to 280,000 psi and are used for attaching cylinder heads, main caps, connecting rod caps, and so on.
Markings on the head of a bolt indicate its tensile strength; in this case a Grade 8 bolt is rated at 150,000 psi. ARP’s bolts are all rated at 170,000 psi.
ARP rolls its threads (left) rather than cutting them into the stud or bolt, offering increased strength.
It’s also important to note that a fastener acts similar to a spring, as it must be stretched in order to exert tension. By way of example, a typical small block Chevy rod bolt made of 8740 chrome moly must be stretched about .006" to achieve a 10,000-pound preload. For most automotive applications, lock washers should not be used. Flat washers should be employed to prevent the bolt from “digging” into the item being attached (especially if it’s aluminum), but split washers are mostly counterproductive when any degree of preload is being applied. When it comes to a bolt’s head, there are pros and cons for both standard hex and 12-point designs. As a rule, 12-point heads — especially “re-
duced-wrenching” models — are better suited for use in tight quarters. There is also the fact that torquing force can be applied more efficiently with a 12-point. The primary consideration centers on what tools can be employed to apply said torque. A popular rule of thumb is “if you can’t get a socket wrench on it, use a hex.” This is especially true in tight quarters where limited vertical clearance prevents slipping a box-end wrench over the head; only the use of a hex head and open-end wrench is practical. Yes, there are special hybrid 12-point “box” wrenches that can be used, but they are fairly cumbersome and typically don’t have sufficient clearance for use in tight quarters.
There are numerous applications where studs can be used in lieu of bolts. Common usage includes the attachment of cylinder heads, main caps, headers, oil pans, and valve covers. There are obviously pros and cons for both. For the most part, ARP’s tech reps recommend studs. One important reason is that they’re “easier” on the threads — especially those made from aluminum — than bolts. Another reason is that studs precisely guide and locate gaskets and components, making the assembly process that much quicker. The biggest drawback of head studs vs. bolts used to be clearance issues when removing components. However, ARP has solved that problem by broaching a hex into the head of the stud, facilitating easy installation and removal. Most enthusiasts are familiar with tensile strength as a yardstick for determining how a fastener will perform. However, there’s an equally important Vol. 1, Issue 1 / Drag Racing Scene 61
Studs are preferred due to the fact they’re easier on threads and ARP’s studs are all broached on the end with a hex to allow for easier install and disassembly.
trait that’s often overlooked: fatigue strength. This really comes into play with every engine cycle, whether it’s combustion pressure wanting to lift a cylinder head or push the crank out the block. There can be two fasteners that are made from the same basic material, but they can have drastically different levels of fatigue strength. The cheap way to make a stud is to cut the threads when the material is in its natural state, toss it into a bucket and heat-treat the batch. ARP, on the other hand, employs more thorough manufacturing procedures. Studs are first centerless ground to assure concentricity. Then they’re
heat-treated using special vertical racks to ensure complete 360-degree penetration and consistency. J-form threads are then rolled into the hardened studs and the material is essentially “work hardened.” The net result is a fastener fatigue strength that’s 2000-percent better than ordinary bolts and studs. This method also makes more precise threads for optimum engagement. It’s critically important to install the fasteners correctly; even the best quality studs and bolts can fail when not properly preloaded. It’s easy to measure preload in a connecting rod, where a rod bolt stretch gauge can be employed. But for all “blind” applications you’ll be relying on a torque wrench to apply the proper preload (per manufacturer specifications). Two things can go wrong. First, the torque wrench may not be accurate (ARP does free torque wrench testing at all NHRA national events and has discovered many a device to be off by up to 30 percent). Secondly, the fastener lubricant used can influence accuracy. For decades it used to be common practice among experienced engine builders to “cycle” (torque, loosen, retorque) key fasteners a half-dozen times or so to mitigate inconsistencies in the lubricant and thread surfaces.
12-point heads on nuts and bolts are preferred, especially in areas where clearance is a problem.
But that was before ARP’s Ultra-Torque fastener lubricant was developed. It facilitates getting between 95-100 percent of the desired preload on the first and all subsequent pulls. Extensive computer-controlled testing has shown it to be far superior to oil, moly, and all manner of diesel, aircraft, and marine lubes. The bottom line, of course, is that selecting the right fasteners for the job at hand and installing them accurately is the key to long-term engine reliability. DRS Source: Automotive Racing Products, Inc. (ARP), arp-bolts.com
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SPRING
ACTION
INTO
64 Drag Racing Scene / Vol. 1, Issue 1
Proper valve spring selection, setup for drag racing
D
rag racing engines are subject to stresses unheard of in street applications, or most other forms of racing for that matter. During each pass the engine flirts with detonation as it is pushed to the absolute limit of its capabilities. An engine’s valve springs often bear the brunt of drag racing’s colossal demands, and as a result have been responsible for more than a few engine failures. Choosing the correct valve spring is mostly a matter of knowing your engine and what you are asking it to do.
For instance, if you are trying to create a torque monster with a lot of pull off the line, that spring will have different requirements than one you are using in an extremely highrpm application. We spoke with Justin Bowers, one of the valvetrain experts at COMP Cams, to learn how to properly select and install valve springs for a drag racing application. Bowers bracket races a Nova himself, so he has plenty of experience. He makes 250-350 runs a year with his car and is familiar with the longevity that is important to sportsman racers.
“One of the major things guys in bracket, Stock, Super Stock, Super Comp, Super Gas, and other sportsman classes are looking for is a quality spring with great life,” Bowers says. “Some of the sportsman guys will put upwards of 500 runs a year on their cars, and they’re looking for the most dependable piece they can get their hands on. “Now as for the professional racers in Top Fuel, Funny Car, Pro Stock and Pro Mod, these guys are looking for a great spring with tons of pressure but they will change springs after five to 10 runs. With the [aggressive] profiles of their camshafts, that is about the life of the springs.” Proper valve spring installation is crucial to getting the most out of your valvetrain setup. It’s important to make sure the springs are free of debris and imperfections, but there are still a couple more steps before installing the springs. One of the first and most important tasks is to verify the installed height, which is the total height of the spring when the valve is closed. The installed height is measured from the surface where the outermost spring rides on the retainer to the surface of the spring seat being used. To find the installed height, first place the spring seat in the spring pocket of the head, then install the valve in the guide. 66 Drag Racing Scene / Vol. 1, Issue 1
installing springs on any engine, “When you want to make sure you are using the right spring for the application and for the installed height.
”
Next, place a height micrometer on top of the spring seat. Put the retainer and locks on the valve and pull the retainer tightly against the valve locks while holding the valve assembly steady. Measure the distance between the spring seat and the outside step of the retainer using the height micrometer. After measuring all the valves, find the shortest height. This will be the springs’ installed height on your heads. Shims will be used to obtain the shortest installed height on the remaining valves. +/- .020" is acceptable. You’ll also want to check clearances before installing any springs. To do so, you need to measure the distance from the bottom of the retainer to the top of the valve seal. This distance must be greater than the lift of the valve, if not the guide must be machined to avoid cam and pushrod failure. Now you can install your valve springs. Once you have the springs installed, it’s important to check for coil bind. This means that when the valve is fully open, there must be a minimum of .060" clearance between the coils of both the inner and outer springs.
If this clearance between the coils isn’t there, the springs will bind, leading to damage or all-out failure. You must change either: the retainer (to gain more installed height), the spring itself (to accommodate more lift), or machine the seat (for extra depth). “When installing springs on any engine, whether it be for a street or race application, you want to make sure you are using the right spring for the application and for the installed height,” Bowers says. “On a street application we normally want to run the springs around .100" from coil bind. So picking the right spring with the correct installed height is a must. Now when running a race spring we try to use the spring a little closer to coil bind, but not closer than .060" away.” You also always want to check the clearance between the retainer and the inside of the rocker arm. It’s important to see if you have the proper rocker arm/retainer combo as well as the correct rocker geometry. Spring load is another extremely important area to consider when talking about valve spring setup and installation.
If you’ve bought a set of valve springs from COMP Cams for instance, they’ve been matched for load consistency. This means that the spring pressures are all within an acceptable tolerance for new springs. However if you bought your springs somewhere else, or just want to check for your own peace of mind, you can use a spring checker to make sure each spring’s variance is within ten percent of the others. To do this, measure and note the thickness of the retainer from its highest point on top where it sits on the outermost spring. Then place the retainer and spring on the base of the spring checker. Compress the spring to the desired install height, taking into account the thickness of the retainer that you measured a moment ago. The dial gives you the spring’s force. After you have your springs installed, it’s important that they go through a heat set to be broken in. This is a very simple, but crucial step. Now is a good time to spray the springs, rockers, and pushrods with a valvetrain assembly spray, especially if this is a new engine build. On initial start-up, let the engine reach normal operating temps. Limit the rpm to 1500-2000, then shut the
engine off and let the springs cool to room temperature. Then you are ready to go with your newly installed valve springs. We also asked Bowers if there are any common causes of valve spring failure he comes across that could be easily remedied. “I see a lot of spring failures in sportsman drag racing applications when people are running some type of oil restrictors with too small of a hole,” he tells us. “What the restrictors do is ensure there is oil in the pan at all times. But in turn what it does is limit the oil that is pumped to the top of the engine. That oil is critical for lubing and cooling parts there, such as springs.
“One thing I tell customers that still run restrictors is that we need to open them up. Most restrictors come with a .060" oil hole; I open them up to .125". This will allow more oil to the spring area and will keep the springs cool. Heat is a major killer of valve springs.” Following the steps above, and listening to the advice of experts like Bowers, will help ensure that your valve springs hold up during each pass in which you push your drag car to the absolute limit. There is no better feeling than knowing you can mash the gas and all of your engine components will still be intact 1,320 feet later. DRS Source: COMP Cams, compcams.com
Drag Racing Scene has compiled a list of some of the hottest new products to hit the drag racing market. On the following pages of our Vendor Midway, be sure to check out the variety of racing products offered. Product and company contact information is provided should you see something you wish to purchase — and we know you will.
Light & Compact
McLeod Racing, Spun Aluminum Bellhousing McLeod Racing’s new Spun Aluminum SFI 6.1 Approved Bellhousing proves once again that McLeod is the leader in producing state of the art driveline products. Using a spun aluminum/cnc machining process, McLeod is able to produce an extremely accurate bellhousing that is lightweight and compact in size. McLeod’s Aluminum SFI 6.1 Approved Bellhousing weighs only 13.5 pounds. But don’t let that light weight give the impression the bellhousing is a lightweight. Added protection is provided via a steel inner liner. They built the bellhousing with a narrow body. It accepts popular clutch and flywheel sizes but leaves plenty of tunnel room for tight builds. Another innovation is the interchangeable back plate. This allows for the same bellhousing to be used with different transmissions by a simple changing of the plate. mcleodracing.com 714.630.2764
68 Drag Racing Scene / Vol. 1, Issue 1
Custom Made
Manley Performance, Custom Titanium Valves Manley’s one-piece forged titanium valves have long been a standard of the industry, having earned a reputation for reliability in many racing venues. There are currently over 250 different off-theshelf part numbers for Manley titanium valves, covering a wide range of applications and valve sizes. The company now offers an expanded range of custom options, including hollow stem intakes, a special “thin film” seat face coating and “fluted dish” lightening. The hollow stem titanium intake valves provide a 10-12% reduction in weight over conventional “solid” valves. The valves are precision gun-drilled and feature a generous corner radius to eliminate stress risers. A hard steel tip can be employed on valves with a 5/16" or larger stem diameter. manleyperformance.com 732.905.3366
Adding Another Twist COMP Cams, Dual Conical Valve Springs
Shift Like a Pro
Aerospace Components, Pro Terminator Shifter Available now from Aerospace Components is their Pro Terminator Shifter for 3-speed applications. The unit features front or rear exit cable, dual gate plates, manual or electric shift solenoid, true one hand operation and a built in cable mount for Morse-style cables. The lightweight and compact design fits easily in door cars or dragsters, is available with a switch mounted in the grip handle, and meets IHRA and NHRA mandates. aerospacecomponents.com 727.347.9915
What is the most common cause of failure in a racing valve spring? The answer is a combination of heat, wear, and friction at the highest stress location of the outer spring. The engineers at COMP Cams found that by changing the cylindrical shape to a cone, the progressive frequency design provides far better valve control with a lower dynamic mass. And now the conical valve spring line has been expanded to include Dual Conical Valve Springs for lifts up to .800”. They offer improved valve train stability, an increased rpm limit and dampen coil oscillations without an interference fit. The springs are available individually or in sets of 16 (retainter not included). compcams.com 800.999.0853
Vol. 1, Issue 1 / Drag Racing Scene 69
Vendor Midway PARTS / TOOLS / ACCESSORIES
Control the Delay
MSD Performance, Power Grid Delay Timer By working with racers and listening to their needs for improved control over their power adders and accessories, MSD Performance is pleased to release the Power Grid 3-Stage Delay Timer. The 3-Stage Delay Timer, PN 7760, provides Power Grid users the ability to finely control the activation of three independent circuits via relay, such as a nitrous solenoid or an air shifter. Each stage can be programmed to turn on and off based on the time after the launch or through engine rpm or both. The Delay Timer easily connects to the communication network of the Power Grid and the settings are programmed through the MSD View software platform alongside all of the other Power Grid programming functions. Both rpm and time can be set with an on target and off target allowing you to control how long a circuit is activated as well. Thanks to the advanced data acquisition features of the Power Grid, all of the settings and values that you set with 3-Stage Delay Timer can be reviewed after each run to assist in tuning the program for the next run. msdperformance.com. 915.857.5200
Reduce the Friction ARP, Ultra-Torque Assembly Lube
Critical fasteners such a main, head,‑ or rod bolt should always be lubricated when installed. A lubricant reduces the impact that friction has on the torque reading and the fastener’s ability to reach the required preload — especially in the first few tightening cycles. ARP’s solution is their new Ultra-Torque Assembly Lube. To develop the lube, ARP built a sophisticated torque-tension apparatus that provides consistent and repeatable tightening routines to evaluate different lubricants, such as engine oil or moly. ARP engineers then crunched all the data and the outcome is their own Ultra-Torque. Ultra-Torque will provide the engine builder between 95 and 100 percent of all ARP’s recommended installation preloads on the first pull without cycling the fasteners. It’s also designed to maintain within five percent of the installation preload on all remaining cycles, thereby ensuring consistent and repeatable housing and cylinder dimensions. arp-bolts.com 800.826.3045 70 Drag Racing Scene / Vol. 1, Issue 1
Chute for Safety
S&W Race Cars, Floor Mount Chute Release & Cable Kit S&W Race Cars has introduced their new floor mount parachute release and cable kit. It is designed to fit most door cars, quickly and easily mounting to the floor or tunnel using basic tools. The Kit includes: (1) 7” long x 2” wide floor mounting plate, (1) parachute handle, (1) 168” parachute cable and necessary installation hardware. As with many S&W’s bolt-on kits, this kit makes the perfect evening or weekend project. Kit ships unassembled, no welding required. In addition, the new floor mount will also be an available option when purchasing S&W’s popular Parachute Combo Kit. swracecars.com 800.523.3353
Powerglide Gear
ATI Performance, Bolt-Together PG Gear Sets ATI is proud to introduce new 1.64 and 1.66 ratio, straight cut, Vasco gear sets for Powerglide transmissions. These new gear sets accept OEM Powerglide 19-spline input shafts and have an OEMsized Powerglide output shaft. No case machining is required, accepts up to five OEM-sized reverse clutches, and no other special parts needed for installation. A lightweight billet aluminum carrier
is an available option and saves over two pounds. Each gear set comes complete with flange and reverse ring gear and are available in both standard 28-inch lengths and as an 18-inch shorty. ATI warranties these gear sets for two years against failure. atiracing.com 877.298.5039
The RHS® LS Solid Aluminum Block is the perfect solution for “cast blocks only” drag racing classes.
A full line of essential components for your LS
• Solid water jacket design provides superior crankcase strength & rigidity for crank-mounted supercharger & blower powerplants • Larger head stud fasteners (1/2" inboard & 3/8" 5th & 6th head stud bolts) provide additional clamping • Standard (9.240") & tall (9.750") deck options allow for customization up to 502 cubic inches • Strict quality-control measures maintain maximum casting precision & consistency
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• Intake Spacer Kit • Piston Oiler Kit • LS Timing Cover • Torque Plate • Head Gaskets
Vendor Midway PARTS / TOOLS / ACCESSORIES
The Phantom Knows Aeromotive, Phantom Fuel System
Aeromotive has developed the Phantom Fuel Systems - innovative all-in-one kits that puts a high performance fuel pump inside almost any fuel tank. No welding or hacking. Simply drill a few holes and cut the modular kit to the height of your tank. Includes a baffle/basket assembly that controls fuel slosh and an in-tank Aeromotive Stealth Fuel Pump capable of supporting high horsepower, even at EFI pressures. All this installs right into the top of your stock gas tank in about an hour. Say goodbye to cavitation and vapor lock. And if EFI or a transplant is in your future, now you have the fuel system to support it. aeromotiveinc.com 913.647.7300
Pull the Trigger Crane Cams, Crank Trigger Sensor
Crane Cams Crank Trigger Sensors provide absolute stable timing. With zero speed sensing, and a LED static timing light, set up is easy and accurate. With an operating range to 12,000 RPM and rated at 150C, this pickup will provide optimum performance, featuring a static timing LED light for fast, accurate set up. Completely sealed for long life and a 3/4-16 thread that fits most brackets, this Crank Trigger Sensor will operate at voltages from six to 24 and is reverse polarity-protected. cranecams.com 866.388.5120
Break It In
Driven Racing Oil, BR30 Used by Joe Gibbs Racing to break in and dyno all of its race engines, Driven BR30 is a conventional 5W-30 formula that is perfect for the first 400 miles on the street, one night of racing or dyno power pulls. It features high levels of Zinc and Phosphorus, as well as a comprehensive additive package that promotes ring seal and provides the maximum protection available for cams and lifters during the initial break-in process. As a result, it does not require any additional ZDDP additives. Driven BR30 also features low levels of detergent for maximum anti-wear film formation. Compatible with Methanol and high-octane race fuels, it is specially formulated for hydraulic lifter valve trains, as well as those used in restrictor plate and drag racing. Driven BR30 is also ideal for OEM rebuilds and hydraulic roller camshaft engines. drivenracingoil.com 866.611.1820 72 Drag Racing Scene / Vol. 1, Issue 1
Put Out the Flames FireAde, Aerosol Fire Extinguisher
“Don’t fight fires, extinguish them” is FireAde’s motto and is the perfect opening for people to wake up and realize a fire can happen at any time to anyone. FireAde’s Aerosol Extinguisher is available in a small 16 oz. can that should be mandatory equipment for any race car, trailer, garage, home, etc. The chemical content is completely water-soluble and will extinguish all Class A and B fires. The cooling effect of the compound not only puts the fire out, but also cools any surface enough to be touched immediately after the flame is put out. It is the world’s most complete and advanced fire fighting agent. It meets or exceeds all D.O.T. and other certifications. enforcerone.com 678.788.8413
Tuneable Fueling FAST, XFI Sportsman EFI System Designed for muscle car, late model street and sportsman drag racing engines, along with boosted and individual runner throttle body applications, the FAST XFI Sportsman Engine Management System is a bank-to-bank, fully software-tunable EFI setup. It requires a laptop for tuning and uses FAST C-Com software, which comes packaged along with a necessary USB connectivity cable. The system offers either load-indexed Speed Density or Alpha-N
fuel strategies. Most users will use Speed Density, but the Alpha-N option is specifically added to serve sportsman drag racers looking for absolute consistency. The FAST XFI Sportsman system features full tables to monitor fueling, acceleration fuel, timing and air/fuel targets. A user-configurable auxiliary input channel and full-function data logging are also included. The system supports both naturally aspirated and boosted applications. fuelairspark.com 877.334.8355
Vendor Midway PARTS / TOOLS / ACCESSORIES
All About That ZEX ZEX, Perimeter Plate Nitrous Systems for Dominator Carbs
The ZEX Race Perimeter Plate Nitrous System gives you the ability to safely add between 125 and 450 horsepower with this Dominator flange-specific, all-inclusive nitrous kit. Featuring ZEX Perimeter Injection Technology, this system injects nitrous directly into the intake manifold plenum in a 360-degree ring. This technology smoothes out the distribution and results in the most consistent and safe power delivery ever achieved with a plate nitrous system. This kit also benefits from Cryo-Sync Technology, which greatly lowers the temperature of the carb and manifold surfaces to create a cooler, denser nitrous/fuel/air charge when entering the engine. Designed specifically for Dominator flange-style intake manifold applications (optional square flange style kit also available), the ZEX nitrous system is complete and includes everything needed to install. zex.com 888.817.1008
Let’s Get Bushed Lunati, Bushing Style Roller Lifters
New bushing-style lifters from Lunati provide customers with an excellent bronze bushing option added to the solid roller lifter lineup for all popular applications. These forgiving components are designed so there is greater contact area between the axle and bushing, making them perfect for applications where very high-impact loads may be experienced. The rebuildable lifters also feature full-time pressure oiling and do not use restrictors in the oil system. The controlled wear of a bronze bushing solid roller system is much easier to inspect and replace than a needle bearing design, and it is designed to avoid the catastrophic failures sometimes seen when needle bearings find their way past oil pump screens. Bushing lifters are an outstanding option to provide peace of mind for any aggressive valvetrain setup. These lifters are available for Small and Big Block Ford, GM, and Chrysler applications, as well as LS engines. lunatipower.com 662.892.1500 74 Drag Racing Scene / Vol. 1, Issue 1
Get Strange
Strange Engineering, 2015 Catalog Can’t decide on how much Strange you want to get? Take a look at the all-new 2015 Strange Engineering catalog and start making a list. Strange Engineering is excited to present its completely redesigned catalog that highlights all of the new and improved products that Strange has to offer. The 160-page book is packed full of axles, rears, suspension, brakes and more. Go to their website to download a digital copy or order a hard copy. strangeeng.net 847.663.1701
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Earning a
LIVING
Words/Photos John DiBartolomeo
With help from his friends, Brad Plourd has made a name for himself
F
or someone just 32-years of age, Brad Plourd has a lot of miles under his belt. The Washington state native has not only traveled the country in search of race wins, but he’s also lived in places far from home. Plourd’s “day job” might be to sell Lucas Oil products through his Plourd Racing Products Company, but in reality he is a professional sportsman racer -- a breed of which there are few. Attempting to make a living by turning on win lights can become rather unpredictable. However, Plourd not only has the penchant for succeeding, but also the support of one of the greatest companies in motorsports, Lucas Oil Products. “I had a Super Stocker at the time,” says Plourd, “and through some friends, I found out the Lucas’ [Forrest and Charlotte] were looking for someone to carry Charlotte’s 76 Drag Racing Scene / Vol. 1, Issue 1
dragster to the races. They put a lift in her trailer in order to fit my car in, and I towed them around so she could race.” That gig lasted for two or three years before “I started to get burned out with all the travel,” he said. “I guess I just wanted to stay a little closer to home. That’s when Shawn [Langdon] took over before he moved up to Top Fuel. Once he made that move though, the job was back open so I took it back over.” Plourd eventually moved to Indianapolis to run the car out of the Morgan Lucas Racing shop, but friendships cultivated from years of racing had Plourd spending more time in Alabama than Indy. “I was pretty close friends with Todd Ewing of Huntsville Engines,” he says, “and I eventually met my wife Katie through some other friends.”
Plourd is charged with the transportation and maintenance of Charlotte Lucas’ Super Comp dragster. He’s proven to be a valuable asset to her team. When she isn’t able to drive the car, Plourd is able to jump behind the wheel.
Brad Plourd has a lot of experience for his age. The lessons he’s learned, starting with following his parents and their racing endeavors, has taught him well.
The pair met, dated, and soon married, but Katie was a born and bred Alabama girl with family still there. Plourd’s main source of income was that of a professional sportsman racer, so it really didn’t matter where he lived, and the pair have built a life all their own in Cullman, Alabama. Plourd Racing Products keeps him occupied, but the line item on his IRS Form 1040 may as well state “Professional Racer” as his occupation. The winner of 18 NHRA national events in four separate classes might not be enough to pay all the bills, but couple it with numerous divisional event wins — along with sponsorship help from Lucas Oil and others —
and you’ve got a man who has had quite a bit of success in his short years on this planet. “Charlotte runs a couple of races a year and I drive the car whenever she doesn’t,” he said. “The last couple of years, she’s only run two or three races, so the rest of the time it’s left to me.” Driving both his Stock Eliminator Nova along with the Lucas dragster, Plourd is one of those racers who does quite well regardless of the car he drives, and he’s made the most of the opportunity. In 2004, he made it to the final round in both Super Stock and Stock at the Sonoma NHRA event, missing the double win with a defeat at the hands of Joe Kohorst. But his defeat of many-time national event winner and world champion, Peter Biondo, in the Stock final had to have put a smile on his face. “Winning Indy twice in 2005 and in ’13 in two separate classes was a pretty exciting thing to accomplish. But finally doubling up in Stock and Super Comp in Seattle in 2012 was really cool,” said Plourd. Considering the fact that Plourd grew up roughly five minutes away from the Seattle facility meant that not only was his family in attendance, but also the many friends he grew up with. Driving two different styles of cars can be a little intimidating. The dragster in Super Comp leaves the line off a pro tree, while the Stocker requires mental acuity to wait and leave off the bottom bulb. But it’s an attribute that Plourd has perfected. “I guess I like driving the Nova because I‘ve owned the car since I was 17,” he says. “It’s only got a 283 cubic inch engine and a small carburetor, so it’s not that fast compared to some of the newer cars in Stock. The truth is that I’m really all about winning. I don’t care what I drive as long as I can win with it.” A trait that’s necessary to survive in today’s ultra-competitive world of drag racing. As for Plourd’s future, “I’m happy doing what I’m doing. I still travel, but not as much as I used to, and I’m just as happy sometimes to be home.” His arrangement with the Lucas family is still intact and has no signs of ending soon. “I’m very careful spending money. I used to call every week to make sure I could purchase something or travel to a race,” he says, “but Charlotte has confidence in me that, other than anything major, I really don’t have to confer with her.” That in itself is evidence of the type of man Brad Plourd has grown into. DRS Vol. 1, Issue 1 / Drag Racing Scene 77
FILTERING FOR
POWER Your oil filter may be the best tool you’ll ever own
I
t’s a known fact that certain components inside an engine will wear and shed material. This can be especially true when it comes to a new engine in those first couple of minutes after start-up. For these reasons, an oil filter is a necessity to catch the discarded particles before they recirculate throughout the engine. Your choice of a filter can mean life or death for one of your prized possessions. “With typical throwaway paper filters, you never see what is going on inside the filter or motor — short of cutting the filter apart — which can sometimes be troublesome let alone filthy,” says Mark Mittel of System 1 Filters. “Our System 1 filter allows you to disassemble the oil filter easily to see just what is being trapped inside. This allows you to fix any concerns before they become a major problem.” The same problem plagues modern fuel systems. Today’s electronic fuel injection systems utilize injectors and fuel pumps which can have extremely small orifices for the fuel 78 Drag Racing Scene / Vol. 1, Issue 1
to pass through. The least little particle of dirt can cause all sorts of havoc. “In a filter, oil or fuel will always take the path of least resistance,” Mittel explains. “Paper filters have high and low spots throughout the pleats of the filter. This means that should there be a low spot in the paper, that’s where the majority of the oil or fuel will flow. Our filters are uniform throughout, which offers excellent filtration and flow capabilities.” When compared to a typical paper filter element, System 1’s stainless woven wire cloth elements offer 360 degrees of filtration. “Paper filters can also offer a certain amount of pressure loss, sometimes as much as six to eight psi,” Mittel adds. “Because of the design of our stainless wire element, you’ll see only about one psi of pressure loss.” When it comes to filtration, it’s all about micron size. Microns are a measurement of opening size. The smaller the number, the more filtration capabilities.
of the best kept “One secrets is using the filter Inspecting your oil filter at each oil change interval can go a long way toward eliminating problems. But cutting apart a filter can be a messy affair, along with a paper element not exactly offering the best filtration.
as a tool; it’s the best tool to look at what is going on inside an engine.
This is not to say that you should merely request the smallest micron filter you can, as the smaller number can also indicate some sort of flow restriction. Having the correct filter for your application is essential. System 1 offers filters from 30 to 75 microns. “We offer a 75-micron element for use with heavyweight oil,” Mittel says. “Lighter, multi-viscosity oils can use a smaller micron opening.”
Can a better filter help to increase horsepower? Mittel believes the possibilities exist. “It does make sense, because we are about six times less restrictive than the paper-style filters,” he notes. “The pump doesn’t have to work as hard pushing oil through the filter, so yes it could make more power, but it is something that we don’t advertise as such.”
”
Vol. 1, Issue 1 / Drag Racing Scene 79
System 1 also offers a wide range of fuel filters in different sizes to suit various applications. Stainless woven wire cloth filters such as those offered by System 1 Filters allow for true 360 degrees of filtration.
What makes System 1 filters different is the fact they are cleanable and reuseable. Designed to be taken apart endlessly, their units can be cleaned and reused multiple times. Each one has excellent particle retention and the best flow capabilities in the industry. As far as maintenance is concerned, taking apart and inspecting your oil filter at each oil change interval is a smart move. “One of the best kept secrets is using the filter as a tool; it’s the best tool to look at what is going on inside an engine,” Mittel says. “If you’re having a bearing, gear, or other problem, it will show up in the filter first. Having a filter you can take apart and inspect is your best bet to eliminate future problems.”
Fuel filter maintenance is another thing altogether. Most fuel filters will only see maintenance when a problem exists, but it’s best to get ahead of the curve and inspect the filter on a regular basis, especially where methanol fuel is used. Methanol filters require more service than gasoline due to the corrosive nature of the product. For a stainless element, the corrosion can start to become restrictive. “In the case of a methanol application, never let your fuel system sit for a very long period of time,” Mittel advises. “Blowing out the fuel lines and/or running a small amount of gasoline throughout will flush the system and keep it in tip-top shape.” Filters are probably the best kept secret in regards to a tool. They might be the best tool in your arsenal. DRS Source: System 1 Filters, system1filters.com
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Ken Keir builds another stunner for his son 82  Drag Racing Scene / Vol. 1, Issue 1
Words/Photos John DiBartolomeo
K
en Keir, the proprietor of Ken Keir Race Cars in Maryland, has built a slew of race cars since the late ’70s when he decided to hang out his shingle and turn his passion for racing into a business. The builder behind a number of Best Engineered Awards, Keir also has a passion to compete which he has now passed onto his son Adam. The two compete in the Stock Eliminator category with their 1970 Nova. A beauty from near and far, the car is arguably one the fastest in the A/SA class with a carbureted 402-cubic inch engine. But Keir’s love affair with cars started among the many farms which dot the Maryland landscape.
A 402-cubic-inch power plant built by Joe Clark sits under the hood of the ’70 Nova and powers it to elapsed times in the mid- to high-nine second zone, while complying with Stock Eliminator rules.
“I grew up on a farm working on tractors and such,” says Ken Keir. “My dad had a wholesale florist farm, but he didn’t really think racing was all that smart a thing to do. Despite that, he took Ken Keir myself and three cousins to Aquasco Speedway one Sunday, just basically looking for something to do with us. I remember the first two cars I saw there were the Virginia Twister and Phil Bonner, and after that I was hooked. “We used to grow between 5,000 and 7,000 tomato plants every summer,” Keir continues. “My dad let me set up a stand out front of our house on an honor system. I would sell them for 35-cents a quart for big-size tomatoes. I did that for a couple of summers and I think I had saved up $2,200. “I wanted to buy this ’55 Chevy, but when Dad heard it got six mpg and took a half-hour to warm up, that was the end of that dream. My dad always liked weird cars and he saw this Rambler Scrambler and thought it was the 84 Drag Racing Scene / Vol. 1, Issue 1
In the trunk sits a Jaz fuel cell along with the MSD Digital ignition box. A 16-volt battery in the trunk provides plenty of electrical power, while a second 16-volt battery under the hood aides in starting power.
neatest thing he’d ever seen and it ended up to be my first car.” Not yet fully schooled in the mechanics of an automobile, Keir made some of the same mistakes we have all made while hopping up our first car. “I eventually ran into a gentleman by the name of Bob Bernardon who raced a ’39 Chevy called Jolly Dolly and was on the cover of the old East Coast Drag Times newspaper more than anyone in the ‘60s,” Keir remembers.
“He started helping me with the engine in my Rambler. He would show me what to do and then let me do it, so I learned quite a bit from him,” Keir said. “He’s the one who taught me that if you’re going to do something, do it right. My dad taught me my work ethics, but I learned the rest from Bob.” The Rambler eventually led to other race cars and ultimately the formation of Ken Keir Race Cars. In 2000, Keir decided to put aside his own racing obsessions
to build a Jr. Dragster for son Adam. “I then thought about where the Jr. Dragster class was going and I built a short wheelbase dragster with a Chevy crate motor that I was going to market to Jr. DragAdam Keir ster graduates. It was a unique car in that it only weighed 1,200 pounds with me in it and it went 8.50s,” Keir recalls. “It would fit in a 20foot trailer that a lot of Jr. Dragster parents already had. It was the perfect vehicle that Jr. kids could graduate into. But I couldn’t race it and race with Adam at the same time, so I sold it.” Still, young Adam continued on his quest up the drag racing ladder. Several Jr. Dragsters were built for Adam to compete with and in 2005 at the Jr. Dragster Nationals in Bristol, Tennessee, Ken Keir Race Cars received another of his many Best Engineered Awards. In 2007, Keir decided to build the current Stocker as an extension of Adam’s learning curve. “I wanted Adam to learn to race from the ground up and as much as I was involved in Comp Eliminator,
In a Stock Eliminator car, front suspension plays an important enough role that Keir spent time getting the front end geometry just right. Note the entire underneath of the car is painted, which makes it easy to keep clean.
all that stuff is pretty high-tech,” Keir explains. “I just wanted him to learn how to drive and [have] something he could race by himself if he had to.” Starting with a “clean” Nova, Keir performed all of his fabrication magic on the body and frame, while engine builder Joe Clark began assembling the power plant using components that fit the tough Stock Eliminator rules. A metric three-speed transmission built by fellow Marylander Leon
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Miranian takes its cue from an ATI Performance converter. With a 12-bolt Chevrolet rear end assembly full of Mark Williams components, the power is eventually transferred to the Mickey Thompson tires mounted on Weld Wheels. Enough power is generated that Adam spends most of the first 60 feet of the track on two wheels. A single wheelie bar designed, built, and sold by Ken Keir Race Cars mounts to the
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PASSION FOR PERFORMANCE
Stock suspension is dictated by rules, but a Ken Keir Race Cars-designed single wheelie bar bolts to the rear end and keeps the car from flying too high on the launch.
rear end housing, uniquely keeping the chassis in check. Once Keir was done with the chassis, it spent time at Jerome Settles’ Imagine That Paint Emporium, where it received its color scheme and lettering, including several “welding beads” inside the paint design. Perfect, when you realize the welding and fabrication talents of Ken Keir Race Cars. Besides the previously mentioned names, the Keirs receive
help from Mickey Thompson Tires, Snap-on Tools’ Wayne Lyvers, ATI Performance, and Herb Kutz at Royal Purple Oil. As for the future, Keir says, “I’ve looked at the new Factory Showdown cars and I’m sort of waiting to see what is done with those classes, but for right now both Adam and I enjoy Stock Eliminator.” Regardless of his thoughts on new cars versus old, Ken, Adam, and his
mom Deborah, are just enjoying being together as a family. Adam has scored two final round appearances in IHRA trim last year, which enabled him to be invited to the Summit World Finals for the Tournament of Champions to determine the year-end championship. With the success Ken Keir Race Cars has had in the Best Engineered world, more success is certainly around the corner for this team. DRS
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Bump & RUN
FAST’s new Bump Stager is perfect for turbocharged race cars
88 Drag Racing Scene / Vol. 1, Issue 1
Photo by Jason Dunn
T
he use of turbocharging in drag racing has exploded in the last couple of years, especially within the Pro Mod and Street Outlaw ranks, and it’s amazing just how many miles per hour these “hair dryers” can attain. However, if there is a downside to them, it’s their need to leave the starting line with an adequate amount of boost to record a fast elapsed time in the front half of the track. Boost is made when the turbocharger’s turbine spins and forces air into the intake tract. Unlike a supercharger, which utilizes a mechanical device in the form of belts and pulleys to spin the impellers, the only way a turbocharger’s turbine spins is by exhaust blowing on one side of the fins which is separate — but connected — to the intake-side impeller. Because of this, there is a certain amount of turbocharger lag — the amount of time it takes for the turbo to start creating boost in relation to the throttle opening. Decreasing that lag is paramount to leaving the starting line quickly. If you watch any Pro Mod action, you’ll notice the turbo cars popping and banging on the starting line while they stage. The popping and banging enables the turbo to come up to boost speed quickly. Just what is the popping and banging though? Steve Matusek, the principal behind Aeromotive Fuel Systems, is one of those talented turbo drivers who has also been behind the wheel of Danny Rowe’s supercharged Pro Mod car this past year. Matusek, who for years has campaigned his own turbocharged Mustang and still does occasionally, explains the noises coming from the car. “The popping and banging is fuel igniting inside the turbo housing which gets the turbine spinning. In order to accomplish that, we would program the fuel system to go extremely fat which forced fuel through the engine and into the turbo housing. We would then severely retard the ignition timing which allowed for ignition in the exhaust system, thereby getting the turbo to spin and make enough boost to leave the starting line. “In a clutch car like my Mustang, that was done by way of a switch on the clutch pedal which when activated would retard the timing and force the fuel system into a rich mode,” Matusek added. “It’s actually a little more complicated than that, but we could then leave the starting line with the required amount Vol. 1, Issue 1 / Drag Racing Scene 89
The past couple of years have seen a rise of the use of turbochargers in all classes of drag racing.
of boost. For those running automatic transmissions, the same principle applies but it’s done by loading the engine by way of the trans brake. Staging the car though becomes a little trickier.” In the early days, the driver of a turbo car with an automatic transmission would pull into the pre-stage beam, pump up their foot brake which operated dual brake calipers for holding the power, and push their gas pedal to the floor. This in turn set the fuel and ignition system into that rich/retarded state. They would then ease off the foot brake enough to allow the car to creep into the stage bulbs and stage the car. Not only was this difficult to do consistently, it was rough on the transmission. “With a turbo drag race car, you have to load the engine to build your desired starting line boost,” FAST’s David Page says. “That is not a problem. The problem is you can’t wait until you are staged to do this or you may not have enough time to get boost built up before the tree comes down. “You have to be able to pull into the first beam, set the transbrake, build boost, and then move into the second beam in a smooth, controlled fashion.” There are stage-control devices available that allow the driver to keep the turbo spooled while moving forward by way of cycling the transbrake button on and off. However, this doesn’t allow for what Page terms as “a smooth, controlled fashion.” 90 Drag Racing Scene / Vol. 1, Issue 1
Unlike a supercharger which uses a mechanical device (pulleys and belts) to spin its impellers, a turbocharger’s impeller spins by way of exhaust pressure, which can lead to a significant amount of lag time before the turbo begins forcing air into the intake tract.
This can be seen when an automatic transmission Pro Mod turbo car jumps and lurches into the stage beam. By releasing the transbrake, it enables the car to move forward, but controlling just how far the car moves has been topic of much discussion. That was the old way of doing things, but the engineers at FAST have come up with a better idea. In 2007, FAST received a patent
for the technology to pulse a transbrake solenoid for the purpose of allowing a vehicle to slowly “creep” forward while under full throttle and boost. You pull into the first beam, engage your transbrake button, and put the throttle pedal to the floor. This will bring the engine up to your selected two-step rpm, which allows the turbo to start spinning and build boost.
Stick-shift turbo Pro Mod cars such as Steve Matusek’s Aeromotive-sponsored Mustang are sort of simple to stage while building turbo boost, but automatic transmission cars are a little trickier.
Once you have reached your desired launch boost level, a second button (Creep) is depressed which initiates the creep function, allowing the car to slowly move forward into the second beam, so you are ready to let go of the transbrake button when the tree comes down. There are many ways to configure this process, but the new FAST Bump Stager can accomplish this very easily. “The pressing of the ‘Creep’ button can be set up two ways,” Page says. “Some will set it up so that they will press
or ‘bump’ the button momentarily to make the car only move with the button. “Others will take advantage of the ‘Creep Time’ feature which will allow the user to program the unit to move a pre-determined distance [the distance from the first beam to the second beam].” When using the “Creep Time” feature, once the desired boost is reached, the driver will press and release the Creep button — while still holding the transbrake button — until
the car stops moving which will land them in the second beam. At this point, the transbrake button will still be holding the car while the driver waits for the tree to come down. Essentially, the Bump Stager allows for the voltage to the transbrake solenoid to be cycled on and off very quickly, much faster than you could ever do with your finger. “The smooth operation comes from the ability to open and close the solenoid for mere milliseconds at a frequency of up to 50 times per second,” Page adds. “Since we invented and patented transbrake pulsing technology, we are able to pulse the solenoid at a very high rate with short pulses that produce very smooth movement of the vehicle,” Page says. “Competing units that are limited to one pulse of the transbrake solenoid per press of the button can produce very violent, jumpy action of the vehicle, which makes this process much less controllable and is harder on parts.” With an increasing amount of turbocharger use in drag racing, the technology afforded by the FAST Bump Stager can make a huge difference in your program with the ability to stage the car in the same exact position each and every run. DRS Source: Fuel Air Spark Technology (FAST), fuelairspark.com
FUN That’s what racing is all about for Jay Payne and family 92 Drag Racing Scene / Vol. 1, Issue 1
H Words/Photos John DiBartolomeo
e began his indoctrination into the world of drag racing much like many of us, but Jay Payne has taken his passion to a faster level than most. However, it still all revolves around the same thing: fun. “Growing up in southern California in the late ’50s and early ’60s, cars were everything, Payne once said in an interview. “As soon as I received my driver’s license at age 16, the first stop was the AHRA Winternationals. I just pulled up to the gate, paid my entry fee and drove right in.” What he drove right into was a world that has captured his life in more ways than one.
With help from crew chief J.R. Clark (left) and Shelly Payne (right), Jay Payne is content to concentrate on matters at hand, namely driving the car from one end to the other.
Now married to former Top Fuel driver Shelly Anderson, the couple have a daughter Madison, 13, and a son Toby, 10. Jamie and Chance, two of Jay’s children from a former marriage, both work in a somewhat similar business with Jay, which is as the owner of John Payne Trucking, a firm charged with the hauling of rock and sand for the construction industry in southern California. . Eventually transitioning into the Super Stock and Comp classes, Payne longed for a quicker ride. Originally wanting a Funny Car, Payne succumbed to his then partner when they felt a dragster would be safer. An eventual meeting with an icon in the sport, Brad Anderson of BAE — a leader in the performance aftermarket — led them to build a Top Alcohol Dragster. After a dragster career which included 32 final round appearances in NHRA national event competitions, culminating in 16 wins, Payne was ready for a change. The move to a Funny Car in the late 1990s didn’t change the outcomes much, as his first final round appearance in Brainerd, Minnesota, in 1999, signaled just another amazing run with many more final round appearances and wins. The Brad Anderson connection is ensured to this day, because Payne is married to Brad’s daughter. Specializing in billet blocks, cylinder heads, superchargers, and other assorted performance parts, Anderson is naturally an integral part of Jay Payne Racing. Eventually, Anderson wished to build a supercharged Pro Mod car in order to first-hand test some of his components in that class of competition. In reality, Anderson built two cars with his choice of drivers being his daughter and son-in-law. The winner of five national events of her own — with four of them coming in Top Fuel — Shelly suffered an extremely bad accident in the Pro Mod car that sidelined her with damage to her spine, which she has since recovered from. But don’t think that she has been relegated to just “being a mom.” 94 Drag Racing Scene / Vol. 1, Issue 1
A veteran of the drag racing wars, Payne has numerous wins under his belt competing in the alcohol classes within NHRA.
Far from it, “Shelly can take the clutch out of the car faster than anyone I’ve seen,” Payne says. “She adjusts the valves and knows which lane is the best one for us. By knowing she does that, I don’t have to concern myself with it. It allows me to just concentrate on what it’s going to take to get the car from one end of the track to the other.” On race days, it’s not uncommon to see Shelly hustling around the pits and getting her hands dirty, as she contemplates the team’s next move toward the winner’s circle. “If we told her she could drive any one of these cars tomorrow,” Payne says, “she would. But with the damage to her spine, it would be too dangerous should she get into an accident again.” Still, Payne has taken to wheeling Brad’s Pro Mod car at selected events and certain ones where he’ll drive both the Pro Mod and the Funny Car. It seems this might take some getting used to, but as far as the differences, he says, “The only difference is where you sit in the car.”
“It’s a hobby, we race for fun.”
The family that races together… Jay and Shelly Payne and their children, Madison (left) and Toby (right).
The sport of drag racing, and the competitors who show up to do battle, are always in the good year/bad year scenario. “The sport always has its ups and downs. I don’t know where any of the classes are going,” Payne says. “But right now in the alcohol classes, it’s more competitive than it’s been in a long time. Right now the competition is at a good level and it’s a lot of fun. “Four or five years ago, we went through a period where we didn’t have full fields for the alcohol classes,” he continues. “This past year we had full fields almost everywhere we went and it’s getting tougher all the time. It used to be that the cars were expensive and the travel cheap. Now it’s turned around and the cars are cheap and the travel is expensive.”
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A competitive alcohol Funny Car today can set one back in the $150,000 to $200,000 range, which doesn’t include any of the ancillary equipment. Just like anything else, technology has increased the cost of competing. But as Payne points out, “We’re still racing for the same amount of prize money we did 10 or 20 years ago. They did raise the round money a little, but when I started racing alcohol in 1985, it was $5,000 to win and it’s the same today. There is no justification for it at all. Anyone who races an alcohol car just has to realize it’s a hobby. If you ran your business the way you run your race car, you would’ve been broke 20 years ago. “But nobody wants to hear you bitch about it,” Payne adds. “And because it’s a hobby, we race for fun. When you get away from work, the last thing you want to get into is negotiating and things like that.” A number of years ago, Payne chose to base his racing on the east coast of the country, as far from his southern California home as he could. “When we had the dragster we looked at a map, and geographically there were more races on the east coast we could attend,” Payne explains. “So we just kept the car back east. We actually cut about 15,000 miles off our truck one year by doing that. Things are different now and there’s not as many races back there.” As far as the future for Jay Payne, don’t expect him to be sitting in a nitro car anytime soon. “Nitro racing costs four times what I spend now,” he says. “One of the problems is that you could go to a race with a
idea of racing the car and “The shoving new pistons in it after every pass is more about work than it is fun.
”
nitro car, make four runs and come away with four engines with holes in the side. “As for our car, we do everything we have to in order to race. If we have to change a motor, we do. But we race for fun, and the idea of racing the car and shoving new pistons in it after every pass is more about work than it is fun.” Fortunately for Payne, he has had a lot of assistance over the years. Two years ago, he received a call from Bryan Emrich, who was instrumental in building the Valvoline sportsman sponsorship years ago, of which Payne was a part of for the nine years that program ran. “Bryan had gone to work for PEAK and was looking to put together a similar sportsman program,” Payne says. “He asked if I was interested, and naturally I was, eventually putting together the team with Duane Shields, Dan Fletcher, and Sherman Adcock. It’s been a great program for us.” Now with the PEAK brand joining John Force Racing on the professional side, things could have changed, but that didn’t happen. “PEAK called us up at the beginning of 2014 and expressed an interest in putting a pro car out on the circuit,” Payne says. “We all had a two-year contract, with a two-year option, that would have ended at the end of 2014. They said they didn’t want any of us to feel intimidated, and that because of it, they extended our contracts for another two years.
A former winner herself behind the wheel of a Top Fuel car, Shelly Payne is very hands-on when it comes to running the family’s racing operation.
In that way you had security, and what more can you say about a company than that? That’s the way they treat us all. We know John Force is the big fish, but they treat us like we’re all in the same pond.” With the assistance of his family and crew chief J.R. Clark, Payne will continue to compete as he says, “For as long as it’s fun.” “We go to the races, take our kids, Madison is now starting to work on the car, and it’s enjoyable,” he says. “More people probably know my son Toby than they do me. We have a pretty good time at all the races. We have a lot of fun.” As you can see, that three-letter word (fun) is an important part of the Payne family racing. As long as it’s fun, you can expect him to continue creating havoc for his competitors. DRS
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101
OIL VISCOSITY
The balance between protection and performance 98â&#x20AC;&#x192; Drag Racing Scene / Vol. 1, Issue 1
rule of thumb in drag “The racing is that your oil temp is your water temperature minus 20 degrees.
”
“There’s no pat answer,” Speed says. “For each engine there’s going to be a spot that’s just right. When you have the viscosity right, the watch will show you.” Viscosity is the most important property of a lubricant. Using too high of a viscosity oil can result in excessive oil temperature and increased drag. Using too low of a viscosity can lead to excessive metal-to-metal contact of moving parts. Therefore, it’s important to choose the correct viscosity oil to reduce friction and wear. Viscosity changes with temperature. Oil gets thinner as it gets hotter. To select the correct viscosity oil for an application, you first need to know the operating temperature of the oil. Engines that run high operating oil temperatures require higher viscosity oil. Engines that run low oil temps require lower viscosity oil.
Knowing is half the battle
The operating viscosity of the oil has little to do with the numbers you see in multi-grade formulas — 10W-30 for instance. It’s a fancy oil term called Measured Kinematic Viscosity. Luckily you don’t have to know what all that means, since Speed provided us with a good way to make an educated choice as to which viscosity oil is right based on operating oil temperatures, as well as clearances, rpm, and torque. Oil temperature is determined largely by how a racer gets to the track, gets his or her car to the starting line, and how it returns back to the pit area. If a driver trailers the car, pushes it to the starting line and makes a pass in the 7’s, that engine doesn’t get much hotter than 100–120 degrees Fahrenheit. If a car is trailered but is driven to the staging lanes and driven back, the oil may reach 140 to 160 degrees. Of course, if the car is driven to the track it will get hotter still, up into the 180- to 200-degree range.
No gauge? No problem
D
rag racing has never been — and most likely never will be — an exact science. Rather it’s a constant guessing game of how to build an engine with enough power to last several seconds on the ragged edge of control without blowing itself to smithereens. It’s battling weather changes to ensure the perfect amount of fuel and air is delivered to the engine. It’s timing the light just right to beat the other guy off the line, but not so soon as to see red, both literally and figuratively. And according to Lake Speed Jr. of Driven Racing Oil, choosing the proper oil for drag racing is really no exact science either.
Without an oil temp gauge though, your oil temperature is not totally apparent. “The rule of thumb in drag racing is that your oil temp is your water temperature minus 20 degrees,” Speed explains. The second area to consider when selecting an oil is bearing clearances. Looser clearances in the engine and oil pump require higher viscosity oil to maintain oil pressure. Tighter clearances need lower viscosity oil, which provides better cooling and improved horsepower. “If you go looser than .001 per inch of journal diameter, you have to go up one viscosity grade,” Speed says. His reasoning is simple: Thicker oil fills a bigger gap, while thinner oil fits better in a smaller gap. “An oil like a 0W-10 is good for low oil temps like 100 degrees Fahrenheit, and a 5W-20 is ideal for moderate temps like 150,” Speed says. “For higher temps like 180, a 10W30 works perfect for bearing clearances of .001 per inch of journal diameter.” Temperature and clearance provide a range of SAE grades to look for. If you’re well-versed in oil you can pick out which viscosity you think is best off the top of your head, but there are plenty of charts available to help you, too. Vol. 1, Issue 1 / Drag Racing Scene 99
Know your load
Next Speed turns his attention to the rpm range and torque load of an application. “The higher the rpm of the engine, the lower you go on viscosity,” he says. “So the lower the rpm, the heavier the oil. Slow engine speeds need thick, slow-flowing oil, while high engine speeds need fast-flowing oil. “And then the last thing is horsepower — that’s your load. The higher the torque number, the higher the viscosity oil is needed.” Speed uses the example of an engine that makes 900 horsepower, turns a maximum of 10,000 rpm and has .0025 inches of clearance in the mains and rods — the kind of engine you might find in a Comp Eliminator car. “For that engine at 100 degrees Fahrenheit, the heaviest you’d need would be something like a OW-10,” Speed explains. “If you run the same motor in the 140-150 range, now you’re talking OW-20.” The operating temperature at 100 degrees is very low, and the relatively high rpm keeps that viscosity choice in the low range. Even though 800 horsepower sounds like a lot, it isn’t
Measured Kinematic Viscosity (Centistokes)
MOTOR OIL 100
0W 0W-10 0W-20 5W-20 10W-30 10W-40 15W-50
90 80 70 60 50 40 30 20 10 0
100˚ F
212˚ F
300˚ F
making quite enough power to require a heavier viscosity oil at that engine speed. Interestingly a Pro Stock car that makes 1500 horsepower, turns 10,000 rpm, and has .0025 inches of clearance would most likely use OW-10 as well. The clearances are still fairly tight and engine speed outweighs horsepower, which allows the use of a thinner oil. Needs for extremes in viscosity come in engines utilizing wild setups, like a Funny Car for instance. Although they don’t run particularly hot, they may have .007-inch of clearance, which means they require a higher viscosity grade such as a 10W-30 right off the bat. Combine that with the fact that Funny Cars turn 8,000 rpm, but make a whopping 10,000 horsepower. The result is they can easily run a 60- or 70-grade oil due to the wide clearances, enormous load, and massive fuel dilution. As we mentioned above, this is an inexact science. Oiling systems, rules packages, and types of lifters can all play a role in which oil to choose, so it’s always a good idea to consult an expert if possible. What we’ve gone over here should give you a good baseline though. If you’re stuck between two viscosity choices, Speed advises going with the higher number to start, and also warns against making big jumps. “See what your engine tells you,” he says. “Look at what your oil temp is, see what it does. It’s better to start on the higher side and then with trial and error work your way down.” DRS Source: Driven Racing Oil, drivenracingoil.com
FUEL
BUSTING
FireAde is the cure for properly extinguishing fires
Words John DiBartolomeo Photo by Gary Nastase
A
self-taught man, Ron Thames was involved in the fire industry when he first noticed a variety of toxic spills requiring clean-up. Eventually coming up with his first product aptly named Fuel Buster, Thames’ invention rendered fuel non-flammable, allowing it to be cleaned up easily. However, completely by accident, Fuel Buster was found to also extinguish a fire. “I am not a chemist at all,” Thames says, “not by any means, but I am self-taught. Over the years I’ve managed to learn more about the product and today after several changes to it, we have FireAde which does the best job possible to extinguish a fire.” Used by the NHRA, as well as other organizations and local race tracks, FireAde is a non-toxic cooling agent which not only extinguishes a fire, but also cools it. Mixed with water, it is very effective at breaking down the surface tension of water, thereby allowing it to increase its penetration. “A typical car fire on the side of the road can use approximately 1,000 gallons of plain water to extinguish,” Thames explains. “By adding only one percent of FireAde, that same car fire can be put out with as little as only 100 gallons.” There are three things necessary to sustain a fire: heat, fuel and oxygen. Remove any one of the three and the fire will go out. FireAde is very effective at removing the heat, in addition to stabilizing the fuel. With any fire, once the actual flame is extinguished, if there is any heat left it will most certainly reignite the flame. FireAde leaves a layer of foam on the fire which eliminates re-ignition. And once all is said and done, the chemical can be washed away with simple water, which is what impresses a lot of tracks and sanctioning bodies especially when it comes to clean-up. Most of us have dry chemical extinguishers in our shop, and are aware of their uses, but also cringe at the thought of using one to extinguish a fire due to the mess they make. Albeit very effective at extinguishing most types of fires, that dry chemical powder gets everywhere and is extremely hard to clean. Not so with FireAde. It is extremely effective at fighting Class A and B fires. A Class A fire is one involving wood, paper, etc., while Class B
102 Drag Racing Scene / Vol. 1, Issue 1
Ron Thames demonstrates the cooling properties of FireAde.
involves petroleum; gas, alcohol, oil, etc. A Class C fire would be of electrical basis. Because FireAde is a cooling agent, one pretty impressive demonstration immediately after a fire is extinguished is that the temperature of the area is near ambient. Not exactly recommended for the faint of heart — Thames has been known to spray his hand with FireAde and then immediately put a torch to it, not feeling any of the heat whatsoever. The actual truth of all of this is we could tell you all day long just how good the product is, but the proof in the pudding is to see it work first hand. There are numerous videos online at YouTube.com, but the one thing you need to remember is that fire can happen anywhere to anyone. In addition to FireAde being available in larger extinguishing units, the company sells a small 16-ounce aerosol extinguisher which should be part of anyone’s trailer, motorhome, or race car. There have been numerous instances where fire has not only ruined equipment, but in some cases has also taken lives. No one likes to think about it, and most everyone has some sort of belief that it won’t happen to them. We don’t even like writing about it, but it can happen. And should it happen, it’s better to be prepared. DRS Source: FireAde, fireade.com
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LS
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The growth of LS-powered machines in drag racing
O
ver the course of its relatively short existence, the LS engine is quickly gaining ground on being the standard-bearer of power plants in the sportsman drag racing ranks. Take a walk through the pit area and you are sure to see a wide range of LS setups in a variety of classes. So how did this sea of change in drag racing happen so quickly? Kevin Feeney of Racing Head Service (RHS) believes that two factors are at work: simplicity and cost. The two essentially go hand in hand. “Right out of the factory these engines were capable of higher horsepower output and fuel efficiency while maintaining accepted emission standards,” Feeney says. The new bottom end design includes upgrades previous generations required to withstand high horsepower. The rep104 Drag Racing Scene / Vol. 1, Issue 1
licated port design of the cylinder head was very similar to those developed in the racing aftermarket. “The ability to have this type of performance, with parts produced in the mass quantities at the OE level, made it very attractive for the racers to latch on to this technology and put together high horsepower engines at a fraction of the cost.” Not only did the LS provide a value option for racers, it pressured the aftermarket to step up its game from an engineering standpoint. Performance gains became increasingly harder to come by, and when they did, they came in smaller increments. As a result, not only did engines get better, bolt-on parts did too. “The LS platform provides a more robust foundation for the aftermarket to build upon with a skirted block design for additional strength and a rock-solid valvetrain,” Feeney adds.
The LS was introduced in 1997, and in less than twenty years has gained an enormous piece of the market share, surpassing the traditional GM GEN 1 engine in aftermarket popularity. While big- and small-block Chevy engines will certainly never go away, their follow-up was embraced almost immediately. RHS was quick to realize the potential of the LS and introduced its first lightweight aluminum LS race block at the PRI Trade Show in Orlando in December 2008, with shipping starting early the next year. The block, available today in standard and tall deck heights and engineered for maximum clearance, was followed by a cathedral port head in early 2010, which was soon superseded by the LS7 rectangular port design. Since its inception, the LS7 cylinder head line has expanded with large-run-
crop of performance enthusiasts look at the LS as the engine that defines them. COMP Cams, for instance, estimates that between the street and race markets its LS-specific camshafts outsell all other GM offerings. The future is bright for LS enthusiasts as the market and customer base continues to develop. One development on the RHS front is a line of GEN 5 cylinder heads that will retrofit to the LS engine bringing the most current technology to the GEN III platform. The numerous opportunities in the coming years are not lost on individuals like Feeney. “The LS market is still maturing and there is still a lot of untapped potential,” he says. DRS Source: RHS, racingheadservice.com
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ner-volume CNC ports to accommodate large cubic inch, all-out race engines and a small-bore version that provides LS7 technology for the early LS1 engine. CNC-ported LS heads, both bare and assembled versions, are available for the LS, further adding to ease of use for the consumer. RHS has a solid version of the aluminum race block cast without water jackets to provide superior crankcase strength and improved rigidity that recently hit the market as well — perfect for crank-mounted supercharges and blowers. Both RHS’ aluminum race block and LS7-style heads are designed to utilize stock components to serve as OE replacements, thereby keeping overall costs down, but they also feature a bevy of upgrades over stock to meet the demands of racing applications. LS engines are popular among racers competing in everything from NHRA Stock classes, where full-fledged
race cars like the COPO Camaro boast high-powered LS engines straight from the factory, to big- and small-tire headsup Outlaw classes that allow power adders. The LS allows this group of Outlaw enthusiasts to get into the sport relatively easily and for little cost, providing them with a platform where daily drivers on stock suspensions can also make passes in the 8s. This is where RHS finds its bread and butter. “Power levels cover a large spectrum in the race market, from 900-horsepower pump gas engines all the way through the boosted applications — with blower and twin supercharged engines in the 2000-2500 horsepower range,” Feeney says. “We have found the 1200-1500 horsepower applications to be the most popular among our drag racing customer base.” No matter the class or engine, Feeney explains that the entire combination, including rotating assembly and valvetrain, needs to be built around the vehicle’s anticipated power level. This is especially true in the LS market as the engine can easily make big power and, as previously mentioned, is commonplace in boosted applications. The LS platform lends itself to higher rpm bands due to the replicated cylinder head structure and improved valvetrain with a large camshaft design that provides more stability at high rpm. In addition to internal engine components, it’s also imperative to take into consideration the engine mounts and mounting of external accessories. This is especially true in crank-driven blower applications to ensure that torsional stresses are being distributed properly, and not causing undue external stress to the engine block, heads, and driveline. The LS has allowed individuals who may not have previously had the expertise or resources (or both) to compete competitively in drag racing. Just as one generation grew up with big and small-block Chevys, today a whole new
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With famous quotes hanging in her trailer, Erica Enders-Stevens knows how to persevere “The difference between a successful person and others is not a lack of strength, not a lack of knowledge, but rather a lack in will.”
S
– Vince Lombardi
o much confetti was shot in the air as the four NHRA champions walked across the stage after the Auto Club NHRA Finals that it was hard to see who was accepting the trophies as world champions. One of them, of course, was Erica Enders-Stevens, whose smile shone brightly as wave after wave of confetti drifted to the ground. She had just become the first woman to win a Pro Stock championship and only the third woman to win a professional title in NHRA history. Her smile — and the big trophy —told the story. Enders-Stevens had just com106 Drag Racing Scene / Vol. 1, Issue 1
pleted a remarkable season with two remarkable victories to claim the title. In the penultimate race of the year at Las Vegas, she beat then-points leader Jason Line in the semifinals and Jeg Coughlin Jr. in the final to take over the points lead. But Line was less than one round behind in the points, with a showdown looming in Pomona, California. Fatefully, they qualified on opposite sides of the ladder, meaning whoever went further would win the title. After each driver cruised through the first and second rounds, the drama was ratcheted up when Enders-Stevens and Jonathan Gray pulled off the first double .000-second reaction times in NHRA history, though she had the quicker car to race to the final. There loomed Line in a winnertake-all battle. Whoever won that round
would win the race — and the championship. The sun had set in southern California, and the red light in Line’s lane made it obvious that Enders-Stevens had the victory. But what wasn’t immediately known was that she had left too soon, too. But it didn’t matter, because Line’s story was already written. Enders-Stevens’ story was written, too, though it wasn’t nearly as obvious as Line’s red light. Her story goes back more than 22 years ago, when an 8-year-old Enders heard about NHRA’s Jr. Dragster program and bugged her parents for a chance to participate. For many kids, that’s where racing dreams die, for life often gets in the way. But for Enders-Stevens, her dream was only beginning.
Words Lee Montgomery Photos John DiBartolomeo
“A dream doesn’t become reality through magic; it takes sweat, determination and hard work.”
– Colin Powell
Her parents, Gregg and Janet Lee — had one rule when their children began any project: Finish it. “My dad told me that anything worth having was never going to be easy,” Enders-Stevens said. “Whether it was sports or dance or school or whatever it was. Whatever we started, we had to finish. We weren’t allowed to quit.” Janet Lee made Erica join the Girl Scouts when she was in second grade, but Erica wasn’t exactly a big fan of the uniforms or the meetings or the cookies. Well, maybe she did like the cookies — selling them, that is. While Erica couldn’t wait for her year in Girl Scouts
With the confetti and fireworks flying, the four professional champions of the 2014 NHRA Mello Yello Drag Racing Series could barely see their fans. But the first female Pro Stock champion, Erica Enders-Stevens, could see her past and the determination which got her to where she is today. Vol. 1, Issue 1 / Drag Racing Scene 107
The support of her husband, Richie Stevens, who himself competed on a limited basis last year, was a key to her success. With the Series Championship medal hanging around her neck, that smile might take years to wear off Erica Enders-Stevens’ face.
to be up, she was determined to sell as many of the cookies as possible. She sold them in the neighborhood in Houston, she sold them at her dad’s office and she sold them at the race track. There weren’t many girls around the track then, so the boxes of cookies went quickly. And when the sale was over, Erica had sold the most. “You better believe I won that competition, too,” Enders-Stevens said.
“When people are determined they can overcome anything.”
– Nelson Mandela
Erica was a standout volleyball player at Cyprus Springs High School, but near the end of her junior year, she tore her rotator cuff in her right shoulder. Surgery and rehab meant that was probably the end of her volleyball career, but Enders-Stevens wouldn’t accept that answer. “I’m starting my senior year,” she said, “and I’m going to be all-district.” Erica is right-handed, so not having full rotation of her right arm after surgery was going to be a large hindrance in her volleyball career. She still can’t fully rotate her right arm to this day, but she had a simple plan. “I’m going to play left-handed,” Erica told her parents. After the surgery, Erica spent day after day, hour after hour, smacking the ball against the wall at the gym — with her left hand. Soon, she was playing outside hitter and libero — left-handed. “She taught herself to play left-handed,” Gregg Enders said. “My girl is not ambidextrous. She’s determined.” 108 Drag Racing Scene / Vol. 1, Issue 1
Erica made second-team all-district her senior year.
“Every worthwhile accomplishment, big or little, has its stages of drudgery and triumph; a beginning, a struggle, and a victory.”
– Ghandi
Enders-Stevens had success in the Sportsman ranks and was eyeing a Funny Car career when Pro Stock car owner Victor Cagnazzi offered her a ride for the 2005 season. She was in her early 20s and having the time of her life, but only a couple years later, Enders-Stevens was on the outside looking in. Finding sponsorship was a struggle, either at Cagnazzi Racing or when she and her dad owned their own team. She accepted a ride with Cunningham Motorsports for the 2009-10 sea-
Co-crew chiefs Rick and Rickie (headset) Jones used Richard Freeman’s horsepower and tuned their chassis to six No. 1 qualifying positions and six wins in 2014.
sons, but things were hardly smooth there, either. Enders-Stevens didn’t qualify for a single race in ‘09 and only three in 2010. Yet, she stuck with it, continuing to dream of being a champion. “I’ve always been that person who, whatever it is I do, I give it 100-percent,” Enders-Stevens said. “And the fact I’m passionate about the sport and love what I do, I didn’t want to quit, I didn’t want to give up on the dream.” While she wasn’t winning races, she was still a popular figure in drag racing, and a business relationship with Texas oil and gas businessman Gaston Kearby helped bring Enders-Stevens back to Cagnazzi for the 2011 season. She made it to three final rounds that year before breaking through with an historic victory at Chicago in 2012. She won four times and finished fourth in points that year, following it up with two more wins and a sixth-place finish in 2013.
always been “I’ve that person who, whatever it is I do, I give it 100-percent.
”
“She came from the bottom to the top,” says her car owner Richard Freeman. “Her determination and perseverance are second to none.”
But change was on the way, as Cagnazzi merged with Gray Motorsports, and Enders-Stevens needed to find another ride. She quickly joined Elite Motorsports, for whom her husband Richie raced for once in 2013. The chemistry was solid from the start, and Enders-Stevens had a fire in her eye.
Father Greg and sister Courtney, along with mother Janet Lee, have been there from the beginning and have always been 100-percent behind Erica.
“I saw it all year,” Elite Motorsports owner Richard Freeman said. “She turned it on early on. I’ve said all along that from the first time we went testing at Phoenix, we all jived. It was perfect. There’s no doubt we had some slumps, she got beat on some holeshots, but that’s just racing. You’re not going to win every round you go to. “She came from the bottom to the top,” Freeman added. “She started as a
kid and went through all that stuff with her father and Cagnazzi and had trouble getting money throughout her career. Her determination and perseverance are second to none. Nobody gave her a thing.” Except congratulations for a superb 2014 season that saw her win six times — plus the special K&N Horsepower Challenge — and qualify No. 1 six times. That Sunday in Pomona, when she was holding the World Championship trophy over her head, she wasn’t exactly thinking of all the difficult times in her career. But she also knows those times made her who she is now: 2014 Pro Stock champion. “It was all worth it,” Enders-Stevens said. “All of those times made Sunday in Pomona that much sweeter. You don’t just get there overnight. The journey is what makes it worth it for me.” DRS
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112 Drag Racing Scene / Vol. 1, Issue 1